The race was virtually a carbon copy of the opening round at Qatar with Rossi closing on Stoner through the twisty sections but when it came to opening the throttle the Ducati 800's ate the competition. From the green light John Hopkins led the race before Rossi overtook him just before the long back straight.

First lap drama saw Elias collide with Hayden and Barros, ending his race and leaving the defending MotoGP World Champion and the D'Antin Ducati rider lagging at the back. Nakano and Tamada also crashed out on lap five as they both turned into the tight hairpin at the end of the main straight.

Stoner and Rossi fought for nearly 15 laps with Rossi taking the lead on numerous occasions but it was only short lived as the Ducati came past every lap on the back straight. After out-braking himself into the hairpin earlier in the race, Rossi killed his chances of taking the win by running off the track at the end of the mammoth straight with just seven laps to go, dropping behind Hopkins.

Rossi did pass the American Rizla Suzuki rider two laps later, but the 2.5 seconds he lost on Stoner when he went off the circuit was too big a gap to close. Stoner wheelied over the line in celebration, followed by Rossi and a joyous John Hopkins who secured his first ever MotoGP podium.

Pedrosa couldn't repeat last year's victory at the Chinese GP, taking fourth in front of Marco Melandri, Loris Capirossi, Chris Vermeulen and the lone Kawasaki of Randy De Puniet.

RESULT

1. Casey Stoner
2. Valentino Rossi
3. John Hopkins
4. Dani Pedrosa
5. Marco Melandri
6. Loris Capirossi
7. Chris Vermeulen
8. Randy De Puniet
9. Alex Hoffman
10. Carlos Checa
11. Colin Edwards
12. Nicky Hayden
13. Sylvain Guintoli
14. Alex Barros
15. Kenny Roberts

2007  Suzuki GSX-R1000 Launch

TeamMoto Suzuki Virginia will host their official launch of the 2007 GSXR1000 on Wednesday the 9th of May. Come along to the Northsides only Suzuki store at 1924 Sandgate Rd, Virginia between 6pm and 8pm and see what Suzuki's "race bred work of art" is all about.

There will be a guest speaker from Suzuki Australia to give you all the latest tech info while TeamMoto will supply food and refreshments so you can go straight there from work.  One lucky customer will win a brand new helmet on the night so make your way down to TeamMoto Suzuki Viginia on Wednesday the 9th of May. 

Please RSVP paul@teammoto.com.au or call 3380 2233 to book your space. 

That's right, at any of the three TeamMoto KTM stores you can purchase the 2006 KTM Superduke for just $14990 (plus ORC and dealer delivery) - that is a wopping $5000 off the original recomended retail price - rip down to see the guys at our Moorooka, Virginia or Springwood KTM stores or go to www.teammoto.com.au for store location and contact details.

250 EXC-F

I've been looking forward to testing this machine since I heard KTM were going to release an EXC based on the SX-F motocross bike. Let's face it, the 250 EXC needed a revamp. There was nothing wrong with the 250 EXC of the past few years if you were going trail riding but if you wanted a racer the old bike was just a little bit heavy and under-powered to cover the entire spectrum of riders from trail legend to pro racer... So the time is right for the arrival of the new 250 and the designers have been working and testing with the top guys in the WEC to develop this bike into a winner.

Pretty much everything is new and improved as the 250 is the 'special' launch for the entire '07 EXC range and it looks superb. When I got my hands on the two-fiddy I immediately felt comfortable when I threw my leg over the seat. I ran the handlebar clamps in the forward position and set the Renthal Fat Bars into an inline position with the angle of the forks. This felt comfortable when the levers were set level.
The feel from the Brembo levers is chunky and positive and I really like this. The front brake felt spongy while sitting there but the progressive feel from the front brake was good out on the trails. The Brembo clutch master cylinder is beefed up and worked perfectly. With the cockpit sorted it was time to feel the bike on the track.
The balance and handling on the bike immediately took me into a comfort zone on the MX test as well as the tight and technical enduro lap. I find it pretty amazing these days that bikes can be made to be this good. Bikes used to take a good few days to get used to but I find myself feeling comfortable enough to push pretty hard after just a lap of a track now.
The 250 EXC-F is definitely one of these comfort bikes and within minutes I was getting great feedback from all the relative departments of the bike. The balance from the front of the chassis to the rear was central and positive in all situations.

The motor is a silent animal. The power to noise ratio is great for the environment and test times would be drastically reduced over the previous models. The motor is deceptively fast with such a smooth power delivery that keeps on revving and takes you along at a serious speed. There was never a feeling of searching for more power or being in the wrong gear.
The six-speed box has been specifically developed for the enduro market while the quiet pipe doesn't seem too restrictive as the bike runs with a double dimensional header pipe and the design of the tailpipe makes for a greater volume to keep the noise down without a loss of power. This bike really is seriously quiet.
Overall the bike felt light and really easy to ride. The weight distribution keeps the balance and handling at a high level and the motor rips from every turn and obstacle that nature can chuck in its direction.

Get down to one of our KTM stores and check it our, with $2000 off you will get one of the best bike on the market at a great price

TeamMoto KTM, Springwood, TeamMoto KTM, Virginia & TeamMoto KTM, Moorooka. (07) 3380 2233. 

