Check out our other track guides here…

Turn One
Going down the front straight, all you can see under the bridge is ocean and it looks like that’s what you are headed for. You hit the bump/jump just after the start and finish line as you flash under the bridge and it all opens up on the run into turn one. It’s normally back two gears and the big bikes had you grabbing the brakes about the 150m mark, with the 600s at 100m. It surprises you how deep you can go into this turn, since you get the speed sensation with the wind hitting you and it’s always around 300km/h. It’s important not to be too aggressive on the brakes and just get settled so you hit the inside apex where the bumps are close to the inside kerb and after the bumps get straight back on it.

Turn Two
A common mistake here is to pull the bike over to the right too far after exiting turn one. Turn two is a double apex turn so you can pretty much go straight at it from turn one and apex it going in and then drift out in the middle and apex it again on the way out – running down to turn three. A good run out of turn two means you can pass someone before you get to turn three or at worst, be on the inside of them tipping in.

Turn Three
This can be real fun but also a heart in the mouth type of turn. The bikes have picked up so much speed out of turn two and just as you tip into turn three, the track drops away and gets a little bumpy so you can find yourself going in with the front wheel ever so slightly off the ground, the head shaking and the wind trying to push you into Bass Strait. Once you get it in and on the gas it can be so much fun drifting on the exit. This is where the passes into Honda corner are set-up and pretty much done.

Turn Four
This is one of the best overtaking opportunities on the whole track. As important as it is to get the bike working through the fast corners out the back, it also has to be good on the brakes. The thing that can change from day to day here is the braking marker – depending on the wind, it can change from 30-50m. The bike never feels good around Honda and you always feel too slow around there and that the bike could fall over but you just have to tell yourself to get the exit right.

Turn Five & Six
Six is a great corner with plenty of grip and good camber but has a strange entry and a really late apex. If the bike is geared right, you shouldn’t be downshifting here – just leave it in second and brake. You get it on your knee quite early and out wide and apex it late just as you are starting to wind it up for the exit. A tight exit is really important here and having the bike upright launches you into the next fast physical section. 

Doohan said to me once that the most important part of the track is from Siberia to MG corner. It is very bumpy near the outside kerb on the exit and when the front is light, it is a real physical effort to get the bike over to the left before the flick right into the hayshed. There is a big bump right on the inside near the kerb through this left kink, I always found it easiest to let the bike wheelie over that bump and change direction on the back wheel.

Turn Seven
It never really settles until you roll the throttle a little and get it onto the knee and into the hayshed. On the 600, that wasn’t an option because on a good tyre it was wide open all the way through – touching the limiter in fourth. It is a fun turn when you get it right going from the inside white line to the outside white line. It is also one of only two real times you use the right side of the tyre properly. Again, like turn one to turn two, don’t waste too much effort pulling it over to the right for a wide entry into Lukey. Just get it in there.

Turn Eight
This is a really fast entry and you can run it into Lukey Heights hard because it runs uphill and a few lines work. It’s normally back one gear from fourth to third. There is a bump on the entry on the inside and straight after the bump, you need to get back on the throttle to settle the bike and keep it rolling up and around the hill to apex it again at the top of the hill. The run around here and over the hill is super important because you can stop someone passing you or line up someone for a pass into MG. It’s really a knife edge with rear grip around Lukey – drifting over a blind rise that really only opens up once you are over the hill and heading downhill to MG. 

Turn Nine
Depending on gearing, MG corner can be a first or second gear turn. I preferred second as it cancels the short shift from first to third out of MG and it isn’t so aggressive on the side of the tyre on exit. There is a bump out wide if you tip in from there but I never go there as the middle of the track is fine for me. That allows you to really stop it and get a tight exit set up for the next left. Getting out of MG fast is more important than trying to carry too much corner speed because running wide messes up the next corner and your speed down the straight.

Turn 10
It’s a strange turn that never really feels right and feels frustratingly slow. It seems too long to get on the throttle. Between MG and this turn you can accelerate really hard into turn 10 but then the key is to wait a little so that the bike is turned and pointing towards turn 11. Then open the gas hard and quickly on the fat part of the tyre – running it out to the edge of the track. 

Turn 11
This turn is probably my favourite worldwide, tipping in from the outside white line straight onto your knee all the way in. Sometimes it feels like you will never get it into the apex but as soon as you do, it’s straight back onto the gas – heading for the rise and the outside of the track onto the straight. I’m tucked in even before I’m out of the turn and just before I get it out to the kerb, I’m snicking fifth gear as the front is getting light over the rise and there are a couple of dips in the track near the kerb. When you get a great run out of here and hit the outside of the track, it’s perfect and it’s guaranteed your speed down the straight is greatly improved. 

Phillip Island through expert eyes… Words: Andrew Pitt  Photography: Peter Mitchell, Keith Muir

The post Track Guide: Phillip Island, Victoria by Andrew Pitt appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Building on the success of the 2025 program, the collaboration now delivers a fully integrated R-Experience platform, combining Yamaha machinery, performance parts and professional coaching into a unified national rider experience. Central to the program is MotoSchool’s all-new fleet of YZF-R9s, supported by Yamaha Genuine Accessories and race-proven components.

