OGK KABUTO, the leading Japanese helmet manufacturer has signed a sponsorship agreement with promising young MotoGP rider Remy Gardner. Australian, born in 1998 and Moto2 world champion, Gardner will debut in the premier class with Tech 3 KTM Factory Racing.
Remy has confirmed that he will be riding with a Kabuto lid in his debut MotoGP season!
Remy’s debut in MotoGP takes place exactly 30 years after the retirement of WayneGardner – Remy’s father and 1987 world champion in class 500cc – putting the young rider in the limelight and creating high hopes and expectations.
In 2014, at just 16, Remy began racing in the Moto3 class World Championship with KTM, going on, in 2016, to class Moto2 with the Red Bull KTM Ajo team. In 2021, having achieved 12 placings and five wins, he wound up an incredible season as the current Moto2 World Champion.
After winning the Moto2 championship last year. Remy will be out looking for wins in the premier class this year!
Now, in 2022, at just 24 years of age, he is taking the leap to face a new MotoGP challenge, a turning point for every rider’s career. After the first track tests, Remy Gardner is working on his physical fitness and technical preparation, and in selecting his inseparable companions puts the official seal on his important partnership with OGK KABUTO, the leading Japanese brand in the bike and motorcycle helmet trade.
Throughout the season Remy Gardner will race wearing the Japanese company’s Racing Flag ship F-17 helmet, a new integral racing model that adopts the latest aerodynamic technology, Kabuto say it’s a guarantee of safety and innovation at the service of motorcyclists. Read more about it here.
“Throughout the season Remy Gardner will race wearing the Japanese company’s Racing Flag ship F-17 helmet.”
We are looking forward to seeing what his helmet design will be!
“For me it is a dream to race in MotoGP! We have a lot to learn, and a long road ahead. But I can’t wait to start! The first test was like a teaser, and the real work will start in Malaysia! Hopefully we can fight for rookie of the year and have a good first season! Thank you to everyone for the support” said Remy.
Jesse Dobson will headline the Serco Yamaha outfit for the 2022 season and be partnered with Bailey Malkiewicz who makes his full-time return to Australia after racing abroad in 2020 and 2021. The pairing of Dobson and Malkiewicz makes for a formidable team in the MX2 (250cc) division with Serco Yamaha!
Yamaha Australia say Both riders ooze natural talent and ability, mixed with the desire to win championships.
Dobson had been a journeyman racer from the moment he turned pro in 2013 but found a home at Serco Yamaha in 2020 and has come on in leaps and bounds since joining the team. His speed, results and consistency has been on the upswing since day one and culminated with a strong second place finish in the 2021 Pro MX Championships MX2 class.
He has also matured off the track and is a dedicated professional racer who now prepares as well as anyone. Dobson takes his racing seriously and has put the right people around him to climb the ladder and for 2022, that means nothing short of championship success.
“Dobson had been a journeyman racer from the moment he turned pro in 2013 but found a home at Serco Yamaha in 2020 and has come on in leaps and bounds since joining the team.”
“Serco Yamaha has been the perfect fit for me, and my career has changed for the better since coming on board in 2020. Gavin, Ben, and Paul all work hard and put in the hard yards to ensure we have what we need to be successful, and we all are driven by winning,” Dobson explains.
“There is good chemistry in the team and with each season, our relationship gets stronger, and our results continue to get better. Last year, was good but this year is going to be better. We have started the pre-season earlier, the race bikes will be better, and I feel 2022 is my chance to really make it happen. I’m more motivated than ever and the team are right behind me so I can’t wait to get back behind the gates again and go racing,”
“After two seasons of racing in Europe, Bailey Malkiewicz returns to Australia for a full season of domestic racing and looking to re-establish himself as one of the worlds best up and coming racers.”
After two seasons of racing in Europe, Bailey Malkiewicz returns to Australia for a full season of domestic racing and looking to re-establish himself as one of the worlds best up and coming racers. At 19 years of age, with a junior world championship already to his name, Malkiewicz’s talent is undeniable, but injuries have slowed his progress for the past two seasons.
But a change of tack in 2022 will see Malkiewicz based not only in Australia but a move to Queensland is on the cards so he will be closer to his Brisbane based team. He is now injury free and able to complete a full pre-season of training, it will allow him to be primed for a long season!
Bailey Malkiewicz.
Malkiewicz’s MX2 machine.
“Since winning the world championship in 2018, I haven’t had the results I have wanted or expected so it’s time to take stock, make some smart decisions and get the right people around me to get things back on track. Serco Yamaha has a great track record and have proven championship results so the opportunity to work with such a successful team was one that I couldn’t pass up. Also being on a YZ250F gives me a lot of confidence as I know just how good that bike is and with the knowledge in the team, I know we will have the best package on the track. I’m ready to go to work and repay the faith Yamaha and Serco have in me,” Malkiewicz said.
Pre-season events get underway in February while the Pro MX championship roars to life in March at Wonthaggi in Victoria. Keep up to date with all the action here.
There are reasons that Six-Time WorldSBK Champion Jonathan Rea chooses Arai helmets, and has done for his whole career. In the short video that Arai have put together, they say you’ll learn why Johnathan believes it’s the best helmet to put on yours and their customers heads!