250 EXC-F
Capacity: 249.5cc
Bore and stroke: 76mm x 55mm
Transmission: Six-speed
Carburettor: Keihin MX FCR39
Front suspension: WP USD 48mm (300mm travel)
Rear suspension: WP PDS (335mm travel)
Front brake: 260mm disc
Rear brake: 220mm disc
Wheelbase: 1475mm
Seat height: 925mm
Dry weight: 107.2kg

Pulling up out of pit lane and cresting the small rise, the view through the visor was like being smacked round the head with a piece of two-by-four. Small yellow flowers peppered the green grass to the side of the track, and the deep blue waters in the Bass Straight were a mass of white-topped waves in the mid-morning sunlight. Ahead of me, a line of new 2007 GSX-R1000s snaked its way around the smooth, slick track surface and the sky was alive with light, airy clouds.

Breathing in the cool, crisp, ocean air, it would be the last chance I would have to enjoy my Ansel Adams moment as the lead rider got some heat in his tires and found his throttle hand. By the end of the lap, I was shredding my left knee puck at over 100 mph coming onto the front straight and was tucked in at full throttle heading for Turn 1. I could have sworn during the rider meeting someone has said something about a couple of slow sighting laps.

The next time I entered the track at full throttle was the last time I got to enjoy the view from the saddle of the new GSX-R1000, as the rest of my time on the bike was spent staring intently forward at the insanely fast rush of asphalt coming through the screen. Whichever way you cut it, the new generation of liter-class sportbikes is capable of major-league speed at a moment's notice, and when you twist the throttle in anger you had better be paying attention as one of our colleagues found out. Winning himself a trip in the meat wagon, he brought home some extra titanium he didn't have with him on the way to Australia, while leaving some skin as deposit. Ouch.

All new for 2007, this year's big Gixxer has undergone a pretty thorough re-vamp to ensure it stays at the top of its game. It also features one of the most talked about pieces of electronic wizardry on any bike this winter, with an engine-mapping button that has widely been touted as a traction-control system. Basically, there is a button on the right-hand clip-on that allows you to set the power characteristics of the bike. Called S-DMS (Suzuki Drive Mode Selector) in corporate speak, by holding the button for a few seconds during start up you can toggle through three positions.

Marked A, B and C, by a digital display, it sits next to the tachometer and the gear-position indicator. In A mode, you get full power with no changes to the maximum output and this is where I started my day. B mode, softens the power delivery at the lower rpm, and then brings it back to peak power, or A level power, at the upper end of the rpm range. C is a totally restricted mode, and cuts the power all the way through the rpm range. Apparently, the engineers made some mention of the bike losing as much as 50 horsepower at the peak, and as gutless as it feels in C mode, I could agree with them.

Testing a bike making around 170 horsepower at a fast track like Philip Island, I just let the bike do its stuff on start up. Without doing anything, the engine mapping goes into A mode, and you can't make any adjustments on the fly. Later into my sessions I primed the switch and put the bike in C mode. Even on the warm up lap I had trouble keeping up with the other journos. The bike feels so strangled it is like it is has run out of breath as the tach needle struggles toward redline on full throttle. Quickly shifting it into B mode, I didn't make three corners before I slipped it back to A. Giving a softer power output exiting the turns at lower rpm in B, I went looking for more power, cranked on the throttle and when it got back to full power the rear wheel decided to step out. Back to A for the remainder of the test for me it was. Confusing me as to what the benefits of this system could be, I am thinking that with such a wickedly powerful machine it might be useful to click into C mode if you are caught riding in the rain, but I am not sold on B mode.

With my ABCs out of the way, it was time to get on with my homework and start reprogramming my brain to deal with the forward motion available from the rocket launcher that Suzuki had hidden between the cast-aluminum alloy frame rails. In the press information, Suzuki claims a 4% power increase this year. Checking our dyno figures from last year's shootout, I reckon the new '07 is putting out around 160 horsepower at the rear wheel. This is a serious amount of horsepower to be putting to the floor in a package that is claimed to only weigh 379 pounds dry - pinning the throttle to the stop is not for the faint of heart.

Tracing its roots back to the original long-stroke GSX-R750, the new Gixxer uses a 73.4mm bore and a 59mm stroke for a more compact combustion chamber. This is the same as last year's model, as are all the engine internals. The extra power is found from larger intake and exhaust ports as well as increased valve lift. Valves are still titanium and the same size; the only noticeable change in the spec charts is the use of Iridium spark plugs. There are also some changes to the fueling system, with new 12-hole fuel injectors replacing last year's 4-hole units. They are also more compact. Suzuki claims these changes greatly improve throttle response, and while we didn't have an older model to compare, the way the new bike responds when you twist the throttle you would think it was wired to the back wheel. It is that immediate.

Paying serious attention to every detail, the Suzuki engineers have reduced the pumping pressure to save mechanical losses by increasing the size of the cylinder ventilation holes from 39mm to 48mm. At this level of horsepower per liter, gains are being taken anywhere they can get them. With the new GSX-R1000 making its peak horsepower 1000 rpm further up the range, this is said to be an important element in helping the engine spin higher without increasing parasitic drag.

