One of the limitations with riding a stripped down, streetfighter is that there is a finite amount of modifications you can strap on before you start taking away from it’s simplicity. Case in point, the Speed Triple is hard pressed to be distinctly different from its contemporaries. The biggest difference being the color it comes in and maybe the rims you choose at the dealership, otherwise, it’s the same awesome bike, over and over again. And in a world where a motorcyclist’s ego drives him to stand out from the crowd, I’m pretty happy to have a set of beefy 50mm black Marzocchi forks to do the trick.

I wasn’t around to test the stock 43mm forks, to be able to give you a comparison but they stand out amongst the standard set up one comes to expect from fork manufacturers. In fact, I’m ashamed to admit that it wasn’t  until recently that I started flipping through the an unusually in-depth manual to get into the explicit details. It’s time to start toggling through the  compression and rebound settings with the twist of a 4mm Allen to find the sweet spot required to handle the varied terrains the East Bay has to offer. Maybe it’s best to keep it tight as I usually keep to the highways on the Triple.

The set up is compatible on most bikes and can handle two distinct breaking systems in one. Marzocchi also comes stock on Confederate bikes which a pretty illustrious moniker in modern custom manufacturers. This install can take some time depending on how much pre-assembly has been done ahead of time. Measuring out fork oil and clamping down the components with a vice adds additional work, so I would recommend taking the time to assemble as much of it as possible before you take your existing set off for an easy swap. If your looking to make your bike distinct and have the money to commit these forks are the answer.

As far as I know, Speedy here is the only one in the world that has these forks installed. So, if you see one around, please report it to the local authorities. We want her back!

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RED ALERT! Our 2006 Triumph Speed Triple was lifted this afternoon from the sidewalk of 9th Avenue in San Francisco, California at approximately 2-4 PM. Silver IPM Sticker (see post below on 675) on the carbon fiber front cowl, Black Marzocchi forks, CRG bar-end mirrors and levers, SME camera mount bolted on to the tank. Dual Remus pipes, rear brake pads worn down. If you see a black Triumph Speed Triple in your vicinity, please check it for these components and report it back to us asap!

As per SFPD instructions, do not engage. Call 911 immediately. We want to catch the punk or punks.

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As exciting as it may be to watch other people work on bling-worthy bikes, the reason many of us at IPM got into riding is because we like to do it ourselves. In the IPM garage, we do more work than adding shining accessories and loud tail pipes (although that part is just as fun and usually easier). The bikes in our fleet are pretty powerful, even with stock engine management. But as it stands, I know there is more potential in my trusty Speedy.

But before we strap in a power commander to match up with the Remus slip on pipes or start toggling through different gear ratios, we needed to record what kind of power-out we could get out of the engine. On mission, I took the Triple down to the CCSF campus to get a reading with the help of my Dyno class. Conveniently, it seems that someone track happy has already taken the pleasure of removing the rear views to reduce the weight (Come on!).

The set up on the treadmill is pretty bare, but we had enough equipment to get a 02 reading off the pipes and rate a top speed off the engine on a quarter mile. Although the results are limited we’ve attached a print out for you to decipher. From a street-legal, EPA standpoint, the exhaust is doing it’s jobs without the baffles and charcoal box which will keep the bike nimble. The bike is definitely fast but leaves adequate room for improvement.

From here on out, we can start making the appropriate adjustments. I’m not sure how far it’s worth tearing into the engine until we get some practical hands-on experience bending the bikes around a track at speed. In the end, a bike can perform only as well as the pilot can handle it and until we get some serious sponsorship or win the lotto it’s going to be some a while. I’ll be crossing my fingers and tinkering in the garage until that day.

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After having ridden motorcycles in and around San Francisco over the last three years, I felt compelled to scale down. With all the green folks around, I had to quickly scale down local rides to a bicycle for the sake of convention. I started feeling silly donning all my gear and hiking up to my parking spot in order to run simple errands in town on a 1050cc super bike. So, when the opportunity presented itself, I snapped up cheap set of wheels for $100 bucks with the excuse that I’ll need a bike to trash at Burning Man.

I figured that my accumulated experience on an engine would compensate for the lapse in time on a simple cycle but I’m gonna be straight with you. After one afternoon peddling, I have learned that you’ve got to have some kind of true grit to take on the mess of traffic in city. Stripped of my armor and the respect that comes with riding a motorcycle, has made me hyper aware of my vulnerability. Cagers don’t pay any mind as they continue to illegally use their cell phones. The quality of the street is pretty bad in most places (I have already gotten a flat) and the fact that my mind is geared as a motorcyclist doesn’t help. Due to the lack of bike lanes, I’m constantly switching back and fourth between mindsets and catching myself between a bus and some pissed off commuter. After years of rejecting the idea of wearing a helmet, motorcycling has taught me enough sense to keep me brains intact, so my first spin was down to Sport Basement to drop some money on a slick Giro helmet.

Ultimately, I’m glad to be able to hop out the door and take care of business without the hassle of warming up an engine. The good habits from riding safe are keeping my out of harms way. I wish I could argue for the economics of owning a bike, but I find myself eying some expensive accessories like a Brooks saddle. I’ve known people to spend more on their bikes than on their first cars. I suppose somethings never change no matter what your driving.

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Upon return from my trip to the homeland, I was handed a Tribo Seat cover we had received at Inline. “What is this?” I asked.

I understand our duty as objective journalist-ish-semi-professionals. So technically, every product deserves a fair turn, even something, well…

The premise is simple. An easy to attach, slip resistant seat cover that is intended to keep your passenger’s ass sticking to the seat. That being said, it does a fine job and the installation was indeed quick and simple.

But, for the fact that it looks like a hair net, that tears easily at the seams, I completely disapprove of its application onto any super bike. If you have the slightest interest in aesthetics of your bike, I would not recommend it. In short, due to it’s lack of quality in fabrication it comes off as a cheap accessory for people that spend good money on beautiful motorcycles. Hey, this is San Francisco, we know our mesh!

I’ve never had a problem keeping my butt on the seat and haven’t lost a passenger yet. For those looking to give their pylon the illusion of security with such a product, I salute you. But until Tribo Seat decides to take the time to make a quality product (one that doesn’t tear on installation), it doesn’t belong on my bike or in my garage. This could have been an isolated incident, so I’ll wait and see after we install the two other ones they sent.

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