MAILMASTER __Subject: Wheels / Bond / Volkswagen Tiguan Canadian Air Force Museum Road Trip On 2014-04-17, at 5:26 PM, Toronto Star, Wheels wrote: From: Steve Bond [mailto:scugog8@yahoo.com] Sent: Monday, April 14, 2014 9:34 AM To: Photodesk - Toronto Star; Toronto Star, Wheels Subject: Wheels / Bond / Volkswagen Tiguan Canadian Air Force Museum Road Trip Pics by Steve Bond. Plane is the Halifax.  7 024.jpg  halifax.JPG

MAIN - Halifax bomber

<h2>Second World War bomber recovered from lake bottom and restored to its full glory</h2>
Toronto to Halifax is about a 20-hour drive. But you don?t have to travel to Nova Scotia to see Halifax.

Just two hours east of Toronto, you can visit a four-engined Halifax bomber, manufactured during the Second World War by the Handley Page aircraft company. After an illustrious but short wartime career, it now resides at the National Air Force Museum of Canada in Trenton.

Not exactly an epic road trip for a Volkswagen Tiguan, but worth it if you?ve never seen the Halifax.

Since its introduction in 2007, Volkswagen?s Tiguan has cemented its reputation as one of the top compact CUVs in a field full of good vehicles.

Prices start at $24,990 for a front-wheel-drive model, but my AWD Comfortline tester started at $31,390 and, with virtually every goodie box checked, came in at just over $37,000.

The base engine is a good one ? a 2.0-liter turbocharged four with direct injection and a six-speed automatic. With 200 horsepower, 207 lb.-ft. of torque and all-wheel-drive, it?s an excellent all-weather urban assault vehicle, with more than enough poop for weekend getaways.
<blockquote>RELATED: <a href="http://www.wheels.ca/news/road-trip-2014-volkswagen-tiguan/">Road Trip: 2014 Volkswagen Tiguan- Buttoned-down VW a fitting way to tour former factory district</a></blockquote>
For soccer and hockey moms, the Tiguan is a much more stylish people-mover than a minivan, although it?s pretty much limited to being a four-seater. One nice feature is that the rear seats slide fore and aft to adjust for legroom and/or cargo.

Cargo capacity is ample, but not outstanding ? 675 litres with the rear seat up and 1,590 with the seat folded flat. For cottage weekends, towing capacity is 998 kg.

The cockpit is stylish and sophisticated. Materials are of excellent quality and all controls are intuitively located and easy to use. The driver sits up nice and high and there?s more glass than a commercial greenhouse, so outward visibility is exceptional.

Heading east on the 401, the Tiguan was a quiet, comfortable cocoon that loafed along with whatever average speed the traffic was maintaining.

The museum has a great selection of aircraft, from an Auster observation plane to Hurricane and Spitfire replicas and a Voodoo CF101 fighter. But the crown jewel of the collection is the Handley Page Halifax.

The Halifax played an undeserved second fiddle to the Avro Lancaster with the RAF and RCAF for most of the war, but it was still a pretty good aircraft, with an excellent service history and safety record.

This particular Halifax, designated NA337, was delivered to the RAF?s 644 Squadron on March 5, 1945 and was immediately pressed into duty in the Crossing the Rhine airborne operation.

Incidentally, my father was a paratrooper in the British 6th Airborne Division during this battle, but it?s doubtful their paths ever crossed as he jumped from a C47 and this Halifax was towing a glider.

On April 23, 1945, the plane made an evening take-off to deliver 13 containers and two packages to Norwegian resistance fighters north of Oslo. The supplies were dropped at about 1 a.m. but, returning home, the plane was taken down by anti-aircraft fire, the pilot ditching into Lake Mjosa.

The only member of the six-man crew to survive was tailgunner Thomas Weightman, who only had to suffer two weeks of captivity by the Nazis before the war ended. He died in England in 2007.

In 1995, the plane was recovered from the icy, 250-metre depths of Lake Mjosa, where it had sat for 50 years. The aircraft was dismantled, cleaned and transported to Canada, where teams of volunteers restored the various components and sub-assemblies in many locations, including private homes and unoccupied buildings at CFB/8 Wing in Trenton.

Overall, the team contributed 350,000 man hours (the equivalent of 40 years) to restore Halifax NA337 to its current magnificent condition.

In addition to the aircraft, there are many interesting static displays in the museum?s main building, which document the history of Canadian military aviation from the early days of the Canadian Aviation Corps in 1914 and the formation of the RCAF in 1924 to its current status.

There?s also a section reserved for the aptly named RCAF Flyers, a hockey team of military personnel that just happened to win the Olympic gold medal in St. Moritz, Switzerland in 1948, outscoring their opponents 69 to 5. You?ll see hockey memorabilia from that era, a picture of the winning team and also one of their sweaters.

The Tiguan?s overall driving experience is quite good. It?s a tight, refined package that excels under all conditions. The steering is precise with reasonable feedback, although start hustling through the twisties and the chassis serves up a healthy dose of body roll.

Fuel consumption averaged 8.5 L/100 km over a mix of freeways, two-lane roads and city traffic.

The National Air Force Museum of Canada is located at 220 RCAF Road in Trenton. Take the Glen Miller Road exit and follow the signs. For more information, check out airforcemuseum.ca.

Admission is free but donations are welcome. It?s a great place to spend a day.

The vehicle tested by freelance writer Steve Bond was provided by the manufacturer. Email: wheels@thestar.ca.

2014 Volkswagen Tiguan

Price: $24,990 base, $37,640 as tested
Engine: 2.0-L turbocharged four, six-speed automatic
Power/torque: 200 hp/207 lb.-ft.
Fuel Consumption L/100 km: 8.5 combined
Competition: Honda CRV, Toyota RAV 4, Ford Escape
What?s best: Quality, comfort, outward visibility.
What?s worst: Body roll, a bit thrashy under full throttle.
What?s interesting: Rear seat adjusts fore and aft.

[wheelsgallery id=1]

Road Trip: Two hours to Halifax for a trip through time

Audi_S3

VANCOUVER — With a wingspan averaging two metres and weighing between five and six kilograms, the majestic bald eagle is an iconic symbol of the wilderness and the official emblem of the United States. In all my years in Ontario, I’d seen maybe three of these incredible birds.

But during one day at the Fraser Valley Eagle Festival, I saw dozens of these birds. The sight of 10 mature bald eagles roosting in one tree, with another 20 or more soaring overhead on thermal updrafts, is nothing short of inspiring.

Snow and cold weather forces thousands of bald eagles from their summer nesting grounds in Alaska and northern British Columbia to the Fraser River Valley, where they feast on thousands of dead salmon. Yes, this regal, clinically-efficient hunter loves dining al fresco on salmon carcasses well beyond their best before date.