On the outlet side of things, Suzuki has retained its SET (Suzuki Exhaust Tuning) system from last year's model. Employing a cable-operated butterfly valve right before the catalytic converter box under the engine, the valve is opened and closed by a servomotor. How much or how little is determined by engine speed, gear selection and throttle opening. The way the new engine pulls from low down through to the redline is highly impressive, and allowed me to use second gear with ease out of the two slow turns.

More power equals more heat, and to offset this, a larger trapezoidal radiator is used. Barely millimeters wider, it is enough to up the cooling capacity and looks like a full-on race unit as it curves around the back of the forks. While the radiator is slightly larger, there is no change to the oil cooler, although the oil pump has been enlarged.

In my mind, one of the best features to be found on modern sport bikes is the slipper clutch. Eliminating a lot of the headache, and potential heartache, of making an over-enthusiastic downshift, there are improvements to be found here also. To facilitate smoother and more precise operation, the number of reaction springs has been upped to four from three, and the cam settings have been revised. Rolling off and slamming a downshift from third to second at high speed going into Lukey Heights, all I can say is the system works perfectly for this ham-fisted Muppet, and it helped me make up serious time in this section.

Another change for '07 is the move from a cable-operated to hydraulic clutch. I can't say I can feel the difference, other than maybe smoother action at the lever, but the system adjusts the amount of clutch play automatically over time - especially important during a race. With Suzuki's total dominance in AMA Superbike, and its recent World Superbike title, anything that helps the race program is going to be of high priority, and this is just one more detail aimed at keeping the big Gixxers on top.

During a quick read through the spec charts before our test, I noticed the new bike has grown a tad in the wheelbase department and gained a little weight. Talking with Suzuki, this weight gain comes from the new Euro 3 emissions-friendly exhaust, and with a full-race pipe the bike should actually be lighter than last year's model.

Out on the track the first few sessions certainly remind you that this is a big bike, and it obviously needs more input to make turns than the 600 and 750 we rode here last year. But once I had come to grips with the extra effort needed and become comfortable on the bike, I was surprised how well it turned in and how easy it was to get off the corners. Hammering into Southern loop requires dropping from third to second while applying some short, hard braking from triple-digit speed. As my lap total increased. this speed became incrementally faster, and by the end of our test I was running a long way toward my apex still hard on the brakes. The big Gixxer still turned in nicely, and coming off the brakes and back on the throttle the front end never protested once. This became one of the most enjoyable parts of the circuit for me.

The same 43mm fork is used up front; it just comes with high- and low-speed compression damping this year. Talking with my mechanic, our suspension settings were not too far from the way the bike will be delivered, other than some adjustment to the compression settings at both ends of the bike. I was perfectly comfortable with these settings, and even by the time I had found some speed at the end of the test, I still didn't feel the need to make any changes. In the rear the new shock also gets two-way compression adjustability as well as a new shock linkage. This works in conjunction with a new oil pan to allow space for the under-body exhaust system so the weight can be directly under the machine for better mass centralization. Suzuki calls this system SAES (Suzuki Advanced Exhaust System) and this contains all the emissions equipment while having two short, light aluminum/titanium mufflers exiting to either side of the bike. I am not sure if I am sold on the look of the dual pipes, but I am sure most stock systems will be junked pretty quickly for single-exit race systems anyway.

Back to the handling department, and the new Zook has an electronically controlled steering damper this year. Using a solenoid valve, which is controlled by the engine management system, a tapered needle moves toward or away from a seat in the damper to increase or reduce oil flow, depending on what is needed. Giving the bike less damping at low speed, and more at high speed, it certainly kept the front end doing what it was supposed to exiting high- and low-speed corners. With the massive amount of power available, the bike lifts the front end with ease, but at no time did it get unruly enough to upset the delicate Bayly disposition.

So with all of this ballistic speed capability from the new engine and a chassis package that allows exemplary cornering at any speeds, what happens when it is time to slow down? Fear not, dear readers, Suzuki has stayed with its tried and trusted Tokico radial-mounted calipers while making a few subtle changes for more braking efficiency. Disc diameter and thickness remain the same, but the new discs now attach with 10 pins, instead of eight. This larger number allows the disc to dissipate heat more quickly and will allow the braking performance to stay more consistent. From the rider's perspective, the system is absolutely amazing, and there is a nice sensitivity at the lever that doesn't make it tricky to use. There is plenty of stopping power available from just a light two-finger pull. I also like the adjuster wheel that allowed me to set the lever to my desired distance, something that is quite critical for me to be comfortable when riding fast.

Now all we need to do is wait to see how it performs in our shootout against the other protagonists in this class. Stay tuned, as that is going to be a war.

By Neale Bayly

TeamMoto's five Yamaha stores are giving YOU the opportunity to make your next new Yamaha cruiser the "Bling King" by contributing $1.00 per CC towards genuine Yamaha accessories that will make you stand out from the crowd.

