Dean Bruce Ellison is a former motorcycle racer from Britain. Ellison is the older brother of current British Superbike rider James Ellison. Ellison started racing in 1996. In 1997 he entered the Superteen British Championship, finishing the season with a number of podiums. In 1998 he competed in the Aprilia 250cc Challenge finishing in the top five. Halfway through the season he was offered the chance to ride in the 250cc British Championship for D&B Racing, which at the time was his dream. After proving that Ellison could be a contender in the British Championship, D&B owner Danny Gallacher asked him to ride his new 250cc Honda in the 1999 championship; this gave Ellison the opportunity to run in the top five and at the end of the season he was asked to ride a Superbike as a one-off in the British Superbike Championship. D&B Racing made the switch to Superbike and asked Ellison to go with them, in 2000 they contested the British Superbike Cup, Ellison learning his trade on a race-kitted Honda VTR-1000 SP-1.
2001 brought in more consistent results and a hard earned 12th place in the overall British Superbike Championship. In 2002, equipped with a factory Ducati along with support from Ducati Corse, Ellison had an exciting year getting to grips with the Ducati. At the end of 2002 he was tenth in the British Superbike Championship and was desperate to get racing again in 2003. During the off-season Ellison continued to race - taking in Supermoto and endurance racing to keep on a bike and improve his riding. 2003 brought mixed emotions with top 10 results in British and World Superbike rounds and the frustration of mechanical failures and lack of power compared to the opposition. At the beginning of 2004 Dean was left without a British Superbike ride after D&B Racing pulled out at the last minute, he was asked to help Phase One retain the World Endurance Championship, which Ellison had helped them win in 2003. By March 2004 Ellison had started developing Yamaha's brand new R1 in preparation for the first race in April.
Along the way he competed for RP Bikes Suzuki in the British Superstock Championship, for IRT Honda in the World Supersport. In 2005 he took over his brother's former ride in the Jentin Racing Yamaha BSB team, without the same success, he left mid-season to join the Slingshot Racing team. His 2006 season with the SMT Honda team was wrecked by a crash at Oulton Park in which Dean picked up a serious knee injury. For 2007 he raced one of Donato Pedercini's Ducatis in the Superbike World Championship well down the order. Due to lack of power his season was plagued with mechanical failures, he returned to Britain aboard the Co-ordit Yamaha. Ellison missed the rescheduled Brands Hatch round after a high-speed horror crash at Oulton Park, he took his first double point scoring finish of the season at Donington Park whilst still riding injured. Ellison lived in Kendal throughout his childhood, moving to various places while pursuing his dream to become a professional racer. After leaving school he studied to be a motorcycle and motor vehicle mechanic, gaining all qualifications with distinction.
In 1998 he settled down in the Midlands in Leicester until 2009 with his wife Susie, whom he married on 28 December 2008. He is the older brother of James Ellison and was James' biggest fan, working behind the scenes to find new sponsors. Dean is still active within the motorcycle world, working as an area sales representative for accident claims based in Ormskirk, he plays football and still attends motorcycle track days, supermoto events and has confirmed his desire to race. Always well respected for his fund raising efforts, Dean still takes time out to do his bit for charity. In 2011 he teamed up with Dave Winter and filmmaker Ben Barden to travel over 1000 miles in one go, raising money for his two favourite charities, Riders and CJ Riders Fund. Deanellison.net Official website Dean's employment detail as a motorcycle mechanic
The Yamaha YZF-R1, or R1, is an open class sport bike, or superbike, motorcycle manufactured by Yamaha Motor Company since 1998. Yamaha launched the YZF-R1 after redesigning the Genesis engine to create a more compact engine by raising the gearbox input shaft and allowing the gearbox output shaft to be placed beneath it; this design feature was revolutionary, called a'stacked gearbox', it has set a precedent for other manufacturers to follow. This "compacting" of the engine made the total engine length much shorter overall, allowing the wheelbase of the motorcycle to be shortened significantly. This, in turn, allowed the frame design to place the weight of the engine in the frame to aid handling because of an optimized center of gravity; the swingarm was able to be made longer without compromising the overall wheelbase, a short 1385mm. Four 40mm Keihin CV carburetors fed fuel to the engine. USD 41 mm; the instrument panel was electrical with digital speed readout. The exhaust system utilized an EXUP valve, which controlled the exhaust gas flow to maximize engine power production at all revs.