There are two bald eagle festivals in B.C. — the Fraser Valley gathering in Harrison Mills, about 110 km east of Vancouver, and the Brackendale Count gathering, about 70 km north on the wonderful Sea to Sky Highway.

<img src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2016/02/audis36.jpg" alt="" />

Soaring with the eagles requires something special, and <a href="http://www.audi.ca/ca/web/en/models/a3/s3-sedan.html">Audi’s S3</a> small luxury sports sedan fits the bill (no pun intended). Visual upgrades from the A3 include quad exhaust tips, a trunk spoiler, tarted-up outside mirrors and 18-inch wheels. Tick the “performance package” box and you get 19-inch wheels and magnetic dampers.

While the A3 has a base price of $32,400, the S3 bumps that up to $45,400. Tack on options, such as jazzy red brake calipers, and my 2015 press unit checked in at $52,750.

With 292 horsepower and 280 lb-ft. of torque available from the 2.0-litre, four cylinder turbo, there is no shortage of oomph when you press the right pedal. The only transmission available is a six-speed DCT unit, but it shifts so quickly and seamlessly, I didn’t lament the lack of manual input.

Going to either eagle-viewing venue from my newly-adopted home in Maple Ridge, B.C., covers every type of driving condition you might encounter across Canada, short of gravel roads. There’s a mix of city traffic, twisty two-laners and freeway.

The S3 is completely unfazed by any of the above and even though it easily and comfortably devours the freeway grind, its considerable talents are wasted on a flat, straight highway. The quiet cockpit is awash in top quality materials with excellent fit and finish, and both driver and passenger seats are roomy and exceedingly comfy. Cruising at a B.C.-legal 110 km/h, the S3 returns a satisfying 7.5 L/100km.

<img src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2016/02/s3l130024largejpg.jpg" alt="" />

It’s when the road gets curvy that the S3 really shines. The electrically-assisted steering has a light feel, although feedback is a bit lacking. There is absolutely no shortage of grip, especially with the monstrous 19-inch buns and magnetic ride option.

A quick tug back on the shifter changes the car’s dynamics into Sport mode and the S3 immediately grows fangs and adopts a number of rowdy personality disorders. Throttle response becomes a bit crisper, shifts are quicker and the transmission hangs on to each gear a bit longer. Stomp on the gas, it just digs in and goes.

Even in Comfort mode, the throttle response is linear and progressive except for an annoying hesitation just off idle when accelerating from a stop. It’s as if you apply the throttle, nothing happens for the first half inch of travel and then — boom — you’re away.

All-wheel drive is handy in areas where the pavement isn’t dry and smooth all year (see “Canada” in your dictionary), and while the west coast generally doesn’t have to deal with snow on a daily basis, there’s enough rain to warrant the security and sure-footedness that AWD offers. Plus, a good chunk of Audi owners are somewhat upscale with ski trips or cottage jaunts on the agenda, which means dealing with icy and snow-covered roads for most of the winter months.
<blockquote>RELATED: <a href="http://www.wheels.ca/car-reviews/2015-mercedes-4matic-compare/">2015 Mercedes 4Matic Compare</a></blockquote>
Travelling to either festival reveals the amazing vistas that’s typical of British Columbia, especially in late fall and winter. Yeah, it rains a bit—but when it’s sunny, it’s absolutely spectacular and most of the mountains have snowy-white tops, just like the eagles. An added bonus travelling to Harrison Mills are dramatic settings along the Fraser Valley including views of snow-covered, 3,286-meter Mount Baker in Washington, 85 kilometres to the southeast.

The eagle festivals are informative, educational and a great way for the public to learn more about this amazing bird, as well as the life cycle of the salmon and other integral components of the food chain.

Indoor exhibits feature nature displays with live raptors, green businesses and conservation organizations. Fish hatchery tours showcase the life cycle of the various Pacific salmon and nature tours highlight the biodiversity of the area.

The eagle festivals were pretty cool stuff for an eastern boy, and the S3 showed that when it’s time to soar with the birds, good things still come in small packages.

<img src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2016/02/s3l130072largejpg.jpg" alt="" />

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Freelance writer Steve Bond is a long-time contributor to Toronto Star Wheels. The vehicle for the story was provided by the manufacturer. To reach him, email <a href="mailto:wheels@thestar.ca">wheels@thestar.ca </a> and put his name in the subject line.

&nbsp;
<h3>2015 Audi S3</h3>
BASE PRICE/AS TESTED: $47,500/$52,750

ADD-ONS: freight, taxes, licence

TYPE: Four door sedan

PROPULSION: front-engine, front-wheel drive

CARGO: Trunk Cargo capacity — 283 litres (10 cubic feet)

ENGINE: 2.0-litre, turbocharged, four-cylinder, 16-valve, transverse mounted.

TRANSMISSION: six-speed, dual-clutch S-tronic automatic, all-wheel drive

POWER/TORQUE: 290 horsepower, 292 lb-ft. torque

FUEL CONSUMPTION: Premium required. 10.1L/100 km city, 7.7L/100km highway. As tested — 8.56L/100km.

BRAKES: Front — 13.4-inch vented rotors, rear — 12.2-inch vented rotors

TIRES: 235/35 — 19 inch all-season

STANDARD FEATURES: All-wheel drive, rear fog lights, rear spoiler, heated power front seats with lumbar adjust, leather sport steering wheel, quad exhaust tips

COMPETITION: Mercedes CLA45 AMG, BMW M235i,

<a href="http://www.audi.ca">WEBSITE</a>

Review: Audi S3 fast enough to fly

tire testing edmonton

It's Canada and winter will soon be upon us. You’ve got a new car or light truck. When driving at this time of year, expect Mother Nature to display her entire repertoire — snow, slush, wet roads and frigid temperatures, with a side order of ice.

National tire retailer Kal Tire wanted their customers to make better, more informed decisions when purchasing <a href="thestar.com/autos/2015/10/31/all-weather-tires-vs-winter-tires-whats-the-difference.html">winter tires</a> and commissioned an independent testing organization to rate a number of tires under varying cold weather conditions on different surfaces right here in Canada.

Without hard data, consumers rely on the kid behind the counter saying, “My cousin really likes these,” or, “These are our best selling all-season radials.”
<blockquote>RELATED: <a href="http://www.wheels.ca/news/mandatory-winter-tires-for-canada/">Mandatory Winter Tires for Canada?</a></blockquote>
The testing group, led by well-known racer, driving instructor and tire and vehicle tester, Alan Sidorov, consisted of rally champions, advanced driving instructors as well as former RCMP and military personnel — all with the extensive experience required to operate a vehicle with consistent precision, every time.