MotoSchool’s training environment will now fully integrate Yamalube oils and maintenance products, GYTR performance accessories, Akrapovic exhaust systems, and Dunlop tyres via Ficeda Accessories. Together, these elements create a premium accessible setup for riders looking to develop skills in a professional track environment.At the heart of the 2026 program is MotoSchool’s R-Experience, a structured, race-inspired immersion anchored by the new YZF-R9. Each bike is fitted with a GYTR Akrapovič titanium race exhaust system and prepared to professional standards. Riders can choose between Dunlop race slicks for advanced training or Dunlop treaded slick track day tyres for high-performance road-based track riding.

MotoSchool says the R-Experience is designed as a true brand engagement platform rather than a simple hire fleet, allowing participants to arrive, ride and immerse themselves in Yamaha’s next-generation supersport technology.An exclusive Yamaha Customer Day has also been confirmed for Sunday, March 29 at Sydney Motorsport Park’s Grand Prix Circuit. Open to all Yamaha road models and rider experience levels, the YamaFest event will offer customers their first public opportunity to hire a YZF-R9 and take part in the R-Experience.

“What we’ve built with MotoSchool goes far beyond a traditional partnership,” says Mathew Ferry, General Manager Sales & Marketing, Land Mobility at Yamaha Motor Australia.

“It’s a platform that brings riders closer to our brand, our technology, and our philosophy. Extending this partnership into 2026 and launching the YZF-R9 hire fleet and Yamaha Customer Day, allows us to offer something truly unique to our customers,” he adds. “What Yamaha Motor Australia has created through this partnership is something truly special,” says Haydan Parker, Managing Director and Founder of MotoSchool.”

“The Yamaha team has shown what’s possible when a manufacturer genuinely commits to riders through experience, education, and community. This partnership is a blueprint for how brands can invest in the future of motorcycling in a meaningful way.”

“Together, we’ve built a model that removes barriers and opens doors. An environment where world-class machinery and elite coaching are no longer reserved for the few. The 2026 program proves that when motorcycle distributors and rider development organisations work in true partnership, the result is not just better riders, but a stronger, more connected global motorcycle culture,” he continues.

“For the first time, riders can step straight into a race-inspired Yamaha environment, ride the new YZF-R9, train with elite coaches, and be part of a community that’s built around learning and passion. We aim to offer riders the chance to experience something completely new,” ends Parker.

More details on the R-Experience and YamaFest Customer Day will be announced shortly.

The post Yamaha and MotoSchool Take R-Experience to the Next Level appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

With further development of the M RR, BMW Motorrad has set a new milestone in the field of superbikes homologated for racing. The new M RR is powered by the familiar water-cooled inline 4-cylinder engine designed for racing purposes, especially the Superbike World Championship.

As before, its peak output is 156kW@14,500rpm. The chassis of the new M RR also relies on the aluminium bridge frame as its centrepiece, supplemented by an upside-down fork and central suspension strut with Full Floater Pro kinematics.

The new M 1000 RR is offered in two versions: the M RR basic variant in the basic paint finish Lightwhite non-metallic and the M RR M Competition in the basic paint finish Blackstorm metallic.

The increased potential of the new M RR results above all from the colossal advancement in the critical area of aerodynamics. In particular, a newly designed fairing made of exposed visible carbon fibre with a higher windscreen increases the top speed significantly in conjunction with optimised airflow around the rider. For the first time, this fairing also comes with a particularly light yet rigid front fairing support made of carbon fibre.

The top speed of the new M RR has increased from 306 to 314km/h compared with the previous model. In the course of aerodynamic development, the M winglets were also completely revised. They now generate significantly more aerodynamic downforce, both in an upright riding position and when banking. The rider gains even more confidence with regard to the front wheel to achieve even greater lean angles or higher cornering speeds while also benefiting from a reduced wheelie tendency.

Another central point in optimising the entire aerodynamics was the area of the front wheel. Here, for the first time in the history of BMW Motorrad, brake cooling air ducts made of visible carbon fibre are used. They are integrated into the new front mudguard, which has been optimised for improved airflow around the fork legs and brake callipers.

New M Carbon wheels stand out on the new M RR thanks to their new clear lacquer coat. New tapes in M design on the wheel rims underline the high-grade technical character and the racing claim of the new M RR. As an alternative to the M Carbon wheels, the new M RR can now also be ordered with forged wheels ex works.

A newly designed rear section makes the current M RR look even lighter, sportier and more dynamic. The short number plate holder and the ergonomically designed M Endurance seat also represent new features. Thanks to a modified wiring harness with LWS connector, the now shorter number plate holder with light units can be dismantled even faster and more easily. 