This created a high high torque engine. The Yamaha YZF-R6 was introduced in 1999 as the 600 cc version of the R1 super bike; the 1999 R1 saw only minor changes, apart from paint and graphics. More improvements were a redesigned gear change linkage and the gear change shaft length being increased. Fuel tank reserve capacity was reduced from 5.5 to 4.0 litres, while the total fuel tank capacity was unchanged at 18 l. Motorcycle Consumer News tests of the 1998 model year YZF-R1 yielded a 0 to 60 mph time of 2.96 seconds and 0 to 100 mph of 5.93 seconds, a 1⁄4-mile time of 10.19 seconds at 131.40 mph, a top speed of 168 mph, with deceleration from 60 to 0 mph of 113.9 ft. For the 1999 model year, Cycle World tests found a 0 to 60 mph time of 3.0 seconds, 1⁄4-mile time of 10.31 seconds at 139.55 mph, a top speed of 170 mph. In 2000, Yamaha introduced a series of changes to improve the bike, minor changes to the bodywork to allow for better long duration ride handling. Yamaha's main design goal was not to redesign it.
The dry weight was reduced five pounds to 414 pounds. At 127.8 horsepower at the rear wheel, top-end output remained the same, but changes to the engine management system were intended to result in a smoother, broader distribution of power. The bodywork was still unmistakably R1, although a few changes were made resulting in a 3% reduction in the drag coefficient; the headlight housing's profile was sharpened, the side panels were made more aerodynamic and slippery, the windscreen was reshaped for better rider protection. The seating area was updated; the fuel tank was reshaped, with a more relaxed rear angle and deeper leg recesses to provide for a better rider feel. The seat extended further towards the rear of the tank and the new, seating position put additional weight on the front end. All of this was aimed at offering sharper cornering and more stability. Mechanically, the carburetors were re-jetted in an effort to improve throttle response in the low end, all the way up to the bike's 11,750 rpm redline.
The redesigned camshafts were lightened and used internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and created less engine noise. The gearbox received a taller first gear, a hollow chrome-moly shift-shaft with an additional bearing and a redesigned shift linkage and foot pedal; these changes were aimed at eliminating problems with the transmission in earlier models, to help to seamlessly transfer the bike's power to the road. A new fuel injection system was introduced for the 2002 year, which worked like a carburetor by employing a CV carburetor slide controlled by vacuum created by the engine. With a similar power output to the 2000-2001 bike, the engine remained the same. One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized heat induced distortion, reducing oil consumption. In 2002, Yamaha released the newly developed Deltabox frame, with its hydro formed construction, reduced the total number of frame welds.
These changes improved the frame's rigidity by 30%. The cooling system was redesigned for compactness; the exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design. The rear end of the motorcycle was streamlined with a LED taillight; this allowed for clean rear body lines when choosing one of several common after market modifications, such as removal of the turn signal stalks and stock license plate bracket. Front end lighting was improved in 2002, between the higher definition headlights and side "parking" lights within the twin-headlight panel, giving a more angular appearance; this gave additional after market possibilities, such as to remove the front turn signals and use these front lights as directional or hazard markers while stopped. For 2003, the only change was fitted hazard warning lights and dipped headlights, which stay on all the time the engine is running. In 2002, Cycle World reported fuel mileage of 38 mpg‑US, a 0 to 60 mph time of 2.9 seconds, a 1⁄4-mile time of 10.32 seconds at 137.60 mph, a top
Danny Kent is a British motorcycle racer, best known for winning the 2015 Moto3 World Championship. In doing so he became Great Britain's first Grand Prix solo motorcycle world champion since Barry Sheene in 1977, as well as the first British lightweight class champion since Dave Simmonds in 1969. Born in Chippenham, Kent like many others started out in Minimoto, before moving into the FAB-Racing MiniGP50 and MiniGP70 British Championships. Kent progressed through the Aprilia Superteens Championship earning success before being selected for the Red Bull MotoGP Academy and racing in Spain in the Spanish 125GP Championship; when the Academy closed Kent was switched to the Red Bull MotoGP Rookies Cup, where he finished runner-up in 2010. Kent contested a wild card ride at Silverstone in 2010 aboard a 125cc Honda, earning him a late ride with Lambretta in the 125cc Grand Prix world championship that year. Kent entered the 125cc world championship with Lambretta in 2010 at the Japanese Grand Prix at Motegi, qualifying in 16th place, a big improvement on 29th in which he qualified for the British round earlier that year – however he retired from the race.
