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Triumph Street Triple R gets accessorized

The Street Triple is serving duty as both a track bike and a street bike. It's great on gas.
The Street Triple is serving duty as both a track bike and a street bike. It’s great on gas.

The Street Triple R has been getting the track day treatment with protection, top shelf suspension, and race tires. You can read about the track makeover HERE.
But, since I’ll be riding the Striple both on the track and the street, I’m also adding some street goodies to help make it a bit more street-able. It’s a great street bike to begin with, but a few select accessories make the Street Triple R a nice road companion.

R&G Tail Tidy keeps the turn signals out of the way and save a ton of weight.
R&G Tail Tidy keeps the turn signals out of the way and save a ton of weight.

R&G Tail Tidy Fender Eliminator

The R&G Tail Tidy allows my bike to be ready for both track or street. The fender eliminator save a lot of weight and keeps the turn signals tucked in in case of a fall.
Click the link below to view the Twisted Throttle product page for the Tail Tidy.

Seattime

Here she is with all her track protection and street goodies.
Here she is with all her track protection and street goodies.

The Triple R came with a Sargent seat as well as the stock seat. The Sargent is very firm, like I know Corbins to be. The shape is much flatter than the stock two-toned seat, which unlike the stocker, keeps my gentlemen from getting “tanked” when braking. The Sargent isn’t perfect. The forward edges are a bit sharp and it kinda keeps me on a single position. The Sargent makes most sense on the highway where I am angled forward into the wind, which scoots my butt back into the “pocket”of the seat’s shape.
On the track, I found the Sargent to be too restrictive when hanging off the bike all the way.
This is where the stock seat is superior with a crowned shape that allows for easy side-to-side movements. It’s really easy to change the seats, so I’ll use both for their respective purposes.

Lord of the Tankring

I’ve used the SW-MOTECH/Bags-Connection Quick-lock tankbags for a while now. The bags are very nice, but the real advantage of these bags is the tankring mounting system. The bag clicks on and off the tank so easily that I will never go back to straps or magnet tankbags.
The heart of the system is the tankring that mounts tot he gas filler ring around the gas cap and the mating ring screwed on the bottom of the tankbag. With this tankring, I can switch my Bags-Connection Sport tankbag on both of my bikes; the Sprint RS and the Striple within only a few seconds.

Lord of the Flyscreen

Naked bikes are, well, naked. As as such, expose the rider to a wall of wind. This isn’t bad for most street riding situation, but once it gets chilly and you hit the highway, that wind blast becomes a bit much.
I knew the Triumph OEM flyscreen would not give a heck of a lot of protection, and it doesn’t. But, I hope that it will give me a place to tuck when I’m flying down the racetrack at over 100 mph. We shall see when I head to Barber at the end of November.
Update: I added the Sport version of the  MRA X-creen from my street bike (Sprint RS) just before leaving for Barberrrrr…it worked great. From twistedthrottle.com

Phone Mount

I’m installed a RAM ball to the Triple’s handlebar mount so I can have my phone within sight distance for those times I use my iPhone’s GPS function. The phone itself will be attached using the spring-loaded RAM X-Grip device. It’s proven to be a secure mount during off road adventures with the guys and gals at Twisted Throttle.  I mounted the RAM ball on the forward right handlebar mount so that the phone would not block the more pertinent information on the LCD screen (speedo, time, etc.) As it sits, it is tucked close to the master cylinder and only blocks the tach past 14,000 rpm. Not a problem on the street.
The RAM GoPro ball makes mounting the camera a breeze. No need for sticking mounts on the bodywork. Just be sure to tether the camera housing to the handlebars in case things get loose.
I can listen to the GPS navigation through my Interphone Bluetooth Intercom. I also listen to music when I feel like it. This is the system I use when I do one-on-one instruction on the track and on the street when I travel with my family.

Update: The Striple has not seen much street time since track day season has begun. It’s slowly but surely turning into a track day-only bike. Take a look at how it’s become outfitted for the track.

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Another Racetrack in New England! REALLY?, Yes!

New Englanders Rejoice!

This is a huge project!
The construction of the Palmer Motorsports Park is a huge project!

Yesterday, Tony and I attended the groundbreaking ceremony for the Palmer Motorsports Park located in south-central Massachusetts. Palmer is scheduled to have some activity by the end of 2014. With the opening of the New York Safety Track in central New York, Thompson Speedway Motorsports Park located in northeastern Connecticut, and the Palmer track Northeast motorsports enthusiasts who like to ride or drive on a racetrack have a lot to celebrate.
This is a big change for us New Englanders, because until now, we have had only New Hampshire Motor Speedway (Loudon) nearby. Many of us trailered 6 or more hours to New Jersey Motorsports park to get our racetrack fix on. The racetrack drought seems to be over in the Northeast.

