Tony from Tony’s Track Days and I are leaving for the southern state of Alabama to take in the beauty (and warmth?) of the Barber Motorsports Park and absorb decades of motorcycle history at the Barber Museum. We’ll be riding our motorcycles with X-Act on Saturday and Sunday. Reports to follow. In the meantime, enjoy this video with Ben Spies and Colin Edwards. I’m afraid our trip…I mean Mancation… may be scarily similar to theirs:
Track Day Prep
Tony and I are riding with X-Act Motorsports and they, like many track day organizations, require glycol anti-freeze/coolant to be removed and replaced with distilled water or one of their approved substances. Those of you who ride with TTD know that we don’t require customers to drain their coolant. This is because in the many years that we’ve been running track days, we rarely ever have much trouble with coolant spills. Yes, occasionally some dribbles out of the radiator overflow from a gravity-challenged bike, but it’s never been a big problem. But, it sure can be a hindrance for regular street motorcycle riders to remove their coolant.
And now I’m reminded of just what a pain it is to do. I’m mechanically inclined, so this chore is well within my abiities. But, still… it’s messy and time-consuming when I could be doing something much more productive like polishing my wheels.
The Bull Dog ready for some Barber action.
Transforming the Street Triple from street duty to track bull dog is not a big deal. (I decided that it looks like a bull dog) Although, I discovered that Triumph makes silly decisions that make it unnecessarily difficult to take street stuff off. One poor decision was to put the front turn signal connectors underneath the fuel tank! WTF? To raise the tank, I have to remove the Scott’s damper, so I’ll be putting connectors where Triumph should have put them in the first place: between the tank and the signal housing so the directionals can be removed in seconds, not tens of minutes.
X-Act also wants us to zip tie our sidestand up, which TPM requires, too. Again, we at TTD never found this to be an issue, but it’s a small thing to do. I’ll just make the zip-tie loose enough to slip off so I can use the stand in the paddock. No, we aren’t bringing paddock stands…light is right on this trip.
Gear packing
So, the bike is ready. Next on my list is packing my riding gear. I have one of those really cool Ogio gear bags on wheels, but Tony tells me he has matching plastic bins that fit perfectly in the back of his truck, so I may have to leave the sexy Ogio at home.
I keep all my track stuff in one place, so gathering it up was easy. I kept my tattered Vanson leathers aside until I found out whether my TTD Heroic leathers would be arriving in time for the trip. I heard from Todd today and he says that the leathers must have been shipped by camel, so they won’t be at my house before I leave. He says they will be at the hotel in Birmingham when we arrive. We shall see.
If they do arrive, then Tony and I will either look like we intended our matching black and yellow TTD leathers to look…like team colors. But there is a slight risk that we could be mistaken for advocates of same sex marriage (I don’t know Tony’s politics on this matter, but I’m pro, BTW). We’ll see how the southern boys react. Not that there is anything wrong with that.
Brrrrr?
Wait, I thought Alabama was supposed to be warm, or at least warm-ish. But, the extended forecast says 45 degrees on Sunday. Is this some cruel joke? Well, I’m not laughing.
Now, we hearty New Englanders can handle the cold temps, it’s just that we prefer temperatures that don’t conspire to make our tires Flintstone-hard. What I can count on is the warmth of good friends hanging around the tire warmers and fighting over Wendy Butler’s cookies.
The Trip Begins
I meet Tony at his house on Wednesday, Nov. 20th at 9:00 AM. We’ll load the bikes and hit the road. Anyone know where there is a key fob store near Rt 84?
We made it to Virginia and will do the rest of the trip tomorrow. All is well so far. Tony hasn’t farted once, at least he denied doing it, but I don’t buy his claim that Renee spilled baked beans in the truck last week. I didn’t argue.
So, a trip to Walmart scored us a tarp, extension cord and tarp tie downs. So, now the bikes are tucked in for the night with the ceramic heater I brought turned on high to guarantee that our radiator water won’t freeze.