He took a best qualifying position of 10th at the Portuguese Grand Prix in Estoril and a best and only race finish of 21st at Phillip island during the Australian Grand Prix. For 2011, Kent switched to the Red Bull Ajo Aprilia team to compete in his first full season in the 125cc world championship. Kent enjoyed a successful first season scoring 82 points with a best finish of fourth place, on the way to 11th in the championship standings. 2012 was the start of the Moto3 class. The new formula would use four-stroke 250cc engines apposed to the two-stroke 125cc engines of the class it was replacing. Kent remained with the Red Bull Ajo team however the team switched to running KTM motorcycles spearheading the factory's assault on the title; the team had a fantastic year with Kent's teammate Sandro Cortese taking the world championship along with Kent himself taking fourth in the championship. Kent earned his first podium at Assen in the Dutch TT, he took his first win at the Japanese Grand Prix at Twin Ring Motegi with a great last lap a result he followed up in similar fashion just four rounds at the final Grand Prix of the season in Valencia with a brave last corner overtake on Cortese earning him his second Grand Prix victory.
For 2013, Kent raced with Tech 3 in the Moto2 category alongside fellow Moto3 graduate Louis Rossi. Kent's season started with a run to 18th place in Qatar, he scored his first points at round six with a 13th-place finish in Catalunya. Kent scored points on four more occasions with a best of 12th at both the Czech and Malaysian races, had a strong end to season with three consecutive point-scoring finishes before breaking his collarbone in the warm-up for the Japanese Grand Prix, ruling him out for the rest of the season. Having been announced to remain in Moto2 with Tech 3, Kent returned to Moto3 for 2014. For 2015, Kent moved to the Leopard sponsored Kiefer Racing squad. Kent's season started off well, reaching the podium at the first race in Qatar and taking his first win for Leopard in the following race at the Circuit of the Americas. Kent won the next two races – the first British rider to win successive races in the lightweight class since Barry Sheene in 1971 – in Argentina and at Jerez to open up a championship lead.
He added further victories in the Sachsenring and his home event at Silverstone. He led the championship with one race remaining. Despite Oliveira winning the final race in Valencia, a ninth-place finish was enough for Kent to claim the championship and become Great Britain's first Grand Prix motorcycle world champion since Barry Sheene in 1977. On 27 September 2015, it was announced that Kent would be moving up to the Moto2 class for the 2016 season, with his Leopard Racing team, he was joined in the team by his Moto3 championship rival Miguel Oliveira. Kent walked out on his team after just three races into the season, was without a ride for much of the remainder, with a wildcard ride in Moto3 and acting as an occasional replacement for injured riders in Moto2, before signing with a new team Speed Up Racing in Moto2 for the 2018 season. Kent was sacked by Speed Up in late September 2018, with five races remaining, due to poor performances, Kent secured an entry riding Halsall Racing's Suzuki GSX-R1000 for the Brands Hatch final round of the 2018 British Superbike Championship in October after a successful test.
He finished in position 12 from 15 finishers in race three. Kent became part of the Phil Burgan Race Academy – a programme for developing British talent in motorcycle sport, under the guidance of James Toseland; the aim of the programme is to provide support, both financial and consultative, to promising British motorcycle racers and teams of the future. 2001 – Welsh Minimoto – Debut and first win. 2004 – FAB-Racing MiniGP50 British Championship 2005 – FAB-Racing MiniGP70 British Championship 2007 – British Aprilia Superteens Championship 2008 – Invited into Red Bull MotoGP Academy and contested Spanish CEV 125GP 2009 – Academy closed – transferred to the Red Bull MotoGP Rookies Cup 2010 – Red Bull MotoGP Rookies Cup 2015 – Moto3 World Champion Official website
Cadwell Park is a motor racing circuit in Lincolnshire, England, 5 miles south of Louth owned and operated by MotorSport Vision, a business associated with former racing driver Jonathan Palmer. Sited on former parkland across a steep-sided valley with dips and crests, the circuit features sharp changes in gradient, including one section called The Mountain where bikes can become airborne by up to several feet, its mix of challenging corners has led to its nickname as the Mini-Nürburgring. Located in the Lincolnshire Wolds, Cadwell Park was established in 1934 by Mr Mansfield Wilkinson of Louth, his sons used the land for racing their own motorbikes against each other. The gravel-drives of the country estate measured 3/4 miles, with tarmac and concrete being added in 1938, with widening and lengthening in 1953, lengthened again in 1961 with the addition of the Donington Curve. In 1953 the track was lengthened to 1.3 miles, upon the invitation of the 500 cc motorcycle-engined Formula 3 to race in a traditional bike meeting.