View Larger Map

Track Layout

The track layout is ambitious with 15 corners, 191 feet of elevation change and over is 2 miles long. The track will snake through blasted out hillsides. Track runoff is being discussed to allow for safe motorcycle track day events to be held. Tony and I are working with the track designer/engineer to make sure these concerns are considered.

Another view of the track model.
Palmer Motorsports Park track model.

15 turns and 190 feet of elevation change!
15 turns and 190 feet of elevation change!

Video

Check out the video of an animated lap around the proposed circuit:

Terrain

The park is within a hollow surrounded by tall hills. The lowest point is 830 feet above sea level, the highest is 1020 feet. The town of Palmer is 330 feet above sea level. This track requires a lot of earth moving, including blasting through granite to carve the course through the very rough terrain. See the photos to see what I mean. These guys are the real deal and the town is behind the effort in a big way!

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Rash of Car Drivers Pulling Over for Me

PullOver
So, in the last week, I have had more car drivers pull over to let me by than I have ever remembered in my 30+ years of street riding. I’m not tailgating or acting any different. I don’t ride with my high beams on, either. So, what is happening? I can’t know for sure, but I can’t help but think it is because of the publicity that the NYC fiasco has generated. Are drivers more afraid of motorcycle riders, because they saw what happened to the guy in the Land Rover?
Before you think that I’m being paranoid, consider the bad PR that motorcycling has had to endure over the last several decades. Now add to that a well-documented display of lawlessness and vigilantly-ism seen on the national news and all over the internet and you can imagine how Mr. and Mrs. Public may respond. They may figure that having a motorcycle rider behind them could actually be a potentially threatening situation. Hard to believe, but crazier things go through the minds of human beings, especially when they are behind the wheel.
This is not a commentary about the events that occurred in NYC, rather a musing about how the bad publicity will reverberate for months or years to come because of the actions of a relatively small number of motorcycle riders.
Not that I’m complaining. I love having people consider that perhaps I’d like to travel a bit faster than them through a twisty part of road. But, it sure makes me wonder what has changed all of a sudden. Have any of you experienced the same phenomenon of drivers pulling over more than usual?

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Slow Motorcycle on a Fast Track: No Shortage of Fun

Last September I had the opportunity to ride a friend’s Kawasaki Ninja 250 on the Thunderbolt road course at New Jersey Motorsports Park. You may wonder why I would choose to ride a bike with around 32 horsepower on a circuit that is made for high horsepower bikes. The answer is that a well-ridden bike is fun no matter its power output.
The video shows the Intermediate (Yellow group) session with Tony’s Track Days. Before anyone asks; the suspension and every other component on the 250R is stock. Thanks Younia, for the ride!

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Harley-Davidson's Dark Days

Harley-Davidson sold these Aermacchi models in the 1970s
Harley-Davidson sold these Aermacchi models in the 1970s

Harley history is rich in tradition, but there were times when the brand suffered from some serious PR problems. The AMF years embody many of those problems. This bike was seen at my town’s annual tag sale. It’s a H-D Aermacchi SX350, I believe. Not sure of the year. Maybe one of you can tell us?
I don’t know much about value of vintage motorcycles like this, but it seems like this model would be a logical addition to a collector’s garage, as a representation of the dark days of Harley history.
 

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Selling Motorcycles Makes Me Sad

The lucky new owner of the ZX6R. I hope you enjoy it as much as I have.
The lucky new owner of the ZX6R. I hope you enjoy it as much as I have.

Why is it so hard to let go?
Yesterday was a sad day. I delivered my 2005 Kawasaki ZX6R track bike to its new owner. The transaction went really smoothly; the new owner is a track day friend who I like and who I know will take good care of the ZX, and I got the price I needed for the bike and all the spares. So why is it so difficult to part with this conglomeration of aluminum, steel, rubber and plastic?
I know I’m not alone. Many people I talk with have the same experience as I when it comes to saying goodbye to a motorcycle they’ve owned for a period of time. I’ve been sad every time I watched the taillight of all my previous bikes roll away in the back of some stranger’s truck or trailer. The Honda CB900F, the RD400 race bike, the Ninja 750, the VFR800, the MZ Scorpion racer, and now the ZX6R.
It makes me wonder what exactly causes this attachment to a machine. Here are a few of my thoughts:

