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

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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....

Across 2025, a total of 30 Ride Days and six Ride Nights were run at Sydney Motorsport Park, attracting 4,518 riders. Participants came from all walks of life, nationalities and backgrounds, united by a shared passion for riding one of Australia’s premier motorsport venues.

Looking ahead to 2026, the calendar expands even further. A total of 31 regular Ride Days and 11 Ride Nights are planned, alongside a limited number of weekend and public holiday events, plus several special dates yet to be announced.

One of the standout features continuing into next year is the opportunity for riders to hire premium superbikes on every Ride Day, including the Ducati Panigale V4S and BMW S 1000 RR. For those wanting the ultimate on-track experience, the Full Factory Experience will also return, offering riders access to up-spec Ducati Panigale V4S and BMW S 1000 RR M Sport machines, complete with slick tyres, tyre warmers and personalised setup.

New for 2026 are brand-specific days, including BMW Motorrad Days and Ducati Experience events, where only motorcycles from that marque take to the circuit. Exclusive Full Factory Experience Days will also be introduced, limited to just 10 riders on track, with seven dedicated sessions per day.

Further details on these new experiences will be revealed in the new year, as Sydney Motorsport Park continues to elevate its motorcycle ride-day offering for 2026.

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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

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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.

Check out our other rider training articles here…

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....

After many Ride Days were cancelled due to the NSW COVID-19 lockdowns, the organisers say they are happy to announce that they’re back! You’ll have to get in quick though as the remains dates for 2021 are filling up quickly. See the dates below.

• Wednesday 26th January (Australia Day) – $345 – SOLD OUT
• Friday 4th February – $295 – AVAILABLE
• Sunday 20th February – $345 – AVAILABLE
• Thursday 10th March – $295 – AVAILABLE
• Friday 11th March – $295 – AVAILABLE
• Sunday 20th March – $345 – AVAILABLE
• Monday 21st March – $295 – AVAILABLE
• Monday 4th April – $295 – AVAILABLE
• Monday 18th April (Easter Monday) – $345 – AVAILABLE
• Monday 25th April (Anzac Day) – $345 – AVAILABLE
• Sunday 15th May – $345 – AVAILABLE
• Monday 16th May – $295 – AVAILABLE
• Tuesday 17th May – $295 – AVAILABLE
• Monday 13th June (Queens Birthday) – $345 – AVAILABLE
• Sunday 26th June – $345 – AVAILABLE
• Monday 27th June – $295 – AVAILABLE

During the lockdown, the organisers have been working flat out on some upgrades to make your experience at each and every SMSP Ride Day better! Part of this is going paperless for their Registration & Safety Briefings. When you book for your next SMSP Ride Day, you’ll now get an email confirmation which has a link to your Registration Form & Safety Briefing. These forms can now be completed online prior to the event, speeding up the process of getting you on track.

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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.

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.

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.

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.

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”.

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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.

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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.

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.

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”.

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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.

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.

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 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.

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.

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.

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”.

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…

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.

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.

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.

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.

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.

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?

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.

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

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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.

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.

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 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.

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 & 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
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
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
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.

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.

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.

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

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Obviously, we all want to make sure our pride and joy is going to be transported safely and arrive at the destination in the same condition as when we started. This is where it can be difficult if you don’t know or understand what the bike needs and what you need to do to make sure that all is safe and all is not damaged.

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First and for most is how you get the bike into the transportation you have decided to use. I can’t think of many examples where you can just roll the bike in without having to climb some sort of gradient, so, we are going to need a ramp. Now, I mean a ramp, not a lump of timber, not a section of U channel from a building site and not a convenient couple of mates to help you lift it on. Mind you I have one ingenious rider at Eastern Creek load and unload his and hers bikes using a hydraulic crane off the side of his truck using slings to support the bike! Very clever.

The height that you have to get the bike to, ute or trailer or van, can be made far easier if you obtain a ramp that can be long enough to make the ramp angle more shallow, this alone will make the job of pushing or riding, yes riding, you bike into or onto your transport.

There are many types and styles of aftermarket ramps, most are aluminium and most fold for convenient storing; some have supports to the ground in the middle and so on.  One of the most important things you can do with your ramp is have it lock in, in some fashion to the trailer, van or ute. This obviously stops the ramp from moving when loading or unloading, a secure ramp gives you confidence to hit the ramp with speed when loading. If it slips to the side you will drop the bike from a fair height. You might even end up under it and injured. 