Around 30,000 spectators attended that particular race. The track grew to the current 2.25 miles layout in 1962 and hosted the British F3 series the next May. Some of the bends are named after family members e.g. Mansfield and Chris. One of the biggest developments in the circuit's history occurred in January 2004, when Jonathan Palmer's MotorSport Vision company completed the purchase of Cadwell Park and the other Octagon venues. Palmer implemented a programme of improvements to the venue, designed to heighten customer experiences both for spectators and competitors. Cadwell is now considered too narrow for high level car races, although Club motorsport associations such as the BARC and 750MC still hold meetings. Competitively, it is used for motorcycle racing, with the British Superbike Championship round being the biggest event on the circuit's calendar, held during an August weekend each year. In 2010, it hosted an additional BSB meeting on the weekend of 22/23 May. In addition to the August round of the British Superbike Championship, Cadwell Park hosts two major historic events with the Vintage Sports Car Club’s annual festival and the Wolds Trophy covering the post-war period.
The Superkart British Grand Prix is held at the circuit, with the popular Modified Live event on the calendar. During the week the circuit offers some general test days and driving experiences, can be hired out for private testing and track days. Several tests and feature clips for the motoring program Fifth Gear have been filmed here, they feature racing driver Tiff Needell. In April 2009, musician and Pink Floyd drummer Nick Mason flew into the circuit by helicopter to drive his £1.5million Ferrari 512. In June 2015 the circuit was used as part of the course for pedal-cycling's British National Time Trial Championships; some racing scenes for the 2013 film Rush were filmed at Cadwell Park. During the 1960s and 1970s, BriSCA Formula 1 Stock Cars attracted big crowds to Cadwell; the gradient changes added excitement to the racing, as stock car drivers were accustomed to racing on flat 400-yard oval tracks of shale or tarmac. Motorsport Vision: Cadwell Park Map and circuit history at RacingCircuits.info Radical SR8 smashes Cadwell Park Fastest Lap A lap of Cadwell Park Matt Bell's SR3 Lap Record Div.1 Superkarts: Carl Hulme at Cadwell
Oulton Park Circuit is a motor racing track close to the small village of Little Budworth, England. It is about 5 miles from Winsford, 13 miles from Chester city centre, 8 miles from Northwich and 17 miles from Warrington, with a nearby rail connection along the Mid-Cheshire Line, it occupies much of the area, known as the Oulton Estate. The racing circuit is operated by Jonathan Palmer's MotorSport Vision organisation; the track is characterised by changing gradients, blind crests and several tight corners. The full circuit is 2.8 mi. The highest part of the course is Hill Top. Paddock facilities are reasonable in size with large areas of some power points; the race track can be adapted for shorter courses. The "Foster's" Circuit, 1.66 miles, comprises half of the "Cascades" corner followed by the "Hislop's" chicane, it heads onto Knickerbrook and up the 13% gradient of Clay Hill to work its way round to the start/finish straight. The British Touring Car Championships uses all of the Cascades Corner and Lakeside but forks off into a hairpin before Island Bend.
