At Prestige 1 we will have a Beta Rev-3 Race Replica availible for a test ride. The race replica has a
-300cc big bore kit
-Different profile camshaft
-Inlet and exhaust valves made from titanium to withstand higher revs
-Different CDI advance curve mapping
-Totally different exhaust
-Total increase in power and torque around 25%
-Carbon fibre tank cover
-Carbon fibre front disc cover
-Front fork triple clamps made from lightweight ergal
-Footpegs made from lightweight ergal
-Many bolts lightened in weight -Race graphics
-Total weight saving over standard bike is 3 kg.
The price is $10,400 ono, so come to Prestige 1 and have a test ride. Also there is a brand new Beta Evo 300 Race Replica for sale in Australia, for any information email us or speak to Simon at the next event. For more information on the Beta 4 stroke see the post below.
Tuesday, April 28, 2009
Beta 4 Stroke Information
THE NEW REV 4-STROKE
In the world of motorcycling there is now no getting away from problems connected with the environmental impact of emissions, and the corresponding restrictions. A direct consequence of this is the progressive shift from 2-stroke to 4-stroke engines, which over the last few years has also started to affect the off-road sector. The trial has been the last bastion of the 2-stroke because of the engine’s undisputed capacity to combine lightness, compactness and torque right from low revs, but it has recently seen the appearance of 4-stroke motors, which are however often derived from other applications (principally motocross). Beta, with its long tradition of specialising in trials, now introduces the first 4-stroke engine designed, developed and dedicated entirely to trials. The all-new 250cc 4-stroke engine will power the new REV and will stand side by side with the traditional 2-stroke configuration, the tried and trusted warhorse of the Beta range.
Main features:
> Lightness, compactness and reliability. The designers have devoted their main efforts to containing weight and dimensions. The result is a power unit with characteristics as similar as possible to those of the Beta 2-strokes of the last few years. With a weight of only 23 kg, the new engine compares favourably with the 2-stroke of the same capacity. This lightness and compactness, however, has been achieved without compromising the design brief, which was to create a modern 4-stroke engine delivering the highest standards of reliability.
> Lubrication. Lubrication is taken care of by two separate oilpumps. This leads to an increase in the overall efficiency of the oil circuit. The output pump picks up oil from the gearbox area and delivers it to the head and barrel, crank and conrod. The second or scavenge pump returns it to the gearbox to restart the cycle. This dual circuit, as well as the number of oil jets in crucial positions and the sheer quantity of oil in the system, ensures optimum circulation and improved cooling of the parts involved in combustion, and this results in an increase in the mechanical reliability of the engine.
> Controlled pressure. The reliability of the lubrication circuit is ensured by a maximum pressure valve, located immediately after the output oil pump. This valve monitors oil flow, and if the pressure exceeds 3.5 bar the valve opens to reduce the flow. The way the valve operates also allows the oil pressure to be regulated on the basis of its density in such a way as to ensure optimum lubrication in all running conditions (for example, at startup as opposed to when hot).
> Complex ramifications of the oil system. The lubrication circuit supplying the new 4-stroke engine makes use of a series of steel pipes built into the engine castings themselves (the output pipes are in the right-hand crankcase, the scavenge pipes in the left). This solution enables the motor to be made more compact and eliminates the need for external oilpipes.
> Dedicated trials gearbox. A huge amount of work was invested in the design of the gearbox, developed from scratch specifically for this discipline. It is a 5-speed box for 100% trials use: The 1st, 2nd and 3rd are designed for section riding and negotiating obstacles. The 4th and 5th are intended for use in moving between sections. In deciding the dimensions of the gearbox, the main objective was the maximum possible weight saving, but generous safety factors were still applied so that lightness was not achieved at the cost of reliability. Increased reliability was also obtained by the use of suitably positioned oil jets to provide continuous optimal lubrication to the gearbox. The gearbox is also capable of potential further development by the addition of a sixth gear in future applications.
> Better contact. It is a well-known fact that lubrication of the camshaft and of the cam-follower surfaces of the rockers is often critical. To eliminate the consequent wear problems and to increase the general reliability of the timing system on the new 4-stroke, the camshaft is housed in ball bearings. In the same way, the traditional cam-follower surfaces of the rockers have been replaced by roller bearings, which improve contact with the camshaft.