The Yamaha XV250, XVS250, XVS650, XVS650A, XVS1100, XVS1100A, XVZ1300CT, XVZ1300TF, XVS1300, XV1600, XV1900A and the XV1900AS are all eligible for this great promotion....and it's simple, when you purchase a new 250cc Yamaha cruiser, TeamMoto will contribute $250 towards any genuine Yamaha accessories applicable to that model, the same goes for all of the models above right up to the XV1900AS where you can go nuts and spend up to $1900 on items like saddle bags, screens, racks, tank bags, bars, grab rails, seats, back rests, grips and a heap of chrome goodies without handing over a cent. HOW GOOD IS THAT?
TeamMoto has five Yamaha stores, Moorooka, Blacktown, Cairns, Gold Coast and Enoggera, go to www.teammoto.com.au for store locations and contact details.

No Fear Honda's Cody Cooper takes out round 3 of the Nokia MX Nationals in Conondale.
Cody Cooper took out round 3 of the Nokia MX Nationals on Sunday in Conondale, QLD, breaking the winning streak of Kawasaki's Daniel Reardon who had been widely tipped as unbeatable.
In temperatures reaching around 30 degrees, Australia's top motocross riders negotiated the natural terrain of Green Park, Conondale, inland from the Sunshine Coast, in the third round 3 of the national series.

As a result of two disastrous falls by Dan Reardon in the pro-open moto 1, Cody Cooper finished with the most points at the end of the day, with Shift Motul Suzuki's Daryl Hurley finishing second and defending champion Craig Anderson in third. Despite missing out on the podium overall, Reardon's comeback in the second moto suggested that his first race may have been a mere aberration and he retains the red plate going into round 4.
In practice, Reardon began his groundwork for the day by qualifying fastest in the pro-open field on his first lap. Ford Dale crashed and added to the Yamaha injury list, having to sit out the rest of the day.
Shift Motul Suzuki's Luke Burkhart had the fastest time in the pro-lites, and in U/19's Dean Ferris was first on his Yamaha, granting him the pick of the starting positions in moto 1.
Ferris went on to dominate Moto 1 from beginning to end, getting the holeshot and then putting an extensive lead between himself and the rest of the field, with only Brendan Harris being able to hang on.
Matt Ryan on his Yamaha started strong in third but dropped back mid race. Todd Waters moved up into third around the fifth lap, and stayed there to finish behind Serco Yamaha's Brendan Harrison in second and Dean Ferris in first.
Pro Lites A victory for Serco Yahama's Jake Moss in the pro lites moto 1 was never in doubt from the moment the gate dropped. Moss lead convincingly for the whole race, while Shell Honda's Danny Anderson stayed a respectable distance behind in second. Third and fourth place was shared intermittently between Kawasaki's Mitch Hoad and Red Baron Yamaha's Michael Phillips early on, but as Hoad dropped back and Phillips came off his bike in the eighth lap, Shell Honda's Cam Taylor crept up through the pack and Kawasaki's Cody Mackie also put the pressure on, moving to fourth and staying there.
Cameron Taylor, who rode a smart and consistent race, stole second from team mate Anderson in the dying laps and stayed there until the end. Taylor said "I got a bad start which of course impacts on the rest of the race, but I'm feeling good and I like the track."
Jake Moss took first, Taylor second and Anderson, third.
Moss said, "I felt horrible at the start. Despite getting an early lead, I had arm pump and I find this track hard to pass on." Moss nominated Taylor as one of his biggest threats. "Taylor is fit and he's riding really well at the moment."
Pro Open All eyes were on Daniel Reardon as the bikes roared into moto 1 of the pro-open class and Reardon took the holeshot (photo Darren Smart). But not fifteen seconds into the race, a fall by Reardon delivered the upset of the series so far and relegated him to eleventh place, providing an opportunity for Shift Motul Suzuki's Daryl Hurley to jump into first position, trailed by defending champion No Fear Honda's Craig Anderson in second and Yamaha's Matt Moss in third.
Undeterred, Reardon fought his way back into third position by the end of the second lap but disaster struck again when he came off the bike for a second time, which took him back to thirtieth.
Brett Whale, Kawasaki team manager, said both times Reardon came off the bike he was just pushing too hard.
"After the second fall, we just got him on the bike and pushed him to the line to finished twelfth and pick up more valuable points," he said.
Meanwhile, Hurley extended a generous lead which he held confidently until the finish. No Fear Honda"s Cody Cooper passed team mate Kade Mosig to sit in third behind Craig Anderson, who he chased down and passed in the final laps.
In the end, Hurley took an easy first after riding a superb race. Cooper took second and Anderson, having missed round 2 due to an injury sustained in round 1, announced his comeback with third place.
Daryl Hurley said that if he"d been asked how he'd been feeling before the race, the answer would have been "terrible".
"The last two months I've been really struggling, both physically and mentally. In the qualifying rounds, I ve had arm pumps even before I've started."
"My confidence has been down since my injury and there have been lots of alterations to the bike which has left me a bit unsettled. Any win is great, but I still don't feel like I'm riding as well as I can. I think I'm riding at about 85% to 90% capacity," he said.
Hurley's manager, Shift Motul Suzuki's Jay Foreman, was pleased with Hurley's ride. "Daryl's fastest lap was almost 2 seconds faster than Reardons, so hes definitely on the pace."
Moto 2 of the U/19's was a great race but offered no surprises. Serco Yamaha's Brendan Harrison took top spot, having taken the lead in the fourth lap from Team 07 M2R Yamaha Motorsport's Kirk Gibbs.
This time Todd Waters on his KTM went one better, finishing in second place, and Dean Ferris had to settle for third after riding a consistent race but getting an average start.
In pro-lites moto 2, Serco Yamaha's Jake Moss once again owned the track from woe to go. This time, Peter Boyle of Shell Honda stepped up to feature strongly in second position for most of the race, being forced into third place late in the race by Shell Honda's Cam Taylor who accelerated doggedly through the pack, taking second position with only a couple of laps to go, and proving Jake Moss' earlier prediction correct. Cody Mackie also rode another strong race, finishing fourth.
The last race of the day big bikes and the question was whether or not Reardon would bounce back from a disastrous moto 1. As usual, Reardon took the holeshot and from there on in, reassumed his position as frontrunner with a tangible determination. For the rest of the race he couldn't be touched, but this time it was Troy Carroll from Cool Air Racing Team who stepped up to give it a go. Carroll sat in second for most of the race, initially followed by No Fear Honda's Craig Anderson in third who insisted on featuring despite carrying an injury.
By the fourth lap, Cody Cooper who had ridden strongly all day had taken Anderson's place in third, and well and truly had his sights set on second. Ultimately, Carroll couldn't hold him off and Cooper went on to cross the line in second place behind Reardon, with Carroll in third and Craig Anderson in fourth.
Reardon said he was happy with his ride on the second moto and that the falls in the first race had added to his determination in the second.
"In the first moto, I went into neutral accidentally around the first turn and dropped to twentieth place, but managed to get back up to third before I came off again. I actually quite enjoyed the first race though, and it gave me something to chase in the second. I think you just have to make the best of your worst races."
Overall for round 3 in the Nokia pro open class, Cody Cooper took first, Daryl Hurley took second and Craig Anderson took third.
In Honda pro lites, the round 3 winner was Jake Moss, followed by Cameron Taylor in second and Cody Mackie in third.
In the Yamaha U/19's Brendan Harrison came first on the day, with Dean Ferris in second and Todd Waters in third.
Raymond Terrace in NSW will host round 4 on May 20, when Chad Reed, Australia's biggest export to the United States, will make a guest appearance and ride with the rest of the field.
Don't miss the chance to see Reardon and Reed go head to head in what may turn out to be race of the series.