Packed and ready to hit the road.
Ken and Tony
Bikes under cover with heat! Thank you Hampton Inn.
We Have Arrived
Well, 19 hours of driving later, we pulled into the hotel located just down the road from the racetrack. we’ll be meeting with the other Northerners for dinner and then we’ll hit the museum tomorrow. Look for lots of photos of the museum in the next couple days.
Keith, Tony, Brian, Adam, and Ken waiting for their medium rare cow.
Ken and Tony are in the building.
The Northern Boys
The Barber Motorcycle Museum
I’ll let the gallery speak for itself.
Ducatis
John Surtees display
Classic bikes from above
View across the atrium.
AJS
Daytona Display
Turbo bikes
The Northern Boys 2
The corkscrew-like Museum turn.
My first real motorcycle: 1967 CB160T
First Day on the Barber Track
We expected cold and possibly rainy conditions, but the weather Gods looked favorably on us and gave us dry and not too cold temps (for us New Englanders). We were in the 40s in the morning, with 50s in the afternoon. Getting heat and keeping it in the tires was a challenge, but the grip was fine for the pace we were running as we learned the track.
So, what is the track like and was it worth driving 20 hours to get to experience its awesomeness. In one word, yes. It’s a combination of fast, flowing corners with some tight stuff thrown in. The biggest challenge was to figure out where the heck I was on the track. There are a lot of blind corners, many hidden by hilltops. I would be approaching a hill, not remembering what was on the other side. Once I crested the hill, I would say “oh yeah” and then get on the gas.
By the last morning session, I was starting to not be so lost and was picking up the pace. The afternoon sessions went very well, except for the riders who didn’t understand the concept of taking a couple of laps to get some heat int he tires before wicking it up. That session was a wash with two red flags almost as soon as the session started and again at the restart. Oh well.
Up and Down, Left and Right
The Barber track is a medium-fast, flowing roller coaster of a track. It was a challenge to learn, but once I figured out where I was on the track, things went well. One problem was the cold temperatures. Saturday was in the low 50s and wasn’t bad, but it was 30 degrees when we arrived on Sunday.
We decided to give the track and the air a chance to get a bit warmer before we rolled. After lunch, we went out and proceeded to lay down some respectable laps. I did not have tire warmers, which would have made the first few laps less stressful, but the tires did eventually warm enough for fast, knee-down cornering.
Here are some photos from the weekend. Thanks to Raul Jerez / Highside Photo.
Museum Corner resembles a mini-corkscrew. Copyright Raul Jerez / Highside Photo
The back section.I could be closer to the apex. Copyright Raul Jerez / Highside Photo
Museum Corner. Copyright Raul Jerez / Highside Photo
Turn 2 on Sunday. Copyright Raul Jerez / Highside Photo
Chilly. See the fogging faceshield. Copyright Raul Jerez / Highside Photo
Since this will be our first time at Barber, we will be putting our “Learning New Tracks” skills to use. I did write an article on learning new tracks last year for the TTD website, but do any of you have tips for us that you find helpful?
What kind of attitude about safety does this suggest?
It’s probably not what you think.
You wouldn’t be alone if you thought that the most important part of riding a motorcycle is to learn the physical skills, such as braking, cornering, slow speed maneuvers, and perhaps swerving. While those are very important skills to master, it is the mental skills that are the most critical skills to develop when it comes to reducing injuries and death. And the most important mental skill of all is attitude.
Wait, what?
Yes, in my opinion attitude is the most critical thing to get right; before cornering, or braking, or strategies for managing traffic. Attitude colors the relationship a rider has with motorcycling. A positive and committed attitude toward safety needs to be established from the start and maintained throughout a rider’s two-wheeled career. That’s right, I said career, how’s that for a committed attitude?
