Alberta's Braeden Ortt has returned to the top step of the MotoAmerica podium with a win in Saturday's Superstock 600 race at California's Sonoma Raceway.
Sunday, 13 August 2017 17:39 Published in News
Race day at round 3 of the 2017 Mopar Canadian Superbike Championship ended as most had expected, with Jordan Szoke (Lynden, ON) winning the 22-lap Feature Race in convincing fashion at Autodrome St-Eustache.
Sunday, 25 June 2017 18:24 Published in Reports, Results & Points
Jordan Szoke of Lynden, ON started his National motorcycle road racing title defense in powerful fashion at Shannonville Motorsport Park (Shannonville, ON) on Sunday with an aggressive victory at the CSBK Superbike Challenge presented by the Trenton MFRC.
Monday, 29 May 2017 09:49 Published in Reports, Results & Points
SHANNONVILLE, ON (May 27, 2017) – The grid for Sunday's Pro Superbike feature at the Mopar CSBK Superbike Challenge presented by the Trenton MFRC has been set after a blazing Saturday qualifying session at Shannonville Motorsport Park that concluded with six riders less than half a second apart on the timing sheets.
Defending class champion Jordan Szoke came out on top after an ultra-competitive Dalton Timmis Insurance Pro Superbike Top Ten SuperPole session, setting the top time with a 1:04.121 on his Mopar Express Lane/Motovan BMW S1000RR.
Fellow BMW racer Matt McBride came back from a disastrous engine failure in Friday practice to take the second spot just 0.129 seconds behind Szoke, with Kawasaki rider Kenny Riedmann finishing third thanks to a 1:04.333. Ben Young (BMW) will take the fourth and final spot on the front row for tomorrow's 22-lap Pro Superbike feature, while Andrew Nelson (Suzuki) and Bodhi Edie (Yamaha) rounded out the six riders in the 1:04-second range during a furious SuperPole session.
For Szoke, it was a good way to start his quest for a 12th Canadian Superbike championship after limited track time leading up to Saturday's qualifying session.
"We weren't worried, but we were a little curious about how things would go," Szoke admitted after securing yet another pole position, the accompanying top-qualifier cheque and a Rockwell watch. "The track's a little bit sketchy - there's a little bit of water going into Allen's Corner - but it was a good day for us. Under the circumstances and given the track conditions, that was a really good lap time and it was really competitive all through the top ten."
Although some ways off the 1:03.795 track Superbike record set by Brett McCormick on a Suzuki GSX-R1000 in 2009, Szoke's pole-earning lap was nearly three-tenths quicker than his top qualifying lap from last year's Shannonville round.
"It's a great way to start our defense," admitted Szoke. "We're going into this year with a lot of confidence, but it's going to be a tough race tomorrow, that's for sure."
McBride, who put a new bullet in his Riders Choice BMW S1000RR last night, seemed ecstatic with his second-place finish after a frustrating Friday. "Yesterday wasn't the day we planned for," admitted the Mississauga, ON native. "We got half a lap in, and then we had a lot of work ahead of us. Luckily I've got really good friends and family here, and everyone worked so hard. We're just happy to be out here.
"We always want to be ahead of Jordan, but that's a tough task. We're happy to be up here, and tomorrow's what counts, so we're going to put our heads down and try to last this year."
Riedmann made significant progress during Saturday's practice and qualifying sessions to establish himself in third at the conclusion of the SuperPole session on his new 2017 ZX-10RR.
"I've got an awesome Kawasaki motorcycle underneath me, and the times are super close at the front," said Riedmann, who finished runner-up to Szoke at last year's Shannonville opener. "It's going to be a really exciting race."
The surprise of the weekend in Liqui Moly Pro Sport Bike has been the quick performance of Kris Garvie, who earned his first-ever CSBK Pro pole position with a 1:06.967 on his Kawasaki ZX-6R.
"It feels amazing," admitted Garvie, who was returning to the national tour after more than a year away. "The bike does what I need it to, and I do what she needs me to, and we're able to work as one.
"Everything feels good, I'm just having fun. I'm shocked that things are coming along as well as they are."
Almost as surprising as Garvie's hot pace was that of rookie Pro Chris Brent, who will start in the second spot on the first row thanks to a 1:07.168 on his Honda CBR600RR. The front row for tomorrow's Pro Sport Bike race will also include Tomas Casas (1:07.195) and Louie Raffa (1:07.730).
In Magneti Marelli Amateur Superbike, Ernest Bernhard of Ste-Brigide, QC will start his Yamaha R1 on tomorrow's pole after a 1:08.284 top qualifying effort. In Shoei Helmets Amateur Sport Bike, fellow Quebec racer Jean-Francois Aubin earned top position on his Suzuki GSX-R600 with a 1:09.537.
The first Kawasaki Ninja 300 Race Series round of the year went to Jared Walker (Oakville, ON), who claimed the top spot on the podium by finishing nearly 15 seconds ahead of second-place Johann Plancque (St-Jerome, QC), who narrowly edged out third-place teenager Xavier Paradis of Shannon, QC.
Sunday's action at Shannonville starts with morning practice for all classes, followed by national rounds starting at 1:00 pm. For full qualifying results and a schedule of Sunday's events, visit www.csbk.ca.
Sunday, 28 May 2017 09:07 Published in Reports, Results & Points
13-year-old Jonathan Finn began the 2017 season on April 23rd in Valencia, Spain competing in the Spanish RFME Campeonato de España de Velocidad national championship at the Ricardo Tormo Circuit in Valencia. The Bushell Park, SK teen is competing in the 85GP class this year as he starts his second year of racing internationally.
