Circuit Length (Miles):
GP - 2.5
National - 1.9573

Situated in Leicestershire, the circuit is popular with riders but some say that it lacks atmosphere especially with the spectators. With the increased following of the Moto GP the track itself has seen improvements. There are good advantage points around the circuit.

Start / Finish

• The start / finish straight

Redgate

• From the slightly downhill start / finish straight it levels out as the first corner called Redgate is approached
Braking is extremely hard and riders usually use the obvious braking marker of the first part of the pit lane exit by the prominent blue and white kerb, just before the 100m marker
There is only one fast line all the way from Redgate to Hollywood
Some riders opt for the later turn in point, some riders opt for a relatively early turn in and carry brake up to the apex, while others brake later and deeper to turn the bike harder to square the corner more. The smaller bikes will differ to the larger and more powerful bikes at this corner.
Exit speed is crucial
The bike apex is about two thirds of the way along the kerb, the camber does help slightly
Power will be applied progressively before the apex
As you progress on the throttle you need to think about the imminent approach to Hollywood and your line and speed down through Craner Curves (all this to think about before you are even past the apex at Redgate!)
Riders will try to stay off the kerb on the exit of Redgate and will drive hard into Hollywood
Redgate is a deceptive and tricky right-hander because it is actually more than 90º

Hollywood

• Hollywood is a slight downhill right-hander and riders will be on the speed going through this bend into Craner Curves
Riders will tend to move to the right hand side of the track towards Apex 1 of the curves

Craner Curves

• The approach from Hollywood to the first part of the curves is relatively flat but then the track falls sharply away on the entry making the first part of Craner blind
The riders line is extremely important at this point
There is a shallow brow just after Apex 1 but riders will remain on the right hand side of the track ready for the approach to Apex 2
The approach is downhill and riders will be on hard power through this apex hugging the left hand side (this is where the Spitfire Monument is on the right of the track)
The track drops away on exit out of the second apex and riders will be on the power going into the Old Hairpin as there is a large run off area, however if riders use more than two-thirds of the track at this point they will compromise their line into the Old Hairpin

Old Hairpin

• Coming out of Craner Curves riders will be use the left hand side of the track and will be on full power briefly
Riders will usually brake at the 100m mark and the bike should be upright at this stage
The peel off is from the end of the left hand kerb, using little braking where possible
The turn in is off-camber so riders will steer progressively trying to keep momentum
Riders will usually clip the inside kerb at its mid point and will then drive fairly hard from the apex moving steadily to the left hand side of the track where there is a large exit kerb
The throttle will be open from here heading towards Starkeys Bridge

Starkeys Bridge

• As riders approach the bridge they will try to stay over towards the left as the turn point is crucial going into Apex 1 for Schwantz Curve immediately after the bridge
As they leave the bridge heading into Schwantz Curve they will probably be heading towards top gear

Schwantz Curve

• Apex 1 is easily spotted mid point of the left hand kerb
From this apex on the drive out the bike will naturally drift towards the right hand side of the track
Riders will usually be in top gear at this point
The second turn in point to apex 2 will depend on the riders preferred line into McLeans
The classic line takes a later apex to run along the tracks left hand edge allowing a wider line into McLeans itself
Apexing early on the blue and white kerb throws the bike wider on exit uphill towards McLeans

McLeans

• The line into McLeans is difficult to pick which makes it awkward to maintain the sort of speed that is essential for the drive uphill
Riders use two approaches going into McLeans depending what size class of bike they are riding. 125’s will usually take the classic line which is easier which comes in from the left hand side of the track making a full sweep of the corner itself. The other one is for riders to allow themselves to drift right before the corner
The apex has seen recent repairs to the track but in general this apex is straightforward now since the repairs have been done
Riders will aim for the far end of the exit kerbing ready for the full power sprint to Coppice

Coppice Corner

• Riders will be in the habit of using the prominent count down boards to judge their braking on the blind approach
Just after the 100m marker there is a steep uphill towards the blind entry into Apex 1
The commonest mistake is to peel off too early, making riders run wide just after the first apex
Power will applied very early and by using a low gear will help the bike hold line during the early part of the corner
The second apex is immediately past the inside blue / white kerb and riders will be trying to maintain a straight line as possible and to be going as fast as possible towards and past this apex before drifting out to the left hand side of the track and increasing speed going into Starkeys Straight (Dunlop Straight)

Fogarty's Esses

• Through Starkeys Straight and over the crest to the distance markers braking will be very important and riders will usually take a defensive line going into Fogarty’s Esses
There is a brow at the 100m marker so the braking point will obviously vary with the different classes
The approach to the entry point to the first of the bend is slightly downhill and can catch riders off guard if not careful
A late peel off into the first bend is the key (there is a good run off if riders can’t brake in time!)
The entry is off camber so the front end of the bike can easily be lost
At Apex 1, a fast flick from left to right lean is essential, so riders will usually concentrate on a fast exit from Apex 1 into Apex 2
Apex 2 is on the crown of the kerb so riders will drive hard from here
After Apex 2 the bike will tend to move across to the left hand side of the track so it will become a balancing act between maximum acceleration and a potential high-side!
The right hander coming out of the Esses is the most important
Riders will aim to clip the outside just before the end of the kerb but riders will have to be aware as it drops off sharply onto the grass
A fast exit is needed preparing to go into Melbourne Hairpin

Melbourne Hairpin

• Downhill from the Esses but the track is quite wide so riders will use different lines to the approach to the Hairpin
One approach is the classic ‘out-in-out’ line as it is fast but leaves riders wide open to overtaking manoeuvres. This option takes the apex at mid-corner
The second option is braking in a straight line to the inside kerb and is more defensive and better suited to the bigger bikes which can accelerate faster out of the hairpin. This option takes a double apex with an exaggerated turn, it is however, slower mid corner
The exit from the Hairpin will obviously depend on your line into the hairpin itself, however this area is popular with the spectators due to riders ‘high-siding’ coming out of the hairpin

Goddards

• Accelerating from the Hairpin to Goddards is uphill
At the 200m mark and the pit lane entry there is a crest where some riders will start to break (depending on the class of the machine)
The braking zone is slightly downhill
Riders on bigger machines will carry the braking into the turn as the camber is adverse
Riders will go in very wide and late into the corner then immediately into the Apex
Riders need to be aware here as there are bumps in mid corner
This apex is late as the start / finish straight immediately comes into sight
Riders will obviously be in low gear here so it is very easy to lose the rear end
The outer kerb should be avoided but not so much of a problem if it is totally dry
If riders reach this outside kerb too early then they will be off the power for too long and their drive down the straight will be poor