Shut Up and Ride
I know that this kind of talk can be a buzz kill. I would rather ride without the need to consider the limits of the riding environment. Sometimes I just want to ride like the twisty public roads are my own personal racetrack, and there are times I just don’t want to play well with other drivers. Unfortunately, I know too many motorcycling friends who died too young to not take the limits seriously.
It’s not enough to be very skilled at controlling a motorcycle. If your attitude stinks and you can’t seem to keep a healthy balance between fun and safety, then your days on two wheels are likely numbered. So, I say Shut Up and Ride WELL!
This guy was a student of mine some years back. His attitude for learning to be the best rider he could be was contagious.
The good news is that a positive, committed attitude also leads to more enjoyment and fosters the often-illusive “Zone” that most of us covet.
How badly do you want to survive? Perhaps I’m being melodramatic, but it’s a serious question. When it comes to participating in a sport where people die, you owe it to your loved ones and yourself to ask that question. If the answer is “I really, really want to survive”, then do something about it.
It’s important to have excellent physical skills, such as cornering, braking and the ability to perform evasive maneuvers. However, superior mental skills prevent the vast majority of close calls and crashes. Learn to play the mental game and you’ll be a winner. Refuse to learn the tricks of motorcycle control and survival and you’ll lose.
But, it all starts with a committed attitude. Without an attitude that prioritizes risk management, then it’s unlikely that really proficient mental and physical skills will ever develop. It takes a commitment to be really good at anything, including motorcycling. Without a certain level of commitment, you can count on mediocrity. Can motorcycle riders afford to be mediocre?
This is number 3 in a series on adapting to a new motorcycle, whether that means borrowing a friend’s bike, swapping bikes on a ride, or adapting to a new bike. Please share your experiences in the comments section. If you’d like, read Part 1 and Part 2 to see what other challenges we often face when adapting to a new motorcycle.
Too much throttle, too quickly. photo by Tim Richer
You Can’t Handle all that Power
Testing the brakes is probably the first thing you should do when swinging a leg over a new bike. Many people think that power delivery is the most important thing to calibrate to, because acceleration is a more obvious and intimidating force…fewer people seem intimidated by brakes. Even though more people seem to get into trouble with unfamiliar brakes, plenty of people fail to consider what they’re in for when twisting the throttle.
Throttle Transitions
One of the most common issues I have when riding different bikes is how smooth or abrupt the power delivery is when transitioning from off-to-on throttle. This can be a serious control issue if I am at full lean. When I crack the throttle, I am looking for a smooth delivery of power. But, some bikes are not mapped (FI bikes) or jetted (carbureted bikes) correctly for a gradual, controlled transition. What I get instead is a lurch that upsets the tires and sends the bike off line. One of the worst bikes I’ve ridden was an early model Honda RC51. It took all my tricks to control that bike’s fueling (see below).
I had my mind set on buying a new Yamaha FZ-09, but after hearing about the abrupt throttle delivery, I decided on the Street Triple, which is know for decent throttle control and response. Although it could be better, IMO.
Manufacturers try to find the balance between meeting emissions requirements and acceptable performance, which means that the fueling is often too lean for good throttle control. This is where Power Commanders and other aftermarket products come in. With a little time and a laptop, you can adjust the fueling the way it should be for performance, at the expense of emissions…something the manufacturers aren’t allowed to do.
Getting on the throttle photo: www.owenstrackdayphotos.com
Throttle Response
Throttle response is another factor that varies from bike to bike. Throttle response is how quickly the engine responds to rider throttle inputs. A snappy response is good for sportbike riders that want immediate results to get the bike launched as hard as possible. This is especially desirable when riding on the racetrack. Many racers install quick-turn throttle housings to get to full throttle with as little wrist movement as possible.
Street riders usually want a less aggressive throttle response so that inadvertent throttle movements don’t result in unwanted acceleration. But, slow throttle response can make a bike feel sluggish, unexciting and lazy.