Highlights of the new BMW M RR and M RR M Competition

• M RR 4-cylinder developed for racing purposes
• Output of 156kW (212hp) at 14,500rpm and maximum torque of 113Nm at 11,000 rpm
• 2-ring forged pistons
• Fully CNC machined intake ports and BMW ShiftCam technology to vary valve timing and lift
• Titanium valves, optimised camshafts and narrow and lightweight cam followers
• Longer and 85g lighter Pankl titanium connecting rods for reduced friction and weight compared with S 1000 RR
• Anti-hopping clutch without self-boosting (optimised for race starts)
• Enhanced intake system with shorter intake funnels compared with the S 1000 RR for optimised charge exchange at high engine speeds
• Lightweight exhaust system with titanium manifold, front silencer and rear silencer
• NEW: Drastically optimised aerodynamics with more downforce even at lean angles, while at the same time increasing top speed from 306 to 314km/h

• NEW: New fairing in visible carbon fibre with new fairing front carrier made of carbon fibre and new visible carbon fibre M winglets
• NEW: New visible carbon fibre front mudguard with integrated brake ducts
• NEW: M Aero Wheel Covers made from visible carbon fibre
• NEW: M Carbon wheels with new surface and M Design Tapes
• NEW: Forged wheels optionally available ex works
• NEW: Redesigned rear section
• NEW: Ergonomic M Endurance seat
• NEW: Short number plate holder
• NEW: Modified wiring harness with LWS connector for even easier removal of number plate holder with light units
• Riding modes “Rain”, “Road”, “Dynamic”, “Race” and “Race Pro1-3” as well as the latest generation of Dynamic Traction Control DTC and DTC wheelie function with 6-axis sensor box
• Two adjustable throttle characteristics available for optimum response
• “Engine Brake” with triple adjustability of engine drag torque in “Race Pro” mode
• Shift Assistant Pro for fast upshifts and downshifts without using the clutch
• Launch Control for perfect race starts and Pit Lane Limiter for keeping to the given speed precisely in the pit lane
• Hill Start Control Pro for comfortably starting off on inclines
• M Brakes: Maximum braking performance on the racetrack
• Instrument cluster with large, perfectly readable 6.5-inch TFT display, start-up animation with M logo and OBD interface for M GPS Datalogger and M GPS Laptrigger
• Lightweight M battery, rear USB charging socket, powerful LED light units, electronic cruise control and heated grips
• M Competition package with M GPS Laptrigger and activation code, M milled parts package, M Carbon package, natural anodised swinging arm 220g lighter than the basic variant or that of the S 1000 RR, DLC-coated M Endurance chain and pillion package including hump cover

The post 2024 BMW M 1000 RR Track Lap | MEGA 30 years SMSP day appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

To celebrate International Female Ride Day 2024, Leanne partnered with two-time World Superbike champion Troy Corser to conduct the first of what she plans to be an ongoing series of coaching days tailored exclusively for female motorcycle riders. “Today is all about empowering women and helping them improve their skills as riders, whether it be on the road or the racetrack,” Leanne explained before the start of her first event at the Marulan’s Pheasant Wood circuit in NSW. “I want to assist these girls in having more confidence within themselves and their riding. It’s a two-pronged approach based on the sort of guidance I wish I had been given when I first started riding. Providing the girls with an environment where they can be relaxed, ask questions, and not feel intimidated is paramount. This includes not feeling overwhelmed by the speeds and on-track congestion you can sometimes experience at regular track days.”

Addressing the participants at the rider’s briefing, Leanne emphasised that the day is about learning and improving, not speed. “The focus today is on improving, and I want to see everyone having a great time,” she told the assembled group. Leanne also explained why the Pheasant Wood circuit is the ideal location for the coaching day. “Scott and the Pheasant Wood team could not have been more accommodating with making the day happen, the track here is perfect for the coaching we are doing. Experienced riders can enjoy the challenge, while those who have never been on a track before will not find it as intimidating as a big high-speed circuit.”

Despite the unpredictable weather, the day attracted the targeted 25 entrants, and looking at the smiles on faces as the day unfolded, it appears Leanne is onto a winner. “There’s a type of camaraderie at female-only days that you don’t get at a regular track day,” she said. “Most of these girls didn’t know each other before the day started, but you can already tell they will leave as friends.”

The Yamaha brand was well represented during the day, and we spoke with riders to learn more about their passion for riding and what they hope to get from the day.

Tania Smith – Yamaha YZF-R15M
Don’t let her slight build and calm, softly spoken demeanour fool you; Tania Smith is a life-long adrenalin junky who lives in the fast lane. Despite being a recent convert to the two-wheeled lifestyle, she has already accumulated an impressive collection of high-performance machinery, which she rides at every opportunity. However, when it comes to improving as a rider and becoming faster and safer on track, Tania decided Yamaha’s 150cc YZF-R15M sportsbike was the best machine to fine-tune her riding technique.

“I’ve always been an adrenaline junkie, I’m so glad I’ve taken up motorcycle riding. I’ve been riding for five years now, and I’m totally addicted,” she laughed. “But I’m only relatively new to track days; this is my fourth. I want to do much more.” One of the few regrets Tania has in life is her failure to take up motorcycle riding at a much younger age. “I’ve always been an adrenaline junkie, but water sports were my thing. I’m so glad I’ve taken up motorcycle riding and I’ll certainly be making up for lost time.” Tania explained that her partner Tim is responsible for getting her into motorcycle riding, “At first, I was on the back with Tim, but after a while, I thought to myself, you know what? I can do that.”

Roxanne Guzman – Yamaha XSR900
Roxanne – or Rox as everyone likes to call her – is a true Yam Fan. Starting her two-wheeled journey a little over two years ago on a YZF-R3, she always had her eye on an XSR900, “This bike is my absolute dream bike,” she explained while showing off her red and white sport heritage machine with its personalised accessories. “I love riding every day; I commute to work on the XSR900 and also ride it all weekend.”

