I am on the hunt for some quality motorcycle riding gear, that can also be quite at home when you walk into a Pub, Bar or Cafe. I headed down to my old mates at Mutt Motorcycles Australia to check out their gear and I headed home with some cool stuff.
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MUTT Motorcycles Aus https://muttmotorcycles.com.au/ I ended up purchasing some very cool riding jeans from CLUTCH MOTO, that also happened to be Australian Owned and Made too.
This week I had a phone call from Mercedes-Benz Gosford giving me the opportunity to take the GLC 300E on an extended test drive to offer my opinion about the car.
This Mercedes-Benz didn’t disappoint. The plug in Hybrid technology really impressed me combining at 1991cc, 4 cylinder engine, making 155KW at 5500 rpm, and 350 NM torque at 1200-4000 rpm, with and electric motor making 90 kw and 440 nm torque.
Combined this system creates 235kw and a whopping 700NM torque.
For more details please check out video review below on our YouTube channel.
The exterior design is characterised by sporty features. A distinctive off-road look is accentuated by muscular surface contours and striking details such as the chrome trim that now continues from the front end to the rear as standard, and by the heavily contoured radiator grille.
The GLC now has LED High Performance headlamps as standard. Their contours have been significantly changed, and they are now smaller and flatter. This makes the torch-like outline of the daytime driving lights even more prominent, and the typical Mercedes-Benz light signature even more recognisable.
MULTIBEAM LED headlamps are available as optional equipment. Redesigned all-LED tail lights are also included as standard.
From the very start, the GLC was designed for space-saving integration of a battery. This is assisted by the lowered rear axle and a bodyshell designed for battery integration. The result is a large, level luggage compartment whose capacity of 395-1445 litres is only just below that of other GLCs.
More energy with more density: longer electric range
The Mercedes-Benz plug-In hybrids in the current generation have a purely electric, locally emission-free range of around 50 km (NEDC). The GLE even manages a range of over 100 kilometres (NEDC). The rated capacity increased to 13.5 kWh is decisive for this increase in the electric range. The battery of the GLE even has a capacity of 31.2 kWh.
The evolution of the cell chemistry from lithium-iron-phosphate (LiFePo) to lithium-nickel-manganese-cobalt (Li-NMC) made it possible for the cell capacity to be increased from 22 to 37 Ah. The highly efficient battery system comes from the Daimler subsidiary Deutsche ACCUMOTIVE. The power electronics are housed in the engine compartment.
Onboard charger with 7.4 kW output: faster charging
The new on-board charger more than doubles the charging capacity from 3.6 kW to 7.4 kW and strikes an ideal compromise between size, weight and charging capacity. A discharged battery can thus be fully recharged in 1.5 hours at a wallbox with alternating current (AC), for example in the convenience of one’s own home (GLE: 3 hours 15 minutes). The same is possible in around five hours even at a conventional domestic power socket.
For direct-current charging (DC) the battery in the compact hybrids can be charged from 10 – 80 percent SoC in around 25 minutes. The GLE has a combined charging socket for AC and DC charging. It is located in the left side wall, symmetrical with the fuel flap on the right side of the vehicle. At corresponding DC charging stations, its battery can be charged in approx. 20 minutes (10-80 percent state of charge (SoC)) or in approx. 30 minutes (10-100 percent SoC).
Electric pre-entry climatisation of the interior: pleasant temperatures even before starting off
The high-voltage on-board electrical system supplies not only the drive components and the vacuum pump of the regenerative braking system, but also the electric refrigerant compressor and the high-voltage heater booster. Both allow pre-entry climate control of the interior not only in summer but also in winter, because they can also operate without the combustion engine.
Hybrid traction head in torque-converter transmission: more powerful, more compact
The mechanical centrepiece of all the third-generation plug-in hybrids with a longitudinally installed engine is the nine-speed 9G-TRONIC hybrid transmission. This adds a hybrid traction head with an integrated torque converter, a clutch and a powerful electric motor to the familiar automatic torque converter transmission. All of the benefits of the basic transmission are retained, including the exceptional drive comfort, barely perceptible gear shifts, and a high towing capacity. The most powerful version of the basic transmission with a transferable torque of up to 700 Nm is used for hybrid drive, so that the combined power of the combustion engine and electric motor can be used when required. The 9G-TRONIC nine-speed hybrid transmission excels with very high efficiency, and particularly contributes to improved efficiency while driving under electric power.
For models with a transversely installed engine and the 8G-DCT dual-clutch transmission, a compact hybrid traction head was developed along the same technical lines as the corresponding component for models with a longitudinally installed engine. See the next chapter for details.
The major benefit of the new hybrid traction head is its compact design, which was achieved thanks to the innovative integration and connection of the separating clutch, torsional vibration damper and torque converter lock-up clutch within the rotor of the electric motor. All in all the transmission is only 108 mm longer than the basic 9G-TRONIC transmission.
In contrast to the second-generation traction head, in which the electric motor was connected directly with the transmission input and a wet start-off clutch was used as a starting and separating clutch, a torque converter between the electric motor and the transmission now takes care of starting off. The separating clutch has been improved with respect to drag torque, now that it no longer has to deal with starting off, in order to reduce losses during electric mode.