Managing All That Power
To get a feel for throttle response and power delivery, find a straight section of road and roll on the throttle gradually. Grabbing a handful of throttle grip could land you on your ass if the rear tire spins or if you loop it in a mondo wheelie. In either case, you now own a bike that some idiot crashed (you).
If you are testing a bike with multiple power delivery modes, you may want to set it to the “rain” mode to soften power delivery. After some time, you can try the full power modes. Apparently, the FZ-09 has acceptable throttle transitions using the least aggressive power mode, but what fun is that?
Keep your right wrist in a comfortable down position for better control.
Throttle Tricks to Try
Here are some simple things to do to help manage throttle control:
Ratchet Throttle- Instead of rolling the throttle like a rheostat, move your wrist as though you are rotating through a series of “clicks”. This measures your throttle position better to help resist introducing too much throttle at one time.
Keep your wrist down- A comfortable wrist-down position “locks” your throttle in position and helps control throttle movements.
Relax- Arm tension transfers to the handlebars and handgrips.
Anchor your thumb- Stick your thumb out a bit to make contact with the handlebar control pod to lock your hand in place. This is especially useful when riding at slow speeds.
What experiences have you had with throttle characteristics on different bikes?
You may wonder why I think “Adjusting to a New Bike” is a topic worth spending time on. The fact is that I’ve seen and heard too many stories of people getting into trouble while trying a friend’s bike or when riding a new bike.
In this post I will talk about an issue that can lead to a crash if you’re not careful – Unfamiliar brakes.
One story I want to share involves a well-known safety journalist who took a well know safety instructor’s sportbike out and promptly totaled it. By all accounts, the reason for the crash was not a lack of skill, per say, rather it was a lack of familiarity with the power of sportbike brakes.
The journalist’s brake hand (and mind) were calibrated to a large adventure bike, not the top-spec, radial mount, four piston anchors that the sportbike was styling. All it took was a driver pulling out in front of the journalist to cause the over-braking to happen. A skid ensued, followed immediately by the sound of plastic and aluminum grinding itself mercifully into the pavement. Luckily, the rider came out of it in better shape than the bike.
I ride a lot of different motorcycles on the street and the racetrack, one of the first things I do is test the power and sensitivity of the brakes. I squeeze the front brake a few times with varying intensity.
I don’t ignore the rear brake as I press the pedal to see if it bites too abruptly and is prone to locking (many are), or is very weak, requiring significant pressure to get any useful brake force at all.
The Street Triple is a hybrid in that the rear brake seems to be weak initially, but then grabs. This is something I discovered the first time I descended my gravel and dirt driveway. Oh, and yes, I do use the rear brake. That’s a topic for another post.
Better Braking
Two fingers or Four? I say two on most sportbikes.Perfect practice makes perfect habits. And habits are what you’ll fall back on in an emergency.
Besides familiarizing yourself with the brake’s feel, you should also use good brake technique (always). Determine whether you should use four fingers on the front brake or if two fingers might give you better control.
No matter how many fingers you use, be sure to always SQUEEZE the front brake lever progressively. Grabbing a handful of brake lever will lead to nothing good. It will likely skid the front tire and you will be pile-driven into an unforgiving bit of very hard tarmac or dirt.
In most cases, this happens because you didn’t give enough time for the load to transfer onto the front tire contact patch. With little load on the front tire, the powerful front brakes can easily overwhelm the available traction.
Instead of a skidding front tire, it is possible to find yourself staring at your front wheel as you get flung forward. Or you may end up doing a stoppie. However, more times than not, the front tire skids before either of these occurrences happen. To prevent a skid, always squeeze and then squeeze harder if necessary.
Northeastern Racetrack Drought is Officially Over!
Tony with the Thompson Speedway pace car.
