TeamMoto would like to offer an exclusive opportunity to enjoy an extended test ride on the latest offerings from the motorcycle industry. With 30 new motorcycles from six different manufacturers to choose from, there is something for everyone! Experience a 25-minute ride on the bike of your choice, along with free lunch, drinks included.
If you would like to test ride any of the listed bikes below, you must PRE-BOOK your ride by calling Rosie on 3380 2247, as spaces are limited!
Black Duck Valley MX Park: It's back! But is it worth it?
The huge amount of outcry when this iconic park closed in December of 2008 attests to the popularity of Black Duck Valley. When the gates were re-opened in December 2009 under new management, new rules and a new pricing structure, the cries of joy were strong but short lived; Black Duck is back! But at what cost? Located south of Gatton in a beautiful picturesque valley, the park caters to all levels of riders with both motocross and off-road tracks. TeamMoto recently descended on BDV for a day to test these tracks and the new safety-oriented management in order to answer the question – is the new Black Duck Valley worth it?
For years motorcycle riders have been fighting the constant battle of finding somewhere legal, safe and family-friendly to go riding. Black Duck Valley was really an answer to their prayers, however several fatal incidents and unsafe conditions attributed to the parks closer. Now it’s back and the new BDV is all about promoting a safe and controlled environment which riders of all skill levels can enjoy – and the new owners are taking this very seriously. A compulsory on-site induction is a vital part of the new regime and this thorough and informative “riders briefing” demonstrates the new safety measures being taken.
The safety measures don’t just end at the front gate however, as officials are constantly monitoring all tracks for not only those being mischievous and riding above their ability, but also if first aid is required. One thing about these new safety measures, which is made abundantly clear at the induction, is that once you partake in any motorcycle related activity (whether it be unloading your bike from the trailer or strapping on your boots) you are not covered by any insurance from the park.
So once you’re through the gate, inducted and told in a stern but friendly manner to behave yourself, the fun land awaits. The facilities available for riders and families are surprisingly varied and make for a fantastic riding park. Hot showers, toilet blocks and enough grass camping area to accommodate a huge number of people means you can have space and amenities to spare.
The tracks, which are really the main reason for visiting BDV, are maintained to a high standard and offer a surprising amount of variety. Four motocross tracks, a peewee track and two enduro loops offer something for everyone.
The motocross tracks, which are relatively smooth and well cared for
are confidence inspiring and safe. They range from small and tight
tracks for beginners to intermediate tracks and advanced tracks for the
more experienced.
Track 2 is the most popular track; an intermediate track, it is smooth and hard packed and boasts the infamous “80 foot tabletop”. This has been tamed down however and is only a problem for those who attempt to jump it and are over confident or inexperienced. This jump is usually monitored very closely and riders who are attempting it (and shouldn’t) will be asked by officials to either stop or practice somewhere else until they are capable. Track 2 also boasts easy to clear step-ups and smaller table tops, which combined with the wide, smooth sweeping corners and straights makes for a very fun track.
The two trail loops, which are six and twelve kilometers respectively, are in
some dire need of attention. The TeamMoto riders who embarked on the
loops were disappointed to find them badly overgrown and extremely
rocky. We were told the trails catered for everyone, novice riders
included, however going out with riders of all abilities it was obvious
they were for intermediate or advanced riders only. The trails
definitely have the potential to be great, but they need some work. At
the moment they are not only demanding and - to be blunt - un-fun, they
are also potentially dangerous with the long grass and hidden rocks.
This was really the only downside we could find with Black Duck and after experiencing the atmosphere, beautiful location and camping, as well as the well cared for and fun motocross tracks, we definitely had a great day out.
So we came to answer the question – is what you get at Black Duck worth the new pricing structure? The cost currently sits as follows:
Option 1. $1100 Upfront (1 payment)
Option 2. $360 Upfront (1 payment) Followed by 10 monthly payments of $80 (total cost $1160)
Option 3. $100 Upfront (1 payment) Followed by 11 monthly payments of $100 (total cost $1200)
Using this structure means you only pay a $360 per annum fee (after your first year) to use the park whenever you would like (during open hours).
A $10.00 fee per night, per card holder will apply (for ALL customers, members as well). Camping credits need to be purchased in advanced as there will be NO facility to pay on the day.
Black Duck has however recently released a Pay per Day structure which is:
Under 8yrs = $10, 8-12yrs = $20, 13-18yrs = $40, over 18yrs = $50 per day.
This new pay structure has caused some controversy, as many people hesitate to pay so much. But this new pay on the day option may be just the right thing to let people come out and experience the new Black Duck Valley and discover for themselves if BVD is worth it. Because that’s what it really comes down to – your opinion, not ours!