Certain variables, such as surface and air temperatures, as well as wind velocity, were carefully monitored and tests were repeated numerous times at identical speeds with the driver completely unaware of the tire being tested at the time.

Data was gathered using Racelogic dataloggers, which measured accurate speeds, precise driving lines, GPS information and G-force measurements each time.

Once the type of tests were mutually agreed upon, the Kal Tire people were kept at arms length. “Sometimes, they'd check on our progress or their videographer would film but they had absolutely no influence on what we were doing,” Sidorov explained.

Kal Tire selected 19 of their most popular car and light truck tires for the testing, which took place over eight days last January. Each tire was put through 10 individual tests, including road noise, hydroplaning resistance, cornering on wet, dry and slushy pavement, cornering on ice and braking on all surfaces.

I was invited to participate in some sample tests at the Northlands Coliseum in Edmonton, a city intimately familiar with winter. Although when I was there, it was a mid-summery plus 2 degrees C with a brisk wind from the west.

The skidpad test is simply driving around a circle with the steering wheel at a constant radius, then gently applying power until the tires slide. Keeping the wheel constant is hugely important because every input with the wheel affects tire grip and renders that particular lap invalid.

Test facility skidpads are smooth and level, but the Northlands Coliseum parking lot is a three-ring circus of heaves, patches and swales with strategically placed light standards at various locations. “Please feather the throttle close to the light posts,” my instructor Joanne Younker advised, as wrapping a test vehicle around a pole is generally considered bad form.

<img src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2015/12/shutterstock-342874181.jpg" alt="winter tires" />

It was interesting how the surface affected grip. I kept applying power until the edge of traction was realized and when the pavement got choppy, the car slid. Joanne showed me how the instruments attached to the car logged and recorded the data, showing not only vehicle speed and maximum grip in G-forces, but also yaw rate and slip angle, telling which end of the car is breaking loose first.

After a couple of brake tests, I got my 80 km/h to zero braking down to 26 metres.
<blockquote>RELATED: '<a href="http://www.wheels.ca/news/tire-deniers-dead-wrong-on-winter-tires/">Uncle Bob' dead wrong on Winter Tires</a></blockquote>
I was then handed over to Sidorov and the same tests were repeated, only this time the pavement was wetted down. It was immediately noticeable how grip diminished and how braking distances increased. I also got to blast through a water-filled depression to experience hydroplaning.

Kal Tire's data shows that at a snail-like 30 km/h on icy pavement, winter tires stopped an average of 15 metres shorter than all-season tires (the company prefers the term “three season tires”), and six metres less than all-weather tires.

Braking and cornering under wet, cold and slushy conditions proved what experts have been saying for years — winter tires performed best, followed by all-weather tires with all-season tires lagging way behind.

It must be mentioned that Kal Tire is an independent retailer and their testing was limited only to the brands the company sells, not all tires available.

Kal Tire is the exclusive distributor of Nokian tires in Canada and the Finnish company's Hakkapeliitta R2 was rated the best winter tire they sell. Makes sense as the Finns certainly know about winter. The best all-weather tire was the Nokian WRG3 and the Michelin Defender was rated best all-season.

Kal Tire will release the results for an additional 57 tires in Spring 2016.

All results are on the Kal Tire website (kaltire.com) and click on the “we test tires so you don't have to” graphic. Tires are rated on a simple “one to five star” basis but for detailed data on how each tire performed, Kal Tire retailers have the info available.

Freelance writer Steve Bond is a frequent contributor to Toronto Star Wheels. To reach him, email <a href="mailto:wheels@thestar.ca">wheels@thestar.ca </a> and put his name in the subject line.

Independent testing proves winter tires are best

Choosing a car at dealership. Thoughtful grey hair man in formalwear leaning at the car and looking away

Choosing a car at dealership.

<h2>2014 Honda CTX1300</h2>PRICE:?$18,999 ENGINE:?1,261cc, V4, longitudinally mounted, five speed FUEL CONSUMPTION (regular):?5.2 ? 5.7L/100km POWER:?85 horsepower, 78 lbs-ft torque COMPETITION:?Kawasaki Vaquero, Harley Street Glide WHAT?S BEST:?Smooth, handles well, good standard features WHAT?S WORST:?Cramped riding position for six footers WHAT?S INTERESTING:?Sport-cruising-tourer?<h2>Smooth: No vibration or tingling in hands, feet</h2>Lucy, you got some ?splainin? to do.Honda?s 2014 Honda?s CTX1300 has the low (725mm) seat, long wheelbase, 200mm wide rear tire and feet-forward(ish) riding position of a cruiser; the V4 motor and sport-oriented wheels and tires give it sport-touring cred, while the hard bags, wind protection and sound system indicate Gold Wing DNA.So what is it?All of the above.Why pigeonhole motorcycles into one category? Can?t the circles overlap a bit?Listing for $18,999, the CTX1300?s standard equipment includes a centerstand, five-position heated grips, sound system, linked ABS, hard bags, traction control, LED lighting and self canceling turn signals.The CTX uses the same 1,261cc V4 as the ST1300, although with 85 horsepower and 78 lbs-ft of torque, it?s significantly down from the ST?s 120 and 92, respectively. Peak power now kicks in 2,000 rpm lower than the ST and redline is a car-like 6,800 rpm.Over a couple of days, I put over 1,000 km on the CTX and came away with mixed feelings.The wide, scalloped seat locks you in one position, which is unfortunate if you?re over six feet tall and the semi- feet-forward riding position still put a lot of weight on the ol? tailbone. After an hour or so in the saddle, I started squirming, as if on the witness stand.Performance from the ?detuned? V-4 is quite good. I never wanted for more acceleration and the transmission shifts easily and crisply, although it?s only a five speed; same as the ST1300.The suspension consists of non-adjustable 43mm forks up front and twin rear shocks that adjust for preload only, which is a chore with the bags in the way. It handled very well over smooth pavement but both ends seem to have too much compression damping as it chattered noticeably over bumps and patchy stuff, transmitting harsh jolts directly through the bars and seat.Steering is fairly light and neutral, the wide bars giving lots of leverage at slow speeds, although the long, 1,640mm wheelbase and fat, 200mm rear tire won?t allow it to turn on the proverbial dime.The CTX zips around corners with amazing ease and stability and it has more ground clearance than traditional cruisers ? a very brisk pace is required before hard parts start dragging.The CTX?s fairing does a great job protecting the rider from the elements ? from the chest down anyway, the eyebrow screen doing little to deflect the airflow from the rider?s head. Honda has a taller screen available and anyone considering the CTX should make this mandatory. I rode from Calabogie to the GTA into a stiff headwind and got off the bike feeling like Muhammad Ali had been sitting backwards on the tank, headslapping me the entire way.The good news? After four straight hours, no vibration or tingling was felt in hands or feet ? the V4 is very smooth.Brakes are very good with dual 310mm units up front and a large 316mm single disc out back. Honda?s linked ABS system works well with decent feel and feedback when stopping the 338kg CTX.The centerstand is a nice feature but redundant as the shaft drive eliminates the need for chain lubing and adjustment. It makes rear wheel removal easier but how many CTX owners will do their own tire changes?The sound system is also an enigma. It?s compatible with Bluetooth, iPods and MP3s, and sound quality from the twin speakers is great ? in the driveway. Even around town, wind noise overpowers it and on the highway, it?s futile. Two small storage spaces live on top of the faux fuel tank although accessing them is like posting a letter as the lids don?t open very wide.The hard bags are the ?clamshell? type, hinged at the bottom, waterproof, a decent size and open and close easily enough, but they?re bolted onto the bike. So, you have to pack your ?stuff? in bag liners, plastic baggies or schlep it in armloads each overnight stay. A 45L topbox is available as an option.Instrumentation is complete with analog tach and speedo flanking an LCD display for fuel consumption, air temperature, clock, odometer and twin tripmeters as well as the track and artist of the music you can?t hear. Scrolling through the functions is via large, automotive style switches flanking the dash storage pockets, which requires one hand off the bars.The four into two pipes have a nice sound ? a burbling at idle that morphs into a throaty growl as the throttle is opened. Fuel consumption averaged between 5.2 and 5.7L/100 km, so the 19.5 liter tank should yield a cruising range of 325 to 350 km.The CTX doesn?t really fit into one category but successfully overlaps the areas Honda has targeted. One might call it a Sport-cruising-tourer.<img class="size-full wp-image-56842" title="B821771066Z120141114100737000G3V1C5AHI3" src="http://d3img3do1wj44f.cloudfront.net/wp-content/uploads/2014/11/B821771066Z120141114100737000G3V1C5AHI3.jpg" alt="2014 Honda CTX1300 gauges" width="500" height="374" /> [reviews-news-gallery id=1]