New Hampshire Motor Speedway has been the only game in town for motorcycle track day riders and racers for many years. We New Englanders had to drive 6 or more hours to the New Jersey Motorsports Park in southern Jersey to ride another racetrack. But, that’s is changing. Last year, New York Safety Track (NYST) opened its doors, making motorcycle track days a reasonable drive for most of us Northeasterners. Now, we have Thompson Speedway building a road course within 2 hours of Boston, 3 hours from NYC, and an hour from Providence! If that isn’t enough, Palmer Motorsports Park is well underway in Palmer, MA. Tony and I have been talking with the owners about running track days there in 2015.
Tony and I went to Thompson this past week to review the progress of construction. We met with Josh about the Tony’s Track Days 2014 schedule and with Louis about certain changes we wanted to have happen to ensure that motorcycles will be accommodated. Our list included barrier protection where a lot of runoff isn’t possible, redirecting path of travel to minimize risk when going under the bridge, as well as discussions about curbing, and runoff material. Louis and Josh listened carefully to our concerns, so we are confident that they will do the very best they can to make Thompson a safe as possible.
The track
The track itself is 1.7 miles long and combines very fast, sweeping sections, a loooong strait, and some very tight corners, some off camber. Tony and I have decided that we will run it in both the counter clockwise and clockwise directions, to expand the “number” of tracks we have available to us in New England. We also run NYST in both directions, so that alone can be thought of as 4 different tracks to ride! Take a look at the drive around we did last week.
Thompson Speedway clockwise
Thompson Speedway counterclockwise
Turn 2 going clockwise.
Straight going clockwise
Turn 8 Counterclockwise
Turns 9 and 8 going counterclockwise. Garages and pit in on the right.
Turn 10 Clockwise
Turns 1 and 2 Clockwise
straight on the right, turns 1 and two on the left ;looking counterclockwise.
Turn 11 onto the Straight going clockwise
Facilities
A beautiful new garage is being built next to a scoring/observation tower that will have a classroom and a pro shop. There is a golf country club connected tot he facility that will be serving lunches and dinners for track day customers. Camping will also be allowed.
Trying to figure out the Street Triple. Turn 9 Loudon www.owenstrackdayphotos.comMy trusty and familiar ZX6R. Monticello, NY. www.owenstrackdayphotos.com
I recently sold my trusty ZX6R for a more upright Triumph Street Triple R as my track day bike. I needed the more upright position as a way to help a chronic neck problem. The Street triple allows me to sit up when I’m working with track day customers at a slower pace. But, the upright and exposed ergonomics means I have to hunker down to get out of the wind blast when I’m going flat out.
I’ve ridden all types of bikes on various racetracks and usually acclimate myself pretty quickly to them. While some adjustment was not entirely unexpected, it did take a couple of sessions for me to start to get along with the ST-R.
The first track session on the Triumph was my first time riding the bike (I picked it up on my way to the track). The track was cold and a bit damp, so I took it easy. I came in at the end of that session not knowing whether or not I made a mistake buying the Triple.
The night before, fellow TTD instructor, Joel Allen helped me adjust the suspension to accommodate the bumpy Loudon circuit and then Peter Kates from Computrack Boston rechecked Joel’s work (spot on) the next day. Thankfully, I knew that suspension that is set up for going fast simply does not feel right when you’re not going fast. Riding at 60% made the bike seem like it wouldn’t hold a line. I kept hope and went out for another session. The track was warmer and so I got up to speed. Ah, that’s better. A smile was on my face at the end of that faster session.
The increased pace helped make the handling make sense, I then had to adjust to the upright riding position, which is not nearly as intuitive as a sportbike posture when riding fast. Sitting on top of a bike instead of low behind a fairing makes 120 mph a tiring experience. Transitioning my body from left to right at turn 7 and 8 at Loudon required me to use too much handlebar support while accelerating up the hill.
