So, you want to be a Hooligan Racer? (many asked me how to become one) or you just want to look like one? Jason Paul Michael from Standard Motorcycle Co. in Orlando. asked for some advice to Roland sands and built his own kit to turn his Triumph Street Twin in an Hooligan tracker.
“Yeah Breh, go fast, turn left and count to three. If you still see the wall, get ready, cause your gonna hit it.” That was Jason’s introduction to Flat Track Racing, care of Roland Sands on the way to Perris, with a Sprinter filled with Indian Scout RSD Hooligan racers. He and Leticia were headed out with Roland to meet up with the Suicide Machine Co. and some of the other local Hooligans from the SoCal Area to get their first crack at Flat Track Racing. In a conversation, in his own language, Jason told me about his first experience on the dirt and at the shop where he perfected his proprietary kit to make the Triumph Street a serious tracker and contender in any Hooligan race. Jason told me:
”It was my first time on a flat track and I was nervous as hell. Cameron, Roland’s No. 1, offered me a rip on his CRF450 prior to taking one of the Indian Scout and I was stoked he did… By the second lap, I was exhausted, but something in me just kept me pushing. I was immediately addicted. A Junky in training. Flat track, for me, was the first thing I’d experienced that truly silenced the world around me allowing me to finally relax.”
Having been bit and being one of Triumphs go-to guys, Jason was on the phone the following week and a Street Twin arrived shortly there after. Inspired by Super Hooligan rules, Jason and the crew wanted to build the bike in the vein of what would be raced. Stock bikes with rad mods. Jason’s goal? To build the first Street Twin Hooligan bike, and then offer a kit so anyone could convert their own into one and experience the same awesomeness he did the first time he Flat Tracked. What you see is essentially a stock bike that can be 100% competitive in a race scenario. That is unless you’re Jason who managed to wad it up the first day out on the track with Johnny Lewis of Ten Training. Fortunately, we snagged these photos prior to the incident.
Jason to continue about the build: “Starting at the single most important part of a flat tracker, the tires, we hopped on the phone with Cameron Brewer at Roland Sands Design and made a determination on the optimal size wheels to fit the Dunlop DT3’s we wanted to run. The only option was to get on the line with Dubya Wheels because no one had done spokes yet on the Street Twins. Which posed another problem. What to do about hubs? With another quick call, a magic box from the UK arrived with two hubs we’d never seen from Triumph before. They were prototypes of hubs they were going to use on the wire wheel package. Score!
We ended up going with Sun aluminum rims with 6 gauge spokes and swaged nipples. The result was a rad combination that made for a durable wheel setup given Jason was going to be beating this thing to ground almost regularly. Once the wheels and tires were on we could draw a visual on the stance. Which led us to suspension. We got on the line with Fox and after a little back and forth were able to find a suitable pair of aluminum body race shocks from their line-up that worked perfectly. Will machined these great little aluminum caps that doubled as spacers for the HEIM joints.
For controls, the team opted to go with the OE Triumph units with a set of adjustable levers and our grips. The bars are Renthal Fatbars that were widened by 1.5″ to give a more traditional flat-track stance. The factory clutch cable turned out to be long enough with some re-routing, but the brake line, not so much. At that point, a decision was made to completely gut the ABS physically. It was already going to be disabled, but at this point, why not? All new lines were made with Goodridge products from Dime City Cycles and after a discussion with EBC, were mated up to a set of custom stainless floating rotors and high-performance pads. (Given this bike will still be ridden on the street, the front brake was key to keep in-tact, as well as upgrade.) And to finish off the bars and provide some additional safety, a set of Delrin bar ends were machined in-house and installed as was everything loomed with DEI wire-loom.
Moving to the engine, it was left completely stock. After much deliberation, it was agreed up on by the crew that it was more than powerful enough for its purpose. So then began the process of designing all the key components, to modify ]and clean up the overall bike. As for little details, the brake peg was modified to support a standard rubber foot-peg as opposed to the aluminum one and on the left side, the shifting was changed to GP shift moving the rear peg up and back a few inches.
With the air-box removal kit installed the solution for an air-intake was to plum a single intake to the right-side and plumb it right through the side cover. There is no doubt that with the air-intake and wide open exhaust, that it isn’t a performer. No one had tuned one of these Triumph Twins as they are released with the ECU locked. “Ring ring… Yeah, Triumph…..” What happened next we’re not at liberty to say, but take our word for it, this engine has a TON more power than it ships with.
And that brings us to the exhaust, which was started with a pair of flanges and a bracket for the Vance & Hines mufflers that Cody drew in AutoCAD and laser cut out of stainless steel. After the exhaust system was roughed into place, the mufflers were shortened and welded to the goods Cone Engineering provided us. A resonation chamber was added as was angling the cone inward to keep the exhaust as tight to the frame as possible.
Case guards were designed and laser cut by Cody with hand-machined Delrin sliders (thanks Big Will!) to ensure the safety of the air over water-cooled motor in the event of a spill. Then a two-piece laser cut battery and air-box eliminator kit was designed and installed. It tucks all the electronics up and out of the way with an integrated LED taillight. The battery is swapped for a Shorai Li-Iron unit that packs plenty of punch and none of the weight.
As for the seat, Marlow of Rusted Jalopy hand-shaped it from a single piece of sheet metal. And didn’t use a hammer. Not even once. The seat was done, by none other than Ginger from Newchurch Moto and the laser cut flange at the front, by Cody of course, allows the unit to function like a stock seat that’s released with the key, but also hinges forward and rests on the tank. Perfect for track-side repairs and maintenance…”
The tested Triumph Street Kit, for the track and the street, is available from Jason Paul Michael at Standard Motorcycle Co. Orlando Tel. 407-720-3995 or 904-662-1414 (photos @ H. Roesler for C. Huze)
Base Bike – 2016 Triumph Street Twin
Engine – Water-cooled 900cc HT (High-torque)
Bodywork – Triumph OE x Hand-made Sheetmetal by Rusted Jalopy
Frame & Swingarm – Triumph OE frame & swing-arm w/ SMC Frame Sliders & Case Guards
Seat – SMC x Newchurch Moto Custom Seat Pan & Cushion
Electronics – Triumph OE w/ SMC Battery box delete kit & Shorai Li-Iron battery w/ DEI Wire-loom
Handle Bars & Controls – Triumph OE x Renthal Fat Bars w/ Risers & Oury Grips
Foot Controls – Triumph OE x SMC GP Shift Conversion
Exhaust – SMC x Cone Engineering 2-into-2 Performance Flat Track Exhaust w/ Vance & Hines AMA Pro Mufflers
Intake – SMC Intake Plenum & Air-box Removal Kit w/ K&N Hi-flow Air-filter
Wheels & Tires – Custom Sun Wheels, Spokes & Nipples by Dubya Wheels, Dunlop DT3 Flat Track Tires
Brakes – SMC x EBC Custom floating rotors (Front removed for Super Hooligan Racing) w/ Goodridge Shadow Custom Lines
Suspension – SMC Custom Front & Fox Racing Rear
Triumph OE Accessories – Front Axle Protectors, Skid Plate, Slotted Chain Cover, Left & Right Side Engine Inspection Covers, Aluminum Head-bolt Covers, Adjustable Clutch & Brake Levers
Paintwork – Moe Colors
Coatings – ProFab Customs