> Designed to grow. While the strength of the new 4-stroke engine consists in the design work which went into equipping it for trials, it was also developed with a view to being able to give birth to a series of motors for the twin sport of mountain riding. From the same base unit, it will be possible to derive 250 and 400cc motors which, with suitable modifications (6-speed box, balancer shaft, EFI and electric start), will power a new generation of modern mountain bikes.
> Quietness. The new 4-stroke engine is exceptionally quiet, both in terms of mechanical noise and of gas dynamics, setting new standards for 4-stroke competition. Low environmental impact does not just mean reduction of harmful emissions. It also concerns the general quietness of the vehicle, a quality which all trials riders appreciate as they journey into nature.
> Rider-friendliness and feel. Much has been written about how trials changes the rider’s attitude to the bike and the experience and sensations of riding. The team which designed and tested the new REV 4T worked hard to preserve the same feeling of confidence which is universally agreed to be a feature of the way the 2T behaves, the same perception of immediacy and symbiosis between rider and machine. A significant example of this is the work which went into the carburettor and throttle control: the result of this development work is a perfect dialogue between bike and rider. Each time the throttle is opened it transmits exactly the expected response to the rider, a sensation of immediacy and oneness with the machine which has never before been experienced on a 4-stroke trials bike.
> Low minimum revs. Anyone who rides trials appreciates the value of a well-calibrated lower end to the rev range: in the sections, the detailed movements, the split-seconds of reflection before tackling an obstacle, require the ability to pause at tickover with a minimum of movement. When the moment comes to open the throttle, the well-thought-out carburation of the new REV 4T ensures a full and smooth power delivery, with no holding-back or holes in the rev range.
> Balance. Important design work was also done on the engine-to-frame mounting points. The engine is secured to the main beam of the frame by drop-arms, and it is positioned in such a way as to reduce to a minimum the vibrations transmitted to the rider, thereby increasing riding pleasure.
> High centre of gravity. The centre of gravity of the new REV 4T has been moved noticeably higher so as to offer the rider maximum handling feel for trials riding. The new overall weight distribution instils more confidence when negotiating obstacles.
TECHNICAL SPECIFICATIONS
CHASSIS
Frame – double wave aluminium beam
Wheel base – 1319mm
Max length – 2015mm
Max width – 825mm
Max height – 1160mm
Seat height – 680mm
Ground clearance – 320mm
Footrest height – 370mm
Dry weight – 75kg
Fuel tank – 2.2 litres
Cooling system – 600cc
Front suspension – hydraulic 38mm shaft
Rear suspension – monoshock
Shock absorber travel – 51mm
Front wheel travel – 165mm
Rear wheel travel – 175mm
Front brake – disc 185mm 4 piston
Rear brake – disc 165mm 2 piston
ENGINE
Single cylinder 4 stroke liquid cooled
4 valve
Bore – 77mm
Stoke – 53.6mm
Compression ratio – 11.5:1
Ignition – variable advance electronic
In the world of motorcycling there is now no getting away from problems connected with the environmental impact of emissions, and the corresponding restrictions. A direct consequence of this is the progressive shift from 2-stroke to 4-stroke engines, which over the last few years has also started to affect the off-road sector. The trial has been the last bastion of the 2-stroke because of the engine’s undisputed capacity to combine lightness, compactness and torque right from low revs, but it has recently seen the appearance of 4-stroke motors, which are however often derived from other applications (principally motocross). Beta, with its long tradition of specialising in trials, now introduces the first 4-stroke engine designed, developed and dedicated entirely to trials. The all-new 250cc 4-stroke engine will power the new REV and will stand side by side with the traditional 2-stroke configuration, the tried and trusted warhorse of the Beta range.
Main features:
> Lightness, compactness and reliability. The designers have devoted their main efforts to containing weight and dimensions. The result is a power unit with characteristics as similar as possible to those of the Beta 2-strokes of the last few years. With a weight of only 23 kg, the new engine compares favourably with the 2-stroke of the same capacity. This lightness and compactness, however, has been achieved without compromising the design brief, which was to create a modern 4-stroke engine delivering the highest standards of reliability.