$500 Cash Back At TeamMoto Honda
500 Factory cashback offer applies to retail sales of a new Honda CRF450X or CRF250X purchased between 1st March and 30th June 2007 or while stocks last. Claim may take up to 4 weeks to process. Factory cash back amount includes GST and will be sent direct to the customer. Honda MPE reserves the right to extend the promotion period.

CRF250X*
The CRF250X's combination of wide, tractable power-band and rugged, lightweight chassis allow it to fearlessly go almost anywhere you can imagine. Revised cylinder-head porting and a new accelerator pump give the 249cc Unicam engine even stronger performance and crisper response. There is no other bike you'd rather ride in the Australian bush. This year's electric start four stroke CRF250X takes it to another level. Honda's engineers have created a bike that's balanced, fast and easy to ride without sacrificing reliability and ride-ability.
CRF450X*
Derived from the MX Championship-winning CRF450R, and engineered for awe-inspiring, off-road performance, the CRF450X takes trail-riding to a whole new level. Returned to tame the toughest terrain with broader torque, wider gear ratios and enduro-spec suspension, the electric-start CRF450X is quite simply the ultimate open-class off-road machine.
*$500 Factory cashback offer applies to retail sales of a new Honda CRF450X or CRF250X purchased between 1March and 30 June 2007 or while stocks last. Claim may take up to 4 weeks to process. Factory cashback amount includes GST and will be sent direct to the customer. Honda MPE reserves the right to extend the promotion period.
TeamMoto Honda Springwood (33802222) and TeamMoto Honda Gold Coast (07 5596 7788) have a full range of all Honda's - for store locations go to www.teammoto.com.au

What do I need?

The absolute minimum is a bike, some money for fuel and you. No, seriously it is. If you want scenery or interesting places to go on the cheap then Australia has it all. It's only when you want those added luxuries that touring starts to become an expense. We're talking about the cost of a tent to sleep in, or (if you're splashing out) a B&B or hotel.

Is that really all?

Basic toiletries are next on the list of highly desirables, so is some clean clothing and comfortable clothes that you can wear when not riding. So some means of carrying such stuff is a must. A large rucksack will suffice, but is uncomfortable over distance. Full-on touring bikes have removable hard luggage (like suitcases), but for general use a set of soft luggage throw-over bags and a tailpack (straps to the top of the bike's tailpiece/seat) is cheaper. A magnetic tank bag is ideal for carrying money, phone, maps and documents, as it's easier to remove and carry at fuel/wee stops.

Don't I need a big bike?