Rox had received some previous on-track coaching, but after reading the Motor | Life | Passion story about Leanne Nelson and hearing about her all-female coaching event, she jumped at the chance to attend the Marulan coaching day. While addicted to riding of all kinds, Rox has developed a soft spot for long-distance riding, “Last week, I completed a ride from Sydney to Victoria in less than 24 hours,” she explained, “If I could ride all day, every day.”

As a member of the Iron Butt Association, a group dedicated to long-distance time-limited riding, Rox has already completed her 1600km in 24-hours certificate and is now eyeing off the next challenge, “I love to test my physical and mental ability, to go as long as possible and to travel as far as possible; endurance riding lets me do that,” she explained, “It’s amazing how many Yamahas are part of the Iron Butt group, I guess it’s due to their legendary reliability; it’s certainly one of the main reasons I chose a Yamaha.”

The post International Female Ride Day | Leanne Nelson & Troy Corser appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Responding to the dynamic demands of the local events calendar and the request of the township of Jerez de la Frontera, the FIM and Dorna WorldSBK have agreed to delay this year’s curtain closing event by one week.

In a bold step towards inclusivity and diversity in motorsport, the FIM Women’s Circuit Racing World Championship (WorldWCR) debuts in 2024, reflecting a broader vision and commitment to fostering the growth of women in circuit racing.

2024 Women’s World Circuit Racing World Championship Calendar

The WorldWCR is a groundbreaking initiative designed to maximise the opportunities and potential of young female riders, providing them with a global platform to showcase their skills, as emerging international talent will have the chance to compete under the same conditions as the MOTUL FIM Superbike World Championship, with six rounds running alongside WorldSBK events.

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Ducati Australia Managing Director, Sergi Canovas, was excited to welcome Ducatisti from around the country back to the track.

Head here to enter…

“Racing and motorsport is embedded in the Ducati DNA, and whether our clients and fans are using their Ducatis at the track or purely on the road, the heart of a champion, proven with countless podiums, is beating within each one of our motorcycles. Partnering with DesmoSport Ducati to offer our 2023 Track Day program means that Ducatisti can experience the true performance of their own bikes, while learning from some of Australian motorcycling racing’s household names,” said Canovas

Formed in 2016 by the 2001/2006/2008 World Superbike champion Troy Bayliss and former Australian Superbike racer, Ben Henry, DesmoSport Ducati currently competes in the Australian Superbike Championship (ASBK) against Australia’s, and some of the world’s, best Superbike racers; with rider Broc Pearson in the saddle for the team.

Designed to offer guests a selection of riding options, spots on the Ducati Track Days can be purchased for either one day, or both days at a cost of $450 or $800 respectively. Guests can also purchase optional additional riding tips, or an optional suspension set-up, from the DesmoSport Ducati team, for $200 each.

Experience Details:

• Ducati Track Experience Powered By DesmoSport Ducati October 5th and 6th at Phillip Island Grand Prix Circuit, Victoria

Costs:

• One day program (8:30am-4pm): $450 +GST
• Two-day program: $800 +GST

The post Ducati Track Days Powered by DesmoSport Ducati Return In 2023 appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Gearing
A common mistake at Eastern Creek is to gear the bike for the super-long front straight. You must gear it for the corners because there are so many second and third gear corners that if the bike isn’t jumping out of them the lap time will never come.

Check out all of our track guides here…

Grid Position
Not as critical here as some places because there is such a long drag to and through turn one. Most bikes don’t even need to brake for turn one off the start. The ideal position though is on the outside where pole is, or even seventh or eighth which places you on the outside of the second row. A good start can get you around everyone into turn one.

TURN ONE
This is a really awesome corner regardless of your bike size because it is so fast and open that you can make up so much time through this turn when you get it right and feel comfortable running into it. The bike always gets a little light going into it over the bumps from the dragsters. On the 250 Production bike it was top gear and some say it could be done flat out. I tried it once while leading the Australian Championship race in 1996 and lost the front on the bump that is halfway around it. In Supersport it was fifth or fourth gear depending on gearing and the Superbike was fourth. One of the only real overtaking places is into turn one out of the slipstream and up the inside if your bike is fast enough.

TURN TWO
What you could do into turn two depended on your run through turn one. Other than that it’s a pretty boring double apex corner where you could lose more than you could gain if you tried too hard. It’s about getting out of it well then short shifting to get the run over the tunnel that could open up another passing opportunity down the inside.

TURN THREE
This is the first right hand corner on the track so you have to make sure the rear is up to temperature because getting the right run through here could open up a passing chance into four. Keeping the front wheel down over the tunnel is an issue on the bigger bikes.

TURN FOUR
You need to hit the inside apex early here over the bump because keeping it tight all the way around is important for setting up turn five. Pick the throttle up early through the right but not too aggressive so you can set up turn five in third gear.

TURN FIVE
As soon as you flick it left, pick up the throttle even before apexing the left to get the run up the hill. Getting it right means you drift out onto the ripple strip exiting the turn. I remember the first time I tested Kev Curtain’s race winning ZX-6R. I was loving the fact that for the first time on the road I could spin the rear in third gear.