“Very very simply put I don’t compromise on safety at all and Arai is in my opinion without doubt the most advanced and safety conscious helmet producer in the market. When I first got involved with racing my father used an Arai; all the real road racers of the time, heroes like Joey Dunlop and Kevin Schwantz wore an Arai, so it was one of those helmets that I always wanted to wear.”
“When I first started in motocross I used Arai and when I came to road racing there was no question which brand I wanted to be involved with. Aside from one year where the team I rode with had a deal with another manufacturer, I have always worn Arai.”
“Cassons Australia are the supplier for Arai helmets nationwide, they have a massive catalogue full of the latest lids.”
Cassons Australia are the supplier for Arai helmets nationwide, they have a massive catalogue full of the latest lids, you can check out their latest stock here.
An emotional 2021 MOTUL FIM Superbike World Championship came to a close with Toprak Razgatlioglu (Pata Yamaha with Brixx WorldSBK) dethroning Jonathan Rea (Kawasaki Racing Team WorldSBK) to become the new World Superbike Champion.
With Toprak Razgatlioglu becoming the new WorldSBK Champion and being #OnTOPrak of the world, here’s the story of how he made it happen…
The 25-year-old Turkish rider dazzled as he leapt from victory to victory throughout the season, taking the title in Race 1 in Indonesia on Sunday, ending Rea’s stranglehold on the Championship and becoming the 18th WorldSBK Champion in what was coincidentally the Championship’s 18th final round title decider. Toprak’s not had it all his own way in his career, and he’s worked hard to become World Champion.
Born in Alanya, Turkey, in 1996, Toprak found himself in the motorcycle world, although perhaps not the most well-known side of the sport. His father was the famous Arif Razgatlioglu, a stunt rider. However, tragically on the 17th of November in 2017, just months before Toprak’s move to WorldSBK, his father lost his life in a road accident. A huge influence on Toprak’s life, Razgatlioglu said on social media ahead of the last round, “I will do my best for you this weekend dad. T.T.A.” T.T.A means Tek taker Arif, what his father was known as, meaning Wheelie Arif.
Toprak is well known for his stoppie antics, stemming from his father being a professional stunt rider…
Despite always being a keen motorcyclist and having been brought up around that, Razgatlioglu also has some gymnastic moves. He learnt this on the shores of Alanya where he grew up, doing trickery such as handstands and hand walking. Always seen in the paddock doing something extraordinary and often seen jumping over barriers in Parc Ferme with ease, Razgatlioglu’s not just a one-trick pony, but the clown-prince of WorldSBK. The stoppies that he’s become known for, the charismatic style on and off the bike; he’s a showman that people love.
In his early years and with his dad by his side, Toprak’s journey saw him start on gravel, aged five, on a 50cc motocross bike. However, despite winning four national motocross Championships, the move to tarmac and road racing journey followed, and aged 11, with his dad the driving force, Toprak moved to the kind of surface where he’d go on to be World Champion on some 14 years later. Whilst this was going on in his native Turkey, the country was also seeing national hero Kenan Sofuoglu pick up a first title in 2007. The path to the World Championship was under construction.
Starting off-road on dirt bikes, Toprak learnt how to get the most grip in loose situations….
His skills continued to be honed, emerging as a force by racing in the IDM Yamaha R6 Cup class in 2011 and 2012, taking podiums and seventh in 2012. Moving on with his career, Razgatlioglu was etched into people’s minds as he joined the Red Bull Rookies Cup programme for 2013, starting with a bang by taking two podiums in his first two races, finishing tenth before 2014 saw him take his first win in the class at the Sachsenring.
Getting too tall for KTM Moto3™ machinery, Toprak tried the European Superstock 600 Championship at Magny-Cours at the end of 2014, after Kenan Sofuoglu entered him and he really did show potential. In a combative race, he stunned to win on his debut; a sign of things to come in terms of his talent and love for Magny-Cours. That single, stunning performance unlocked a monster and Razgatlioglu stormed to the 2015 STK600 title with ease, including an iconic battle with Federico Caricasulo along the way at Imola.
Jumping from series to series, he was determined to make it into the top level of motorsport. Finishing weekends with impressive results saw him catapult onto a 1000cc bike in no time.
Toprak dominated and won the opening five races, with a third place giving him the crown at Misano. He moved to the European Superstock 1000 Championship a year later, adapting to the bigger machinery and again, it was Magny-Cours which would prove to be a special place as he took his first podium in the class at the French venue. Also in 2016, he had a brief time on the Grillini Kawasaki in WorldSBK at Phillip Island but didn’t start through injury after a Free Practice fall. With two podiums at the end of the STK1000 season, he was fifth and one to watch in 2017’s title battle, narrowly missing out by eight points to 2021 WorldSBK rival Michael Ruben Rinaldi despite three wins.
It was time for the big move: WorldSBK called for Razgatlioglu, and nobody expected big things. As a rookie, the pressure was off, and he was with the Puccetti Kawasaki outfit, themselves only with a year of WorldSBK experience. However, 2018 got off to a solid start, with points in his first ten races, including a top ten in Race 2 at the season-opening round at Phillip Island, whilst eighth was his best result. Donington Park was next and despite not scoring points in Race 1, Razgatlioglu cut through from eighth, beating Jonathan Rea on the last lap for second place for his and Turkey’s first podium in WorldSBK. Taking another podium in San Juan in Argentina, he finished ninth overall.