Testimonials from TeamMoto riders:
“It’s great to see Black Duck is open and the tracks are evolving all the time and maintained to a high standard.” – Michael Davis, TeamMoto Honda Springwood (pictured left)
“All in all I had a great day with mates and riding on a variety of tracks, with a beautiful background of the valley. It is a bit expensive, but the new pay on the day scheme should encourage people to come out and give it a try.” Josh Crase, TeamMoto Honda Springwood
“I’m more of an off-road rider, but the motocross tracks were great. I am not very experienced riding motocross, but the main track wasn’t scary and I had so much fun! The enduro loops were a let down, as even though I have raced off-road for years, I still found the loop to be one of the roughest I had ever ridden. The long grass, combined with extreme rocks made the trail quite sketchy. The middle section down in a creek bed was fun and technical, but overall the trails need a little TLC.” – Rosie Lalonde, TeamMoto Group Marketing Assistant & Graphic Designer
“Tracks are wide enough to cater for many riders to be on any one track at a time. Due to this the tracks offer clear vision at all time so you can always see where each bike is on the track, which is good for a worried mother or curious father watching their kid. I found the tracks to be in optimal condition allowing me to ride at speed, without loosing composure at any point and enabling me to be confident that I wasn’t going to. Tracks are confidence inspiring and I believe enable riders to get the best of themselves, and discover new limits they can achieve.” Benn Bromley, TeamMoto Honda Springwood
“I really like riding at Black Duck. I have been going there on and off for years and I was pretty disappointed when I heard it was going to close. When I heard it re-opened I signed up under the new membership scheme pretty much straight away. The tracks are normally fairly smooth, which makes them easy to ride and quite safe. There is plenty of new rider friendly areas and so many different sized obstacles that it would be easy to slowly step it up and improve as a rider. I think people should check it out and make up their own mind if it is good for them, as it is a little pricey, but for someone like me who is constantly looking for somewhere to ride on short notice during the week, it really is a good situation.” Shane Goldberg, Business Manager, TeamMoto Triumph Springwood.
Mark Hinchliffe on the all new Honda VFR1200
by Mark Hinchliffe, Courier Mail Motoring Editor
REPLACING two popular bikes with one is a risky business, but Honda seems to have pulled it off with the VFR1200FA. It replaces the reliable mid-sized VFR800 and the hypersports CBR1100XX Blackbird. Although the bigger capacity V4 is smoother, it still has that V character and sound, while challenging the Blackbird for outright performance. The package is near perfect with beautiful styling, Honda’s excellent build quality, a host of high-tech features and outstanding handling characteristics.
But all this comes at a price. Honda has released the bike at $24,990, which not only makes it a tough choice against fellow Japanese, but even the Europeans. And you could pay as much as an extra $2000-odd for the semi-automatic model with a dual-clutch model transmission similar to those found in Porsche, Audi and VW cars. Honda Australia motorcycle marketing manager Glyn Griffiths says the DCT model will arrive in the middle of the year. “They were on a later production schedule for Australia and we are therefore receiving them at a later date,’’ he says. The heart of the new model is the new V4 engine which features the Unicam single overhead camshaft cylinder head and sealed crankcase from its motocross bikes. While Honda has smoothed it out, there is still that characteristic vibe, so it is not soulless like inline fours.
There is little torque down low and nothing happens until about 4000rpm, then there is freight-train linear drive right through to the soft limiter at 10,000rpm. High gearing means you go around city corners in first and you will rarely need sixth gear which burbles along at 3400rpm at 100km/h. You can slip up through the gears without the clutch and the progression is smooth with absolutely no shaft drive snatch or slip. With its fly-by-wire throttle, it has rapid-fire response without being twitchy. Styling is also smooth, with a very streamlined front fairing, discreet air scoops and a very tidy rear end, thanks to the shaft drive and beautifully sculptured single-sided swingarm. However, the stubby exhaust looks a bit too much like a scooter muffler and its note is metallic and crackly.
The build quality is as good as the best Euro bike and the dashboard and fully lined front cockpit area is the tidiest of any bike I have seen. To achieve its touring credentials the riding position has to be comfortable and it is. There is only a slight stretch to the bars, although the footpegs are a bit high for tall people. The seat is smooth and firmly padded allowing the jockey to move around for cornering, but also providing support for the long haul. Despite the usually wide V4 configuration, the waist - where the seat meets the tank - is narrow so shorter people can get their legs to the ground even though the seat is 815mm high. The windscreen provides good cover with clean air and no buffeting.
Summer riding will be a breeze as the fairing diverts hot air away from your legs. There is only slight warmth coming through the seat. Instruments are clear and easy to read with a large analogue tacho in the middle and a digital screen either side. On the left is the speed indicator and fuel gauge. On the right is the speedo plus two trip meters, gear position indicator, ambient and radiator temperatures and clock. Honda claims it is the first bike with an ergonomic indicator switch below the horn. Well, it’s not the first and whether it is easier is up to you. It doesn’t take long to learn not to hit the horn by accident. Some may question the absence of a handlebar button to toggle through the trip info and the lack of a fuel economy readout, self-cancelling indicators and handgrip warmers on a bike of this price.