No. A large capacity bike is ideal because the engine will be relatively unstressed carrying a pillion and luggage. But as a rule any bike will do, even a 50cc slow-ped as long as freeways aren't part of your route.

Is there a golden rule for touring?

Several. The most important, if you're not a high-kilometre regular, is not to overdo it. All-day riding is very tiring, especially when combined with tricky navigation or challenging mountain terrain. So avoid rides of more than 300 Kilometres for the first few days. Overseas, the concentration needed to ride safely is more demanding. Check for tiredness and stop regularly for food and fluids.

1. Avoid last minute panics on departure day by rehearsing your packing before you leave - making sure your luggage will carry all the kit you're taking. If you're using soft luggage, take it for a test ride to make sure it's secure and doesn't foul your steering or muffler.

2. Don't forget security.  As at home, a big lock and chain is best. You may find lodgings with secure parking, but there will be times you'll leave the bike somewhere vulnerable. With a tail-pack, put heavy security at the bottom and avoid placing chains in a throw-over pannier. Many lock-makers sell bags which keep the lock safe and accessible.

3. Make sure the bike's consumables have enough life left to last the course (brake pads, chain, sprockets and tyres) and you're not going to bust your service schedule. Riding at high speed and romping up and down mountains wears things out faster. Waiting at workshops are long at this time of the year, so get booked in now.

4. If you're carrying a pillion, then factor them into the plan. You may be able to clock 600 Kilometres a day, but for how long can they cling to your back like a baby chimp? Will their kit fit on the bike? What do they want to do? There's no joy to be had in lugging whinging excess weight around, so get issues sorted before they arise.

5. Slap a tubeless repair kit under the seat. You may be covered by RACQ, but a repair kit still lets you carry on riding - which can mean the difference between waiting on an isolated roadside or the hotel bar while the bloke from the garage arrives.

6. Carry a spare key and the correct documents. Make sure you have the numbers you might need to report loss or theft, of cards or, God forbid, the bike. Also stash a couple of regional bank notes for similar emergencies.

7. Bits and bobs can be tour-savers. Bungee straps sort out luggage nightmares, gaffer tape holds cracked fairings, ripped clothing and worn out foot-sliding boots together. Even if you've got hard cases, carry bin liners for emergency waterproofing and to store separate sweaty kit. Don't forget that clear visor in case you're caught out late at night.

8. Pack as light as you can get away with and remember you'll be wearing bike kit in the daytime, so you won't need much. Buy lightweight pants that unzip to shorts (which can be used on the beach) and which dry overnight if you wash them. thongs pack flatter than trainers and don't need socks.

9. If you're mainly going to be wearing leathers, then get some lightweight waterproofs. But, staying dry is only half the story: wind/waterproof clothing, especially a one-piece oversuit, is worth two layers if the temperature drops, and it takes up much less space.

10. Consider a change of rubber - what's the point in getting to the hills with squared-off tyres? Save cash by swapping your Corsa Extreme Ballistics for sports touring tyres until you get home. Whatever you go for, make sure pressures are bang-on or you'll have fuel consumption, stability or wear issues.

11. Get hold of detailed maps and scan them to find the sauciest little minxes of twistiness you can find heading in the direction of your chosen destination. Better still, use the maps to set a rough agenda so you don't flog out relentless freeways, but enjoy the ride. Or - if you've got the dosh - invest in a GPS system to guide you.

12. Don't over-plan; you can't account for everything. The weather changes, tyres deflate. Pushing to reach a predetermined destination puts pressure on when you might just want to relax and enjoy. Start looking for somewhere to stay well before sunset and all will be well...

That's right, the ultra trick 2007 Fox Tracer helmet for both adults and youths are getting busted out the door from just $149 at TeamMoto Motorcycles so right now is the time to get down to your local TeamMoto store and grab a bargain. 

Under perfect weather and in front of around 30,000 spectators Italian Antonio Cairoli gave his home crowd something to celebrate after going 1-1 for victory in the MX2 class of the Italian Grand Prix. Cairoli riding possibly better than ever once again proved he is the fastest MX2 rider in the world. After his win we tracked down several former World 125cc champions and all mentioned the strength of the small Italian rider.