“Moving onto the factory Yamaha and the Pata Yamaha outfit, Toprak Razgatlioglu was hot property going into 2020…”
2019 would be the breakthrough year for Razgatlioglu. Staying in the Puccetti structure, he was on his way to stardom. A first podium of the year came at Imola when he was third, whilst he’d then take a further eighth podiums in the next rounds, at least one at each track. But it’d be the French Round at Magny-Cours where he’d burst onto the scene as a real talent for the future; from 16th on the grid and 1.3s down with two laps to go, Razgatlioglu pushed hard, chasing down Jonathan Rea to take a first ever WorldSBK win in thrilling circumstances. He backed it up with another win in the Tissot Superpole Race before finishing the season fifth overall with 13 podiums and two wins.
Moving onto the factory Yamaha and the Pata Yamaha outfit, Toprak Razgatlioglu was hot property going into 2020, living up to all the hype by winning the opening race of the season; one of just 14 riders to win on their new-team debut. Razgatlioglu took eight more podiums and two more wins, clinching fourth overall in the Championship despite missing two races at Barcelona-Catalunya following a Warm-Up crash. Top Yamaha and taking two wins and a second in the final round at Estoril, it was a strong end to 2020 and a good platform to build on going into 2021.
“Then, it was the big year, the huge one and perhaps, one of the biggest in the Championship: could WorldSBK’s most dominant and most successful rider in Jonathan Rea be toppled?”
Then, it was the big year, the huge one and perhaps, one of the biggest in the Championship: could WorldSBK’s most dominant and most successful rider in Jonathan Rea be toppled? The answer was yes; Rea may have won four races from the first six, but once Toprak took victory at Misano in Race 2, the floodgates opened. Thrilling wins at Donington Park were followed by a last lap showdown with Scott Redding at Most in Race 1.
The gloves then came off with Jonathan Rea at Navarra in the Superpole Race, as well as in a phenomenal final lap battle with his title rival at Magny-Cours in the Superpole Race there too. However, it’d go on to be decided off-track after a final lap track limits infringement saw Jonathan Rea take the win.
The rivalry gave fan an exciting year of racing, as it was anyones championship throughout the year…
With the rivalry now at its height, more intense battling came in the Superpole Race in Barcelona, Jerez’s emotional Race 1, Portimao’s hectic Race 1 and San Juan’s titanic Race 2. Since Portimao, Toprak’s been able to slowly edge to the title and although he put himself within striking distance for Argentina, it was the Championship’s return to Indonesia where he was able to finally achieve his life-long dream of becoming World Superbike Champion. He did it in style too; not holding back and playing it safe; he laid it all on the line and was going for victories right until the end.
“It was the Championship’s return to Indonesia where he was able to finally achieve his life-long dream of becoming a World Superbike Champion.”
So, now he’s Champion, what next for the 25-year-old Turk? Well, he’ll head home to Sakarya in Turkey, where he lives with his mum and probably tell her all about it. Then, after all the celebrations have calmed, attention will turn to 2022 and making sure that he can do it all over again next year.
Add in plenty of extreme sports throughout the winter, such as snowboarding and probably, some races at Kenan Sofuoglu’s kart track on the Yamaha R3, and he’ll be busy. Whilst being one of the most eye-catching and flamboyant on-track, Toprak is a quietly spoken and humbling star. After all, he was just a kid with a dream of being World Champion.
To understand this eccentric banking heir, who turned his father’s small New Jersey Bank into a financial powerhouse, before selling it for over $1 billion, you must first dig deep into your passion for all thing’s moto. Close your eyes, imagine the most perfect of scenes…
Alan Wilzig is the racing team owner behind a house that every motoring fan worldwide wishes they had.
As you leave New York City and head north along the Hudson River, the West Side Highway leads you past the iconic George Washington Bridge, alongside the Bronx and into suburbia. Strangely named enclaves like Yonkers, popularised in TV and film, eventually give way to picturesque farmland.
The Taconic State Parkway is for many, an escape route from the chaos of the city and the burdens of the life that it brings. At the mile 50 marker you feel as if you have been teleported from an Urban Metropolis, as concrete gives way to green fields and beautiful homesteads, while horses and cows gaze lazily at the traffic zipping by.
The quiet and peaceful scenes are a great spot for city folk to get away to.
Being just outside of New-York city, its an interesting sudden change of scenery.
For most well-heeled New Yorkers, this Parkway represents a cathartic path to peace and quiet. But for one, Alan Wilzig, the rolling hills and seclusion of Taghkanic, in Columbia County, would provide catharsis of a different kind, best enjoyed on two wheels, or four on the limit of traction.
Imagine your own personal professional grade racetrack, a garage, no that’s too small, make it a hangar of sorts, filled with exotic race cars and motorcycles.
Add to the mix some shifter carts, exotic supercars, a collection of memorabilia and race paraphernalia which resembles a museum and just for good measure throw in a lake with a dock and some jet skis for the summer.
Nestled in the trees of the country side is Wilzigs modest house.
His shed dominates the property.
Despite his large collection, Alan still has a love for the basics like go-karts.
The centre piece is the Indy car.
Once you’re done imagining it, rejoin me here to find out what you forgot to include, because I have been witness to a “Field of Dreams” which exceeded everything I could possibly imagine. It is the real world of the “Willy Wonka” of motorsport, Alan Wilzig.