Review: 2014 Honda CTX1300

Mike Holmes

You’ve seen him inspecting rooftops in sub-zero weather. You’ve seen him punching holes in drywall, looking for plumbing leaks. And you’ve seen him looking forlornly at renovations gone horribly wrong, saying, “Take it ALL down.”

Mike Holmes (who insists he’s “just a contractor”) is a true Canadian celebrity whose various shows are televised in more than 100 countries. He lives in a modest 2,000 square-foot, 1970s style home northwest of Toronto and we recently met at his new, 1,850 square-foot Mancave, the subject of an upcoming two-hour, HGTV special, .

Holmes is a confirmed gearhead whose vehicle collection includes a pair of ’32 roadsters (one red and one blue), a Boss 302 Mustang, a Range Rover, two <a href="http://www.wheels.ca/car-reviews/review-bombardier-can-am-spyder-st-s/" target="_blank">BRP Spyders</a>, a Kawasaki Vulcan, and a 1985 Yamaha V-Max.

Mike started with dirt bikes at a young age. “I was the crazy kid on the trails, doing wheelies, going as fast as possible, stuff that I certainly wouldn’t recommend now.”

His first car was a Chevrolet Celebrity station wagon, “to carry lumber. I should’ve bought a truck but it was the right price.” Mike renovated his first basement (including electrical) when he was 12, ran a large contracting business at 19 and, “at 21, I went on my own and haven’t looked back.”

Next he bought a Ford Econoline van and “did it up with captain’s chairs, a killer stereo and big mag wheels.”

He regrets selling the van. “I loved the van but it wasn’t practical as my kids were beginning to grow. I could sleep in it, it had the windows, the blinds, and a POUNDING stereo (even now, I’m a big stereo guy). I recently bought another one to relive those days. We don’t see customized vans anymore.”

Mike’s favourite car is “my Range Rover. It’s the Autobiography Edition, one of only 300 made and I love that car. It’s spectacular as it mixes luxury with handling, performance and off-road ability all in one. It goes anywhere I want to go, but I don’t take it out much, there’s probably only about 3,000 kilometers on it right now. I kind of cherish it. ”

Even though he aced his automotive courses in school, Mike practices what he preaches. “I leave all the mechanical work to the pros. Auto wasn’t what I pursued — I’ve been doing what I’m doing since I was very young, and I don’t see the point of tinkering.” He laughed, “I do wash and wax them though.”

As we talked about his motorcycles and Spyders, Holmes seemed to relax and a visible calm came over him. There are so many demands on his personal life, one of the few places he finds refuge (as so many of us do) is when he puts everything aside and goes for a ride. He laughs, “I put on my helmet, nobody can recognize me and I can just unwind and ride around in peace.”

<img class="size-full wp-image-54936" title="B821704619Z120140829172051000G211ACTQ93" src="http://d3img3do1wj44f.cloudfront.net/wp-content/uploads/2014/09/B821704619Z120140829172051000G211ACTQ93.jpg" alt="" width="500" height="295" />

Holmes has really gravitated to the three-wheeled BRP Spyders. “I think it’s intelligently made, it’s comfortable, and maybe because it’s bigger and wider, it’s an eye catcher and while I’m riding it, motorists see it. To me, it’s safer.”

Mike takes his vehicles to shows and cruise nights to raise awareness of the Holmes Foundation, a charitable organization that supports training young people in the skilled trades through apprenticeships, scholarships and bursaries. “It’s a way to let kids know the Foundation exists and at the same time, get them interested in the trades. I believe it has made a difference and that young people are finally saying, ‘Hey, I want to get into the trades.’”

Holmes believes we’re facing a major shortage in tradespeople. “And it isn’t just about finding a good contractor, painter or plumber. Trades people support every major infrastructure and industry in the world — that’s transportation, healthcare, communications — everything.

The Holmes Foundation is one step in correcting that shortfall, and Mike is also an ambassador to WorldSkills, an international competition involving over 40 different trades. “It’s basically the Olympics of the Skilled Trades and what I saw this year in Germany, blew me away.”

The next WorldSkills is in Brazil in 2015, “and I’m working towards getting it on television to help get the right people in the right trades. I am very proud to be part of that and I’ll be involved till the day I die.”

Holmes’s various shows are televised in over 100 countries and, “it was a real shock to turn on the television in Europe and see myself dubbed in German saying ‘richtig machen’ (Make it Right).”

