Castrol S

As you approach the first turn you will be travelling very quickly on the left hand side of the circuit.
The corner is blind,over the slight crest that is adjacent to the pitlane exit. Over the brow of this
slight crest the road kinks to the right so as you brake for the corner arc slightly to the right as if you
are aiming for the centre of the track, thi s will bring you alongside the left hand kerb as you get to
the turn in for the corner. Be very gentle on the brake in the last part of the braking zone and into
the corner as the front of the car is very heavily loaded with the extreme braking and the down hill
approach, it is easy to overload the front tyres here by asking for too much braking and turning at
the same time which will cause you to run wide. Turn in late, approximately 2 car lengths before the
kerb on the left ends. The apex has a sharp downhill drop on it and in a stiffly sprung single seater or
GT car you should run a little wide, a front wheel drive car is more stable through here as you try to
get the power down but it can still be a benefit to miss the apex a bit (a cars width wide is fine) to
avoid picking up too much wheelspin. On the exit let the car run out wide, minimising the angle of
the exit as much as you can

Mercedes Arena
The Mercedes Arena consists of 3 corners, the first two to the left and the third to the right, Ill refer
to them as 1, 2 and 3.

1: After exiting the Castrol S on the left of the circuit aim almost straight ahead as the roadstarts to
turn left. As you get approx a third of the way out from the left hand side squeeze the brake and
bring the car back into the left hand kerb. This corner has a long apex where you will hold the kerb
for a while before moving out to the exit. From about half way along the inside kerb start to let the
car drift out to the right but try to stay off the kerbs on the right on the exit.

2: Follow the kerbs on the right as you approach the downlill entry to the left hander. Brake hard
initially but then immediately start to roll out of the brake as you balance the steering and brake as
you start to bring the car into the apex. This is another long apex and the corner tightens half way
round, this is where you want to pick up the apex on the left kerb and hold it until the kerb ends.

3: Turn into the right hander at the end of the apex kerb for corner 2. This is the most important
corner in this section as a good exit here will determine your speed down the long straight to RTL
and Ford Kurve. The key is to maximise the track width on entry, apex and exit to minimise the
angle allowing you to carry as much speed as possible through the corner . Use all of the apex kerb
and some grasscrete beyond if necessary and on the exit use the tarmac runoff, grass matting, kerb,
basically any real-estate you can get your car onto to minimise the exit angle.

RTL and Ford Kurve

The turn in point for the left handed part of these corners is approximately 1 metre before the grass
stops and a strip of old tarmac (for an old access road) starts at the edge of the road. Come into the
apex but stay off the kerb. Use the positive banking in the corner to allow you to get on the throttle
and carry speed through the bend. Use the full width of the track on the exit. Bring the car back to
the middle of the track then brake for the right hander. This has a downhill entry but a positive bank
again so you can use this to help get the car turned in (the wider you go the less banking there is so
the less help it gives). Get the car into the right hand side and hold the apex for a couple of metres
without using the apex kerb. Accelerate out using the full track width including the kerb and the
concrete strip beyond.

Dunlop Kehre

As you approach the corner bring the car out to the middle of the road to allow yourself a straight-
line brake into the left of the track before you turn in as the track gently arcs to the left as it drops
down the hill to the corner. Turn in late and on the brakes but be careful of overloading the front
tyres as you are also traveling down a hill. Bring the car into the inside quite early (but stay off the
high kerb) and hold the apex until about two thirds of the way around the corner. This bend
promotes understeer so it is important to make sure you have the nose working well for you and
pointed around the corner before you get on the power. The exit kerb and the concrete beyond can
be used unless you have a very low car as the kerb is quite high.

Michael Schumacher S

If you have a VERY well damped car you can use the high flat kerb on the right as you turn in to give
you a little bit more of an open angle, otherwise stay off this and also stay off the apex kerb on the
first left hander. This is the slowest of these two corners and you should do all you can to maximise
your speed through here as this determines your speed back up the straight to Kumho Kurve. You
can use the gradient of this uphill corner to allow you to carry a bit more speed in than you first
think. The exit point for the left is the apex of the right hander, use all the kerb and the grass
matting beyond it to straightline this bend as much as you can and use the full track width on the
exit.

Kumho Kurve
You approach this corner uphill and the circuit plateaus at the corner so the braking can initially be a
bit difficult to judge. Brake in a straight line on the extreme right of the circuit and turn in just
before the end of the grass matting on the right. Try to use the camber of the corner to carry as
much speed as you can into the bend. Clip the apex halfway around the corner (staying off the kerb)
and run out to the full width of the track on the right (and a little bit of kerb) on the exit.
Immediately point the car back over to the left ready for the Bit Kurve.

Bit Kurve
Turn in from the very edge of the circuit on the left using a little bit of brake to help rotate the car
and get the nose pointed into the corner. The first part of the turn starts to drop down hill so the car
will feel like it is floating down to the apex. Just after the apex the road climbs again gently, giving
you more grip and letting you get hard on the power. Just before the exit the road starts to drop
again so you will run a little wider on the exit but use all the kerb and concrete strip beyond to
straighten this exit trajectory. The corner feels like a gentler version of the Bombhole at Snetterton.

Hatzenbects Bogen
A flat out kink. Stay off the kerbs all the way through and take the shallowest trajectory.

Veedol
There are 2 differant chicanes at Veedol, the on the Formula 1 cars use is the slowest and tightest
where you will need to clatter over the kerbs to straighline it as much as you can for the fastest line.
The first part, the left is the tightest and here you need to use as much kerb as your suspension can
take, accelerate through the right using the lower, flatter part of the kerb and run out to the kerb on
the left on the exit.

The second version of the chicane gets used more for club racing and for the VLN races, it is much
quicker and more open and a much more satisfying corner to drive. The first apex is blind as you
approach, being over a small crest, so spot your braking but note that the chicane is fast so you
wont want to loose too much speed. Turn in just before the crest in the road (and hence, just
before you can see the apex) and be careful of the bumps in the end of the braking zone and upto
the apex. Use all of the apex kerb and the grass matting beyond and get back on the power at this
point. Again use all of the kerb on the right and let the car slingshot out to the edge of the road on
the left on the exit.

Coca Cola Kurve

A fairly straightforward hairpin, be wary of making sure you get a good exit as this determines your
speed down the long start/finish straight. Turn in after the pit entry. Its a late apex corner. Carry
the brake a good quarter of the way into the turn making sure you use the extra weight on the front
to help turn the car and get the front pointed into the apex. The apex is a cars length after the start
of the pitwall. Get on the throttle and let the car use all of the track width, the kerb and the
concrete strip on the exit.
 Overtaking
There are a few obvious spots for overtaking, such as outbraking into the Castrol S, RTL, Dunlop
Kehre, Kumho Kurve and the Veedol, but there are a couple of other corners whre you can surprise
your competitor. The second left hander in the Mercedes Arena is one such place, it can be possible
to dive up the inside here as the best line in is a wide approach. This will mean you will need to hold
your competitor up on the apex otherwise they will repass you as you exit the following right having
taken a cleaner line. You can also overtake into Ford Kurve as a lot of people will try to take the
corner with a wider turn-in, so will sacrifice their speed through the preceding left to position
themselves for the right.