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The 2012 Lansdale Bike Night was earlier this month, and I have been sitting on a number of cool bike pics that I wanted to post. (And some not so cool.) Here’s a few:


Love this Piaggio scooter. I like creative machines like this, not just the most chromed-out Harley (of which there are too many at Lansdale Bike Night.)


Another shot of the Piaggio with the sidecar. Clever custom paint job!


One more angle of the Piaggio


Sweet 1973 Honda Trail 90







Every single component of this 1968 Triumph TR6C is bone stock. The bike has been in the owner’s family since it left the showroom floor.


The original showroom tag from the Triumph TR6C


Another classic and all-original Triumph, this 1958 Triumph Cub 200cc was originally purchased by the owner’s father who’s name (Myles Lewis) is on the front fender.



Had me one of these back in the day 🙂



I love analog motorcycles. My friend Scott just bought one of these babies. Calls it a wheelie machine.



Beautiful 1980 Suzuki GS1100.







Honda Valkyrie Rune



This thing is there every year. “A” for effort, but not my cuppa tea.


Just two years removed from the company’s demise, seeing fewer and fewer of these Buellies on the road.




There was something very charming about this AMF-era ratbike Harley.







Choppers do absolutely nothing for me. If I can’t strap my camping gear to the bike and take it to California – or at least Central Pennsylvania – I’m not interested.


Nice example of the venerable Kawasaki ZRX1200R


Of all the Harleys entered into the show, this one really caught my eye.


Best of this bunch, saved for last. A 1965 Honda CB77 Superhawk.



Another nice shot of the Superhawk.




Just a quick post to clarify something from my previous post on California Superbike School. I clearly misunderstood the instruction, because Keith Code, the man himself, wrote me after seeing the writeup to clarify a couple of points:


I just got back from our September dates at NJMP and got your note. Nice write up and thank you.

Just one thing, in your write up you mention not getting back to the gas until apex. If you will recall, the
mantra on WHEN is, “As soon as possible after the bike is turned in and on its lean angle”, there is never
any mention of waiting till the apex because there are so many corners where you can be back to the
throttle much, much earlier. That was covered in briefing/track session #3.

Also, if you recall the Quick Turn briefing, the quicker you can flick the bike into the turn, the earlier you
can get back to gas. That is all predicated on having a good Turn Point, which was the second briefing.

I just wanted to make sure you were clear on that because I think you’ve still got some big, and good,
surprises in store for yourself if you weren’t working on those points.

All the best,


I definitely misunderstood this point and I’m glad Keith wrote to clarify. I’ve been practicing these techniques and I can definitely see a difference.

On another note, next weekend I’m taking the Pennsylvania Motorcycle Safety Foundation‘s Basic Rider Course 2. (Formerly known as “Experienced Rider Course”.) I’ll let you all know what I learn about and write about it next week.




Last Sunday was the rain date for Lansdale Bike Night, an annual event in one of the local burghs here in Southeastern PA. The motorcycle show is “ok”, heavily weighted toward Harleys and custom choppers, which do nothing for me. There’s usually a small collection of classic bikes – Triumphs Nortons and the like – and some really weird ones too (like the year there was a chopper with body molding to make it look like a fighter jet.)

This year the date was changed at the last minute due to weather, so there was a lighter than usual crowd and fewer bikes than normal. I walked around for 45 minutes and left. Not much to do.

As I was heading out of town, though, something caught my eye. A black classic bike parked along one of the side streets. I pulled over. Here are some pics.









It’s a beautiful machine and a piece of motorcycle history, but the owner was sitting on the curb near the bike visibly distressed. To hear him tell his story, he had just ridden the bike back from Colorado where he attended a Vincent owners’ rally. He had arrived at Lansdale Bike Night too late for the judging, and the organizers wouldn’t even let him park his bike in the area where all the show bikes were. Apparently one of the people directing bikes through the Main Street area cursed at him and told him to get his bike off the &$^# street.

Whether this was truth, exaggeration, or not, it’s a real shame that The Vincent never made it into the show.