For more details on Mike’s vehicles as well as an insight into his incredible Mancave, check out , a two-hour special airing September 1 at 8 pm on HGTV Canada. The new season of airs Tuesdays, also on HGTV Canada.

If you happen to see someone on a three-wheeled Spyder painted to look like an F18 jet fighter, it’s probably Mike, de-stressing and “riding it right.”

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Correction – September 05, 2014: This article was edited from a previous version that mistakenly said the Spyder is manufactured by Bombardier.

In fact, it is manufactured by Bombardier Recreational Products, a separate company.

Mike Holmes's refuge from renovation

MAILMASTER 

Subject: Wheels / Bond / Ontario Highlands Trip On 2014-08-10, at 9:23 PM, Steve Bond wrote: Pic by Steve Bond Get out and ride!!  track.JPG

Mailmaster

[reviews-news-gallery id=1]

My wish list for my yearly motorcycle trip includes twisty roads, reasonable accommodations and as little traffic as possible.

As a result, we usually head for Pennsylvania, southeastern Ohio, New England or even Cape Breton Island.

We?ve completely overlooked our home province, primarily because of the ?grass is always greener? syndrome, but that all changed recently when I was invited to explore Ontario?s Highlands.

Covering more than 23,000 square kilometres, the Highlands encompass the area between Marmora, Tweed and Perth to the south, the Ottawa Valley to the east, Dorset to the west and Pembroke to the north.

The <a href="http://ridethehighlands.ca" target="_blank">Ontario Highlands Tourism Organization?s new interactive website</a> (ridethehighlands.ca) shows a selection of interesting pre-planned routes, lists more than 2,500 kilometres of awesome roads, along with over 100 motorcycle-friendly businesses including accommodations, restaurants and things to see and do.

Everything is approved by riders for riders ? not what some pencil pusher who wouldn?t know a sportbike from a sports bra thinks motorcyclists want or need.

Larry Tate, my usual touring partner, was available; BMW came through with an R1200GS Adventurer, while Yamaha provided their 1200cc Super Tenere. Both bikes were equipped with factory hard bags and BMW even included a topbox.

Adventure touring bikes are hugely popular and I can see why. The torquey twins are all-day comfortable with excellent sit-up riding positions, good fuel range and their long-travel, well-damped suspension shreds back roads like a bear going through a box of hamburger patties.

For the most part, the roads were in decent shape and ranged from new blacktop smooth as a baby?s bottom, to pockmarked asphalt with heaves, patches and scattered sand. The usual summer construction also means scattered stretches of gravel and loose stones, which is another area where the GS and Tenere showcased their versatility.

The Arden Road was a great starting point ? a twisting ribbon of asphalt wending its way through cottage country, farms and sections of typical Canadian bush. A right on Highway 7 took us to the 509 north through Ompah and Plevna, then more curves and turns until we picked up the wonderful Centennial Lake Rd. that leads to Calabogie.

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We stayed at the Fans of Calabogie bed and breakfast, where owner Byron Hermann does everything possible to be motorcycle-friendly with preferred parking, a wash station and kickstand pads. Dinner was arranged at Canthooks, the on-site restaurant at the Calabogie Peaks Ski Resort, and Byron was nice enough to drive us, as there was a cold beer or two in our future. Dinner was excellent and the resort also has motorcycle parking only signs right up front.

Back at the rooms, the ?fans? don?t refer to racetrack enthusiasts but the Asian-themed decor, something Byron appreciated teaching in Taiwan for a number of years. The rooms were clean, spacious and quiet, the large hot tub was nice after a long day and breakfast the next morning was almost enough to last us the entire day.

After exploring some of the fabulous twisties around Calabogie, we stopped in at the Bonnechere Caves where owner Chris Hinsperger directed us to the motorcycle only parking area, complete with custom-made kickstand pads. I was really starting to like this area.

&nbsp;

The impressive caves are nine kilometres from Eganville and offer hourly tours in the summer. A new feature is dinner in the caves ? a twice-monthly, candlelit, full-course dinner with live musical accompaniment.

We picked up Opeongo Rd., which weaved its magic westward to our lunch stop at the Wilno Tavern, one of our favourite spots, although you may have to jack up the rear preload after eating here ? the traditional Polish fare is delicious and ample.

&nbsp;

There are an astounding number of great roads between Wilno and Haliburton (our destination that night), including Elephant Lake Rd., Peterson Rd., the ?Loop,? Essondale Rd., Hwy. 118 and others that you might just have to find for yourself.

That night?s destination was Sir Sam?s Inn, in the municipality of Dysart et al, which is 16 km from the village of Haliburton. After riding through Algonquin Park (where we experienced a five-minute shower, the only rain of the trip), we turned south on Hwy. 35 and made our timely arrival at Sir Sam?s right at happy hour.

&nbsp;

The inn was originally the estate of Sir Samuel Hughes, who led Canada?s military in the First World War. The original mansion has been refurbished, with lakeside cottages added. It?s a bit more upscale than the regular places we stay, but the table d?h?te dinners and breakfasts are wonderful and there?s a spa and masseuse on premises to relax tired muscles at the end of a long day?s ride. Hey, why not treat yourself once in a while?

Good riding in the Highlands is just a couple of hours from the GTA, so you can do a day trip but it?ll be a long day. To fully appreciate the experience, you?ll have to stay overnight at one of the motorcycle-friendly establishments. And any type of motorcycle is suitable ? no matter what you ride, the wind is the same.

Instead of heading south or east for your next tour, why not check out Ontario?s Highlands? Great roads, motorcycle-friendly businesses and it?s close to home.

Seems like the grass is pretty green right around here.

Travel for freelance writer Steve Bond was provided by Ontario's Highlands Tourism Organization. Email: wheels@thestar.ca

Riding the Ontario Highlands

viaggiare in auto

2014 Lincoln MkZ Hybrid

Price: Base $37,960, as tested $50,500
Engine: 2.0 Atkinson in-line four, plus 70 kW electric motor
Fuel Consumption: Measured average over 3.400 km 5.8L/100 km
Power: 188 horsepower, torque N/A
Competition: Lexus ES300h, Ford Fusion hybrid, Camry hybrid
What's best: Fuel economy, comfort, distinctive looks
What's worst: Touchscreen and slide controls lack feedback
What's interesting: Can go in electric mode up to 100 km/h
<h2>A different view of the Garden State</h2>
<h3>A journey through New Jersey in a luxury sedan reveals the area's picturesque beauty</h3>
Reality television portrays New Jersey as dirty, rundown cities full of drunken louts with the morals of alley cats.

But get away from the cities and certain areas of the coast and it's quite picturesque, with lots of trees, farmlands and quaint villages.

