Check out our other track guides here…

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

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

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

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

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

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

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

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

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

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

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

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

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

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.

Check out our other tech tips here…

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

The post Tech Tips: Transporting Your Bike To The Track appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

I had no gear and at the time I had very little money to sort out what I needed for the day. My Father managed to organise a one-piece race suit that I could use for the day. I called a good friend of mine to see if I could borrow his race boots. Luckily they were a perfect fit.  I managed to pick up a pair of AXO motorcycle gloves for $80 the week before the day as well. I had gotten pretty luck in preparation for this day so far.

Check out our other ride day articles here…

The night before the track day, I could barely sleep. I had prepared everything the night before. Leathers out, boots together, a once over of the bike and a full tank of fuel. I rode to the track as I didn’t have a trailer to take the bike. I filled up the tank again at the Shell right by the track. Just to be sure I wouldn’t run out.

Arriving at the track safe and sound I parked my bike in our garage in the pit and upstairs for an orientation where (Paul) talked us through the track day. They went through all the different flags and what we should do in case of an emergency. It was good as I had no idea about any of the procedures for the track.

While I was upstairs scrutineering was underway where they check over the bikes. They taped over the speedo and mirrors. My Father also checked the tyre pressures and pre pumped them up to 32psi at the front and 30psi at the rear as per the recommendation of Paul Bailey at orientation. Now my bike was 100 per cent ready to go out on the track.

I started my bike and let it warm up at the five-minute warning before my group went out. It was now my time. The first session out on the track we were instructed to follow one of the mentors from the California Superbike School. Just to get a feel for the track and the lines to take. Just following along behind, getting used to the surroundings and letting the tyres warm up properly. After the two laps we were on our own. What a feeling! Every corner felt amazing. Being able to accelerate full throttle, come in to the corners as fast as possible and go as fast as my bike could go down the main straight.

I came back into the pits after my first session. I had a smile from ear to ear. Before the second session I had been talking with Mark Weaver as he was there for the day with us. He was giving me tips on how to get the most out of my track day from riding position to the line I was taking. He decided he would just come out on the track with me and show me the best way to go about it. 

Back out onto the track again, this time my Father was out on the KTM 390. It’s a bit bigger capacity then my Kawasaki ZX-R 250 but I knew we would be blasting around the track at about the same speeds and I was a lot more confident. I was following Mark’s lines. He was getting his knee down on every corner. I was trying to do the same but just not getting there. We came back in after what felt like two minutes. Time really does fly when you’re having fun and Mark told me I was so close to getting my knee down. 

Ready and confident for the next session, I head out from the pits with a clear mind. I let the tyres warm up for the first two laps. Then I started pushing harder on the third lap. I go into turn two prepared for the double apex. I was half off the seat, arms relaxed, looking through the corner, knee out and it touches! What a feeling. My confidence went through the roof. I roll on the throttle all the way. The bike revs out to 20,000rpm in second, I come out the corner change into third, roll on the throttle to full and knee down again on turn three. I am smiling so hard by this point. Loving every second of being out on the track. 

Each corner became easier and easier. I felt I was riding a lot smoother. Not like the first sessions where I was coming in too hot to the corners and having to over brake and lose all of my momentum.

On this session my father was in front of me. It was a great feeling to be on the track the day before his birthday with him. The best part was through the last few corners before the straight. Our little bikes were overtaking the bigger bikes. That was probably one of the best feelings of the day. 

Overall though its all about having as much fun as you can and going home in one piece – you and your bike. I would recommend every one to get out there and have a go at the track. It’s the best experience you can have on a motorcycle. 

A big thanks to Jeff for letting me come along for the day and my father for helping me set everything up for the day. Can’t wait for the next one!

Track Day Recommendations 

• Appropriate gear under leathers, such as an under suit.
• Watered down energy drinks, plus food.
• Tyre pressure gauge with release valve.
• Check all your bike’s fluid levels and for leaks.
• Check chain tension, fill up with fuel before arriving.
• Check tyre, brake pad and brake rotor wear.
• Tools for general adjustments or to remove mirrors.

Richard’s Thoughts
It’s really weird at first riding with your son on his first track day. First thoughts are to say, ‘Do this, don’t do that,’ but then how can you say that when you are going to do the exact opposite and will be seen doing it! 

Being William’s first time, he went into the white group as did I. When the first white group session started, all the first timers went out with a California Superbike coach to do a couple of slow – no overtaking allowed – sighting laps. Then the rest of the group are allowed to join, so I waited for William to appear down the main straight so I could hook in with him and show him the lines I take, then follow him for a while to observe.

Any fatherly concerns are gone as he picks his lines really well and I can see that he is a natural and if he was on a bigger bike, probably quicker than his old man. His Kawasaki ZXR250C ‘screamer’ handles like a dream in his hands. Unfortunately my Ducati had an issue, which was my preparation fault, so I parked it for the day, as we had a KTM 390 to test, which I took out in later sessions. What a hoot to ride, specially in corners, but not a match for the Kawasaki.

Fortunately Mark Weaver was with us on his GSX-R1000 and spent a lot of track time showing William lines, how go through the apexes, entry, speed and body positioning/weight distribution techniques, plus coaching back in the pit.  After a couple of sessions and Mark’s coaching, William had his knee down, scraping the knee sliders on the one-piece suit loaned by Jeff. It made me feel pretty good and more at ease that he obviously knows how to control his bike on the track and road. 

Track Day Requirements:

• Provisional motorcycle license or Motorcycling Australia licence.
• Full leathers (one piece or zip together).
• Leather boots that overlap pants (with replaceable sliders recommended).
• Gloves – gauntlets, not wrist length.
• Helmet – minimum of Australian AS1698 standards.
• Motorcycle in good mechanic order.
• Metal tyre valve caps – no caps no go.
• Cameras are allowed but with very specific requirements.

William heads to SMSP for his first track day, with his Dad along for a truly memorable experience… Words: William Collins, Richard Collins  Photography: Tim Munro

The post Track Days: William’s First Time On Track appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....