Alan started out from humble beginnings, turning his fathers small bank into a billion dollar deal. Here he is pictured with Jonathan Rea.
I met Alan on a plane one day a few years ago, we were flying to New York. I was on my way to a MotoGP race. Alan had been doing a three day training program with the Yamaha Champions Racing School. As I settled into the middle seat, a guy in a Repsol Honda jacket inched down the aisle.
His trophy collect is proof that there is plenty of skill behind his helmet.
Ex Vee Two Australia Alan Cathcart World BEARS title winning DB2 racer. All the way from Perth!
Simply stunning. And rare…
Thankfully he sat next to me and within seconds I was interrogating him about his choice of clothing. The four-hour flight came and went faster than any I have done. We talked non-stop; the stories Alan shared went from the sublime to the ridiculously sublime. As we parted ways, he invited me to catch up again. I wasn’t sure if he had just told me the biggest bunch of lies, or I had met the actual Dos Equis guy, you know the one “The most interesting man in the world”.
Under the best of circumstances, building a racetrack in your back yard is no easy feat. Layer in a broader community used to fighting development, carpetbagging city slickers who want to preserve their quiet and militant anti-development neighbours who live several miles away, who would object to kids hosting a bake sale out the front of their grandparents’ house.
Getting the local council on board took millions of dollars in legal fees.
Wilzigs track has been in plenty of magazines.
The track is the motoring equivalent of Willy Wonkas chocolate factory.
Just about every part of his house is an art piece, thanks to his love of architecture.
The road to the racetrack was a long one, starting in 2004 and eventually finishing in 2010 after several New York Supreme Court challenges and subsequent appellate court appearances, costing over $10 million. To do this you must be an unusually motivated participant in life at a level reserved for only the most fortunate and dedicated.
The rolling hills just outside of New York seem like a complete different country from the bustling city.
His love of bikes and cars dates back to childhood. As a student, his dad, a Holocaust survivor, rewarded he and his brother with a Corvette for achieving good grades. As the most junior of bankers following the Holocaust survivors career path, managing the branch pest controllers and doing every other job nobody else wanted to do, Alan did so in style.
Wilzig Racing Manor.
It’s hard to see what he loves more considering his extensive collection of cars and bikes.
Wilzig Racing Manor.
Trading his Corvette and cashing out his bar mitzvah gifts for a fly yellow Ferrari, a misstep that sent his father into a rage as he chastised the younger Wilzig for expediting the rewards of hard work. Alan’s proudest day seems to have been crushed, only to be revived as he heard his father’s throaty laugh as he shared the sons scalding with a fellow Holocaust survivor and friend. “Can you even imagine” Siggi Wizig said “That my son buying a Ferrari should be my biggest problem when not 50 years before we were eating dandelions in a death camp to survive”.
Following his father’s passing, the Wharton schooled Wilzig assumed the reins at the Trust Company of New Jersey, growing its branch count and expanding its loan books significantly. Where his father had tried and failed to sell the bank, Alan struck a deal in 2004 to sell the company to a competitor in a cash and stock deal that would prove to be a masterful transaction as the acquiring bank was purchased by Capital One a few years later, valuing the stock at a significant premium.
Alan drained and then expanded the lake that was already on the property.
It’s a nice break away from the noise and speed of his collection.
Gorgeous homestead.
A very cool break area.
With the financial means to bring any dream to life, Alan set about building the Wilzig Racing Manor. Having selected a site with gently undulating hills and a beautiful spring fed pond, Alan set about designing the track, draining then expanding the pond into a 25-acre lake and restoring the historic barn and Dutch Colonial house into works of modern art.
The track is a bi-directional circuit, its nine turns feature a banking left hander, a cross over allows racers to cross the circuit and run it in the opposite direction. The conventional 1.15-mile circuit then expands to over 2.4 miles with this clever use of the crossover. There are few barriers to the circuit, instead the runoffs are a mixture of grass and gravel.
The track is simple yet challenging, with multiple layouts available to tackle, with the option to reverse it too.
At 90 feet wide, the circuit is wide enough for cars to pass and more than ample for the self-imposed limit of up to four bikes to chase each other around. Why just four bikes? Remember this is the dream circuit, just for you and your friends, it was never intended for commercial use.
The pit lane access roads link to the road network, which services the Wilzig Racing Manor, connecting the residence to the “Wonka-land” moto museum which drew its origins from a Tasmanian emergency services helicopter hangar. Alan, an enthusiast of design and architecture, had seen pictures of the hangar in a magazine and instructed his architects to draw inspiration from its brow shaped roof line and open plan interior.
The track is ultra wide, with plenty of space to overtake.
While the track looks small on the map, it doesn’t in real life.
Tri Colour 851 artwork.
TT 750 F1 bodywork art.
The deceptively large building is clad in metal exterior paneling with a soft rusted patina. Nestled in a hollow below the circuit, instead of dominating the landscape it blends in beautifully, especially with the autumn colours.
The two floors of bikes and cars are a sight to behold. Something that a lot of people would be lucky to see.
Upstairs placed around the perimeter pathway is the biggest collection of Bimotas I’ve seen. I counted 28 of them ranging from the first generations to the most current and the V-Due 500cc two-stroke model, which sent the storied brand into bankruptcy and the eventual hands of the Kawasaki group.
His love for Bimota is unmatched.
There were plenty of rare models spread out across the floor.