TURN SIX 
Turn Six used to actually be two corners but in recent years SMSP have straightened out the entry and eliminated a turn. Back to second on the ZX-7R Superbike the exit here is really fun in spinning it until it’s upright. The drive is really important out of here because a passing opportunity into turn nine starts here.

TURN SEVEN
Corporate Hill, as it was called, is a fun corner on any bike. Blind on entry over a bit of a rise and as soon as the bike is settled, it’s straight back on the throttle again. Many people get in trouble getting into turn seven so it’s one of those turns you have to sacrifice a little going in so you can get a super exit on opening up the possibility of diving up the inside of someone into turn nine.

TURN EIGHT
I found you can pretty much use any line going into nine without losing anything as long as you get it stopped and can open the throttle quickly on the exit.

TURN NINE
Really fast entry here that doesn’t need a lot of braking, mostly when you are upright picking it up to tip into turn 10. I found out the hard way grabbing a big handful of brakes just as I tipped in one day on the RGV 250.

TURN 10
You need to pay attention to the inside kerb on a Production based bike because I have seen many people touch the case on the inside kerb here and go down. Once into 11 you need to pick the throttle up again drifting out to the kerb before pulling it back in for the entry to turn 11.

TURN 11
Along with turn one, this is probably the most important corner on the track because the exit out of here determines your straight-line speed and chances of getting a slipstream or stopping someone getting in your slipstream. Getting it turned and pointing down the straight before you open the throttle allows you to open it very quickly and get all the important drive over the rise and down the hill.

OTHER THINGS
Among other things that stand out in my mind at Eastern Creek is the afternoon sun. Any time after about 4:00pm going into turn one becomes pretty tough, along with corporate hill as you’re suddenly blinded going into turn nine.

The pit roof is another unique aspect to Eastern Creek with everybody going up there to watch the races and then running from one side to another to see the bikes come down the straight, over the tunnel and into turn nine.

The lovely NSW Police Force also set up on Brabham Drive under the expressway, at the roundabout and behind the huge spectator mound outside turn one. A cynical person would say that this is purely to book people as they enter and leave the area…

The post Track Guide: Sydney Motorsports Park GP Layout appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

LEVEL ONE
The first thing you will notice when you start riding is that everyone is an expert. The second thing you notice is that generally, they aren’t. Enter California Superbike School. These guys actually are experts.

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Keith Code is the Founding Father of the CSS (California Superbike School) and it’s on his teachings that the school is based. If you’ve not heard of his [Twist of the Wrist] books, they’re the first documentation of the key principles relating to riding motorcycles around racetracks. He wrote the book and created the program combining theory and practice to make the track a better place for us.

Once the gates are open we make our way to a garage, unpack all the gear and take care of all the formalities – forms to be signed, bike to go to the scrutineers, and me to be registered and assigned to a group – in this case Level 1. 

Firstly, we had to cover rules and regulations. We’re taught the flags and their meanings, safe passing distance and the like. There is an eclectic group of riders in class today. The good thing is that we’re all taken back to basics, what’s more basic than throttle control?

If you want to take this stuff seriously, take a pen and paper. There is lots of info, all of it valuable. Steve almost has us chanting, “What’s your job?”, ‘Stabilise the bike.’, “With what?”, ‘With the throttle.’, “What’s your job…” It’s a quick lesson on the track, fourth gear only and no brakes allowed. 

There is a stellar team of riding coaches who are teamed with us out on the track. Small groups are assigned to each coach. It’s their job for the day to shadow us on-track and give us practical instruction. You notice them waiting at certain points along the way and they’ll shoot out after you. In this first drill we’re taught hand signals that the instructors will use to show us when to roll on and off the throttle coming into and out of corners.

Choosing a turn-in point into a corner is one of those important things. It sets you up so you come out free to set up for the next turn and, on the street, stops you running into oncoming traffic. The idea is to pick your apex and straighten the turn.

This is by far my favourite lesson because, like it tells you in the drill sheet, in this one you’re spoon-fed. The turn-in points are marked for you on each corner with tape. You’re allowed the use of third and fourth gear this time, but still no brakes. But with the combination of knowing when exactly to throw my bike into the corner – and coaches leading to remind me when to roll the throttle on – my confidence soars. This is evident by my dramatically increased speed through the turns.

Along with a few others, I’m picked out after this classroom lesson to take our bikes up to an off-track area where we’re given individual counter-steering drills, consciously pushing down on the bars to throw the bike left or right. It doesn’t take long but it gives you a much better idea of how quickly you can have the bike move to where you want it to move.

Your bike will respond to you, your riding position, and how tightly you’re holding on to the bars. This lesson is all about learning how to relax. Light braking as well as third, fourth and fifth gears were allowed in this session.

It doesn’t take long before you realise the effect that a nervous death grip on the bars has on the suspension. Leaving your arms relaxed and loose but using your stomach muscles and legs to grip the bike and control your posture allows the suspension to do what it was designed to do. Let the bike do all the work.

The last lesson was basically an intro to Level 2 visual skills and drills. Full gears and brakes allowed this time.