Honda has upgraded its linked brake system for more front brake
emphasis. The front brakes have attack and induce a fair bit of fork
dive which is unexpected in a linked system. ABS and the slipper clutch
system from the Fireblade are the smoothest I have experienced with no
banging from the levers.
Where the VFR excels is in its road holding and handling. On initial turn-in you feel the full heft of the bike’s 267kg, but once the turn is initiated, it feels solid, yet nimble with excellent grip and stability. Big bumps don’t shake its course and you can power out of a corner with confidence in the rear wheel’s traction. It feels balanced and hassle-free, the front and rear suspension working in unison rather than fighting each other or see-sawing. The rear suspension is easily adjustable for load via a handgrip. Pillions will find a generous rear seat for a sports tourer with big and comfortable handgrips. The rear seat also provides a large flat space to tie down luggage. There are also hard luggage options that clip on without the need for pannier racks. A centre stand comes standard.
PRICE: $24,990 + On roads (no price yet for DCT)
ENGINE: 1237cc, 76-degree V4 Unicam
POWER: 127kW @ 10,000rpm
TORQUE: 129Nm @ 8750rpm
TRANSMISSION: 6-speed, (dual-clutch semi-auto coming), shaft drive
TYRES: 120/70ZR17; 190/55ZR17
BRAKES: 6-piston callipers (front), 2-piston callipers (rear), linked system, ABS
FUEL: 18 litres
FRAME: aluminium twin spar
SUSPENSION: Pro-Link rear shock with adjustable rebound damping; 43mm telescopic forks with adjustable preload
SEAT HEIGHT: 815mm
KERB WEIGHT: 267kg
OPTIONS: 29-litre pannier kit, 31-litre top box, 3-position adjustable screen and 12 DVC plug.
COLOURS: red and silver
My life as a LAMS rider: PART 1 Don't fence me in!
Every time if think about how long I have left on my RE license I start singing that old tune;
“Oh, give me land, lots of land under starry skies above, Don't fence me in. Let me ride through the wide open country that I love, Don't fence me in.”
I know we have plenty of RE license holders out
there and that many are quietly sitting out their 12 months of
purgatory before being set free onto the world and obtaining on open
motorcycle license. But is it purgatory - and so far has it been for
me?
I gained my RE License in Nov 09 and yes I am an
employee of TeamMoto and have been since the 8th of June 2009. I have
had some previous riding experience and was the typical customer when I
booked in to get my RE license with the TeamMoto Motorcycle Riding
School in Springwood. I wanted to do the Q-Ride in one day but was
convinced to do the three-day course and this proved to be highly
beneficial by enhancing my riding safety awareness and skill level. Do
not underestimate the positives of improving your riding experience by
constantly revising your riding skills, even if you have ridden an
Enfield Bullet in India for 6 months dodging loud colourful trucks and
wandering cows with sharp horns (damn you sacred cows!).
For me being comfortable on a motorcycle is important and I expect it is for most. I am just under 6 FT and weight somewhere between 110 & 115KG's :). Every motorcycle I ride I can guarantee that I have to set the rear shock to the maximum setting. I knew nothing about this until a very wise man (Cheers Ron) adjusted it before I rode off on a Kawasaki KLR650 on Christmas Eve.
I have had the luck of riding the following LAMS (Learner Approved Motorcycles) motorcycles;
Honda CB400 ABS
A lovely engineered piece of machinery, it hums at 6,000 to 7,000 rpm's. It would be a great commuter and great for the weekend leave the stress behind you ride. I, Mt Glorious and the CB400 know each other very well, especially the back section. Throttle and power response is impressive for a 400cc motorcycle. It is nice and light for quick handling response and as a novice it gives you the confidence to take those sharp corners. Being on the larger size of the human species I felt like a giant on this motorcycle. I would highly recommend anyone in the middle to lower end of the human species size scale to give this bike a test ride. Image: Mark and the CB400 on Mt Glorious.
Honda VT400
Personally I quickly found out that cruiser style
motorcycles are not my tequila slammer, but still when you are on the
road riding a motorcycle no matter what style of bike it is, life is
usually good. Riding from TeamMoto Honda Springwood to Lake Wivenhoe
for a recon on an event day we are planning we decided to go via the
Logan tollway which proved to be a great way to see what the VT400 was
like. Rosie my fellow work comrade was on a Triumph Tiger (I hated her
that day and I could not get that bloody song out of my head).
