Monster Energy Kawasaki's Travis Parry
Hometown: Etna, California
Years Wrenching: 3
Rider: Josh Grant
Past Riders: Broc Tickle, Jake Weimer
Growing up in Northern California in the small town of Etna, Travis Parry got a later than average start into the sport of motocross at age 13. Riding and racing as a hobby throughout his teenage years, working as a professional mechanic wasn't even on the radar as he enrolled in junior college for construction management with an interest in fire science. It would later be his close friend Richard Matchett, who worked at the now-defunct J-Star KTM team, who sparked his interest in becoming a technician. Parry decided to move down to Phoenix, Arizona, to enroll in MMI to pursue his newfound career path. After graduating, Parry received his first opportunity in the form of an internship at the Strikt/Slaton Yamaha team where he learned some of the essential skills he needed to excel.
Through schooling and his new opportunities, he always remained in contact with Matchett, who had landed a job at RCH Suzuki spinning wrenches for Broc Tickle. Matchett soon offered Travis an open room to rent in his California apartment and also offered him an unpaid internship at RCH to get a foot in the door and continue pursuing his craft. His hard work ethic led to a paid position as Tickle's practice mechanic throughout the 2015 outdoor season, and when Matchett decided to head back to school for an engineering degree, Travis got the official nod to begin working as Broc's full-time race mechanic. After receiving a call from Mike Williamson at Monster Energy Kawasaki last year to recruit him for a newly open position on the team as Josh Grant's race mechanic, Parry decided to take the opportunity and is now a familiar face under the green awning. He's also become quite familiar with Josh Grant's factory race bike and was happy to break down the details for us.
Powerplant: Our engine department is made up of Dean Gibson, along with Aaron Johnson, who just came over from RCH. They're both in-house, do all of the R&D, and build all of the race engines with the works parts from Kawasaki and our sponsors. They'll basically build out and deliver our engine packages, with Josh and Eli [Tomac]'s being very similar. When it comes to power delivery, Josh literally wants his bike to be as fast as it can possibly be. He always says that he wants it to feel like it's going to rip out of his hands, and we obviously have to back it down just a little bit because the power is super gnarly, but he wants it to be a rocket ship.
Power Delivery: Josh runs a bigger diameter Hinson clutch setup than Eli does, which makes it more aggressive. Josh hardly ever uses his clutch, so he likes the feel of the clutch to be more of an on or off engagement. We run Renthal sprockets, and Josh is running a 14/52 right now. The reason for the 14-tooth countershaft sprocket is to get the chain off of the buffer and that also creates a better chassis feel. The gearing is pretty neutral, and the chain is a D.I.D ERT 2. The hubs are factory KHI and laced to D.I.D wheels with stronger factory spokes. The tires are race spec Dunlop, and they are continuously used to research what will eventually become consumer tires.
Cockpit: Josh runs the Renthal 672 Fatbar during Supercross, but during outdoors he runs a Renthal Twinwall. The reason for the difference is during Supercross he wants his bars to be more narrow, and the 672 is narrower and has a little more flex that he likes. The Twinwall bars are a little more rigid and he likes that for the outdoors. ARC makes the levers, and the grips are Renthal half-waffles. He also likes his grips really worn in, so when I put fresh grips on, I have to cut the inside of the waffle off and sand them down to make it feel like he's been running them for a while. The seat is stock with a D'COR Visuals seat cover. One unique thing about Josh is that he likes his bike really worn in and prefers the feel of an old frame rather than a new frame. His "new" race frames will already have two to three hours on them to provide him that familiar feel.
Brakes: The front brake caliper is a works magnesium Nissin setup, and the rotor is 270mm. In the rear we run a stock Nissin caliper with a titanium piston, and the rear brake master cylinder has no sight glass for the fluid. The front brake master cylinder is a Honda part, and the only reason for this is because the banjo bolt mount is in the back of it and less vulnerable to being hit. We also run the carbon fiber guard over the cylinder itself after having a few freak issues last year during a couple of races.
Miscellaneous Bits and Pieces: The titanium pegs and engine mounts are built in-house, and Baghouse stamps out a lot of the titanium electrical brackets and then we bend them as needed to fit where we want. Bob from ARC helps add the little details, like the 33s on his master cylinder caps and then we have them anodized as needed. The exhaust is a titanium Pro Circuit system, and they do a lot of extra stuff for us like that custom carbon fiber green end cap. The air box is completely green and is a factory Kawasaki piece. Many of the fasteners are titanium, and the carbon fiber skid plate is a pretty nice looking piece.
Suspension and Comfort: We run works Showa suspension, with a spring fork that has the optional air assist. We can add pressure if we want but usually don't. In Supercross we run a standard works Showa shock, but during outdoors he prefers the works Showa BFRC shock that stands for Balance Free Rear Cushion. The triple clamps are made by XTRIG, and he runs their PHDS bar mounts that offer different compounds of rubber for different feel at the handlebars. Josh likes the softest compound in the handlebar mount and says it helps absorb the small chatter bumps on the track. The XTRIG clamps are also actually longer from the center of the top clamp to the center of the bottom clamp, which gives you less deflection of the forks and less stiction on the inner tubes. He likes the overall feel of this setup a lot.