50 OCTOBER 2020 scca.comTECHNICAL
Cunningham: “Turn 1 is a very fastcorner with a very large radius.
There’s an access road on the leftthat you can use as a referencepoint – a landmark that doesn’t moveand helps you to avoid braking tooearly. Start on the outside, comedown to a clipping point, and thentrack out, all with very slow hands.
Late apex, making sure that youdon’t over-slow or over-charge thecorner, and just make a nice, prettyradius. You can use a little bit of thecurbing at the exit, but it does poundon the car, so you don’t really wantto use those areas — and there are anumber of them around the circuit.”
Reynolds: “Here you want to
use your braking marker correctly.
You don’t want to turn in too lateor you’ll go way out wide and geton the outside rumbles. Headinginto Turn 1, I’m really just thinkingabout keeping the momentum,not being overly aggressive andpitching it off on the outside attrack-out. I’m getting my brakingdone a little early, getting back tomaintenance throttle at the apex,trying to be as smooth as possible.
“Like a lot of the cornershere, it doesn’t pay to be overlyaggressive. You really do have tobe smooth, more calculated withyour steering inputs; you don’twant tons of corrections becauseyou’re just scrubbing speedbefore the long straightaways.”
Miserendino: “Turn 2 is sort of anon-corner, going downhill, but Turn
3, which is a little tighter than 90,there’s a lot going on: You’re brakingdownhill and trying to nail the corner.
It’s difficult and it’s very importantbecause it leads on to the longstraightaway down toward Turn 5.
The curbing here is a love/hate thing.
You want to use some of it, but nottoo much because they are prettyrough. But, at the same time, it’s roadthat you’ve got to take advantageof. You want to use it, but you don’twant to be overly aggressive.”
Cunningham: “Because the roadturns back and forth, you can prettymuch make a beeline from the track-out point of Turn 1 to the turn-in pointof Turn 3. You really don’t end up backon the left for your turning-in pointuntil you’re done with your braking.
“Turn 3 is not the slowest corner,but it is obviously a very importantone because it precedes a very longstraightaway. Another late apex.
Make sure you nail the exit here toget a good run on the way out, andas you track out, ease back over tothe right so that by the time youget to the Sargento bridge, you’reon the right side of the road.”
Miserendino: “Turn 5 is the slowest turn
on the track SRF3. Another downhill
braking zone so you have to be careful
how you get in there. You want to use
the curbing on the inside of Turn 5, but
the curbing on the exit is really rough,
and if you get out too far, it takes your
car farther to the right; you lose grip.”
Cunningham: “Out of Turn 3, after
the bridge, you’ll end up in the middle
of the road for a while, then you’re
all the way to the left for awhile. Find
a reference point, like the house off
on the horizon, and aim straight for
that rather than following the road.
“You won’t get to your turn-in point
until you’re done with your braking,
so you’re braking on a diagonal. You
do want to brake late and in a straight
line, and you don’t want to linger on
the brake pedal too much as you’re
turning in. Turn 5 is the slowest corner
on the track, so as a general rule,
people go too fast. You really have to
just get it slowed down, let the tires
focus on turning for a second, then get
back to power to get up that hill.”
Reynolds: Going down that
straightaway, you’re setting up for a
good passing opportunity into Turn 5.
It’s easy to protect the inside for this
one, but if you’re not in traffic, you
obviously want to get all the way back
over to the right to set up for braking.
“This is a heavy, heavy braking zone,
but there’s lots of runoff. This is one
where you can use some of the curb
on the inside and definitely hit this one
aggressively – there’s clear runoff if you
blow the braking, but it does have rumbles
on it and it does upset the car a little bit.”