I actually felt quite comfortable on the VT400 and my size was not really an issue. Around long sweeping corners, like the ones you find on the road behind Lake Wivenhoe to the point where the T junction is to turn off onto the road heading up the back of Mt Glorious, proved to be the ideal road for the cruisers. Because it is a 400 cruiser you do notice it does require you to shift down a gear to get that extra grunt up a hill. This would be a great first motorcycle for the cruiser orientated, it is a very safe bike and yes I still had a lot of fun. Ideal for commuting in the city and a weekend ride when all you want to do is sit back and absorb the world passing you by.
Kawasaki KLR650
Just before Christmas I started to get excited
about dual-purpose adventure bikes and sitting upright while riding. I
was jumping up and down waiting for the Yamaha Ténéré; sadly I have not
yet had the chance to head out into the mountains on one (Ron has you
bugger). Graham the Dealer Principal from TeamMoto Kawasaki Bowen Hills
kindly let me take the KLR650 over the Christmas break. Family tends to
come first over the festive break so as I live out past Kenmore in the
western suburbs I was only able to ride out to Lake Manchester past
Karana Downs & Kholo.
I was very tentative about riding on dirt as I had not been on a dirt bike since I was twelve years of age. I managed to get to know this road and the Kholo road very well. I was very sad when I had to give this bike back to the guys at Bowen Hills as it fitted my size, the ride height was nice and high and it was an exceptionally easy bike to ride. Being a one-cylinder engine you do get more vibration than your multi-cylinder style of engines. Great throttle response although I am told not as much torque as with other motorcycles of the same category. If you want to sit up straight, commute, or use this motorcycle for some dual purpose tarmac / dirt trail rides then take this bike out for a test ride. Great bike to build up your riding confidence as stated previously and it is very easy to ride. Image: Generic Kawasaki image.
Kawasaki Ninja 650RL
Again Graham the Dealer Principal from
TeamMoto Kawasaki Bowen Hills has won the prize for my favorite DP of
the month award. I was given the recently released LAMS Ninja 650RL and
“I am excited”. That bloody song never entered my head as I rode out of
the Bowen Hills dealership on the Thursday evening before the Easter
break for four wonderful days. The best part was the 3 hr ride to
Mooloolaba on the Sunshine Coast via Samford, Dayborough, Mt Mee,
Woodford, Maleny, Montville and Nerang. This is a glorious winding ride
through the beautiful Sunshine Coast Hinterland. As you might be
guessing I had never been on a ride like this before and I was now
starting to realize what my fellow enthusiasts were talking about.
It was damn hard on the next day for me to hop back on the bike and go back home the same way. Bugger the highway this is more fun and in my view a lot safer. You can really feel this motorcycle has a hidden tiger deep inside and it throws my size issues out the window! The throttle is restricted, causing the rotation to stop a third of the way around . This is plenty of motorcycle for any RE license holder and I stick by that. The ABS (yes ABS!) is a great added bonus as it quickly and safely tells you that you have pushed the breaking just that little bit over the line. In my view ABS is great for a LAMS rider, anything that helps to enhance your riding experience in the areas of safety and riding skills is a damned good thing. Other people may have different ideas about this so pick up the phone and request to go on a long test ride.
The fairing looks good and the digital display is positioned well so
you do not have to look down too far. Second, third and fourth gear
around corners delivers plenty of power. On any 600cc – 650cc LAMS bike
you do notice the inaccessible power when overtaking at speed, but what
power you have with this bike in the lower gears makes up for it. I
did find the Ninja 650RL to be on the heavier side of the 600cc Sports
Tourer LAMS models but still light enough to push it around. I highly
recommend a RE license holder who is looking at purchasing a LAMS
motorcycle to take this bike out for a spin. It operates at a low 4000
rpm very well and sounds and feels “OH YES I CAN FEEL THE HIDDEN TIGER
is pocking its head out” at 6000 to 7000 rpm’s.
So in conclusion...
Well I guess I am a spoilt brat, but how many LAMS motorcycles are currently available that I can ride? ... Well more than this article can hold, so no conlusion yet! You will have to check back next month in the May issue for the second installment of My Life as a LAMS Rider! Until then, Don't fence me in...
TeamMoto customer Mark Mantova takes on the Finke
Mark Mantova is one of those hard core kind of bike riders. He has a shed full of bikes – there’s a couple of old Maico’s, a BMW Adventure bike, his Yamaha 700 Raptor quad he raced at Finke in ’07, the quad he uses to cart stuff around his property, his KTM 525 practice bike and his WR450 race bike. Not only does he have the big shed, his got a 10km enduro loop on his property near Gatton plus, being a diesel fitter by trade, he has built up a proper race transporter to haul up to 12 race bikes around with. Let’s find out the Mark Mantova story.
TM (TeamMoto), how’s your preparation going for the Finke Desert Race?
MM (Mark Mantova) well, three times a week I am practicing on either my 525 or 450. I am trying to run at race pace for 120 km’s with just one 2 minute fuel stop. One day per week I am building that distance up so I will be properly prepared for the 232km dash each way from Alice Springs to Finke on the Queens Birthday Sunday and the 232km dash back the next day.