  • Motorcycling is more than transportation. When we ride, we become immersed in an experience and the motorcycle plays an intimate part in that experience. I equate it to having a dance partner whose subtle moves become familiar over time.
  • Bikes are riding “partners”.  You can become more or less involved and attached with a particular bike depending on the experiences you had “together”. For instance, the motorcycles I have had the most epic experiences on tend to find their way deeply into my heart.
  • Motorcycles become part of a rider’s identity. Deciding to sell a bike that you were proud to own can require you to rethink your identity and sense of individuality. The act of letting one bike go to make room for a new motorcycle requires a certain amount of personal reflection as we transition our identity to the new machine.
  • We invest in our motorcycles, both emotionally and financially. Many of us care for our motorcycles as if they were a human, putting the “good” oil in her,  lubing all the necessary parts, and keeping her clean. We spend money on personalizing our machines so they fit our identity and needs. Whether this is crash protection, chrome or carbon fiber bits, or luggage or navigational farkles that we bought with the idea of finally conquering those epic adventures.

Goodbye ZX6R
My ZX6 spent last night in its new owner’s garage. I can’t help but feel sad, even though it’s new chapter will be as bright as the old. But, does the green ZX mourn for our severed companionship. I hope not. I would hate to think that it felt abandoned like a child left on a doorstep. If there is any consciousness the ZX has, I hope it understands how much I appreciate its friendship and that it will always have a special place in my heart. *sniff
Tell me about your experiences with selling bikes.
What bikes were the hardest for you to let go and why?
A thought on selling race bikes
I’ve sold three race/track bikes. The thing about parting with a bike that you’ve relied on to not only perform well enough to allow you to beat the competition, but also to be solid enough to keep you safe when flirting with the hairy edge of control can be extra difficult. Race bikes require an extra level of personalization so that the suspension, controls, and engine/fueling performance is suited to your individual preferences. A lot of time and money is spent getting a motorcycle right so it can perform on a racetrack at an expert level.
That said, many racers look at their race bikes as journeyman tools that have one purpose; to get the job done. Once it becomes uncompetitive, it is cast aside for a sharper instrument. I don’t mean to sound cold, but the mindset of a serious racer is different than a street rider who takes pride in being a motorcyclist and chooses a particular bike not only for how it performs, but also for the pride the bike gives its owner.
My ZX6 was unique in that it was a track weapon, but not to win trophies, rather to do my job as a track day instructor, and to provide me with fun when I got to run hot laps on my own. As such, I have shared countless miles with it revving over 12k rpm and at sometimes crazy lean angles. It was a companion that made me feel (and look) good. I will miss it dearly.

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A Family who Rides Together…

The tribe
The tribe

My family is full of motorcycle riders, including my wife, Caroline and daughter, Jeannine. Enter another member of the family in the form of Matt, Jeannine’s boyfriend, who rides a 2008 Yamaha R6s and you’ve got a rolling tribe.
My family didn’t start out as motorcyclists. I believe it was my almost crazy obsession with the two-wheeled sport of motorcycling that caused my otherwise sensible wife, Caroline, to take the MSF course in 1995 and trust me to provide her with the constant flow of  knowledge necessary to survive riding a machine that seems to conspire at every moment to toss you to the ground. A few years later she became a MSF instructor.  (I have been an instructor since 1995).

Along came our lovely daughter, Jeannine, who probably assumed every kid’s mom and dad rode motorcycles. After all, there have been stacks of magazines covering every flat surface in the house since she was a baby.

Well, Jeannine is no longer a baby (but she’s still my little girl), and she is an accomplished rider in her own right. She works for Twisted Throttle, has just returned from a week long dual-sort trip through Alaska, and has become accomplished enough of a racetrack rider that I hired her as a control rider for Tony’s Track Days. Proud, this father is.

Now, she brings a new member to the family. Matt and Jeannine’s first date was a ride, he on his R6 and her on her ZX6R. Love at first sight. I discovered that Matt is a good guy (once I put the shotgun down and gave him a chance). I shouldn’t have worried; Jeannine makes good choices.

Caroline has let riding fade a bit more into the background since her many hobbies take her time and energy. However, there is always energy for our annual family motorcycle ride.
 

This year we went back to one of our favorite places on earth: The Blue Ridge Parkway of Virginia and North Carolina. We love the scenery, winding roads, the people and Will Beers, the owner of Willville Motorcycle Camp. Will is one of us…a guy who decided that he wanted to surround himself with mountain beauty and motorcycle riders who share his passion for the sport.

Enjoy the gallery of photos from our 2013 trip to the BRP and stay tuned for more posts about my motorcycling family.


 

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