> Lubrication. Lubrication is taken care of by two separate oilpumps. This leads to an increase in the overall efficiency of the oil circuit. The output pump picks up oil from the gearbox area and delivers it to the head and barrel, crank and conrod. The second or scavenge pump returns it to the gearbox to restart the cycle. This dual circuit, as well as the number of oil jets in crucial positions and the sheer quantity of oil in the system, ensures optimum circulation and improved cooling of the parts involved in combustion, and this results in an increase in the mechanical reliability of the engine.
> Controlled pressure. The reliability of the lubrication circuit is ensured by a maximum pressure valve, located immediately after the output oil pump. This valve monitors oil flow, and if the pressure exceeds 3.5 bar the valve opens to reduce the flow. The way the valve operates also allows the oil pressure to be regulated on the basis of its density in such a way as to ensure optimum lubrication in all running conditions (for example, at startup as opposed to when hot).
> Complex ramifications of the oil system. The lubrication circuit supplying the new 4-stroke engine makes use of a series of steel pipes built into the engine castings themselves (the output pipes are in the right-hand crankcase, the scavenge pipes in the left). This solution enables the motor to be made more compact and eliminates the need for external oilpipes.
> Dedicated trials gearbox. A huge amount of work was invested in the design of the gearbox, developed from scratch specifically for this discipline. It is a 5-speed box for 100% trials use: The 1st, 2nd and 3rd are designed for section riding and negotiating obstacles. The 4th and 5th are intended for use in moving between sections. In deciding the dimensions of the gearbox, the main objective was the maximum possible weight saving, but generous safety factors were still applied so that lightness was not achieved at the cost of reliability. Increased reliability was also obtained by the use of suitably positioned oil jets to provide continuous optimal lubrication to the gearbox. The gearbox is also capable of potential further development by the addition of a sixth gear in future applications.
> Better contact. It is a well-known fact that lubrication of the camshaft and of the cam-follower surfaces of the rockers is often critical. To eliminate the consequent wear problems and to increase the general reliability of the timing system on the new 4-stroke, the camshaft is housed in ball bearings. In the same way, the traditional cam-follower surfaces of the rockers have been replaced by roller bearings, which improve contact with the camshaft.
> Designed to grow. While the strength of the new 4-stroke engine consists in the design work which went into equipping it for trials, it was also developed with a view to being able to give birth to a series of motors for the twin sport of mountain riding. From the same base unit, it will be possible to derive 250 and 400cc motors which, with suitable modifications (6-speed box, balancer shaft, EFI and electric start), will power a new generation of modern mountain bikes.
> Quietness. The new 4-stroke engine is exceptionally quiet, both in terms of mechanical noise and of gas dynamics, setting new standards for 4-stroke competition. Low environmental impact does not just mean reduction of harmful emissions. It also concerns the general quietness of the vehicle, a quality which all trials riders appreciate as they journey into nature.
> Rider-friendliness and feel. Much has been written about how trials changes the rider’s attitude to the bike and the experience and sensations of riding. The team which designed and tested the new REV 4T worked hard to preserve the same feeling of confidence which is universally agreed to be a feature of the way the 2T behaves, the same perception of immediacy and symbiosis between rider and machine. A significant example of this is the work which went into the carburettor and throttle control: the result of this development work is a perfect dialogue between bike and rider. Each time the throttle is opened it transmits exactly the expected response to the rider, a sensation of immediacy and oneness with the machine which has never before been experienced on a 4-stroke trials bike.
> Low minimum revs. Anyone who rides trials appreciates the value of a well-calibrated lower end to the rev range: in the sections, the detailed movements, the split-seconds of reflection before tackling an obstacle, require the ability to pause at tickover with a minimum of movement. When the moment comes to open the throttle, the well-thought-out carburation of the new REV 4T ensures a full and smooth power delivery, with no holding-back or holes in the rev range.
> Balance. Important design work was also done on the engine-to-frame mounting points. The engine is secured to the main beam of the frame by drop-arms, and it is positioned in such a way as to reduce to a minimum the vibrations transmitted to the rider, thereby increasing riding pleasure.
> High centre of gravity. The centre of gravity of the new REV 4T has been moved noticeably higher so as to offer the rider maximum handling feel for trials riding. The new overall weight distribution instils more confidence when negotiating obstacles.