Early to late Bimota models
“I counted 28 of them ranging from the first generations to the most current.”
The most interesting of that collection belonged to Steve Forbes of the Forbes magazine empire. So much did he love that bike that he had a Samsonite case made for it, allowing him to pack it into his private jet so he could travel with it to far-off places.
The Steve Forbes Bimota SB4 has an interesting history… He carted it all over the world…
There is no fewer than 14 Ducati’s, my favourite being the 1957 Americano, which harkens back to the days of slippery fairings and bravery of those who rode it. The most unique of the Ducati lot is the “hybrid” MV Augusta / Ducati “egg bike” custom commissioned by Alan and painted using the techniques employed by the Faberge for the creation of their exquisite Russian “Eggs”.
Awesome Fila Ducati 999.
Couple of Yellow Supersports, Richard Collins would have liked these.
Surprisingly, there aren’t many new bikes in the collection, just lots of awesome classics..
These were not so popular when they came out in the early 2000s but the MHRs are getting collectable now.
The most expensive bike in the collection and the one Alan would most love to ride is the Honda NR750 RC40, a super rare collector bike he purchased a decade ago from Japan. Its speed is only rivalled by its appreciation in value, now the most expensive bike in the collection. No wonder he hasn’t ridden it. Oval pistons. Phew…
The Honda NR750 is the holy grail if his motorcycle collection, with one of the most interesting engine designs ever.
When it comes to riding Alan tells me there really is no challenger to his favourite bike, the Krämer GP2 890R. A purpose-built race bike from designed by the German manufacturer and built and supplied from the US distributor. Alan says it was instantly competitive right out of the box without the need to tune and farkle a street bike like the Yamaha R3 or GSX-R600.
Despite having a garage full of the fastest bikes ever made, he still enjoys riding his R3.
Alan says his favourite bike to ride is the the Krämer GP2 890R.
You can’t miss the iconic Castrol livery.
Another favourite of his is the GSX-R 600.
To encourage his friends to experience the thrills of knee down racing, Alan purchased three NSR50 two-stroke race bikes for visitors to practice on. These little demons absolutely rip and are infinitely “chuckable” allowing beginners to really get the feel for leaning into corners without the fear of being bucked by a full-size race bike and ending up in the kitty litter.
When you visit the compound, you have the chance to throw around these little NSR50s or many different go-karts.
While the circuit is private occasionally Alan hosts charity events, club events and track days for his friends at Audi, McLaren and Ferrari. Alan shared a story of the launch of the Audi TT and a very stoic Audi test driver who declined a couple of laps to get a feel for the circuit. “I have been driving these cars at the Nürburgring and every other continent on earth” he replied, before promptly putting the thing backwards into the mud at the second corner, a tricky right hander which is off camber and is a bit reminiscent of the corkscrew at Laguna Seca.
While he has been the subject of plenty of articles Alan is still happy to open his doors to companies looking to launch new models.
If real life driving is too scary, Alan has you covered with a simulator set-up.
A real Petronas FP1. Just wow.
Leathers to match…
Cagiva Elefant. Yes.
More cool road bikes.
Factory Suzuki Leathers.
Every corner you turn theres more bikes!
Trusted with the care and maintenance of the collection and property is Peter Huber. Keeping up with Alan must be a nightmare because the guy is literally always going 100 miles an hour. Peter’s calm demeanour and extensive knowledge of all things mechanical make him the perfect candidate to keep the place in order.
Trusted with the care and maintenance of the collection and property is Peter Huber.
Its safe to say he’s always busy!
During Alan’s decade of road racing prior to the construction of the circuit, Peter managed his race team and was one of the few guys who managed a 100 per cent reliability record from season to season. Peter knows the bikes inside out and importantly knows Alan. When he is not maintaining the property, setting up for weekend shenanigans or showing people like me around, he is hard at work rebuilding bikes, changing slicks and prepping the bikes and cars for the track.
Thats where Peter comes in handy.
With the sheer volume of bikes to work on, there would always be something to do.
It’s not just on road bikes in Alan’s collection.
More ultra rare Bimotas are hiding in every corner.
After ripping around the track in my little Abarth for a few hours one day while Alan had a sleep in after our big night, I got to wonder whether the barking exhaust of my little rocket would be disturbing the neighbours and if it did, how did they cope with the bikes and race cars ripping laps?
Alan is an experienced four and two wheel racer.
But, the track and property have been designed to keep the noise to an absolute minimum to avoid complaints from the neighbours.
It turns out the location of the track on the property and the way it was designed means that the neighbours rarely hear a thing and certainly don’t complain. In fact, one day when we went into town to get pick up a few pizzas for Alans kids, we bumped into a local guy who recognised Alan as being the “racetrack dude” most likely because of the Red Bull jacket and pants.
“Unlike pretentious ‘collectors’ who covet the machine, Alan covets the speed and the experience.”
There is little doubt that Alan is living his best life. Unlike pretentious ‘collectors’ who covet the machine, Alan covets the speed and the experience, sharing the passion with his friends. For lovers of motorcycles and cars the Wilzig Racing Manor may well be the “Field Of Dreams”.
WILZIG RACING MANOR FLYOVER VIDEO
WILZIG RACING MANOR GALLERY
With the sheer volume of bikes to work on, there would always be something to do.
His love for Bimota is unmatched.
Its imperative to get a good quality lid.
