![]() You'll also need to be aggressive to keep rotating it. As the corner is rather fast, we don't want to brake deep into it and instead be done with braking before coming towards the apex and use the throttle to stabilize the car. You can usually take the entire inside kerb. For T4 focus on the cone on the inside of the kerb while the kerb itself is still invisible - this way you'll have a good idea where you are heading. The same principal applies here: Little time to reposition for T5, so you need to be aggressive after T4 to make it across. Because we are slowing down so deep into the corner, the brake trace shows a much longer trailing phase than for T1 - pretty much 80% of the entire braking will be trailing as we require the front tires to be able to rotate the car already and are almost never braking in a straight line. This means we will be tight early in the corner, run wide in the middle where we will also be the slowest and come back to the inside on throttle for the late, 2nd apex. Because we have a very long turn 2 with almost 180° to cover we can do some sort of double apex. This now requires to be tight late in turn 2 - so a late apex. ![]() Instead the widest position after Turn 2 is pretty much the middle of the track. In order to still make it back to the left side of the track you cannot run wide out of T2. The problem is that there's very little time to reposition after T2. Here the smartest way is to be fast on the straight which means you need a good exit from T3, which means you want a wide entry - wide enough so that T3 is just about flat out! The target is to smartly choose where to be fast and gain time. Let's work this section backwards as those 2 corners are already connected - which means that the exit of turn 2 will define the entry of turn 3. This will be even less with lower steer ratios. 90° of steering are enough for most of the track. Roughly 30m out of the 145m braking zone are characterized by decreasing the brake in line with an increasing steering angle. Trail braking is very important as the car will become rather slow without any downforce supporting the front grip in the late stages of braking. This means the ideal way to drive is to be harsh on throttle here, which will bring the car further to the inside even while already increasing speed. The slowest point however is already slightly before the car is the most inside. The first hairpin of the track wants a single apex approach, pretty much in the middle of the turn. The other defining sections are the chicane followed by the esses where each corner depends on the one before and the right compromise will be the key to lap time.Īs always, track limits are rather wide and extending as much as it is allowed will allow you to carry more momentum onto the straights. Yet, they differ in radius and want slightly different approaches. GeneralĪ total of 5 near 180° corners define this track. ![]() The Qualifying lap we're looking at is from this Audi R8 Evo II data pack - a 1:42.295. If you want, there already exists a video guide for the LFM License on Hungary, but we'll review it written here again. Budapest is one of the most tricky circuits.
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