TECHNICAL SPECIFICATIONS
CHASSIS
Frame – double wave aluminium beam
Wheel base – 1319mm
Max length – 2015mm
Max width – 825mm
Max height – 1160mm
Seat height – 680mm
Ground clearance – 320mm
Footrest height – 370mm
Dry weight – 75kg
Fuel tank – 2.2 litres
Cooling system – 600cc
Front suspension – hydraulic 38mm shaft
Rear suspension – monoshock
Shock absorber travel – 51mm
Front wheel travel – 165mm
Rear wheel travel – 175mm
Front brake – disc 185mm 4 piston
Rear brake – disc 165mm 2 piston
ENGINE
Single cylinder 4 stroke liquid cooled
4 valve
Bore – 77mm
Stoke – 53.6mm
Compression ratio – 11.5:1
Ignition – variable advance electronic
Monday, April 27, 2009
PRESTIGE SERIES 1 VENUE CHANGE
Prestige Series 1 on sunday 3rd of May will now be held at Hilltop Farm, Dumbarton Road Toodyay
Saturday, April 18, 2009
Dougie Lampkin features in ADB
In the latest edition of ADB (issue#356) there is a short interview with Dougie Lampkin talking about his recent successful Enduro debut, Also an article which caught my eye about the environmental impact 2 stroke Vs 4 stroke.
Sunday, April 5, 2009
EASTER SAT TRIAL VENUE CHANGE
Summer Series 4 Easter Sat trial due to be held in Ferguson Valley near Bunbury has had to be changed to due to fire risk.
The trial will now be held at Josh Austin’s boss property, 2783 South Western Hwy Serpentine. The property is about 2-3km south of Serpentine on South Western Hwy, the entry to the property is at an overtaking lane.
Monday, March 30, 2009
EquipRent Natural Terrain Motocross
T
he EquipRent Natural Terrain Motocross event turned out to be a great success for the promoters and Moto Dynamics. This year the Price and Nolan brothers plus a stray from Victoria Alex Coleman put on Moto Trials displays over the weekend. Also for the first time Paul Price competed in his first motocross race aboard his Beta 450 Racing 4T.
Paul who is starting his second season in Enduro this year had his first taste of motocross and judging by his reaction after each race he had an awesome time. Paul was competing in the headlight class which consisted of two races of 3 laps and a four lap final. His first race didn't start the way he planned because of some unexpected grip on the start line. He nearly flipped it but somehow held on, but got away almost last. He battled through and finished about mid pack. " I actually was really surprised, somehow i thought holding it wide and dropping the clutch would work! but i was wrong" commented Paul.
His last race proved he is a quick learner after almost cruising to the holeshot, he was running second into the first corner. He stayed with the top group for two laps before he started to fade a little. Unfortunately a silly error caused him to crash ending his chance of a top ten finish. "After learning from race 1 and 2 I gave it about half throttle and feathered the clutch a lot more. Once I got traction in the rear wheel I snapped third and launched to the front of the pack, well second at least!" The weekend was great learning curve for Paul and is great preparation for the first enduro state round coming up soon.
A big thanks to everyone that helped out on the weekend, especially to Ben Dumitro for Taking some great photos.
Tuesday, March 24, 2009
EquipRent Natural Terrain Motocross
The annual Natural Terrain Motocross will be returning to Tumblegum Farm Byford this weekend of the 28th and 29th of March. There will be plenty of action over the whole weekend including Moto Trials displays from the Price and Nolan brothers. This is the sixth year the event has been running which attacted over 6000 fans last year.
Apart from all the motocross action there will be plently of other attractions for the whole family including:
* Bmx Bandits - Freestyle display
* Freestyle Motocross
* RC Nitro Cars
* Helicopter Rides $55/10 minutes
* KTM display - featuring the latest offroad bikes from KTM
* Trade display & merchandise stand
* Side Show Alley
* 4WD display & Gymkanna
* 800 Hp Hummer (win a lap of the track)
Racing starts at 10AM Saturday and Sunday
ADMISSION (GENERAL ADMISSION PAY AT GATE)
ADULTS (16 years and over) $25
CHILDREN (5-15 years) $10
FAMILY $60
Apart from all the motocross action there will be plently of other attractions for the whole family including:
* Bmx Bandits - Freestyle display
* Freestyle Motocross
* RC Nitro Cars
* Helicopter Rides $55/10 minutes
* KTM display - featuring the latest offroad bikes from KTM
* Trade display & merchandise stand
* Side Show Alley
* 4WD display & Gymkanna
* 800 Hp Hummer (win a lap of the track)
Racing starts at 10AM Saturday and Sunday
ADMISSION (GENERAL ADMISSION PAY AT GATE)
ADULTS (16 years and over) $25
CHILDREN (5-15 years) $10
FAMILY $60
For more information visit www.williethomson.com/tumbulgum/
Monday, March 9, 2009
The Grunter
We recently got an email from ex multiple W.A. state champion Grant Morris. Grant has been working and riding in the U.K. for the last couple of years, and is currently working for Apico who are one of the biggest motorcycle parts distributors in the U.K.