The two floors of bikes and cars are a sight to behold. Something that a lot of people would be lucky to see.
Thats where Peter comes in handy.
The Honda NR750 is the holy grail if his motorcycle collection, with one of the most interesting engine designs ever.
The track is simple yet challenging, with multiple layouts available to tackle, with the option to reverse it too.
Alan drained and then expanded the lake that was already on the property.
Nestled in the trees of the country side is Wilzigs modest house.
If real life driving is too scary, Alan has you covered with a simulator set-up.
Surprisingly, there aren’t many new bikes in the collection, just lots of awesome classics..
Now days you don’t have to break the bank to get something highly protective.
A real Petronas FP1. Just wow.
Wilzig Racing Manor.
Leathers to match…
But, the track and property have been designed to keep the noise to an absolute minimum to avoid complaints from the neighbours.
More ultra rare Bimotas are hiding in every corner.
While the track looks small on the map, it doesn’t in real life.
Alan is an experienced four and two wheel racer.
There were plenty of rare models spread out across the floor.
Tri Colour 851 artwork.
The Steve Forbes Bimota SB4 has an interesting history… He carted it all over the world…
His shed dominates the property.
TT 750 F1 bodywork art.
Early to late Bimota models
Wilzig Racing Manor.
“I counted 28 of them ranging from the first generations to the most current.”
Wilzigs track has been in plenty of magazines.
It’s a nice break away from the noise and speed of his collection.
Getting the local council on board took millions of dollars in legal fees.
Despite his large collection, Alan still has a love for the basics like go-karts.
The rolling hills just outside of New York seem like a complete different country from the bustling city.
It’s hard to see what he loves more considering his extensive collection of cars and bikes.
Simply stunning. And rare…
Alan says his favourite bike to ride is the the Krämer GP2 890R.
Awesome Fila Ducati 999.
Couple of Yellow Supersports, Richard Collins would have liked these.
A very cool break area.
Trusted with the care and maintenance of the collection and property is Peter Huber.
The track is the motoring equivalent of Willy Wonkas chocolate factory.
The track is ultra wide, with plenty of space to overtake.
When you visit the compound, you have the chance to throw around these little NSR50s or many different go-karts.
Alan Wilzig is the racing team owner behind a house that every motoring fan worldwide wishes they had.
The centre piece is the Indy car.
Alan started out from humble beginnings, turning his fathers small bank into a billion dollar deal. Here he is pictured with Jonathan Rea.
The latest shipment of RJAYs Apex III helmets has just landed at Cassons! This new version of the legendary, aerodynamic and affordable Apex line of full face helmets from RJAYs sees one new colour option also added to the range of great looking, comfortable lids.
It’s the latest graphic, “Switch” in the new White/Grey/Pink colorway to round out the RJAYS Apex III range.
The RJAYS Apex III features and aerodynamic design but it doesn’t stop there. RJAYS say it has an advanced polycarbonate shell, combined with the inner structure, the Apex III has a certification of ECE 22.05. Featuring an internal sun visor with an easy use lever, meaning you don’t have to worry about swapping to a clear visor at night as you can just click the lever. The clear visor that comes on the helmet has UV protection to keep your eyes safe.
Along with this are top vents to allow air to flow through the interior air channels, a quick release Micrometric chin strap and a removable liner to ensure the inside stays clean.
Plenty of colour options available to suit your budget.
Check them out in the RJAYS catalogue now!
The Apex III in a solid colour has an RRP of $139.95 or if you want to switch it up with your style, you can get one with a livery for an RRP of $149.95. They are in-stock now through Cassons or you can contact your local motorcycle store to check the stock. Check out the full catalogue here.
If you’re on the hunt for a race bike or track bike and you’re limited to under $5000, there is plenty of scope to build a fantastic bike like I have done. My goal to buy a cheap track bike has been achieved and I couldn’t be happier.
Pommie has you sorted when it comes to looking for a new track bike. He picked up his R6 and got it track ready for $5000!
During 2009 I was trying to transform my R6 from a basically stock bike with worn out suspension, into a sharp handling, fast stopping track machine. The aim of the project was to get everything as cheap as possible and do most of the work myself to save money. I’m lucky that I am mechanically minded and have friends in the business that I can scrounge parts off. To be honest, I may have pushed the bounds of friendship with Jeff somewhat in my quest to get the job done but that was never a reason to give up and pay full retail!
So what’s been done so far? Well the most important part for me was the suspension. To be blunt, it was shagged and ripped up back tyres like they were going out of fashion! Next on the list were the brakes. The standard ones are OK but for the track, more stopping power is nice. Thankfully, Hel supplied trick looking braided lines and I replaced the pads with EBC race items. Another problem with my R6 is the fact that tank slappers are all too common and a bit scary. With this in mind I raided Jeff’s shed and found a nearly new steering damper. Unfortunately, it had no fitting brackets so I had to manufacture some to get the damper working. I gave the bike a thorough service and check – a sensible move before risking my life at 250km/h. Next I fitted a race airfilter and replaced the battery. Lastly, I slapped on a bit of black paint and fitted some stickers. I took the bike to my mate Anton to fit some race rubber and that was just about it.
New pads in!
Sorting out the front suspension.
Eliminating tyre wear one step at a time.
Steering Dampener.