To optimise vibration decoupling, the hybrid transmission includes two torsional vibration dampers that damp the combustion engine excitations. The first vibration damper is installed between the engine and transmission, while the second is integrated in the torque converter.
I wanted to compare the Kawasaki Z900RS with the Z900RS Cafe. So this week I wanted to go and check out the Black Dog Ride course so I can plan my video shoot for the 17th March, and when James from Penrith Motorcycle centre offered to come with me and for us to take the 2 different Z900RS models available, I jumped at the chance.
So I jumped on the Z900RS with the Jaffa paint scheme and off we went. The Black Dog Ride course is great, but the Z900RS was just exceptional. I really love this bike and it has a lot to offer. Good retro styling with all the modern day safety, performance and convenience.
After an hour or so we pulled over, and James handed me the keys to his personal Z900RS Cafe and off we went again. There is no mechanical differences between the two bikes, mainly just body positioning differences due to the sportier handlebars, peg positions a little further back and the front fairing. For me though, the Jaffa colored Z900RS wins my head and my heart.
Engine Type Liquid-cooled, 4-stroke In-Line Four Displacement 948 cm³ Bore x Stroke 73.4 x 56.0 mm
Compression Ratio 10.8:1 Valve System DOHC 16 valves
Fuel System Fuel Injection, 36 mm x 4 with sub throttles valves Ignition Digital Starting Electric
Transmission 6-speed with Positive Neutral finder and Assist & Slipper Clutch
Frame Trellis high tensile steel Suspension – front 41 mm cartridge fork with compression and rebound damping and spring preload adjustability
Suspension – rear Horizontal Back-link with rebound damping and spring preload adjustability
Wheel travel – front 120 mm Wheel travel – rear 140 mm
Brakes – front Dual 300 mm semi-floating petal discs.
Dual radial-mount monobloc opposed 4-piston calipers, ABS Brakes – rear Single 250 mm petal disc with single piston caliper, ABS Tyre Size- front 120/70-ZR17 (58W) Tyre Size- rear 180/55-ZR17 (73W) L x W x H 2,100 x 865 x 1,050 mm
Wheelbase 1,470 mm
Ground Clearance 130 mm Seat height 835 mm
Fuel capacity 17 litres Curb Mass 214 kg (includes full fuel tank and all fluids at optimum levels)
Max Power 82.0 kW @ 8,500 rpm
Max Torque 98.5 N.m @ 6,500 rpm
Colour/s Candytone Brown with Candytone Orange or Metallic Matte Covert Green and Flat Ebony type 2
Warranty 24 Months Unlimited Kilometres
Throttle Downunder is a group of like-minded car enthusiasts sharing their love for all things with a throttle…..Boats, Cars and Bikes.
On a recent visit to Melbourne I took the opportunity to visit 2 iconic motoring locations while I was there. Being a new owner of a Royal Enfield motorcycle I wanted to visit Mid Life Cycles to check out their bikes and buy some Royal Enfield merchandise to set the scene. So a 30 minute walk from our hotel, through the sporting precinct, past Rod Laver Arena and the mighty MCG (Melbourne Cricket Ground) on the Eastern side of the Melbourne CBD we arrived in Cremorne to have a look at the showroom.
Afterwards we walked a further 20 minutes to Richmond to find a warehouse in a back street across the railway line, that housed Dutton Garage. Here at Dutton Garage there were so many Supercars, Classic Cars and Sports Cars that I could not believe it. To top it off all these cars are for sale too. There were Lamborghini, Ferrari, Porsche, Ford Gt, Mustang and McLaren to name a few. Truly my dream garage.
After spending quite some time looking and dreaming it was time to head back into Melbourne with a nice walk along the Yarra River and into the Lonsdale Street Greek Festival for a good meal and to head home.
It’s Sunday morning, and while everyone is still sleeping off hangovers, this week I’m fuelling myself with a strong coffee and heading out to Sydney Motorsport Park to Drive some V8 Supercars.
Sydney Motorsport Park SMSP is located just off the M4 in Western Sydney, and is the some to Sydney Drag way, Eastern Creek Go Karts, 4WD training, a Skid Pan and of course the racing track.
Watch Video here >>>
Once checking in, we were taken into Suite 9 to attend a complete driver briefing for our session. Essentially safety was the most important topic, along with just driving within your abilities and to totally trust your instructor that will be with us on the drive.
Once that was down it was time to suit up, and somehow get this overweight middle-aged body into the car.
This was my first time on a track and my goal for the day was to learn as much as I could from the instructor in the short 8 laps that I had. As this was my first time, I was getting overtaken by faster drivers, and during this time the instructor told me what part of the road to get on and held the wheel to make sure no mistakes were made.
The instructor encouraged me to concentrate on smooth fluid techniques rather than overall speed, and I feel that I learnt as much as I could in the small amount of time. By lap 5 through to 8 I really felt a good flow and lap times improved a lot.
Once my 8 laps were done as a driver, it was time for me to jump in “Hollywood” George’s car, and have him take me on a 3-lap sprint as a passenger. Cleary the pace was so much faster than mine, and it was great to see the small things I learnt, actually be put into practice at super high speeds.
All in all, the day was a great experience at Fastrack V8 Racecar Experience and I would highly recommend it to others, and I would love to do it again some time soon. I was just a little disappointed at some of the in car footage being shot through a camera with a cracked lens, but other than that, a great experience.