"I'm still riding each week, big month this month with 4 nationals in 4 weekends, all on the mighty Beta 4 stroke!! I love it, grips like s..t to a blanket" said Grunter.
Monday, March 2, 2009
Nolan Brothers Backflip!
We've always thought Lewis and Alex have a screw loose in their heads, but this just proves it. They're always looking for new and bigger things to do on their bikes, and doing a backflip is something they've wanted to do for a long time. The crazy thing about it is the fact they don't have a foam pit to practice in, so they just rounded up some foam from the latest council verge clean up and headed to the skate park. The foam sheets certainly helped cushion the boys from the concrete, but someone should of told Lewis it actually helps to land on the foam! Alex had no problems and landed nearly every jump perfect.
Sunday, February 22, 2009
Practice Day
LEWIS NOLAN PAULS NEW BIKE
The Pathfinders practice day turned out to be a great day, a lot of people braved the heat to come for a practice, and to see how much they've let themselves go over the summer break. The day also gave riders a chance to ride the new Beta Evo's which gave us some great feedback. Paul also brought his new Beta 450RR Racing for people to have a look at, but wisely left it locked up on the back of his ute.
ALEX 5! ALEX GETTING ADVICE FROM SUE
It was the first time we've used this property which is owned by Josh Austins boss, I hope Josh keeps his job because there is some great stuff to ride on. For me it was the first time i've been able to give my new bike a decent ride. Even though there is some great scope on the property i spent nearly the whole time on the logs in the car park, unfortunatly there slowly getting cut up for firewood.
TIM PRICE MATHO
It was good to see Matho out for a ride, I think he was riding the new 09 Montesa, I cant believe they've gone back to twin shock! Only joking, it's good to see a few of the old twin shocks still getting around. Lewis Kitney also wiped the dust off his bike and came out for a ride. It looks like his brain cells have regenerated since his last stint on the sidecar, it can do some serious damage just look at Leo.
LEO+MIKE LEO ON A SCORPA?
A big thanks to everyone that helped make the day possible and i hope to see you all at the next trial.
A big thanks to everyone that helped make the day possible and i hope to see you all at the next trial.
Sunday, February 8, 2009
Pathfinders Practice And Beta Test Day
This weekend on Sunday 15th Feb Pathfinders club are running a practice session. At the practice session we will have all the new Beta Evo models available for test ride, and also have the new Beta 450 Enduro RR Racing on display. There will also be the opportunity for juniors to get their log books signed. 9:00 am start at a new property, 2783 South Western Hwy Serpentine. The property is 2-3km south of Serpentine on South Western Hwy, the entry to the property is at an overtaking lane. Pathfinders signs will be on South Western Hwy. NOTE COMPETITION LICENSE REQUIRED
Saturday, January 31, 2009
Dougie Lampkin 4th World Indoor Enduro
Dougie Lampkin recently competed in the 2nd round of the world indoor enduro championship in Genoa, and finished an amazing 4th place. The event was always going to be difficult having a full entry list of top riders with the likes of Taddy Blazusiak(KTM) and Ivan Cervantes(KTM). Despite having almost no experience in enduro and riding a production based BETA RR450 Dougie scraped into the final by winning the last chance qualifier.
The main event was split into three finals. The first final dougie finished 3rd, one spot ahead of KTM mounted Taddy Blazusiak. The second final wasn't so easy, a crash while sitting in second place pushed him to the back of the pack. He managed to salvage fifth place but unfortunatly even a third place in the final race didn't quite get him to the podium.
“It almost feels as good as a win, as I was not expecting to shine at all, especially after such a tough start to the day. It was very much a case of learning on the job and by the last race I was getting somewhere near the quicker riders. My starts were really bad and left me with a lot of work to do in each race. It’s definitely something I need to practice, as being a trials rider for so long it is not something I have ever thought about before. Overall it’s been a very positive first attempt. “ Dougie concluded.