“Step one – Locate your entry point as soon as possible. Step two – When you’re confident you’ll hit your entry point, look in and locate the apex.”

The idea of two-step turning is to pick your apex before you start to turn your bike in. This enables you to get a more consistent line, and when you’ve got a predictable line you can increase your speed – that’s why we’re really all here, isn’t it?

LEVEL 2
Having done the Level 1 course only a few months earlier and finding it a fantastic experience and an eye opener in many ways, I returned for the Level 2 Course.

I’m a mature rider, I turned 53 a few weeks back but I’m no stranger to riding, I’ve owned motorcycles since I was eight. In fact I’ve never been without a motorcycle in my possession since then. So I would consider myself an experienced rider, just through my years of riding alone.

But I have also spent many years in the NSW Police Force, 18 of those years as a Police HWP motorcyclist. Obviously I had extensive training within the NSW Police Driver/Rider Training unit to deal with high-speed pursuit work, traffic work and even VIP escorts.  I’ve also been racing motorcycles for most of my life, from motocross to classic road racing and more recently modern bikes and in particular BEARS racing.

So in many ways I’ve had my share of experience from many different perspectives of riding. I have learned and adapted to my chosen riding over the years but making the decision to attend the California Superbike School was a very definite positive step in my never ending learning curve of motorcycle riding.

It’s funny though, the name, California Superbike School in some ways can give a false impression of what it is all about. Yes, you will learn how to ride a superbike fast, and if you want, go racing from that tuition. But the courses also suit all riders, from sportbikes to cruisers and everything in between, you see, the School is all about teaching and then showing you in a very practical way the teachings of the creator and owner of the California Superbike School worldwide franchise, Keith Code. 

Keith, over many decades of observation, training, analysis, practical application and countless hours of thought has developed the business to the point where it is arguably the best training school in the world.

“The days are extremely well run from the moment you arrive at the track to the very last moment of the day.”

The day starts with you arriving and attending the registration area, here you fill out the necessary paperwork, have you name checked off, and are given some instructions on how the day will progress, you get assigned to a particular group which is in a certain area of the pits. Numbers that are given to you have to be attached to your bike, your bike also has to be scrutineered for safety prior to the start of the day.

The day is split into sections, including classroom work with Steve Brouggy as the facilitator. Steve has a very concise and deliberate way of teaching and discussing the different tasks and drills that you will do throughout the day. Each classroom session will then be followed by a practical session on track where the tasks or drills that were given to you are applied on track. There are a large number of the school’s coaches on hand to ride with you or around you on track, even at times ushering you to follow them for a lap or so, and vice versa. 

At the end of the practical session there is a sort of debrief with your allocated coach on how you went or on how the coach feels you may better do the drill and so on. The days are regulated with warning bells and announcements given as where each group needs to be at that time or within five minutes, it’s not an easy day but the time flies very quickly as you go from class to track for the day. There is a lunch break, which everyone enjoys.

Now, many of the drills you do are controlled very carefully, for example you will be required to use only one gear for the whole of the track, you may or may not be allowed to use brakes, you may be allowed to use up to fourth gear only on some drills.  All of these requirements have a purpose and a deliberate meaning for the student. 

If you attend the day with an attitude that you are there to learn and take something away from the day, you will have one of the best learning experiences for motorcycling that can be given to you. Level 2 really starts to open to you the whole world of rider behaviour and how to get the most from your riding with one of the best schools in the world.

The single most important thing I believe, is to come away from the day and from that day on put into practice what you have learnt and become a better rider for it. Points covered in Level 2 included Reference Points, Changing lines, Vanishing Points, Wide Screen Track View and Pick Up. This is what the California Superbike School is really all about.

LEVEL 3
As with all the School days whether you are there for your first level or your fourth level it is very regimented and controlled during the day. I liked this, especially after having done the two other levels it gave me a sense of confidence and knowing about how the day will transpire and what to expect during that day. Good stuff!

Level 3 is really where it all starts to come together, the drills and skills you have learnt and developed with the previous two levels now give you the base to develop and to put these and the new skills that you will learn through the drills into practise.

It all really starts for fall into place in level three. The coaching is very similar, you will spend time on track in a small group with coaches that will observe and check you on track, at the end of each session you will have a debrief and a critique of how you were doing. The coaches will give you practical, hand on tuition on a bike to show and highlight the drills and the body movements needed for some of the drills. The coaches are acutely aware that you are there for Level 3 training and they make every effort to talk to you and help you in any way that may improve how you can perform the drills, the coaches really do want to see you do well, no, better than that they want to see you do great!

Off track it’s back to the classroom – Steve Brouggy the owner of the franchise here in Australia is like a man possessed! But in the most absolute and positive way that could be imagined. It seems that his whole being is there for YOU! Steve has a charisma that is unique and very right for him and his teaching roles. The clarity, confidence and total certainty that he delivers the classroom training leave absolutely no one with any doubt as to what they have just been taught and no doubt in what they now need to do on track.

“The class room with Steve is not a chore, not a bore and not a waste of any second of your time, it is complete, exact and compelling, and it complements totally what the coaches are teaching you on the track.”