More rearward footpegs would be needed (I traded the stock rearsets for Daytona rearsets, which should help). Midway into the second track day of the 2-day event, I mounted Pirelli Diablo Supercorsa race tires so I could see what the bike was capable of. I was pleasantly surprised how well I got along with the Striple, with my lap times edging very close to my typical times on the ZX6R. Next stop, Barber Motorsports Park in Alabama in a couple of weeks. I can’t wait.
Turn 9 Loudon owenstrackdayphotos.com
Turn 6 Loudon
owenstrackdayphotos.com
Turn 11 Loudon
owenstrackdayphotos.com
Here, Jeannine rides the ZX6R before it goes to its new home with me following on the Street Triple. Exiting turn 3, Loudon.
owenstrackdayphotos.com
Both speed was and Lack of Visibility caused this crash.
I know what you’re saying. “You’re telling me that there are only 2 things I need to do to survive riding on the street?” You betcha. So, here is the caveat to this sensational statement; there are more like 1 Gazillion things you need to know to be the safest rider you can be. But, I don’t have that much time and you’d be bored by the time I got to number 15,000. So, I’m going with my top 2. However, if you get involved in a vehicular accident, make sure that you contact an auto accident attorney who can assess your situation and advocate for your rights. Try to do your research and find an experienced auto accident attorney or a Michigan motorcycle accident lawyer to better your chances of achieving a positive outcome.
And with no further ado, here they are. The envelope. please.
#1 Being “Speed Smart”
#2 Being Visible
Of all the things you can and should know about riding a motorcycle, these two strategies will allow you to avoid 80 to 90% of the most common situations that lead to motorcycle crashes. I hear you yelling at your laptop or smartphone saying “What about [INSERT YOUR FAVORITE STRATEGY HERE]”. I understand… really. There is way more to know to avoid becoming roadkill than just these two strategies. But, I contend that most close calls and crashes can be avoided if you follow my suggestions and focus first on these two strategies. Let me elaborate.
Being “Speed Smart” doesn’t necessarily mean sticking to the posted speed limit. I’m no angel when it comes to ignoring ridiculous speed limit signs, especially when the payoff is worth the risk of a ticket ( a great section of twisty tarmac with little traffic). No, I’m talking about being smart about when and where you wick it up. You can avoid a majority of close calls if you just keep the throttle under control. Here’s how.
Ride at “Expected” Speeds
It’s important to ride close to the marked speed limit when riding through town centers, and whenever you are near other drivers, especially when riding through intersections. Riding at a speed that is greater than is expected will likely result in the driver pulling in front of you, thinking he or she has time to go. This is largely because a motorcycle has a narrow frontal area, which makes it more difficult for drivers to judge your approach speed and distance.
Ride Slow in a Slow Environment
One of the most common reasons motorcycle riders crash is because they ride faster than the environment will safely allow. Riding at the speed limit makes total sense when there is a lot of traffic, but what about when the road opens up? It may be tempting to go WFO, but no matter how much you wish the road were a racetrack, it is not! You can get away with excessive speed for a while, but some day it will bite you. I can almost guarantee it. Really fast sport riding belongs on a racetrack, dummy.
Even if you are a racetrack hero, you must understand that the unpredictable nature of the street does not allow you to exercise your full cornering prowess. With hazards such as road surface hazards, unexpected changes in radius and camber, or other vehicles crossing into your lane you can easily exceed the limits of the environment even though you may be nowhere near your personal limits.
Cornering Correctly: Slow in, Fast out
The vast majority of single-vehicle crashes are the result of riders failing to negotiate a curve and a common reason for this is a rider entering a corner at a speed that is too fast for the conditions or for the rider’s ability. The best strategy is to slow to a conservative speed and then gradually accelerate when you are sure it is safe to do so. Keep in mind that you can always get on the gas, but you can’t go back in time to enter the turn at a slower speed.