This hairpin cuts out all of the Island section of the circuit and takes the cars straight back over Hill Top. Beginning in 2007, all the circuit's marshalling stations were redesigned with protective cages; this was to prevent incidents similar to those seen in the 2006 season when cars had collided with marshalling posts. A cage-protected marshals station was built at the bottom of the back straight near the chicane preceding Knickerbrook; the corner is named after an event that occurred when the British demolition expert and raconteur, Blaster Bates, was removing tree stumps with dynamite close to the corner with a colleague. After the first detonation, a courting couple were seen to run off at speed and in some disarray from a nearby a bush or bank. On the closer investigation, the pair discovered some lady's underwear in the brook and this resulted in the naming of the corner. Despite its colourful name, it was a notorious corner on circuit because of accidents and racing drivers fatalities.
The death of Paul Warwick in 1991 led to a chicane being added at the entry to the corner. Prior to Warwick's death, the bend had a reputation as a "racers' corner" because it demanded a driver's full commitment and total courage, it was a fifth gear, off camber right-hand bend at the end of a downhill straight called Hilltop. Deep kerbing on the inside of the corner combined with an off camber could affect a cars' handling causing it to veer to the outside of the circuit; as an Armco barrier on the outside of the corner intersected with the grass verge, there was a significant lack of run off area for drivers forced wide on the bend. Since 1991, a right-left chicane was installed about 135 m before Knickerbrook to reduce the speed of cars coming down Hilltop. In the early 18th century the Oulton Estate comprised a manor house and a formal garden surrounded by Cheshire farmland. By the end of the century this farmland was converted into a park, which now is the site of Oulton Park; some buildings that were part of the estate still exist.
During the Second World War, Oulton Park's grounds were used as one of the staging camps for US Army units under the command of General Patton prior to the Normandy landings in 1944. American World Heavyweight Champion boxer Joe Louis put on several exhibition bouts for the troops garrisoned at Oulton Park; the fights were staged within the vicinity of the Deer Leap section of the modern circuit. After the war, much of the estate remained unused; the estate's original house had been destroyed by fire in 1926 leaving vacant parkland. By the early 1950s England had a number of motor racing tracks but the northwest was not well served; the members of the Mid-Cheshire Car Club took it on themselves to rectify the situation. The circuit they developed was on the estate of the Grey-Egerton family. With Sir Philip Gray-Egerton's permission, a circuit was mapped out starting early in 1953 and by August the new track was in existence, measuring 1.504 miles rectangular in shape. The first meeting took place on 8 August, but the RAC would not allow the public to attend, wanting an opening meeting to be run before allowing paying spectators.
The main event of the day was the 33-lap 49.6-mile Formula Two race, won by Tony Rolt driving Rob Walker's Connaught A Type. The supporting Formula III event was divided into three 10-lap heats and a 17-lap final which went to Les Leston. Oulton Park has a vast catchment area which includes Liverpool, Manchester and Crewe so it is little surprise that the second meeting and last of 1953 on 3 October, attracted a crowd of 40,000, it was a joint motorcycle and car event, the Wirral 100 Motor Club joining the Mid-Cheshire Car Club in organising it. The car side of the day was confined to three Formula III races and a final, won by Glaswegian Ninian Sanderson from Ken Tyrrell. By April 1954, the track had grown to 2.23 miles in length and within a year of the opening meeting had grown again, to 2.761 miles. On Easter 1975, another circuit layout, measuring 1.654 miles, came into use. Oulton Park is unique amongst the new post-World War II circuits in that it is a true road circuit whilst its contemporaries were, with one exception, converted airfields.
It has something in common with Mallory Park in that it can trace its history back a long way (possibly as far as Roman ti
Chris Walker (motorcyclist)
Chris Walker is a British motorcycle road racer and former scrambler with the nickname The Stalker. He is a four-time runner-up in the British Superbike Championship, a former race winner in the Superbike World Championship. For the 2015 season Walker signed for Tommy Hill's Be Wiser Kawasaki Team aboard a Kawasaki ZX-10R in the British Superbike Championship, following his 2014 season with Lloyds British GBmoto squad. Team manager Hill left in August, 2015, the team folded in September, leaving Walker without a ride for the final two race meetings of the season. In early 2016, Walker announced he would no longer participate in superbikes, instead switching to the British Sidecar Championship with a two-year contract. With no previous experience, Walker stated. Like Formula One legend Ayrton Senna, Walker developed Bell's Palsy in 2002 which paralysed part of his face, he lists his determination as his best feature, his love of puddings as his worst. He races #9. Walker only started road racing in 1995 after many years as an accomplished motocross rider, but by the end of that year and into 1996 he rose through the ranks with ease and had ridden in Grands Prix and scored points.