As with the other levels there is time to absorb what Steve has just coached you on in the classroom before you go on track again. I also found this time to make acquaintances with other riders in my level and learn a little about why they were there. Many were riders with years of road experience that needed to come up to speed so to speak with riding skills, many had done courses with other schools but were hear, as I was because of the need to learn more and learn in a different way to how others teach.

While others were looking at doing track days and wanted to get their skill and knowledge levels up before they did track days, others were long term track day junkies that recognised the need to improve their skill level, some were just new to motorcycling but wanted to learn as much as possible.

I suppose that this is what it is really about, as riders of whatever level of skill or experience, we need or want to know more, improve more, enjoy more, and understand more of what our life style is all about. Yes you can ignore all the experts out there and do it all on your own, but at what cost? Can you really learn and understand it all? Can you really afford to take twenty years of riding to develop the skills you need to stay safe on our roads today?

I don’t think so, That is why taking that step to enrol in motorcycle training is one of the most important steps you will ever take in your life and you can’t do much better than doing that training with the California Superbike School.

LEVEL 4
Over the past levels I’ve tried to give you all some insight into the California Superbike School and how it works and what you get out of it. We have had a look at the first three levels of the school, which you must do in order to progress and get the maximum out of these courses.

The first three levels bring you to a level of skill, control, confidence and self-awareness that can only be achieved by doing courses of this nature. They are designed and implemented in such a way as to make each compliment the previous and to make all the levels come together as one learning revelation by the end. Well that last paragraph is really a bit of a prelude to the final outcome. 

The level four course is conducted alongside the other courses over the same days as the other courses but this level is done in a far different and ultimately better way to what you have done and learnt in the previous levels. This is where it all comes together, this is where it all makes sense and this is where you really start to see the reasons for the drills. You discover the reasons for the levels and an understanding of the quality of coaching from the staff at the California Superbike School.

As I mentioned very early in these stories, I’ve been riding for over 40 years and have done a lot of riding, including racing both road and dirt, touring, bar hopping, cafe crawling. I’ve raced in snow, I’ve ridden a road bike through the Daintree and up the Cape and any other form of motorcycle riding that can be possibly done. All of this though has been done with a certain level of blissful ignorance as to what I was actually doing and why I was doing it. Sure I’ve developed some skills along the way, even won my share of trophies and titles – both state and national.

But I have to admit with humility that I learnt techniques, skills and heightened my awareness by participating in the California Superbike Schools. All of this culminates to level four, where it all happens – it’s the centre of the universe, it’s the Yoda of Star Wars, it’s the Wizard from OZ, it is the understanding of all things in the motorcycling world.

At this level in the School, you get a much more personal experience, the group size is small – about five or six. The coaches that are looking after you are some of the best in the business and at the highest levels within the California Superbike School system around the world. You have more time with the coach, you get closer scrutiny on the track and you get better personal evaluation of what you were doing. You get to have a full and thorough training day with coaches that care and want to see you improve and come away from the final level as the best rider you can.

Everything from the very first drill you do, to the culmination of all the days and drills learnt, are all finally understood in level four and you are shown, given, coached and critiqued in all that you have done and learnt.

All of this new found knowledge is what this is all about. Anything we can do as motorcyclists to improve our skills, better understand ourself and our motorcycle are qualities that we need and must have. 

Anyone can ride a bike fast but to have the skills to truly get the best from the bike and yourself is something that very few of us can achieve from just experience on the road. We can all learn, we can all improve and we can all learn that fast is not the only thing a motorcycle is for.

Schools also give us wisdom, we learn that there are limits to ourselves and to the motorcycle. These limits then act to control us better on the road, we now know that we can’t do 180km/h in the rain around a 40km/h corner. We have learnt that it is simply impossible. So we now can control our actions better, with more skill and more wisdom.

The post California Superbike School: Levels 1-4 appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

Show Up In The Right Gear
This is a huge one, it might sound simple but it’ll save you some heartache of being turned away from the track. At the bare minimum, most tracks will require you to have one or two piece leathers, leather gloves, riding boots (most tracks will not allow riding shoes) and an Australian/European approved helmet. Some tracks will require a back protector, this is something you should chuck on anyway as it could save you from being paralyzed.

Now, that’s the bare minimum. To ensure your safety it’s best to have a GOOD CONDITION one piece set of leathers, an ill fitting and damaged set could cause you harm in the instance of a crash. Buy yourself a decent helmet, lid’s aren’t meant to be used after being dropped so if you dust of that helmet that’s fallen off your handlebars multiple times, you’re only putting yourself at risk.

Set Up Your Bike Property
We have a fair few articles on bike preparation but the rules for a track day are straight forward, no fluids leaking, no ear-drum rupturing exhausts and decent tread on your hoops. Not only will the scrutineer turn you away if they see your tyres have no tread, but you’ll have a terrible time battling the bike with crusty old tyres on.

Check out our tech articles here…

Oil and fluid leaks are self-explanatory. If your bike is leaking oil while road riding, imagine how much will flow out while revving it to the redline. Don’t ruin someone else’s day by spewing oil down the track, check those drain and filler plugs.