Overall Results
1: Ivan Cervantes – (SPA-KTM) 38
2: Taddy Blazusiak (POL-KTM) 33
3: Fabio Mossini (ITA-HM) 28
4: Dougie Lampkin (GBR-Beta) 26
5: Xavi Galindo (SPA-KTM) 1
1: Ivan Cervantes – (SPA-KTM) 38
2: Taddy Blazusiak (POL-KTM) 33
3: Fabio Mossini (ITA-HM) 28
4: Dougie Lampkin (GBR-Beta) 26
5: Xavi Galindo (SPA-KTM) 1
Monday, January 26, 2009
Beta Evo Lands in Western Australia
It's been a long wait but finally the 2009 Beta Evo and the Beta Enduro race model have landed in Western Australia. I've only been able to take my Evo 290 out for one quick ride so far and I'm extremely impressed. Lewis and Alex also received their 125 and 250, and have probably worn out their tyres already! Paul has also updated his enduro bike to the new Beta 450 RR 4T Racing, the racing model comes with a whole stack of parts specifically for riding flat out. keep posted for a full ride review.
Sunday, January 11, 2009
Australian Motorcycle News, Alex steals the lime light
Moto Trials featured strongly in the Vol 58 No13 7-20 Jan 2009 addition of the Australian Motorcycle News coverage of the Northam bike festival. Alex featured in the opening statements along with a photo of him stirring up Lewis for being injured, and one of him riding. I don’t know how Alex got so much coverage, it can’t be his good looks because he is as ugly as sin, and I don’t think he has enough money to have paid for it. Neil and Tim were lucky to get a mention considering Alex’s coverage but it was great to see trials featuring in main stream motorcycle news. Clearly the crowd loved the trials demos as there was never much spectator room around the area when the boys fired up. With the new demo trailer I suspect the boys will be featuring in a lot more shows this year.
Wednesday, January 7, 2009
Moto Dynamics Service Check, Water pump housing
Rev3 models 2003 to 2008 have a magnesium clutch/water pump housing. Magnesium is more prone to corrosion then aluminium. It is recommended to check your water pump to ensure there is not excessive corrosion. No need to drain the coolant unless you wish to change it. Simply lay your bike on its right hand side. Leave the radiator hoses connected. Remove the water pump cover and inspect the water pump area for corrosion. See photos.
The water pump cover has an O ring that seals it to the housing so it can be re-fitted without the need to replace gaskets etc. Just a smear of water proof grease on the O ring is all that is needed. You will loose a small amount of coolant so remember to top up your coolant. Fill the radiator so that the coolant is level with the bottom of the filler neck where it connects with the top of the radiator. The filler tube needs to be empty to allow for heat expansion. A handy tip for easy fitting of the radiator cap is to shorten the overflow tube so that it is only as long as the diameter of the radiator cap. See photos.
Another handy tip is if you have kids on bikes, connect a hose to the overflow and direct the hose so that it drains on to the exhaust pipe. The idea of this is that if the bike over heats the coolant will drop on the exhaust creating heaps of steam and the kids will notice it, you hope!! It might even be handy for yourself.
Recommended Coolant:
The Beta manual specifies Bardahl Permanent. Beta Australia recommends the use of Motul Factory Line Coolant. Team Beta WA uses Belray No Tox Coolant. Silkolene also produces a coolant recommended for magnesium housings.
Coolant Changes:
The Beta manual specifies changes every 120 hours of operation.
The water pump cover has an O ring that seals it to the housing so it can be re-fitted without the need to replace gaskets etc. Just a smear of water proof grease on the O ring is all that is needed. You will loose a small amount of coolant so remember to top up your coolant. Fill the radiator so that the coolant is level with the bottom of the filler neck where it connects with the top of the radiator. The filler tube needs to be empty to allow for heat expansion. A handy tip for easy fitting of the radiator cap is to shorten the overflow tube so that it is only as long as the diameter of the radiator cap. See photos.
Another handy tip is if you have kids on bikes, connect a hose to the overflow and direct the hose so that it drains on to the exhaust pipe. The idea of this is that if the bike over heats the coolant will drop on the exhaust creating heaps of steam and the kids will notice it, you hope!! It might even be handy for yourself.