TM - And how is that going for you?
MM – Great, I am reasonably happy with my fitness level. For me, it is all about finishing the race. It will be my 46th birthday just after the Finke, so this is my last race before I call it quits. As a 43rd birthday present to myself, I raced the Finke on a 700 Raptor quad in ’07 and finished. The attrition rate at the Finke is huge, so just to finish was an absolutely fantastic feeling.
TM – What is your strategy for the race?
MM – Qualifying is on the Saturday. There is a timed 8km loop and your start position is determined by your lap time. The race is huge with a limit of 500 entrants from all over Australia. I will be happy enough to start mid field, set a steady pace and keep out of harms way.
TM – What sort of cost is involved in this type of desert race?
MM – Please don’t ask me that question - I find if I ignore that point the race is more enjoyable! When you add up the cost of 1 new race bike, 1 practice bike, tyres, suspension work, engine performance work, the trip out to Alice Springs and back, the time off work, race entry fees, accommodation etc – around 20k.
TM – And what will you do for kicks when you stop racing?
MM – Those new Yamaha Tenere’s look the goods. Adventure riding really does appeal exploring those lesser travelled roads in outback places. That’s the next chapter.
TM – To sum it up Mark?
MM – Life is too short to worry over the cost to race. There is no point living to regret not doing it – so just do it while you are young enough to enjoy it.
Image: Alice from the lookout looking West.
If anyone needs their race bike taken to Alice Springs to race the Finke, or an Adventure rider wants his bike taken out so he can fly out and ride back, I have room in my transporter for three more bikes. Call me on 0447039301 to discuss.
For more info on the Finke Desert Race, click here.
TeamMoto is putting the latest products through their paces! Focusing this month on the off-road racer, TeamMoto pilots will be ripping up the tracks testing the 2010 FOX V3 Carbon helmet and THOR Core Grid MX gear, while other TeamMoto pilots will be ripping up the sofa's playing the new MotoGP 09/10 PS3 and XBOX game! Sit back and enjoy the last products to undergo TeamMoto Testing.
FOX V3 Carbon Helmet
Thanks to our friends at Monza Imports, our TeamMoto Triumph Springwood Business Manager Shane has been experiencing the thrill of flying through the air with the new 2010 FOX V3 Carbon helmet. An avid motocrosser, Shane expects the best from his gear and was more than happy to put the V3 Carbon to the test.
While the TeamMoto crew were out at Black
Duck Valley last weekend, I had the chance to start testing the new Fox
V3 Carbon helmet. I will be doing a more in depth review after riding
in it a little more, but my first impressions are really positive.
The first thing you notice when you pick it up is the weight. The carbon helmet is a lot lighter in your hands and on your head than any regular helmet. A new helmet always takes a little getting used to, especially as they all sit against neck braces differently.
The Fox V3 Carbon feels very open when you put it on. The view is relatively unobstructed and the interior padding feels as if it makes very little contact with your head. This is due to the wide venting channels in the lining. The feeling of a very light helmet, combined with a reduced contact area feels strange at first, but when I swapped back to my Arai after about an hour, I noticed that it felt very heavy and constrictive in comparison.
The liner is made from Coolmax, which is
a nice touch, and it is a material that really does wick moisture away
very effectively, helping to keep the helmet dry. The venting seems to
work very well, as you can readily feel air moving through the helmet.
I will give you my thoughts after a few more hours of riding, but so
far I could say that I could easily get used to the lighter feel of
this helmet. Hopefully there will be no crash test! - Shane
Lightweight with great safety features, a modified interior for a more comfortable fit and trick aesthetics complete the V3 Carbon package and prove that, even though it may be more expensive than other V3 helmets (RRP $599), it's definitely worth "it's weight in gold" (not literally, but you get the idea!). You can also purchase this new carbon V3 in Limited Edition Monster Energy Ricky Carmichael graphics.
Stay tuned next month for an update of how the helmet is going long term. For more information on the Fox V3 Carbon, click here to contact your local TeamMoto store.
THOR CORE "Grid" MX Gear
Now that we have tried the helmet, it might be time up update to some fancy new MX gear! Gas Imports kindly suggested the exciting 2010 THOR CORE Grid MX gear which was debuted this year at the Daytona Supercross. Boasting top of the range materials, performance and style, TeamMoto decided to put this trick looking set to the test with off-road racer Nathan Castle. Having placed second in the 2008 and 2009 Australian Four-Day Enduro Under 200cc Class, Nate is no stranger to punishing his gear and has high expectations when it comes to quality, agility and ease of movement on the bike.
The first thing I noticed about this new THOR gear was the possibility of putting my neckbrace under my jersey. I have not had this luxury in the past, but with Thor's stair step collar you can wear your brace with ease underneath the jersey. It does however require some fiddling to get the neckbrace under, but once you get a knack for it, it's extremely simple.
