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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