Respect Time and Space
Still not convinced just how significant speed is to keeping you safe? Then consider the timing and circumstances of a typical 30 mph crash. At that speed you are traveling at 44 feet per second (1 mph = 1.47 ft/sec). Getting a motorcycle stopped at 30 mph takes just over two seconds and requires about 35 feet of space. But, braking distances include more than just the time and space to physically stop your motorcycle. It also includes “thinking time” and “reaction time”. At 30 mph you can count on using about .7 seconds or 31 feet to realize that there is a problem. It then takes you another .3 seconds or 13 feet to react by rolling off the throttle and reaching for the brakes. That means you traveled 44 feet before even touching the brakes. Finally, it takes you about 2.2 seconds or 35 feet (with a typical deceleration rate achieved by the average rider) to bring the motorcycle to a halt. Add this “braking time” to the “thinking time” and “reaction time” and you’ll need a total of 3.2 seconds and 79 feet with which to stop.
Top Motorcycle Survival Tip #2: Be Visible
“SMIDSY”= “Sorry Mate, I Didn’t See Ya”
The most common phrase uttered by drivers who are involved in a motorcycle crash is; “I didn’t see him”. It’s easy to blame the driver for being inattentive. After all, texting, NAV systems, and other distractions are vying for drivers’ attention…you know who you are. While this is a reality on today’s roads, too many riders fail to recognize their role in being visible, choosing to wear dark colors and riding in a way that hides them from other drivers.
Even being seen is not as reliable as we would like. Most motorcyclists have stories of drivers pulling out in front of them even though the driver was looking directly at them. What would cause a driver to proceed if the rider was in plain sight? It’s common for a driver’s brain to dismiss the appearance of a relatively insignificant (small) vehicle (motorcycle) on the roadway and pull out without ever “seeing” the motorbike. In such unfortunate events, consulting a New York personal injury lawyer can help motorcyclists understand their rights and seek the compensation they deserve.
Use Effective Lane Positioning
In traffic, it’s important to constantly evaluate your ability to see and for others to see you. Poor lane position is a factor that can prevent you from being seen and seeing hazards. This includes not having sufficient following distance. Ample following distance provides a wider angle of view to see past the vehicle and allow other drivers to see you.
Proper lane positioning also includes your location within the width of your lane. Motorcycle riders have the option of riding in the left, center or right portion of the lane. This gives you the ability to place your bike where you can see farther ahead and where other drivers can see you. Exactly what is the best lane position? In many situations, riding in the left/center of your lane makes the most sense. This position allows you to see past the vehicle ahead and gives you a good angle of view of the oncoming lane. Certain situations require you to alter this position, such as an oncoming vehicle threatening to cross the centerline.
Lane position changes continually depending on the road surface, other drivers, and your angle of view.
Loud Pipes
Basic science says that sound is not a reliable source of information. Sure, loud pipes increase the likelihood that drivers will know you are in the vicinity, but don’t be fooled into thinking that sound will help a driver locate where you are in traffic. This is why installing loud pipes is not a great strategy for increasing safety.
A much more reliable strategy is to be more visible. A driver who sees you and is able to accurately judge your speed and distance is much less likely to pull out in front of you. The importance of using strategies for being seen cannot be overemphasized. Unfortunately, too many riders don’t seem to understand this.
There are lots of other tips that are important for surviving on a motorcycle like don’t ride drunk or stoned, be attentive, etc.But. if you can follow these two strategies I outlined, you are well on your way to making it home at the end of a great day of riding. If you have been injured in an accident caused by a drunk driver, make sure that your rights are protected by hiring a drunk driving accident lawyer.
OK. Now it’s your turn.
I know you’ve been chompin’ at the bit to tell the world what you think is the most important tip for surviving. So, let’s hear your comments.
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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 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.
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.
The stock seat looks great, but it’s too narrow and slides me too far forward.
The Sargent seat makes street riding nicer.
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.
Here is the Triple with the tankbag, flyscreen and stock seat.
The SW-MOTECH/Bags-Connection Quick-Lock Tankbag system is awesome.
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
Not much in the way of wind protection.