Find The Right Group For You
You’ve bought yourself the top-of-the-line 1000cc machine? Awesome! However fast you think you are on the road, you’ll probably be quite slow learning a track. Don’t choose the “Fast” or “Racer” group just because you have the fastest bike in a straight line. There is absolutely no harm in starting in the slow and intermediate groups while you get to grips. If you’re too fast, the organisers will move you up a skill group.

If you’re off the pace but are unleashing all the power on the straights in the fast group, you are a bit of a danger to the other riders on the course, especially those on smaller capacity machines. Entering the “Race” or “Fast” groups, most riders will be expecting you to be on the racing line, so if they go to overtake and you suddenly chop them up you could end up injuring someone. No one cares what colour your wristband is…

Relax And Stay Calm
Say someone hasn’t taken the last bit of advice and they’re slow as all hell in the fast group. Just drop back and give them space, it’s no use dicing with an unpredictable rider. If you have serious concerns then you can bring it up with the organisers.

I’ve had this happen to me on plenty of occasions, in fact, one of my biggest accidents was caused by not letting a YZF-R6 go while I was on a CBR250RR. The YZF-R6 rider took an unpredictable line and grabbed the brakes mid corner, I was on the pace and fully committed to the downhill at Wakefield Park when I speared off the track to avoid them, resulting in me and the bike cartwheeling through the air. This would’ve been avoided if I had just taken a slow down through the pits and raised my concerns with the organisers.

Tape Up Those Mirrors And Speedo
You do not need to be looking at your Speedo on a track day. 100% of your focus should be on the road, the world passes by very fast when you’re at full pelt on a motorcycle, taking that split second to look at your speedo could result in you missing your braking point or running up the back of someone. If you really want to know how fast you’re going, strap a GPS tracker or GoPro to your bike.

Check out our article on transporting your bike to the track here…

The mirrors have the same theory but it also comes back to that unpredictability too. If there is a faster rider behind you, they’ll find a way past, don’t distract yourself by constantly looking in the mirrors. It’s best to just fold them in or cover them.

Helmet Cameras
Most tracks will not allow you to have anything on your helmet. This goes for add-on intercoms too. Find a nice spot for you to put your camera, my preference is on the tail or the tank, and make sure it’s stuck down well and proper. Last thing you want is the camera to be lost the first time you accelerate!

“No one remembers the fastest person, they remember the one who crashed.”

Have Fun, It’s Not MotoGP
This is the most important point of the lot. Go out to have fun, not to break a lap record (which probably wont happen). All the track days I attend, I don’t even check the lap times, I’m there to have fun and I can improve on my times at the next race meeting.

I find that not bothering to time myself will allow me to leave the track glowing with happiness rather than disappointment. Some track day organisers don’t offer timing too, which I believe is a good thing, it stops people from pushing too hard and going beyond their abilities. Just go out and have fun, a MotoGP rider spotter isn’t going to be at your local track day. As the saying goes: no one ever remembers the fastest person, they remember the one that crashed.

That’s about all to have a nice time during your first track day. Don’t be afraid to ask fellow riders for some help, make some friends and enjoy your time! You’re not racing for sheep stations so don’t be a dick.

Additional Advice 

• Trailer your bikes – You are going to be knackered at the end of the day, last thing you’ll want to do is ride home in your leathers.
• Bring your own lunch and water – Every track I’ve been to charges a bonza for food and drinks. Pack a nice lunch and plenty of water.
• Bring spare fuel – The fuel at the track will be expensive. It doesn’t hurt to fill up some jerry cans.

The post Advice: The Do’s And Don’t’s Of A Track Day appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

2023 will also see a new track debut on the calendar as MotoE takes on Silverstone for the first time. One of the most spectacular, high-speed circuits in the world, the British venue will be a new challenge for the electric field.   

After two pre-season tests, one at Jerez and the other in Barcelona, the season begins at the French Grand Prix at the iconic Le Mans before Round 2 sees MotoE return to the spectacular Autodromo Internazionale del Mugello. Next up it’s the Sachsenring and a return to Germany, before the TT Circuit Assen ahead of the summer break.  

Silverstone kicks off the second half of the season, ahead of another visit to the Red Bull Ring in Spielberg. The Circuit de Barcelona-Catalunya then stages the penultimate round as the venue changes its slot on the calendar, before Misano World Circuit Marco Simoncelli rounds out the season in style on the Riviera di Rimini. 

2023 FIM Enel MotoE World Championship Calendar

• 12 May-14 May – France Le Mans – 2 races
• 09-11 – June Italy Autodromo Internazionale del Mugello – 2 races
• 16-18 June – Germany Sachsenring – 2 races
• 23-25 – June Netherlands TT Circuit Assen – 2 races
• 04-06 – August UK Silverstone Circuit – 2 races
• 18-20 – August Austria Red Bull Ring – Spielberg – 2 races
• 01-03 – September Catalunya Circuit de Barcelona-Catalunya – 2 races
• 08-10 – September San Marino e della Riviera di Rimini Misano World Circuit Marco Simoncelli – 2 races 

2023 FIM Enel MotoE World Test Calendar

• 06-07-08 March – Spain Circuito de Jerez-Ángel Nieto – 3 days
• 03-04-05 – April Spain Circuit de Barcelona-Catalunya – 3 days

The post 2023 MotoE Provisional Calendar Announced appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....