In 1997 he challenged for the prestigious British Superbike championship with Yamaha, finishing as runner-up to experienced team-mate Niall Mackenzie. He switched to Kawasaki for 1998, winning in the season’s first race, before it became clear that the Yamahas of Mackenzie and Steve Hislop were the bikes to beat. Injury to Hislop allowed Walker to take 2nd in the series again, a feat he repeated behind Troy Bayliss’ Ducati in 1999, he came agonisingly close to the 2000 title, when an engine failure in his Suzuki took him out of a winning position with just three laps remaining of the final race at Donington Park, leaving Walker in tears and gifting the title to GSE Ducati’s Neil Hodgson. He did however take a second place at Brands Hatch in the World Superbike round that year, the best of his many wild card entries in the UK rounds over the years. Walker made an attempt at the 500 cc World Championship in 2001, he predicted that "For me it's going to be the toughest year ever", which proved accurate, as the factory Shell-sponsored Honda was hard to ride and forced Walker to override, resulting in many huge crashes.
In 2002, he moved to the Superbike World Championship with the Fuchs Kawasaki team. Walker placed 6th in the championship for GSE Ducati in 2003, 11th for Carl Fogarty's Foggy Petronas team in 2004 teamed with James Toseland and Troy Corser. In 2005, he joined the PSG-1 Kawasaki Corse team, proving to be the most consistent Kawasaki rider in terms of pace and results, securing one podium finish and finishing 7th place overall. 2006 saw Walker teamed up with Frenchman Régis Laconi and Spain's Fonsi Nieto on a Kawasaki Europe backed ZX-10R for PSG. Walker secured his maiden Superbike World Championship race win on 3 September 2006 in Race 1 at Assen, Netherlands in his 131st race. Starting the race in 13th position, dropping to 26th position at the first corner following an excursion onto the grass, Walker braved the torrential rain and a high rate of attrition to win in a time of 44 minutes, 23.501 seconds. He came 9th overall 19 points ahead of Nieto as the highest Kawasaki. Despite his finishing position, Walker was subsequently dropped by PSG for the 2007 season, when Kawasaki is expected to support PSG as an official factory team.
Walker struggled on the Rizla Suzuki in the British Superbike championship outpaced by rookie team-mate Cal Crutchlow. When Neil Hodgson tested the bike some speculated; the team insisted it wasn't, at Oulton Park he took third in race one, in tricky conditions which saw many top riders crash out. This was only his second podium of the season, his points tally for the year was 225, comparing favourably to his team-mate's 152. He was not retained for 2008, but raced in the Supersport World Championship for the first time in and 2008, for the GIL Kawasaki team alongside teammate Katsuaki Fujiwara. However, the bike was not competitive, he switched to the Paul Bird VK Vent-Axia team in World Superbikes for the final five rounds of the season, he crashed twice at Donington Park. For 2009 he was optimistic of a top British Superbike Championship ride, as all the established good riders are gone, he joined the Henderson Yamaha team, but struggled for much of the year. He was competitive in race 1 at Mallory Park until controversy struck.
He was running second when Josh Brookes lost control of his bike and catapulted race leader Simon Andrews, dropping oil from Brookes' Honda. Walker was one of five other riders who either downed their bikes to avoid crashing; the red flag was shown, but these seven riders were excluded from the results, due to an unexpected application of the rules. Brookes received a two-race ban for his mistake. For 2010 Walker was released by the Motorpoint Henderson Yamaha, it looked like he would not be racing in 2010, but he arranged a deal wirh on a run Suzuki tuned by former BSB rider Ray Stringer just a week before the opening round. After 2 races Walker was offered a ride in the MSS Kawasaki team when Simon Andrews was injured in a crash while guesting in World Superbikes, he returned to the Suzuki once Andrews was fit again, but raced for SMT Honda at Snetterton, scoring the t
Autodromo Nazionale Monza
The Autodromo Nazionale Monza is a historic race track located near the city of Monza, north of Milan, in Italy. Built in 1922, it is the world's third purpose-built motor racing circuit after those of Brooklands and Indianapolis; the circuit's biggest event is the Formula One Italian Grand Prix. With the exception of 1980, the race has been hosted there since the series's inception. Built in the Royal Villa of Monza park in a woodland setting, the site has three tracks – the 5.793-kilometre Grand Prix track, the 2.405-kilometre Junior track, a 4.250-kilometre high speed oval track with steep bankings, unused for many decades and is now decaying. The major features of the main Grand Prix track include the Curva Grande, the Curva di Lesmo, the Variante Ascari and the Curva Parabolica; the high speed curve, Curva Grande, is located after the Variante del Rettifilo, located at the end of the front straight or Rettifilo Tribune, is taken flat out by Formula One cars. Drivers are on full throttle for most of the lap due to its long straights and fast corners, is the scenario in which the open-wheeled Formula One cars show the raw speed of which they are capable: 372 kilometres per hour during the mid-2000s V10 engine formula, although in 2012 with the 2.4L V8 engines, top speeds in Formula One reached over 340 kilometres per hour.