Another highlight for me in regards to the jersey is the cuffless sleeves. Arm pump is a major issue for not only racers but any rider and the unrestrictive cuff was liberating. The rib panel is also a great idea for adding extra freedom without making the cuffs too relaxed (pictured left).
The tailored fit of the jersey is extremely comfortable, with mesh panels situated in key areas for increased airflow. This makes the jersey nice and cool and it doesn't billow out around you when riding at speed. At first the length of the jersey surprised me - it's definitely longer than I am used to! But that extra length tucks combined with printed tacky silicone ensures that your jersey won't untuck and flap behind you like a cape!
The gloves are super comfy and fit well. The entire set of gear is definitely eye-catching in it's colour scheme and since I ride a KTM the dash of orange is appreciated! But when it comes to the gloves, the palms and fingers are almost all white which makes me cringe. After riding in them for an hour they had already started to turn grey/black so any harder riding in mud or rain would really destory the white.
The pants fit extremely well, tailored in the right places with extra space in the knees for knee-braces or guards. The high quality leather knee panel was more durable than I expected and I imagine would last some time against my abusing knee-braces.
In off-road racing you have to be agile on the bike and be able to move around quite a lot going over logs, rocks or up steep hills. I found the gear to be extremely nimble and there was no point where I felt restricted. - Nathan
An aesthetic stand out the new 2010 THOR CORE Grid MX Gear will turn
heads with it's great design and construction. It's streamlined fit
ensures maximum rider comfort which is what mx gear is all about!
Mixing with the other top MX brands, Thor Core is a great option for
not only the serious racer but the dedicated rider who enjoys comfort
and quality. (RRP Jersey $69.95, Pants $239.95, Gloves $49.95).
For more information on THOR MX Gear, click here to contact your local TeamMoto store.
MotoGP 09/10 Game Review
Coinciding with the exhilarating start of the 2010 MotoGP season, TeamMoto has been struck with GP fever and was lucky enough to get a copy of the new MotoGP 09/10 game, available for PS3 and XBOX.
After the dust died down from the stampeding staff grappling to get their grubby little hands on the games, we have had feedback from various users on what they liked, what they loathed and what had them glued to the flatscreen for hours on end.
If you wanted to race on four wheels, you have a huge assortment of games to play. But if you’re into two wheeled motorcycle racing, particularly the realistic kind, the games available are few and far between. Especially a game that can keep motorcycle industry people happy, as realism is of the utmost importance for most.
MotoGP 09/10 offers players a chance to compete in one of three great game modes – Championship mode, Time Trial and the all new Arcade mode where you win time extensions for executing skilful manoeuvres. The centre of game play really focuses around the impressive Career Mode, which has now been expanded beyond just racing. As you progress through the ranks of 125cc and 250cc on your way to play with the big boys, you can hire staff, engineers and even marketing and press officers. With fully customizable bike and livery aesthetics, and amazing graphics to enhance your experience even more, the game really goes integrate you into the life of a MotoGP racer.
These extra features in Career Mode are great, but they don't detract from the real purpose of the game - racing. For the most part the racing is solid and realistic, with functions to help with line selection and cornering. Wet tracks are infinitely more slippery than dry ones and the changes between bikes are quite dramatic. The zippy, light 125cc bikes are easy to corner, brake tighter and turn faster. When you progress to the 250cc class, the change was instant: the bike felt heavy, was hard to stop and the braking was shocking compared to the other two categories. But the fun really begins when you arrive at the MotoGP class, which is to be expected. The sound, the size and the fact you are racing against all the current heroes of MotoGP makes for exhilarating racing. The big bikes are still touchy when it comes to throttle control and you have to be accurate and precise, but the increased power and speed makes the game infinitely more fun to play.
What’s harder to get used to however, is the HUD of the game, which is far too packed with information and details you don’t really need, and have no chance of catching during a high speed race. Also, you can win the qualifying races by a huge margin, only to find that during the race, your opponents are far better than in qualifying.
Multi Player wise, the game is better, with very smooth, and lag free online play. However, like most other racing games, online is a whole other territory, and don’t expect your human opponents to act according to the rules. However there’s always split-screen mode, which is a welcomed addition.
Another feature in Career Mode which provoked mixed reviews was the added scoring of rounds. Once you complete a race, you are given a grade based on your performance. This helps to build up your reputation over a season racing and has great influence over whether or not you proceed. Even after winning the 250cc Championship, one may not be able to proceed to the MotoGP class if their reputation is too low. This can be frusturating, as it takes some time to climb up to MotoGP. But's that's racing! Overall, MotoGP 09/10 is an improvement over the previous version and
we’re confident that us fans of motorcycle racing will enjoy the
realism and the graphics of a game pretty much made for motorcyclist.