Once the bike is on board, it has to be secured; many bike trailers have a built in front wheel support area. Box trailers, vans and utes don’t so you need to make sure that the front will stay where you want it to. There are many aftermarket support stands that can be bolted down to the floor of a trailer, van or ute. Most will hold the bike upright when the front wheel is in place giving the luxury to then move around the bike without the fear of it falling while you tie it down, these are a must if you are doing this a lot on your own.

Tying the bike down is the most critical and misunderstood aspect of the job. This is where damage can occur to your bike, forks and fork seals can damage very quickly if you tie the bike down incorrectly.

The bike, even when tied down, must be able to move, the suspension must be able to go through it’s normal movement without being hindered. The bike needs to be able to bounce but not come loose. If you lock in both the front and rear wheels absolutely solid with no back and forth movement the bikes suspension can’t move or travel. Think about it, the wheel base of you bike changes as you ride, the suspension when fully extended gives the longest wheel base to the bike, when the suspension compresses the wheel base shortens because the forks are angled, the swingarm also changes the wheel base.

So, if you lock both wheels, there is nowhere for the suspension to move except to try and compress and as a result damage will happen to your bike. Most common is fork seals and steering stem bearings, but the longer the bike is tied down and the longer the distance of transport, more damage can occur. You also need to ensure that hooks or soft ties are secured in a way that when the suspension of the bike compresses over bumps, the strap or tie down won’t become unhooked from the bike when the strap goes slack momentarily. 

The answer is to only lock down one wheel, if the front is your choice, lock it by the axle or lower section of the forks near the axle, not by the triple trees pulling the front down, this will cause damage. If by the rear wheel, the same applies, only by the wheel, there are some very good tie down systems for rear wheel on the market. There are also many types and brands of tie downs, I prefer the ratchet type, fitted properly they never come undone. To support the bike from rocking from side to side, use points on the frame about mid point and about at wheel height. This will support the bike but not put strain on it.

Think about where you put your fuel can, tools and any other gear including the ramp, if these are just placed in the vehicle or trailer and not secured they will move, they can then rub or scrap your bike, rub or scrape on other gear, it wouldn’t be good to have you fuel can rubbed through on a trip and end with 20 litres of fuel sloshing around in the back of the van or trailer. 

And one thing I always remember – Mark Stenburg, our contributor and lawyer, once represented a man who’s bike ramp bounced off his trailer, went through a car windscreen and seriously injured the driver. He did jail time. So always secure your ramp!

If your bike falls off on the freeway, it’s gonna cost you big bucks! Words: Paul Bailey

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There are four levels of advanced rider training offered at CSS all designed to teach you step by step how to improve the stability of your bike around a corner by refining riding technique. I enrolled for Level 1, which teaches the fundamentals, gets you comfortable with the track and corrects bad habits.

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My riding experience surmounts to a little over a year of inner-city Sydney commuting. So although I am quite proficient at dodging apparently blinker-less cars at speeds less than 80km/h, I had never graced the track. As the date for the event drew closer and closer, my trepidation grew and grew. 

My pride and joy is a 2013 Honda CBR250R Moriwaki Edition, a bike that until the morning of the CSS day, I felt had more than enough power. Arriving at Eastern Creek Raceway at 7am sharp, my nervousness was compounded as my little bike seemed to shrink in the company of the other motorcycles lining up to be inspected by the CSS staff. 

As I fretted about potentially being the only person to never have ridden on a track before, I struck up a conversation with some gentlemen waiting in line next to me. Both had been riding for over a decade, but had never set tyre to track either. Throughout the day I met a huge variety of people, mainly participating in Levels 1 and 2, and it became clear to me that CSS caters for every rider.

After my bike was inspected and deemed ‘track-worthy’, the charismatic Steve Brouggy, the co-founder and managing director of CSS, gave us an introductory safety briefing. Steve was quick to establish a sense of ease and excitement among the students, peppering his talk with jokes that bordered on inappropriate, but were nonetheless hilarious. After this initial talk, we were split into our respective classes and assigned coaches with no more than three students allocated to each coach. 

Our group was the first on the track – a daunting prospect for any first-timer. The first session was an orientation lap, where we could only use fourth gear and absolutely no brakes. I was mildly terrified at this announcement, thinking it would be a virtually impossible task based on my winding, convoluted map of the track. These first laps were also designed to get us comfortable with the entry speeds of each corner of the track.

Shaking with adrenalin after the initial slow but nerve-wracking session on the track, we were marched directly upstairs for our first lesson with Steve – throttle control, arguably the most important control for cornering. On the track, the coaches would locate each of us in turn and ride ahead, signalling with a specific hand movement when and how much to throttle-on in the corner. Out of all the drills, this was probably the one I had least trouble with. I found my normal pattern of acceleration was similar to what my coach was instructing, if a little early in the corner. The second drill however, had a profound effect on my mindset and consequently on my riding. 