New Jersey is also one of only two U.S. states where it's illegal to pump your own gas and gas was cheap: $3.39 a gallon, or about 88 cents per litre.

Our chariot for the trip was a 2014 Lincoln MkZ Hybrid and, after living with the four-door luxury sedan for over 3,300 kilometres, the MkZ is definitely not your grandfather's Town Car.

Lincoln has a history of huge, willowy land yachts where you select ?flank speed? and ?right full rudder? just to make a turn.

They had suicide doors, stretched half the length of a city block, and were large enough to have their own gravitational field.

The nicely sized $37,960 MkZ hybrid is actually a rebodied Ford Fusion hybrid with soft, comfy leather and upgraded infotainment and convenience features.

A 2.0-litre Atkinson cycle four-cylinder gas engine with an auxiliary electric motor combines for 188 horsepower. Its front wheel drive and the CVT transmission is one of the smoothest and most efficient I've sampled.

The battery pack intrudes on trunk capacity but the hybrid still has a relatively spacious 314 litres, down from the standard MkZ's 436 litres. The battery pack and electric motor also add an extra 90 kilograms to the curb weight, 1774 kg vs. 1684 for the standard.

Push the start button and you get a ?ready to drive? icon on the instrument panel, as the hybrid always starts out in silent electric mode. There's no gearshift lever, just a row of PRNDL buttons on the left side of the centre stack. Select ?D? and you're gliding away, the electric motor moving you quietly along, all the way to 100 km/h if you use a light touch (a very light touch) on the throttle.

A heavier foot engages the petrol engine and acceleration is adequate, if not neck snapping. The instrument cluster allows the driver to call up a variety of info regarding the hybrid's energy consumption and four-way thumb switches on the steering wheel control most functions while keeping eyes on the road. And, in current fashion, almost everything can also be voice activated.

After an effortless border crossing at Niagara Falls, we pointed the double-winged grill of the MkZ to Hershey, Penn., where we had tickets to see Bruno Mars in concert. If you watched the NFL Superbowl in February, Bruno's halftime performance was the only highlight of the entire game. In Hershey, he put on an amazing, high-energy show and, even though the stadium venue had great sound, we had to park at least two kilometres from the stage and traffic both in and out was a nightmare.

We spent some time in Harrisburg, Pennsylvania's state capital, where we thoroughly enjoyed the U.S. Civil War Museum, which provides a very interesting unbiased view of the issues that touched off the War Between the States. One day, vintage fire trucks lined the banks of the Susquehanna River, putting on a display of firefighting techniques through the years.

On through Amish country, with lots of horse-drawn carriages and quaint shops in towns with odd names such as Bird in Hand and Intercourse (insert your own punch line here).

Getting to New Jersey required going through Philadelphia and we couldn't pass through without seeing the Liberty Bell (it's still broken) and Independence Hall, where the U.S. Declaration of Independence and the Constitution were debated and adopted.

As soon as we crossed the Delaware River into Jersey, it was appropriate to plug Bruce Springsteen's Born in the USA into the MkZ's awesome sound system.

We spent four days in south central New Jersey and really enjoyed it ? not once did we hear ?fuhgedd-about-it.? Lots to see and do including various bird and nature sanctuaries, historical lighthouses and the Museum of American Glass at the Wheaton Arts and Cultural Center for on-site glass blowing demonstrations.

Cape May is particularly beautiful with hundreds of restored Victorian style houses and long stretches of gorgeous beaches with virtually nobody on them, even in mid-July. Heading for home, we took a quick detour through Atlantic City (summed up with ?ugh?), carefully avoiding the metropolitan mess of New York and Newark and on through the Catskills in southern New York state.

Through a number of twisty roads, I'd describe the MkZ's handling as deliberate, composed and competent rather than sporty or playful. Steering was light with decent feel and feedback and responsive without being twitchy at freeway speeds.

In Woodstock, we were disappointed that the famous 1969 festival was actually held in Bethel, almost 100 km out of our way. Still, the town cashes in on its fame with numerous tie-dyed facades sporting the famous peace symbol.

Our total trip encompassed just under 3,400 km and the measured fuel consumption was a sparkling 5.8L/100 km (48.7 miles per Imperial gallon for us old-timers). Overall, we were very impressed with the Lincoln MkZ hybrid as a comfortable, quiet and economical tourer.

<img class="size-full wp-image-54464" title="B821681061Z120140801151440000GQN19S0DB3" src="http://d3img3do1wj44f.cloudfront.net/wp-content/uploads/2014/08/B821681061Z120140801151440000GQN19S0DB3.jpg" alt="LINCOLN MkZ HYBRID" width="500" height="375" />

The vehicle for Steve Bond's road trip was provided by the manufacturer. Email: wheels@thestar.ca. [reviews-news-gallery id=1]

ROAD TRIP: LINCOLN MkZ HYBRID

Honda CBR650F and VFR800F copy

<h2>Fan favourite VFR800 is back after 5-year hiatus with the 2007 price tag</h2>
Heeee?s baaaaack!

The VFR800 is what used to be called a ?gentleman?s express.? A motorcycle that goes like stink with above-average handling, retaining all the creature comforts a man of means would demand while flying under the gendarme?s radar. Look at it ? no one riding this motorcycle can possibly be guilty of hooliganism. It?s as unimaginable as Prince Charles table dancing with a couple of well-endowed waitresses.

Honda put the VFR800 on hiatus in 2009 when it introduced the VFR1200, a motorcycle that answered a whole bunch of questions nobody ever asked. Oh sure, it had lots more power than the 800, but it was also 30 kg heavier, more expensive, had a 2.5-litre smaller gas tank with worse fuel economy (meaning shorter cruising range), an optional dual-clutch transmission and a more sporty riding position. Attributes most VFR owners didn?t want.

For 2014, Big Red has reinstated the VFR800 and, at a list price of $14,499, it?s only $100 more than the 2007 VFR, which didn?t have heated grips, traction control, LED lighting or self-cancelling turn signals, all of which are standard on the 2014 unit.

Most of the good stuff that made the VFR a fan favourite is back including the 782cc, V-4 engine, the aluminum frame and sub-frame, along with a new aluminum single-sided swingarm, which makes for easy rear wheel removal without disturbing chain adjustment or wheel alignment. A new low-slung muffler replaces the somewhat stylish, triangular twin under-seat units of the previous version, undoubtedly saving some weight up high.

VTEC is a Jekyll and Hyde device that defines the VFR. You can putt around all day below 6,500 RPM and never waken the beast as only two valves per cylinder are operating. Spin it to the magic number and you?ve given the mousy librarian a couple of shots of tequila. The other two valves kick in, the exhaust snarls, the glasses come off, the hair clips come out and plain Jane turns into a supermodel.