So I arrive at Eastern Creek all excited about the first ride on my shiny black track bike. As I head out on the track and tip the bike into turn two, I can feel the difference in the suspension immediately. The bike now feels so light and easy to steer as I flip-flop from turn two to three. Unfortunately, I can also tell instantly that I’ve dropped a bollock by fitting the race airfilter and not re-jetting the carbs. The R6 now has an obvious fuelling problem and must be getting too much air in the carburettors. So I get out the gaffer tape and try to restrict some of the airflow. This works a bit but the bike is still far from perfect and dozy-me had forgotten to bring along the standard filter!
Anyway, I decide to make the best of it and have some fun – and fun is what this bike is all about. Instead of being worried about dropping my road bike, for less than four grand, I thrashed the R6 around the track without a care in the world.
Pommie was lout having the time of his life, he didn’t even need to break the bank to do it either!
The brakes are now so powerful that I have to change my braking points. Allowing for later braking should speed me up but instead it just scares me more! I can’t get over how much better the bike handles. With the steering damper fitted, gone are the frightening shakes. As I return to the pits and jump off the bike, proof of the bike’s improved suspension is apparent when I check out the back tyre. Instead of being torn to bits, it’s now as smooth as a baby’s bum all the way to the edge.
So was all the work worth it? Hell yes! Even with the bike running rough I can still manage a reasonable lap. Once I get the fuelling right the bike will be a ripper. I’m not sure if my lap time will improve. I may just have to resign myself to the fact that I’ll always run around in the low 1:50s. However, one thing is for sure, I’ll certainly be less worn out at the end of the day after riding a bike that’s set-up correctly.
“All up the 1999 R6 has proven to be a great choice and with a bit of scrounging and begging I’ve only spent $1800 on it and $1000 of that was in the one area where I didn’t scrimp – suspension.”
All up the 1999 R6 has proven to be a great choice and with a bit of scrounging and begging I’ve only spent $1800 on it and $1000 of that was in the one area where I didn’t scrimp – suspension.
Following the provisional calendar announcement, which sees the championship travel to seven different countries, the provisional Entry List for the 2022 FIM Enel MotoE World Cup can now be announced, with 18 riders of at least six nationalities set to contest the Cup next season.
“Following the provisional calendar announcement, which sees the championship travel to seven different countries, the provisional Entry List for the 2022 FIM Enel MotoE World Cup has been announced.”
A host of fast faces return to the grid, including 2020 and 2021 Cup winner Jordi Torres (Pons Racing 40). The Spaniard will be joined by the likes of 2021 runner up Dominique Aegerter (Dynavolt Intact GP), multiple race winner Eric Granado (LCR E-Team), 2019 Cup winner Matteo Ferrari (Felo Gresini MotoE), race winner Miquel Pons (LCR E-Team) and podium finisher Mattia Casadei (Pons Racing 40).
The 2022 season will also see the return of Grand Prix winner and established MotoE™ challenger Bradley Smith, the Brit set to line up at WithU GRT RNF MotoE Team alongside another experienced, returning rider in Niccolo Canepa. Grand Prix podium finisher Hector Garzo (Tech3 E-Team) also returns to the fold, having already proven one of the fastest in the field in his previous MotoE™ outings.
“A host of fast faces return to the grid, including 2020 and 2021 Cup winner Jordi Torres (Pons Racing 40).”
The experience continues with Maria Herrera (Openbank Aspar Team), Hikari Okubo (Avant Ajo MotoE) and Kevin Zannoni (Ongetta SIC58 Squadra Corse), and there are also a good number of rookies set to contest the Cup in 2022.
They include the likes of Xavi Fores (Octo Pramac MotoE) and Alex Escrig (Tech3 E-Racing). Fores is a multiple podium finisher in WorldSBK and has a wealth of experience on two wheels ahead of his new challenge, and Escrig arrives from winning the STK600 category in the 2021 Moto2™ European Championship – as did Fermin Aldeguer, one of the fastest MotoE™ rookies last season who then went on to take the European Moto2™ crown.
Wakefield Park is located near Goulburn in NSW and is named after the founder of Castrol Oil. While it is a relatively short track it has plenty of fast sections that can make or break your lap. Check out how to get the most out of your lap!
Turn one is the fastest corner on the track. Rider will often downshift a gear and roll the throttle back before turn two.
Turn One
Depending on what size bike you are taking through there, this is not really much of a turn and is more of a fast kink. On the ZX-6R it was back one gear from sixth and then rolling the throttle back on slightly before turn two.
After coming through turn one, you’ll be on the brakes hard for turn two. Don’t stress though, there a large run off and gravel area if you get it all wrong!
Turn Two After drifting to the outside of the track coming through the turn one kink in fifth, I would pick the bike upright a little to brake in a straight line while shifting back two more gears before tipping into turn two. It is important to release the brakes early here to let it keep rolling and pick up the throttle early to keep the rpms from dropping too low and get a good exit which could allow one of the very few passing chances up the inside into turn three.
“On your own (or at a track day) you would approach from the outside white line, shifting back to third for a fast entry.”
Turn Three On your own (or at a track day) you would approach from the outside white line, shifting back to third for a fast entry but in a racing situation you had to cover yourself a little from someone coming up the inside.
Turn three exit.
Turn Four
Turn Four Was simply about pulling it back to the left a bit and shifting back to second and even a mid-track entry was okay here because you tended to park it a little before you started to build speed again through the next series of turns.