The circuit is flat, but has a gradual gradient from the second Lesmos to the Variante Ascari. Due to the low aerodynamic profile needed, with its resulting low downforce, the grip is low. Since both maximum power and minimal drag are keys for speed on the straights, only competitors with enough power or aerodynamic efficiency at their disposal are able to challenge for the top places. In addition to Formula One, the circuit hosted the 1000 km Monza, endurance sports car race held as part of the World Sportscar Championship and the Le Mans Series. Monza featured the unique Race of Two Worlds events, which attempted to run Formula One and USAC National Championship cars against each other; the racetrack previously held rounds of the Grand Prix motorcycle racing, World Touring Car Championship, TCR International Series, Superbike World Championship, Formula Renault 3.5 Series and Auto GP. Monza hosts rounds of the Blancpain GT Series Endurance Cup, International GT Open and Euroformula Open Championship, as well as various local championships such as the TCR Italian Series, Italian GT Championship, Porsche Carrera Cup Italia and Italian F4 Championship.
The Monza circuit has been the site of many fatal accidents in the early years of the Formula One world championship, has claimed the lives of 52 drivers and 35 spectators. Track modifications have continuously occurred, to improve spectator safety and reduce curve speeds, but it is still criticised by the current drivers for its lack of run-off areas, most notoriously at the chicane that cuts the Variante della Roggia; the first track was built from May to July 1922 by 3,500 workers, financed by the Milan Automobile Club – which created the Società Incremento Automobilismo e Sport to run the track. The initial form was a 3.4 square kilometres site with 10 kilometres of macadamised road – comprising a 4.5 kilometres loop track, a 5.5 kilometres road track. The track was opened on 3 September 1922, with the maiden race the second Italian Grand Prix held on 10 September 1922. In 1928, the most serious Italian racing accident to date ended in the death of driver Emilio Materassi and 27 spectators at that year's Grand Prix.
The accident led to further Grand Prix races confinement to the high-speed loop until 1932. The 1933 race was marked by the deaths of three drivers and the Grand Prix layout was changed, with two chicanes added and the longer straights removed. There was major rebuilding in 1938–39, constructing new stands and entrances, resurfacing the track, moving portions of the track and adding two new bends; the resulting layout gave a Grand Prix lap of 6.300 kilometres, in use until 1954. The outbreak of World War II meant racing at the track was suspended until 1948 and parts of the circuit degraded due to the lack of maintenance. Monza was renovated over a period of two months at the beginning of 1948 and a Grand Prix was held on 17 October 1948. In 1954, work began to revamp the circuit, resulting in a 5.750 kilometres course, a new 4.250 kilometres high-speed oval with banked sopraelevata curves. The two circuits could be combined to re-create the former 10 kilometres long circuit, with cars running parallel on the main straight.
The track infrastructure was updated and improved to better accommodate the teams and spectators. The Automobile Club of Italy held 500-mile Race of Two Worlds exhibition competitions, intended to pit United States Auto Club IndyCars against European Formula One and sports cars; the races were held on the oval at the end of June in 1957 and 1958, with three 63 lap 267.67 kilometres heat races each year, races which colloquially became known as the Monzanapolis series. Concerns were raised among the European drivers that flat-out racing on the banking would be too dangerous, so only Ecurie Ecosse and Maserati represented European racing at the