That's not a knife! Motorcycle Riding School: Rider Performance
Don’t go out there and just give it a go. I want every thing you’ve got, I want 100%. That’s what our coach said to us before we ran on to the field in 1984, for the under 14’s, West Morten club rugby league Grand Final. Well, I must say, those inspiring words really worked. We went out there and gave 100%... and got flogged. You see, the truth of the matter is, we didn’t need to be inspired to give our all at that game. Playing in a Grand Final, in front of a large crowd, practically guarantees you’ll give 100%.
Don’t get me wrong people, we certainly needed to be inspired, it just
wasn’t then .Where the pep talk would have come in handy, was at
training .Training it turns out is where your 100% really counts. How
does this relate to riding techniques I hear you ask, well let me tell you…
In my travels as a rider trainer I regularly come across riders with bikes that have thousands of dollars of performance gear bolted on. Power commander systems, performance pipes, trick springs, etc… there is no doubt that these additions add value and performance to a motorcycle, but here’s the truth of the matter … you need to be a rider of sufficient skill and experience in order to exploit these performance advantages. Performance bikes in general are very sensitive to rider inputs. How do we gain experience? My only suggestion is to ride a bike you feel comfortable on. There is a lot you can learn from riding a forgiving motorcycle, as far as skill goes. Well I hope your seeing the connection with my rugby league story in paragraph one. Riding school courses cost about as much as a night out on the town, but with a Riding School course the possibility of being arrested is definitely lower.
When you sell a bike with a whole lot of trick gear on it all the performance goes with the bike, what stays with you? However if you do courses and I’m not talking about just one, I’m talking about two or three a year, you’ll discover skills and abilities you never new you had and you will keep coming back for more because a skill acquired is something you will have with you forever .A skill is something you get to work on and keep for a lifetime. So if you learn to be a performance rider, every bike you ride will be a performance bike.
Battery maintenance, charging and jump starting
Ok the reason I chose this topic this month is the fact that we are not too far from winter falling upon us. And for those who don’t know, battery voltage is effected by temperature. The colder the temperature the lower the battery voltage becomes. This is why more batteries fail in the colder months. Your motorcycle requires a supply of electrical energy to operate your ignition, starting and lighting circuits/systems. This is supplied by your battery. When energy is used the battery becomes discharged. It is therefore the job of your charging system which consists of an alternator, rectifier and voltage regulator to maintain correct battery voltage (electrical energy) at all times.
Note: A battery and charging system in good working condition should maintain a battery terminal voltage of between 13.5 volts and 15.5 volts at 5,000rpm with high beam on for a 12 volt system.
Flat batteries can be caused by a number of things. Your charging system could be faulty. There may be a phantom current draw/leak while your bike is turned off. Or your battery could just be faulty itself.
If your bike won’t start and you suspect the battery is the problem. Generally your lights will go out or your starter solenoid clicking repeatedly. There is a simple check. Connect a voltmeter set on D.C 20 volt scale. Red lead to positive (+) black lead to negative (-). A good battery will maintain a minimum battery terminal voltage of 10.5 volts with the ignition switch on and pushing the starter button. This is a load test.
If the battery voltage drops below 9 volts, the battery may be faulty or discharged. Our service departments can confirm this for you. They can also check the condition of your charging system. Replacing your battery may not always fix the problem. And always check for loose or corroded batter terminals first.
If you have to remove your batter, remember to always remove the negative lead first. The negative terminal on your battery can be identified by a (-) next to the terminal. Then you can remove the positive terminal indentified by a (+) next to the terminal. This will prevent sparks if you accidently touch your tool to the frame while removing the positive lead.
To refit the battery, lead connection is reversed. Connect the positive lead first, Negative lead last. You can coast your terminals with grease to prevent corrosion once you have fitted your leads.
Note: The positive cable on your motorcycles will almost always be red and the negative will almost always be black.
There are basically two types of batteries. Lead acid maintenance types and maintenance free batteries. The older type lead acid battery is generally transparent allowing you to visually see the fluid level (electrolyte) which is 65% distilled water and 35% sulphuric acid. They will also have a minimum and maximum fluid level printed on the side of the battery. Te electrolyte level needs to be maintained between these two lines. These types of batteries will require regular topping up, due to fluid expansion and evaporation through the vent tube. Only top up with distilled water.
Maintenance free batteries are just that - maintenance free. Never attempt to top up a maintenance free battery. You will damage it and shorten its life span. Maintenance free batteries are generally a solid colour and will not have fluid level on them.
Note: Be very careful when handling battery acid. It is highly corrosive and will burn your skin and eat through your clothing.
If you need to charge your battery, there are some steps and guide
lines you need to follow to prevent damaging your battery and causing
possible harm to yourself. Firstly only charge a battery in a
well-ventilated area. Never leave the filler caps/ plugs out of a
maintenance type battery while charging. Sit them back in their holes
loosely. This will prevent acid from spilling out over the top of the
battery while charging, and remember explosive gas is produced during
the charging process. Keep away from naked flames and sparks, the
vapour given off is also corrosive.