“Racing in the RFME CEV is definitely a huge step in my racing career and the level of competition here is tough, but I know I can compete with these guys,” said Finn. “My XCtech team and I tested here at Valencia the weekend prior to the race so I could get to know the track, continue to get comfortable on the bike and work on the setup for this weekend’s race."
After a solid qualifying practice, Finn went to work focusing on the overall race objective set out by the team of lowering his lap times and completing his first RFME CEV race. “I got a great start off the line and felt comfortable to push myself and the bike as the race progressed,” said Finn. Unfortunately, due to an electrical issue on the last lap, Finn lost power and would eventually have to retire from the race.
“Not being able to finish my first race here in Spain is disappointing. I feel bad for the entire XCtech team who have been working hard to help me adjust, but technical issues can happen and it’s part of racing,” Finn stated.
Finn’s progression in the RFME CEV has been evident according to XCtech team boss Xavi Jimenez. “Dealing with a new bike, world championship circuits and racing against some of the best at this level in the world is a big step for all foreign riders coming into the series. Jonathan is a mature and dedicated rider who is adapting well to the bike and we are very happy with his progress,” said Jimenez.
Finn will be returning home to Canada to continue to train and prepare for the next round of the RFME CEV Championship at the Circuit Barcelona-Catalunya in late May. While at home, Finn is also working on securing sponsorship support for the season. “Its no secret that racing at this level costs money. I am lucky to have my family and sponsors that have been with me for the last few years supporting me, but there is still more support that we need to have to keep this opportunity moving forward.”
Jonathan Finn competes with support from Canadian Tire - Cobourg, Arai Helmet Americas, Bickle Racing, Impact Safe-T Armor, Sidi Sport, SPY and DeCal Works.
Wednesday, 03 May 2017 11:19 Published in Reports, Results & Points
Last month, Spanish rider Ricard Cardus won an FIM CEV (Campionato Espagnolo Velocita, a European Championship) Moto2 race at Catalunya in Spain. That in itself is not overly surprising; Cardus has been racing in the Moto2 World Championship for several years with a handful of top-10 finishes to his credit. What's more noteworthy is the motorcycle he was aboard: Transfiormers.
Friday, 08 July 2016 16:31 Published in Andrew Trevitt
ST-EUSTACHE, QC – Jordan Szoke completed a sweep of the Mopar Canadian Superbike Championship doubleheader at Autodrome St-Eustache with victory in Sunday’s 22-lap race aboard his Express Lane / Motovan / BMW Motorrad Canada BMW S1000RR.
Thursday, 30 June 2016 10:36 Published in Reports, Results & Points
The 2016 Mopar Canadian Superbike Championship Official Series Program is available now for viewing for free!
Thursday, 26 May 2016 15:34 Published in Industry News
The Gran Premio Red Bull de España saw Valentino Rossi lead from start to finish, winning from Lorenzo and Marquez with ease.
Monday, 25 April 2016 09:43 Published in Reports, Results & Points
In previous blogs, and in the print version of the magazine, I have discussed anti-squat and how it relates to chassis setup. Anti-squat is a very important tool in making a motorcycle lap quickly at the racetrack, especially a powerful superbike, but at the same time it's one of the least understood setup parameters.
Some people claim that the rear end of the motorcycle must always compress, or squat, under acceleration to properly transfer load to the rear wheel for better traction. Others claim that the rear suspension must extend under acceleration, to "push" the tire into the ground and increase traction. People in the second group point to the experiment of putting the front tire of the motorcycle against a wall so that the bike can't move; when the clutch is gently released, applying power to the rear tire, the suspension extends significantly. But what really happens when the motorcycle is on the road or track and accelerating?
Here is what we know about anti-squat in theory: The three forces involved in compressing or extending the rear suspension as the motorcycle accelerates are the driving force, chain pull, and load transfer. Driving force refers to the rear wheel pushing the motorcycle forward, and generally acts to extend the rear suspension because of the swingarm angle. Chain pull is the force of the top run of the chain on the rear sprocket, also trying to extend the rear suspension under most conditions. And load transfer refers to the additional weight on the rear suspension due to acceleration.
There are a couple of key points to consider here: First, the load transfer component will occur whether or not the rear suspension compresses; in other words, acceleration will add weight to the rear wheel even if the rear suspension extends during that acceleration. The attitude of the motorcycle does affect the amount of load on the rear wheel, but to a very small extent. Second, the experiment of putting the front tire of the motorcycle against a wall removes load transfer from the equation; the rear suspension rises because only the chain pull and driving forces are present, the forces which serve to offset load transfer - which is eliminated here because the motorcycle is not accelerating.
Sum the three forces, and the math shows that the anti-squat effect decreases with more suspension travel, mostly because the swingarm angle changes through the stroke. At the top of the travel, acceleration will cause the rear end of the motorcycle to rise; at a certain point, equal to approximately the static sag setting on many bikes, the forces sum to zero and the suspension will neither compress nor extend on acceleration. As suspension travel increases, the anti-squat effect reduces further and the rear end will tend to squat on acceleration.
What happens in practice? Data that I have from Jodi Christie's superbike shows that in some corners, the rear suspension compresses during acceleration; in others, it extends; and in others, it remains constant from the moment Jodi applies the throttle to the end of the succeeding straight. The amount of compression or extension depends on traction, camber, elevation changes, and any number of variables.
The takeaway here is that, by adjusting various setup parameters as they relate to anti-squat, we can make the rear suspension do what we want on corner exits - extend, compress, or remain constant. This is usually a compromise to find a setting that works for the entire track, and we most often look at rear suspension in conjunction with other data, not on its own, for guidance on what that compromise should be.
Friday, 01 April 2016 15:25 Published in Andrew Trevitt