Recommended Coolant:
The Beta manual specifies Bardahl Permanent. Beta Australia recommends the use of Motul Factory Line Coolant. Team Beta WA uses Belray No Tox Coolant. Silkolene also produces a coolant recommended for magnesium housings.
Coolant Changes:
The Beta manual specifies changes every 120 hours of operation.
Team Beta WA rider injuries
Both Alex and Lewis have been nursing injuries during Dec. Maybe they thought Santa would feel sorry for them and give them more presents, I don’t think it worked. Lewis had a bad crash at the Northam Bike Festival injuring his wrist whilst Alex has had a sore shoulder. He can’t remember anything particular that would have caused the injury but I’m sure it's not from carrying all his school books home to study. Anyway they are both back on their bikes practising and riding push bike jumps.
LEFT- Lewis Nolan
Thursday, January 1, 2009
Jeroni Fajardo 4th Spanish Indoor Corunna
Factory Beta rider Jeroni Fajardo finished the 2009 season with a strong result at the Spanish Indoor Championship held in Corunna. The Spanish Indoor Championship is one of the hardest competitions in trials which has 5 of the top 7 riders in the world Competing. Jeroni finished the round in 4th position only one point behind third place Albert Cabestany. Unfortunately an error in section 4 cost him a ride in the final but a strong ride here will give him a confidence boost for the World Indoor Championship starting at Sheffield on the 3rd of January.
Monday, December 22, 2008
Shaun Morris joins Top Trial Team
Shaun Morris has signed up with Top Trial Team for 2009. Shaun has an impressive list of achievements in his career so far, World Junior Champion 2003, European Champion 2005 and also on our home front Australian Champion 2005. Shaun will be riding the all new Beta Evo in the British championships and other major events in the UK and Italy. Shaun had a serious eye injury around a year ago and he is now back to almost full fitness and ready for the 2009 season.
Tuesday, December 9, 2008
Tuesday, December 2, 2008
Team Beta WA, Northam Motorcycle Festival
Team Beta WA, Northam Motorcycle Festival
Team Beta WA were at the Northam Motorcycle festival weekend of 29-30th
November show casing Moto Trials, after a frantic week building a new modular
trials demo trailer. If you had seen the old caravan they use to ride
over you would know that it needed some much needed attention. The
caravan was levelled some time ago to just a flat trailer, then things
were at a stand still whilst Neil & Simon were in Europe and the team
contested events over East and the Nationals Championship. Neil designed
the concept on the computer and with every man and his dog on deck work
began on Monday and was finished 10pm Friday night just in time to be
towed the next day to the show.
This was the 3rd Northam Motorcycle festival and the biggest so far with
a round of the Australian Supermotard Championships being run in
conjunction with the festival.
Tim, Neil Lewis and Alex all rode at the demo. Tim was a little nervous
riding the event as work commitments have seen him only ride about four
trials this season and he hadn't been on the bike since the Nats. But
his nervousness was unfounded as he had a brilliant ride. Neil has had
a heap of hours on his bike this year but like Tim hasn't been on his
bike since the Nats due to renovating a house he has bought and building
the trials demo trailer. Lewis and Alex, well we all know they even
sleep on their bikes and Sue serves them breakfast, lunch and tea there
as well.
The demo trailer worked out perfect and saves so much time on set up.
Lewis unfortunately was its first victim (with injury that is). Actually
Neil was the first to crash off it but Lewis copped a wrist injury from
his fall. The main problem was traction. The boxes are covered with ply
and we painted some non slip paint on it, but due to the tight time frame
we weren't able to allow the different coats to dry, so it wasn't long before
the tyres removed the traction grit then things became fun. The only other
injury was Alex when all the girls were fighting over him.
The trials demo was a great success, it promoted the sport, gain some
interest in potential new riders and entertained the crowd. The boys
were fantastic ambassadors for the sport spending lots of time talking
with people, which after riding the demo in the heat is bloody hard
work. We had heaps of trials people past and present popping in saying
hello, too many to name but it was great to see them all. Many thanks
to Leo who was the main co-ordinator looking after the arena and the
riders. Also many thanks to Tayla, Rachael, Shannon Sue, Pete D and
Ben(team photographer) for their support in setting up and packing up.
Simon.
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