The first corner, Riches, is still a quick corner that needs commitment to be properly quick through.
The second corner, Montreal (was called Sear), is a good overtaking opportunity, but is too tight for a single seater to be 'fun'. It's cambered though, and opens up a lot towards the exit, so you can get good traction out despite the horrible understeer.
The third corner is one of the hardest, even though it looks simple and fast. Turn in just 1m too early and you'll be off the track at the exit (unless you lift, but the aim of the game is to NOT lift). Turn in too late and you can't quite get the car to apex. But the corner looks you need to turn in earlier than you do, so you have to fight your instincts to start with.
After a short, curved straight we get to Agostini, which is another tight hairpin. I haven't mastered this yet. I haven't worked out if turning in relatively early and taking the shortest line is better than turning in very late and getting on the power earlier, as the following 'straight' isn't that long. Need to look more closely at the telemetry.
Turn 5 is Hamilton, and it has been designed to be fast, but not quite flat for an F3 car (and a bit slower for an F3 car in our specification). It looks faster than it is though, so it's very easy to carry too much speed, run wide on the exit and not be able to get back to the left smoothly for turn 6.
Turn 6 and 7 are almost a single, multi-apex corner, but not quite. You can turn in and apex quite early, and let the car drive round the outside on the exit to give the line for 7.
7 is where I made up a LOT of time on EVERYONE. You can carry speed through the corner, but to do so means you have to wait to get on the power. As the following straight is long, it's far quicker to hang back on the entry and get the power down early - slow in, fast out. Because I seemed so much better at this corner than anyone in my race I found it very satisfying.
Turn 8, 9 and 10 are unchanged. The Esses still demands braking whilst turning and downshifting, which isn't easy whilst being quick. I still mess it up now and again, and in the video I think there is a good oversteer moment through the left-hander when the car in front goes slower than I imagined possible. Carrying too much speed into the right hander hurts your laptime disproportionately too.
The bombhole is next (and has nothing to do with bombs), and this is one of the hardest corners in the UK to get right, although it's obviously easy to drive through slower. There is no turning point visible, and the apex is a small drain cover in the kerb. Hard to find the line, and hard to judge the speed you can carry without running wide.
Coram is changed a lot for 2011. Instead of being near flat out (or totally flatout when on a charge or in qualifying), it is now a tightening corner, so you can carry a lot of speed in, but have to gradually bleed it off. Not too quickly mind, as you just lose time, but not too slowly as at some point you have to jump off the throttle and onto the brakes, whilst tightening you line (or, if you've done it right, having straight-lined the braking area as much as possible), before turning left.
The final corner, Murray's, is immediately after Coram. As the start-finish straight is long, you HAVE to get on the power early, which means a late apex and a slower entry speed. This is not easy to do, as Coram's braking tends to make you carry too much speed into it. Get it right and you'll be quick down the straight ready to have another go at the lap with less mistakes.