The Triumph OEM flyscreen is sexy, but provides almost zero wind protection.
MRA X-creen clamped to the flyscreen. It worked great.
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.
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.
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, who may have a knowledge about section 179, to make sure these concerns are considered.
Palmer Motorsports Park track model.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!
Serious earth moving and blasting going on.
This is a huge project!
PMP track model.
PMP model shows the tunnel at the very bottom at turn 1 or 2 and the elevation increase as the track heads northeast.
Tony from TonysTrackDays mingles with town officials and other motorsports enthusiasts.
Track owners and town officials make speeches while the press and interested parties listen.
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? If you’re considering a change in your vehicle lineup, it might be a good time to sell my car fort myers and explore newer options that offer enhanced safety features and efficiency.
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!
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.
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. Car’s Cash For Junk Clunkers at 2750 Prosperity Ave #550, Fairfax, VA 22031 (571) 534-4193 is where to sell cars to get good cash for cars.
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.
Me and my 1982 Honda CB900F at the dragstrip in 1991. What a great bike.
The 1987 Kawasaki NInja 750. A short but satisfying relationship.
Picking up my brand new 1999 VFR800. Another awesome bike.
Posing with my 2000 MZ Scorpion race bike. It was a willing companion.
The mighty ZX6R. I will miss you dear friend.
My 1971 Bonnie. I owned it until 1989.
My Yamaha RD400 race bike. A companion in victory. 🙂
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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).
Caroline with her previous ride: a Yamaha YZF600
Caroline enjoys the view from Hungry Mother
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.
A very young Jeannine rides shotgun on Caroline’s first bike.
Caroline and Jeannine staying dry at Americade 2010
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.
Daughter and Father
Dad follows Jeannine
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.
We strongly encourage you to put the Maldives on your travel bucket list and stay at one of Anantara Veli Maldives overwater villas because life is too short to miss out on this paradise!
Mabry Mill…the most photographed location on the BRP
Matt and Jeannine
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.
Caroline on the BRP- 2013
Will Beers of Willville Motorcycle Camp
Enjoy the gallery of photos from our 2013 trip to the BRP and stay tuned for more posts about my motorcycling family.
On our way to BRP via Maryland
Lunch stop in Fishkill, New York
Meeting up with Jeannine and Matt in Maryland
Unexpected front tire change for Caroline in Maryland
Jeannine gets a coffee boost before continuing.
FInally, the BRP
Willeville Bunkhouse
Will and Mike take us on some of their favorite roads
Photo Op
Lover’s Leap, Virginia
The tribe, Virginia, 2013
Will’s 650 V-Strom knows its way around these here parts.
Ready for a camping excursion.
Mabry Mill…the most photographed location on the BRP
Rainy camping at Doughton Park
Matt is all smiles, even in the pouring rain.
Prepared
Spidey doesn’t mind the fog.
I still enjoy street riding. A lot.
Care must be taken
Back of the Dragon, Route 16 in NC
Jeannine being Speed Smart
and Matt
View looking west from Hungry Mother overlook
Rt 16
Caroline enjoys the view from Hungry Mother
What’s around that corner?…
…more twisties
Blue Ridge Mountains
Caroline almost made it to this gas station without us having to push her bike.
Hillsville, Virginia
Inside the Willville Bunkhouse…cozy
Willville and twisted Throttle represented
Jeannine and Matt
We take Mike to lunch
Mike
Meadows of Dan has great ice cream…
…and good mellons
Meadows of Dan store. just sit a while.
Ninja 1000 test ride…thanks Jim
Tuggle’s Gap, the beginning of one of the twisties bits of pavement (head east from here)
Jeannine.
Matt does a product endorsement of Clear Shot
Nice Shoei, J!
Matt and Jeannine heading toward home.
Caroline at the blue Ridge Parkway, 2013
Souvenir Sticker
One more sightseeing stop
Panoramas are fun.
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