It was all too easy for Cairoli who won both motos easily. Second overall in the MX2 class was KTM factory rider Tyla Rattray 2-2 with another KTM factory rider Tommy Searle third overall with 3-4 results. South African Gareth Swanepoel once again showed good speed for fourth overall, scoring 6-3. Defending champion Christophe Pourcel struggled with crashes and poor starts and ended with 4-5 results for fifth overall.
In the MX1 it was Josh Coppins of the Rinaldi Yamaha team who took victory, although it didn't come as easily as the win by Cairoli. The New Zealander went 1-1 and put many points between himself and the second placed rider in the series Kevin Strijbos who went 3-8. Early in the opening moto it looked like Coppins was struggling with the tempo, although as the race closed down Coppins showed his experience and won from Tanel Leok and Strijbos.
In the second moto a lightning start from CAS Honda rider Mike Brown caught Coppins off guard, although within a couple of laps the former CAS Honda rider took the lead until another CAS Honda rider arrived on the scene.
This time it was Ken De Dycker (who had lead the opening moto only to DNF with mechanical problems). De Dycker made an aggressive pass on Coppins to take the lead and moved away from Coppins easily. As he did in the opening moto though Coppins saved the best for last, passing De Dycker and winning yet another moto and GP. De Dycker finished second in the moto, followed by Marc De Reuver. Coppins eventually won the overall from Tanel Leok and Sebastien Pourcel.
Josh Coppins comments
 I am pretty happy, it's no secret I don't like this track and it was obvious on Saturday, we worked hard and Yamaha made some good decision and we improved the bike. I knew my race pace was good and today I just had to be smart and I did that. It was crazy the first moto, guys going wild to win the race, I nearly hit Marc when he was getting up (from his crash), but then I did okay. I had a pretty good idea I could pass De Dycker back, he had some good lines and when he slowed down I was able to pass him back. I think this was my best win ever in my career. I never did good here and yesterday Kevin was so fast. My (injured) toe is much better, but the pain is better when I ride than when I walk. I started to ride better when I hit the lead in the second moto. I am under a lot of pressure (Coppins was seen giving De Dycker the middle finger) and I was nervous coming into today. Ken is fast, but he is up and down and looking back and break checking, it is hard to ride with him and hard to set a rythem going, it's really frustrating.
Antonio Cairoli comments
Yes I am very happy because I feel good with myself and I have a good feeling with this track and I knew I can win because my physical condition is good. My position on the start was good, because on the first corner I did well, passed some riders I had a problem with the start with the gear, but then I changed for the second heat and got the holeshot. I didn't feel any pressure from Pourcel, I was surprised he couldn't catch me in the second moto. I say him behind me and expected him to battle with me, but after two laps I saw a good gap and I controlled the race. I am happy, because I know in Italy Motocross is coming better and I ride for this, for my fans. I just take my own lines and it's easy for me, I don't know why I am so much quicker in some parts of the track.
Sebastien Pourcel comments
I had two good starts and it is hard ground, so I felt okay, bu I was sick leading into the GP. I am happy for the podium. In the first moto at the start I was in the back, but I got into sixth place and Philippaerts and De Reuver crashed and I got into fourth which is where I finished. In the second moto I had a good start, but made some mistakes at the middle of the race and I could see the front guys were a long way away so I settled for my position. I knew the track would be fast and I had two good starts and that was the key to being on the podium today.
Tanel Leok comments
I had lots of bad luck at the beginning of the year, so my results were not that good. In the races I missed a gear twice and I started catching up and was riding well. I have the speed to ride on the podium so I try and do that more. In the first moto I was running good I had the fastest lap time of the race and I tried to be behind Coppins but he was better.
Tommy Searle comments
Portugal went well and I had a good race, but today I wanted to get another podium and put two races together. I was coming into the corner in the first moto and somebody hit me. In the second moto Pourcel had consistent lap times, but I made some mistakes at the end of the race and lost my chance for a better position. My starts were okay, but I missed the corner on the second moto and some guys passed me.
Tyla Rattray comments
I had some problems in the earlier races, but put that behind me and we made some changes to the bike. Two seconds today is good for me and it can only get better for now. In the beginning I struggled to find a rythem and had a little arm pump, but I felt better a the end of the first moto and I knew the second would be better for me as it was getting hotte. I got into second in the second moto and I tried to put some laps down and catch Cairoli, but he was too good today. We worked on some suspension changes, and that helped a little.
GP ITALY MANTOVA RESULTS
MX1: Heat 1:1.Joshua Coppins (Nzl), 2.Tanel Leok (Est), 3.Kevin Strijbos (Bel), 4.Sebastien Pourcel (Fra), 5.James Noble (Gbr), 6.Billy MacKenzie (Gbr), 7.Steve Ramon (Bel), 8.Gordon Crockard (Irl), 9.Davide Philippaerts (Ita), 10.Kornel Nemeth (Hun), 11.Clement Desalle (Bel), 12.Manuel Priem (Bel), 13.Aigar Leok (Est), 14.Mike Brown (Usa), 15.Julien Bill (Swi), 16.Alex Salvini (Ita), 17.Christian Beggi (Ita), 18.Antti Pyrhonen (Fin), 19.Marko Kovalainen (Fin), 20.Christian Stevanini (Ita)
Heat 2:1.Joshua Coppins (Nzl), 2.Ken De Dijcker (Bel), 3.Marc De Reuver (Bel), 4.Sebastien Pourcel (Fra), 5.Steve Ramon (Bel), 6.Tanel Leok (Est), 7.James Noble (Gbr), 8.Kevin Strijbos (Bel), 9.Mike Brown (Gbr), 10.Jonathan Barragan (Spa), 11.Marvin Van Daele (Bel), 12.Gordon Crockard (Irl), 13.Aigar Leok (Est), 14.Pierre Renet (Fra), 15.Antti Pyrhonen (Fin), 16.Marko Kovalainen (Fin), 17.Thomas Allier (Fra), 18.Cristian Beggi (Ita), 19.Julien Bill (Swi), 20.Scott Columb (Nzl)
Classification:1.Joshua Coppins (Nzl) 50, 2.Tanel Leok (Est) 37, 3.Sebastien Pourcel (Fra) 36, 4.Kevin Strijbos (Bel) 33, 5.Steve Ramon (Bel) 30, 6.James Noble (Gbr) 30, 7.Ken De Dijcker (Bel) 22, 8.Gordon Crockard (Ier) 22, 9.Marc De Reuver (Net) 20, 10.Mike Brown (Usa) 19
Worldchampionship:1.Joshua Coppins (Nzl) 194, 2.Kevin Strijbos (Bel) 158, 3.Steve Ramon (Bel) 116, 4.Ken De Dijcker (Bel) 106, 5.Sebastien Pourcel (Fra) 103, 6.Jonathan Barragan (Spa) 100, 7.Tanel Leok (Est)98, 8.James Noble (Gbr) 91, 9.Mike Brown (Usa) 81, 10.Marc De Reuver (Net) 80
MX2 Heat 1:1.Antonio Cairoli (Ita), 2.Tyla Rattray (Saf), 3.Tommy Searle (Gbr), 4.Christophe Pourcel (Fra), 5.Kenneth Gundersen (Nor), 6.Gareth Swaenepoel (Saf), 7.Pascal Leuret (Fra), 8.Sean Hamblin (Usa), 9.Tom Church (Gbr), 10.Marcus Schiffer (Ger), 11.Nicolas Aubin (Fra), 12.Matin Barr (Gbr), 13.Dennis Verbruggen (Bel), 14.Steven Frossard (Fra), 15.Rui Goncalves (Por), 16.Xavier Boog (Fra), 17.Carl Nunn (Gbr), 18.Matti Seistola (Fin), 19.Gregory Aranda (Fra), 20.Shaun Simpson (Gbr)
Heat 2:1.Antonio Cairoli (Ita), 2.Tyla Rattray (Saf), 3.Gareth Swaenepoel (Saf), 4.Tommy Searle (Gbr), 5.Christophe Pourcel (Fra), 6.Nicolas Aubin (Fra), 7.Matti Seistola (Fin), 8.Rui Goncalves (Por), 9.Sean Hamblin (Usa), 10.Marcus Schiffer (Ger), 11.Shaun Simpson (Gbr), 12.Pascal Leuret (Fra), 13.Davide Guarneri (Ita), 14.Wyatt Avis (Saf), 15.Martin Barr (Gbr), 16.Dennis Verbruggen (Bel), 17.Steven Frossard (Fra), 18.Gregory Aranda (Fra), 19.Matteo Bonini (Ita), 20.Jeremy Tarroux (Fra)
Classification:1.Antonio Cairoli (Ita) 50, 2.Tyla Rattray (Saf) 44, 3.Tommy Searle (Gbr) 38, 4.Gareth Swaenepoel (Saf) 35, 5.Christophe Pourcel (Fra) 34, 6.Nicolas Aubin (Fra) 25, 7.Sean Hamblin (Usa) 25, 8.Pascal Leuret (Fra) 23, 9.Marcus Schiffer (Ger) 22, 10.Rui Goncalves (Por) 19
Worldchampionship:1.Antonio Cairoli (Ita) 197, 2.Tyla Rattray (Saf) 142, 3.Christophe Pourcel (Fra) 137, 4.Tommy Searle (Gb r) 117, 5.Pascal Leuret (Fra) 110, 6.Gareth Swaenepoel (Saf) 107, 7.Nicolas Aubin (Fra) 94, 8.Kenneth Gundersen (Nor) 91, 9.Matti Seistola (Fin) 78, 10.Marcus Schiffer (Ger) 71