Never try to charge a battery that has a low electrolyte level or one that is frozen. Do no turn the charger on until both the leads have been connected. Set the charger to the correct voltage and amperage, charge the battery at a rate of 10% of the batteries amp hour rating. E.C a 10 amp hour battery would be charged at a rate of one amp. (If the battery was fully discharged, the charging time for a 10 amp hour battery would be 10 hours. A 12 amp hour battery would be 12 hours ect.)
There are motorcycle specific batter chargers. These can be purchased
through our accessories/parts departments. The reason I say this is
because a lot of the batteries supplied by car outlets usually charge
at a higher rate. You can also purchase very low output trickle
chargers for those of you who only rise every now and then. These
charges keep your battery topped up while you’re not using your bike.
Do not exceed the manufacturers recommended charging rate and or time.
Now let’s talk about Jump Starting.
Firstly connect the red jumper cable to the positive (+) terminal of the good battery. Then connect the other end to the positive terminal of the flat battery. Connect one end of the black jumper cable to the negative (-) terminal of the good battery. No this is the important part. Connect the other end of the black jumper cable to the engine block or frame, must be a good ground to the bike with the flat battery. Start the bike/vehicle with the good battery first, then the vehicle with the flat battery. This will prevent you from flattening both batteries. Allow both vehicles to run for about 5 minutes at around 2,000 R.P.M then turn off both vehicles before disconnecting leads. Remember negative lead from the engine ground of the vehicle with the flat battery first. This will prevent sparking at the battery terminals.
Sometimes you will have to leave the
vehicle running while disconnecting the leads if the battery was very
flat. Be conscious when removing the leads, because you can cause a
voltage spike. This in turn can damage fragile electrical components.
It is a good idea to invest in a set of jumper leads with surge
protection to precent this from occurring.
Also if you’re going to recharge your battery in your bike, instead of removing it, it is good practise to remove/ disconnect the earth leads from the battery first. This is to also prevent damage to electrical components.
So be safe, be careful and if you’re not sure, consult the experts.
TeamMoto Motorcycles is proud to host a Triumph Rally at Flavours Cafe in Boonah, QLD on July 10-11, 2010. With a ride out to Boonah on Saturday, test rides available once you arrive at Boonah, a great meal, entertainment, prizes and giveaways Saturday night (with happy hour kicking the night off at 4pm!), it will be a great event!
All inclusive cost: $60 per person includes: meal, entertainment,
t-shirt, rat patch and free use of the shuttle bus in the Boonah area
on Saturday evening. Sunday morning optional breakfast available for
$22 (buffet breakfast).
For more info or to register (registration is mandatory and
closes July 1st, 2010), please contact one of the follow TeamMoto
Triumph dealers:
Ben Parker at TeamMoto Triumph Springwood
Ph: 3380 2100 · 61 Moss St, Springwood · Fax: 3380 2168
Michael Oliver at TeamMoto Triumph Virginia
Ph: 3259 2900 · 1924 Sandgate Rd, Virginia · Fax: 3259 2972
And for more info on the Boonah area, please contact:
Boonah Visitor Information Centre 5463 2233
KTM Street Fleet is in town!
Get ready
to hit the streets in a flash of orange - the KTM Street Fleet is
heading TeamMoto's way! The full range will be available for demo
rides including KTM Naked Bikes, Supermoto Bikes, Sports Tourers,
Adventure Bikes, and the all new Superbike models.
KTM Street Fleet at TeamMoto Moorooka (969 Ipswich Rd) on May 1st from 10.00am - 2.00pm
The KTM Street Fleet day will be attended by TeamMoto staff who are
fully trained in all areas of KTM motorcycle technology, from set up to
sales of parts and accessories.
All riders must register participation on-line prior to the ride days. To register please visit www.ktm.com.au and follow the KTM Street Fleet registration instructions.
Shots of the Month
A collection of interesting and unique motorcycle related images from around the world...
(Above) Gunbus 410,
the biggest motorcycle in the world, has been showcased by its
manufacturer Leonhardt Manufacturing at the Essen Motor Show on 27th
Nov 2009. The bike is 5 feet high, 11 feet long and 5 feet wide. It
weighs 1400 pounds and comes with whooping power of 350 bhp.
(Above)Robbie Madison jumps over the 279-foot wide Corinth Canal at a height of more than 300 feet above the canal surface in Greece.
(Above)Valentino Rossi on on the way to his first 2010 MotoGP victory at Losail circuit in Qatar. Check out the red hot front disc!
(Above) The Tree Motorcycle by Shi Jinsong has a tree for a frame and working motorcycle parts within. It’s not clear, however, if Jinsong’s bike is road legal or even functioning!