One of my motorcycling new years resolutions was to get additional training this year. I fulfilled this resolution a few weeks ago when my friend Pete and I took a one-day class at California Superbike School at New Jersey Motorsports Park. It wasn’t a small investment – about $500 for the day including rental of a track suit – but it was well worth it. The class changed my riding style and made me 100% more confident in the corners.

Post-session consultation with my rider coach.

The format of the class was solid: 15 minutes or so of classroom instruction; followed by track time to practice on the techniques learned during the class; followed by a brief meeting with a rider coach who spends some time watching your technique on the track. Over the course of the day, we repeated this cycle five times for five different instructions.

Right from the start, I learned something new. And I’m embarrassed to say that this was a new concept for me: cut the throttle heading into a corner, and when you hit the apex of the corner, smoothly accelerate out. (NOTE: See this post for a correction. I got this point wrong.) I either missed it when they talked about it in the Motorcycle Safety Course or just never learned it. Once I started practicing this technique, everything changed. My most common cornering mistake is coming into a corner too fast. Then I need to use the brakes, then I need to change direction. If the turn is a right-hand turn and there’s oncoming traffic, margin of error is decreased and it’s all that more difficult to get through the corner – and all that more dicey. Make it a hairpin turn on a mountain pass with a sheer drop off, and uh oh…

By controlling the throttle actively, I’m now able to modulate my speed, and rolling on the throttle as I exit the corner helps me maintain my line and get through the curve quickly. You can really see Pikes Peak Hill Climbing champion Greg Tracy using this technique in his video.

Another important learning for me was the notion of countersteering – pressing on the right side of the motorcycle handlebar and pulling on the left side of the motorcycle handlebar to turn right. This was taught in a one-on-one sidebar session and it was really, umm…counterintuitive for me. As the instructor explained the concept (which I’d heard of, but never really understood), I was still incredulous that pressing on the right side of the bars will initiate a right turn. When I’m standing still on the bike, straight up and down, and I press right, it looks like I will turn left.

By the end of the day, I was leading packs of S1000RR’s around the track. 😉

But here’s the thing – I’m on a rounded tire, and riding at a good clip, and I’m also leaning the bike over. In this case, counter steering works. Nobody really does a good job explaining counter steering:

Example 1 (Love how he waves at some other bikers at the 40 second mark and says, “Nobody waves. Assholes.”)

Example 2 (This one’s a little bit better.)

Example 3 (ummmmm……..)

It’s one of those things that I just had to accept on faith. And once I tried it, I was amazed by the results. Now when I really focus on and exaggerate countersteering in my turns, pushing harder on the left handlebar to make a left hand turn and on the right to go right, my turns get a whole lot snappier.

I paid an extra $20 to have my lap times recorded, and I’m glad I did because I could really see my progress:

Average lap times:

Session 1:              3.03

Session 2:              3.04

Session 3:             2.38

Session 4:             2.39

Session 5:             2.32

My fastest lap was 2:30.6, which was the second lap of the final session:

I did NOT pay extra to rent one of the school’s BMW S1000RR‘s, and I’m sorry I didn’t. This was an extra $250 and both Pete and I decided to bank the savings and ride our own bikes, which was an option. Pete rides a Triumph America and I was riding my V-Strom. We both felt silly. Not everyone rode the beemers, but everyone else on the track had a sport bike of some ilk. And the tech inspector had a visible smirk on his face when we checked in our bikes.

I got some bad information when I asked someone at the BMW booth at the NYC Motorcycle Show about this. I had asked if we would be out of place on non-sportbikes, and the rep replied “Not at all. We had a guy riding an ElectraGlide last year, and we had to tell him to turn his radio off during the sessions.”

If I had it to do over again, I’d suck it up and pay the $250 to rent the beemer.

Given the quantum leaps the class made in my riding confidence, I’m planning to go back for the Level 2 class next year. I’m also planning to take the Pennsylvania Motorcycle Safety Program‘s RiderCourse 2 in October. You can never have enough training or instruction with motorcycle riding, and the fact that I didn’t know some very basic riding and cornering techniques even after four seasons of riding really emphasize this. I spend thousands every year on farkles and gear, now I’m going to make sure I set aside a bit of that cash for training on an annual basis.

A few more pics from the day…