This website use cookies and similar technologies to improve the site and to provide customised content and advertising. By using this site, you agree to this use. To learn more, including how to change your cookie settings, please view our Cookie Policy
Pocketmags Digital Magazines
EU
Pocketmags Digital Magazines
   You are currently viewing the European Union version of the site.
Would you like to switch to your local site?
Digital Subscriptions > Fast Bikes > 345 > BRANDS HATCH GP

BRANDS HATCH GP

Steeped in history, the Brands Hatch Grand Prix layout is easily one of the best tracks in the UK – even if we only get 25 glorious days there a year. As it’s so special, we caught up with Tyco BMW’s Christian Iddon to find the best way around it…

Track Attack

YOUR GUIDE TO MASTERING THE BEST OF BRITISH CIRCUITS

1 Brabham Straight

It may be called Brabham Straight, but it’s fair to say you won’t be getting any time to rest. You’ve just exited Clarke Curve which means you’ll be hard on the gas and holding on for dear life as you drift over to the left hand side of the track amid all the bumps. The track dips away before the rise into turn one, so be aware that you’re going to be unsettled, and rear braking helps to keep things in check. In order to make things harder, the track is also fairly undulated as well towards the pit wall, so you’ll be at a constant angle. Here you’ll probably be in about fifth gear (bike and gearing dependant) so it’s incredibly quick, but be thinking about setting up for Paddock early and be prepared for the rollercoaster of a turn that comes up as you climb the hill into the braking zone…

2 Paddock Hill

As mentioned, it’s absolutely vital to get your body shifted over as early as possible before you hit the rise on the entry to the corner as you’ll be hard on the brakes and don’t want things unsettled. For this reason you’ll want to be ready before the braking zone, which can be anywhere between the start-finish line and the top of the crest – dependant on the size of both your engine and your balls. If you’re closer to the crest (about where a 600cc bike would hit the anchors) then it’s best to not hit the brakes at the very top too hard, as it can send the machine very flighty at the rear.

On the way into Paddock Hill there seems to be an array of lines, yet the one that works well for a lot of people (and that I learnt from Leon Haslam) is to stay about a foot to the left of the middle of the track – or just to the left of the pit lane exit paint. You’ll be braking at an angle anyway and there isn’t much gain from being any further out – plus offline can get fairly dusty up there. You’ll be heading in there pretty quick even though it’s uphill so you need to be precise, and as the inside curb protrudes out pretty far you don’t want to be taking it so tight that you catch your pegs. As you tip into the apex you’ll find it actually sticks out slightly giving you a clean indication of where to clip, before making sure you’re on the gas straight away to get the pivotal drive out and up Hailwood hill.

READ MORE
Purchase options below
Find the complete article and many more in this issue of Fast Bikes - 345
If you own the issue, Login to read the full article now.
Single Issue - 345
€4.49
Or 449 points
Annual Digital Subscription
Only € 2.61 per issue
SAVE
42%
€33.99
Or 3399 points
6 Month Digital Subscription
Only € 2.77 per issue
SAVE
33%
€17.99
Or 1799 points
Monthly Digital Subscription
Only € 3.22 per issue
SAVE
22%
€3.49
Or 349 points

View Issues

About Fast Bikes

Where’s Mystic Meg when you need her? Better still, a Triumph Factory mole? Neither appears to be in the Yellow Pages, and Boothy reckons he’s had no luck checking the numbers on public toilet walls. This leaves me no other option than to speculate. Yep, just like one of those truth-bending tabloids I’m about to fill your minds with pure hype, albeit of the considered kind. Of course, I’m talking about the expectations surrounding a potential Daytona 765. I’ve spent a good few days with the Hinckleybased brand this month, nattering to racers, developers and managers alike. I’ve got to know their Moto2 mule pretty intimately, and I’ve seen first-hand the twinkle in eyes when you mention a new Daytona. The retorts have been consistent; regardless of who you ask, saying that if we want it, they’ll build it. And after having had a good stint in the saddle of the largely Daytona-based 765 Moto2 mule, I know we need such a bike in our lives. It was utterly brilliant. But is it going to happen? I reckon so. I’ll leave it there, as there’s loads more goss you can indulge in on my test review of the Trumpet. And don’t forget to sign the government petition demanding the new model before Christmas; I’m sure someone will make one. Something that’s very much real but has been kept a good secret is the revised ZX-10R trio. They’re a smart move by Kawasaki, especially considering the brand’s determination to rule supreme in the ever more stringently regulated World Superbike series, which could’ve left them trailing the likes of Ducati and the expected powerhouse Panigale V4 R. But away from the race track, they’re sure to spice up the Kwackers on the roads, or so our man Urry claims, who’s been lapping them up out in Japan. He’s given us the lowdown and it’s well worth a read if you’re in the market for a new litre bike...