Shoei is without doubt one of the leading helmet manufacturers in the world and the XR1000 is Shoei's leading product but right now at TeamMoto Motorcycles you can walk out the door with one of these gems from just $569 - that's right, this is not a misprint, $569 - get to you local TeamMoto store right now and get the best head protection on the market.

"The First Corner"
 
One of the most daunting aspects of any form of motorcycle racing is the first corner. It's crowded, it can get nasty AND it can be potentially dangerous and in motocross the first turn is made all the more critical to racing success by the fact that 30 to 40 riders line up side by side instead of in grid formation like road racing or in much smaller numbers like in speedway, flat track or enduro events.

In reality though, no matter what form of motorcycle racing you are doing the basics for getting through the first turn somewhere near the front (or in a safe manner) are the same so lets take a look at five photos I took at the last weekends Nokia Australian Motocross Championship held at Conondale.
 
This was the first of the two Pro-Lites races, the braking into this fast flowing right handed first turn is done on an uphill but once the riders are through the turn it becomes a downhill into the a reasonably tight left hander.

Click on the images to make them bigger

TeamMoto wants to hear our readers' stories

If there's something you know about that the rest of the world doesn't, a funny story, funny pictures or a sight you will never forget then you can now break the news yourself right here, either publicly or anonymously.

If there's anything you've seen or that you know about that other motrclists might want to know about, it's really easy to become one of our team, if it's something that you might tell your mates about in the pub, then it's something that's worth telling other TeamMoto readers.

So just send in your pictures & letters to paul@teammoto.com.au and we will publish the best stories each week.