Honda smoothed the VTEC transition, making it less intrusive, although you still get a satisfactory kick in the pants when the other valves open.

Traction control is standard, as are new self-cancelling turn signals that don?t just work on a timer, a computer figures out difference in wheel speeds, lean angles and elapsed time. When simply changing lanes, you get four flashes. When stopped at a light, they keep indicating until you complete the turn. Pretty cool, really.

New radial calipers squeeze dual 310 mm front discs, while a single 256 mm rear disc brings up the rear and for 2014, Honda dropped the linked brakes from the VFR. ABS is standard.

The cockpit is a wonderful place to spend a day. A new instrument panel houses a large, digital speedometer, tach plus a handy gear position indicator, fuel consumption info, a clock and ambient temperature gauge but sadly, the info can?t be toggled through from the handlebars and there?s no ?distance to empty? function. Turn on the standard, five-position heated grips and a dash icon shows you how toasty your mitts will be.

The riding position is comfy and an excellent compromise between touring and sporty. The screen and fairing combine to provide good wind and weather protection while the saddle is wide and well-padded. For some reason, after an hour or so, my wrists started bothering me on the VFR so I?d need to fine tune the seat height and the clip-ons for me.

The 43 mm front forks look like male-slider units but are really cleverly styled conventional type with excellent spring and damping rates. The ride is comfy and well-damped on choppy pavement but when the asphalt gets twisty, turn up the Sport-O-Meter and the VFR happily complies.

A gentleman always returns home before dark, but in case His Lordship is detained at his broker?s or Sothebys, the VFR now has LED headlights to ensure the nighttime ride back to the estate is adequately, and safely, illuminated.

No boy-racer graphics or flashy designs here. Just simple red or white paint with a Honda badge on the tank and ?VFR? on the fairing.

At 239 kg gassed up and ready to ride, the VFR is no lightweight but carries it?s weight well. It never feels ?flickable,? but initial turn in is intuitive and the bike holds it?s line no matter how chewed up or patchy the pavement. Suspension rates are a good compromise ? firm enough for good handling but compliant enough to not rattle the Royal bottom over the pebbly stuff.

I didn?t get a chance to check fuel consumption but previous VFRs returned 5.6-6L/100km during normal riding so the 21.5-litre tank should give a cruising range of around 350 km between fills. Mounts for hard bags are integrated into the rear subframe so there?s no several-hundred-dollar surprise (like on the VFR1200) should the owner want to add the optional luggage.

The 2014 VFR800 may not be Honda?s current technological showcase but it still holds down a position of a modern-day gentleman?s express ? appropriate transport for the experienced, mature rider who recognizes that true sophistication still requires some degree of substance.

The vehicle tested by freelance writer Steve Bond was provided by the manufacturer.
[reviews-news-gallery id=1]

Review: 2014 Honda VFR800

2014 Vw Golf 5-door

2014 Vw Golf 5-door

PRICE: Base $19,995. As tested $28,495
ENGINE: 1.8L inline four, DOHC, six speed automatic
FUEL CONSUMPTION: 6.7 ? 7.1L/100km
POWER: 170 horsepower, 185 lbs.-ft. torque
COMPETITION: Ford Escort, Chev Cruz, Honda Civic, Mazda 3, Hyundai Elantra, Dodge Dart, Kia Forte
WHAT'S BEST: Comfort, handling, German engineering
WHAT'S WORST: Interior looks a bit dated
WHAT'S INTERESTING: Built for the Autobahn
<h2>Renowned German handling makes for a smooth week-long journey through the Maritimes</h2>
Within 30 minutes of Moncton, N.B., you'll find the highest tides in the world, fossils 100 million years older than the dinosaurs and some of the best seafood on the planet.

No wonder we love the Maritimes.

From the GTA, the quickest way to New Brunswick is the Trans-Canada Highway, a most uninteresting stretch of pavement. It's much more scenic, stress-free and economical (fuel and accommodations are significantly cheaper) to head for the U.S. and cut across Vermont, New Hampshire and up to New Brunswick through Maine.

Just prior to Montreal's traffic Armageddon, we steered the Golf along 30 south, then the 10 toward Vermont. Just outside of Magog, a car with Quebec plates travelling at what had to be the 150 km/h (try that with any other plate and you'll get a ticket, guaranteed) chucked a stone creating a windshield divot with a spiderweb of cracks.

Fortunately, it didn't directly impair the driver's vision, but it wasn't a great way to start a trip to the east coast.

The roads through rural New Hampshire and then into Maine are generally in pretty good shape and, because the area is sparsely populated, there aren't many small towns and villages to slow the average speed.

Being loyal Canadians, we stopped for lunch near Bangor, Maine, at a sure sign of the coming apocalypse ? a Tim Hortons. Attention Americans ? you will be assimilated. Resistance is futile.

We crossed the border at Calais (pronounced ?Callous? by the locals, which is not very continental) and then into St. Stephen, N.B. This border crossing is usually very busy, but it was practically deserted when we arrived and within minutes, we were tooling along the wide, smooth, Trans-Canada at a civilized New Brunswick legal 110 km/h.

Like all German cars, the Golf is designed for the autobahn and, at this velocity, it's loafing along at 2,000 rpm.

Three hours later, we arrived at our friend's house in Sackville, N.B., just in time for dinner.

Some fun facts about New Brunswick: it's Canada's only constitutionally bilingual province, the scuba tank and snow blower were both invented there, as was the sardine can.

Thirty minutes from Sackville is Joggins, N.S., site of some amazing fossils and, with the Bay of Fundy's 15 meter twice-daily shoreline-eroding tides, more history is uncovered almost on a daily basis.

Before venturing onto the beach, consult the posted tide tables as to the safe times for viewing the cliffs as you could be caught in a serious, treading water situation.

Speaking about the tides, and returning to Moncton for a moment, in the downtown there is a walking path and several city parks allow viewing of the impressive Bay of Fundy's Tidal Bore as it rolls up the Petticodiac River. The Tidal Bore is not some blowhard who talks endlessly about the tides ? although there was one guy who did just that ? it's the tide surge that happens twice a day.

When we were there, it was almost a metre high and came in like a long, low wave. Once the wave passed, the unrelenting tide continued and the speed of the current was surprising.

Several years ago, surfers rode the Bore for 29 kilometres over a two-hour period and said it was like a ?little tsunami.?

Leaving Joggins, the 105-kilometre loop of Hwy. 209 to Advocate Harbour, Cape D'Or and then to Parrsboro is one of the nicest twisty roads I've ever been on and many times I wished I was on a motorcycle.