In this drill we studied turn points, or simply the spot you aim for in a curve that will give you the straightest line through the corner and the most predictable exit line. The turn points for each corner were marked with a white cross and on the first lap, all of the turn points felt very late in the corner and about a quarter of them felt nearly impossible to hit. It was then I learned that I had been inadvertently increasing the curve of my line around a corner by turning too early. 

By the end of the 20-minute track session, I was getting accustomed to the new turn points with the most significant improvement being a tight finishing line, rather than the usual line, consistently wide and less-predictable. 

Up until that point, I am ashamed to admit that I had never been aware of counter-steering. This drill was a revelation, and from talking to the other participates, I believe it was enlightening for everyone. The drill involved weaving at a constant speed down a straight line by consciously counter-steering. Two coaches watched from the start line and corrected positioning and technique. We all had to repeat the laps of the straight at least five times before the coaches were satisfied. Although the drill was tricky to get the hang of, once I had the hang of it, achieving the turn points on the track became easy as I learnt to quick steer later in the turn to avoid correcting in the middle of the corner.

The next drill also had a profound effect on all the riders present. The drill was called ‘rider input’ and focused on allowing the motorcycle to have its head in a corner, not trying to fight against bike. All of us found that since we were concentrating hard to put all our learning into practice, as well as the fact that we were repeatedly putting our bodies into a stressful, adrenalin-ridden state, we tended to grip the handlebars for dear life, tensing our upper bodies. 

As we discovered, this makes the vehicle unstable in a corner. A bike oscillates within a natural degree of lateral movement, particularly when headed around a corner. By allowing the motorcycle to move within its own framework by relaxing the grip on the bars and dropping the elbows into a relaxed state, the motorbike becomes perceivably more stable. Coming out of the infamous turn two hairpin, I audibly gasped in amazement at the difference in stability exiting the curve compared to the previous session. However old habits die hard and I still had to fight my body at each corner as it attempted to tense up at the prospect of leaning closer to the asphalt.

Early in the day I had felt the unexpected thrill of terror and then triumph as my boot scraped the ground around my favourite hairpin on the track (turn 9). The concentration I held on the track gave me a symbiosis with the bike and I didn’t even realise how far I was leaning until this sudden jolt. 

Naturally, I freaked out and immediately backed off the throttle, ending up with a wide exit line. After this and as the day wore on, I felt as if I was actually decreasing my speed into the corners and each one began to feel laboured. I thought this may be a result of muscle fatigue after four separate adrenalin shots around the track. On the fifth and final drill, the reason for my discomfort became apparent. Since the second drill teaching us about turn points, I had had my attention focused too much on meeting the white crosses on the track. This meant as I approached the cross, I reduced entry speed too much and was tense moving into the corner. Drill five was called ‘two-step turning’ and focussed on teaching us to locate the turn point on the road, then once it is clear that you will hit that mark, change your eye line to focus on the apex of your corner.

“Once I understood this, all the other drills and skills I learnt throughout the day fell together, the corners felt much more natural and it became an immensely thrilling last hurrah around the track. I was cornering faster and with much more stability and I now had the confidence I was lacking previously.”

The first few laps on the track are frightening because the experience was completely foreign to me. I had never had somebody tape up my rear vision mirrors and speedometer and tell me ride – presumably at high speed – with no cars and your control of the motorcycle being the only potential hazard. Besides forcing myself to stop trying to check my mirrors, as the day wore on and with the help of Steve and the coaches I became immensely comfortable in this environment. There is something entirely euphoric about the experience. You become removed from your body as you execute a series of actions to bring you successfully around a corner at ludicrous speeds. 

In your mind you know you are putting yourself in danger, but the risk is confined entirely to the accuracy of your actions. As a result, leaving at the end of the day to putt once more through Sydney traffic felt as foreign and dangerous to me as the initial laps around the track did at 8am that morning. As I grew accustomed once again to city riding, I found I had a new confidence in my abilities to handle my motorcycle. 

I found myself consciously applying each drill we learnt into my riding and felt my old habits – the ones I hadn’t realised were there – gradually dissipate. The school exceeded my expectations 10-fold and I was utterly spent after the long day – both mentally and physically – having crammed so much information into a single day. The skills learned are so important to any rider, I fervently believe everyone with a newly acquired full riders licence should participate in a day at California Superbike School and set their standard of riding early for an inherently safer and undoubtedly more enjoyable ride.

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