The exit was fun as this was the first of two turns where it would slide and spin a little then shifting to third just before tipping into turn six.
Turn Five After picking it up a little and driving out of turn four over the slight rise, turn five was slightly faster as you went down through the dip that was the apex, all the time being careful not to grind out the cases and foot pegs through here and ending up on your arse in the dirt.
Turn Six
Turn Seven
Turn Six & Seven This turn meant building speed around the right and keeping the bike stable before flicking it left through the fast turn seven. Depending on the bike and gearing again, but usually it was up to fourth through here to soften the bike slightly under acceleration before grabbing the brakes and back to second for the tight left.
“Turn Eight was basically just a matter of getting it stopped and lining it up for the exit onto the next faster section.”
Turn Eight
Here it was basically just a matter of getting it stopped and lining it up for the exit onto the next faster section. After apexing the turn you would get on the throttle smoothly, a little like the 11 and 12 combination at Eastern Creek. Picking up the throttle and letting it run out before pulling it back in to apex again.
Turn nine is all about getting a good run onto the back straight. Plenty of time can be made up here on a small bike.
Turn Nine Having shifted up to third on the exit of turn eight and sometimes fourth (again to keep the bike settled), it was then the flick right and on to turn 10. You really needed to be inch perfect through here – outside white line, inside white line and outside white line again to get the run onto the back straight and hopefully create a passing chance into the last turn on the track, the tight second-gear turn 11.
Turn ten is a make or break corner. It sets you up for the rest of the lap but you can also get it all wrong through here and end your race.
Turn Ten Following KC around here in the early days was when I started to realise that rushing in all locked up on a bigger bike wasn’t always the best way because although I liked to be able to close the gap a lot on Kev on the brakes I would lose all of it and more again every time on the exit.
Despite it being a fast track, it flows well on 300cc or smaller bikes with corners being all about carrying the speed.
That was when I started to realise I wasn’t using the power on the exit because I couldn’t get the throttle opened. All because I was still trying to get it stopped and all back in line and I was carrying way too much lean angle while Kev was already gone with the throttle fully open.
Jeff has seen some success racing at Wakefield.
Overall, it’s a great track!
Overall I really enjoyed riding around on my own at Wakefield Park and loved the layout but racing on it left me a little frustrated trying to find passing places. I would imagine it must be a pretty tough race around there with a field of superbikes unless you had qualified on the front row and got away at the front. Saying that though, compared to some of the BSB tracks I have seen, Wakefield Park leaves them standing in the shade.
“compared to some of the BSB tracks I have seen, Wakefield Park absolutely leaves them standing in the shade.”
Being honest though, if they can run car races around Wakefield Park, then back in 1997 when I last raced there in my early Supersport days I probably still had a fair bit of my overtaking craft and manoeuvres to learn.
Wakefield Park is located near Goulburn in NSW and is named after the founder of Castrol Oil. WORDS: Andrew Pitt PHOTOGRAPHY: Keith Muir, John Smith
Thinking about getting into racing or just want to do a track day? Check out our list of contacts to help get you started.
When Todd bought his new 2012 CBR1000RR to get back into road bikes after a few years switching to off road, he went to town on all the bling bits he could find. What he ended up with was a stunning black current Blade and there was no way he was going to trash it at a track day.
“After many weeks he eventually found this amazing Fireblade on eBay, it turned out to be only 15km from his house.”
As a qualified flag marshal and a race fan, Todd had always wanted to get out on the track himself so decided to build a track hack just for that purpose. Something that was affordable and would not break the bank too much if it was thrown down the road…
After deciding on a big bore Japanese sportsbike, Todd began the search. After many weeks he eventually found this amazing Fireblade on eBay and better still, it turned out to be only 15km from his house. A call was made and a deal struck and later that night Todd had a crashed CBR929 in the shed. Well, in a mate’s shed anyway.
The best thing about bikes as commons as the Fireblade are that parts are super easy to score.
A quick look on eBay and he was in business.
The bike was previously a track day bike and the owner parted company with the bike. It had extensive gravel rash and the tank was dented. It was also dirty and in need of a service and new tyres. A quick visit to eBay saw Todd score a set of Castrol race fairings that were delivered from China for $500.
“I then filled the dent and had a local smash repair joint respray the tank white, then went over the bike with spanners and checked every nut and bolt, changed the oil and filter, and basically gave it a detail and tidy up”.
Yoshi exhaust kit.
More than enough power to have fun with.
“I then got a red Pro Bolt kit from eBay and a screen from the UK. The only problem I encountered on the build was the fairing kit mounting holes were too small for the grommets. But all up I only spent about four weeks on the bike”.
Todd purchased every single part online, “There are some great bargains to be had,” says Todd, “Don’t be turned off by cosmetic damage just add a fairing kit to your budget and any other minor scratches won’t affect your lap times!”
Nissin calipers.
“There are some great bargains to be had,” says Todd.
New parts used on the bike include the fairing kit, Pro Bolt kit, screen, oil and filter plus tyres are on the way. Used parts were donor bar ends from the owner’s 2012 CBR, heel plates and a chain guard.
“I couldn’t be happier. The entire bike cost less than a repair if I drop my new Blade. I spent just on $3000 and I took it to Western Sydney Dragway for a shakedown ride and ran 10.937@213km/h so that is great. Next up I want to change the gearing, fit new tyres and hit the track”.