Still, the Golf handled the curves, twists and turns admirably with surprisingly little body roll, quick turn-in and stable handling. The suspension is both taut and somehow compliant in that mystical way that the Germans do so well.

Almost as good is the 50-kilometre stretch to Springhill, N.S., home of Anne Murray and several mining disasters. The most recent was in 1958 when a shaft 4.3 kilometres long and 1.3 kilometres under the surface collapsed, killing 75 miners.

The Springhill coal mines were closed shortly after and the site is now operated by the Province of Nova Scotia and visitors can enter some of the old mine shafts to see what it was like.

Uh, no thanks.

It's amazing how relaxed life in the Maritimes can be and it's a real culture shock coming from the GTA, especially when you consider that Greater Toronto's population is more than four million and the entire province of New Brunswick is around 750,000. And Moncton, the largest city, has only about 70,000, which means lots of wide open spaces.

We basically retraced our steps back through Maine but took a jog up over the top of Lake Champlain into New York state and back into Canada at Prescott.

Overall, the Golf returned between 6.7 and 7.1 L/100 km, it was fun and comfortable during a couple of long days and easily held all the necessary ?stuff? for two adults for a week on the road.

The vehicle tested by freelance writer Steve Bond was provided by the manufacturer. Email: wheels@thestar.ca.
[reviews-news-gallery id=1]

Road trip: Volkswagen Golf

<center><img src="http://wheels-dev.s3.amazonaws.com/wp-content/uploads/2014/07/SECOND-BMW-R9.jpg" alt="" width="619" height="464" /></center>
<h3>2014 BMW R nine T at a glance</h3>
Price: $16,200
Engine: 1,170cc, opposed twin, EFI, six-speed
Fuel Consumption L/100 km: 6.5 to 7.1
Power/torque: 110 hp/88 lb.-ft
Competition: Triumph Thruxton, Harley Sportster 1200
What?s best: Retro looks, style, sound and performance.
What?s worst: Sold out till 2015 world-wide
What?s interesting: Retro bike with soul.

With BMW's success on four wheels, it's easy to forget that they were initially a motorcycle company that dabbled in cars.

The German company has been building motorcycles for a few years, now - 90 to be exact.

So the R nine T isn't just a play on words harkening back to BMW's first Superbike (the mid-70s R90), it cleverly works in the company's anniversary.

The $16,200 nine T carries a strong traditional/retro theme, without being campy.

The 18-litre aluminum fuel tank has brushed unpainted contrasting areas (traditional rubber kneepads are optional), the paint seems miles deep and fit and finish are outstanding.

The intake ducts, handlebar clamps and fork yokes are brushed aluminum and contrast nicely with the massive gold anodized fork tubes, and the BMW roundel nestled within the headlight lens is a nice touch.

In true retro fashion, there's no traction control or adjustable power modes, no ride-by-wire, no Electronic Suspension Adjustment and definitely no infotainment bushwah. Stop playing with the gizmos and ride the bike.

Power is supplied by the tried-and-true 1,170-cc, air and oil-cooled Boxer twin with a balancer shaft to quell unwelcome shakes. BMW claims a respectable 110 horsepower and 88 lb.-ft. of torque.

It must've taken some flywheel out of the old girl, as it's a very free-revving unit, eager to rock and roll once the throttle is turned.

And rock and roll it does. Blip the throttle and it's old school, as the bike rocks to the right with a nice bark from the dual stacked exhausts.

The frame is an all-new tubular steel unit and, instead of BMW's proven Telelever front suspension, the nine T has the 46-mm male-slider forks lifted off the S1000RR, although without any of the superbike's adjustability.

The cast aluminum, single-sided swingarm with Paralever linkage and a single shock, adjustable for preload and rebound damping, brings up the rear.

It rides well on pockmarked roads, courtesy of the fairly generous suspension travel: 120 mm up front and 135 at the rear.

Huge, twin 320-mm front discs squeezed by four-pot monoblock radial-mount calipers are strong enough to stop a runaway Freightliner careening down the east face of the Rockies. Two fingers bring the bike to a safe, controlled stop and, thankfully bucking the retro theme, ABS is standard.

A unique feature of the nine T is the new exhaust system made for BMW by Akrapovic, with twin upswept silencers on the left side of the bike, instead of the traditional right side.

And the sound! It's rich and throaty without being obnoxious to the neighbours, and is possibly the nicest stock exhaust sound since the early 70's Norton peashooters.

The 785-mm seat height makes it easy for even those short of inseam to reach the ground with both feet and, despite looking somewhat flat and unappealing, it's actually fairly comfortable.

The bars are high and wide, so the riding position isn't as sporty as the 1200R and even I, at 6-foot-3, didn't feel overly compromised by the bars-to-seat-to-pegs relationship.

No high-tech video game dash layout here, just the basic analog tach and speedo, although apparently one techno-geek got past security, since there is a digital gear indicator, digital odometer, twin tripmeters and fuel consumption monitors.

<center><img src="http://wheels-dev.s3.amazonaws.com/wp-content/uploads/2014/07/THIRD-BMW-R9-controls.jpg" alt="" width="619" height="464" /></center>&nbsp;

Said geek also managed to wangle LED tail and brake lights into the package, as well as covertly planting a computer chip into the ignition key making hotwiring impossible. Okay, so maybe a few concessions to the modern era are okay.

Pull the surprisingly light clutch lever, snick into first gear and the nine pulls away effortlessly.

The 110 horsepower meets anyone's daily requirements, the torque curve is flat, the throttle response seamless and there is loads of mid-range.

It's an absolute hoot riding around town or strafing your favourite twisties, and freeway cruising is smooth, although the upright riding position and lack of wind protection beats you up pretty good after the first hour.

The nine steers with the precision of older ladies divvying up a lunch cheque, and feels like it was carved from a solid block of billet. It is rock steady, the forks give excellent feedback and it will not deviate from the selected line unless the rider chooses to.

BMW offers a full range of well-designed and properly fitting accessories, including a Bobber-style chopped seat and rear fender, desert-racer high exhaust, an aluminum tail cover with padded backrest, tailbag, tankbag and (something I consider a necessity in Canada) heated grips.

The R nine T looks incredibly cool, sounds awesome, and has modern performance and handling. Going for a ride is more fun than releasing a cat into the Westminster Dog Show.

Now for the bad news: this year's production is already sold out, so place your order now for a 2015 model.

Seems like nostalgia is still what it used to be.

The vehicle tested by freelance writer Steve Bond was provided by the manufacturer. Email: wheels@thestar.ca.

Steve Bond

Articles by Steve Bond