A LAP WITH SPAZZERS IN A PORSCHE BOXSTER S
I have attempted to describe how I take each corner and things to watch out for when doing a lap of the 'ring. I am not the worlds best driver so take whatever I say with a pinch of salt. This is all based on my experiences in my 2003 Boxster S manual on M030 suspension. I usually get round in 8.50 to 9 minutes.
You will see numbers in brackets at various places in this guide. If you download our reference video, these times will match the time that a particular feature appears on this video.
Stick your ticket in the barriers and it's time for some fun!!
Trundle to the end of the cones and then boot it. This does not sound complicated but I did witness an Opel Speedster crash into the barrier on the left at the exit of the cones (0.27) when it was wet. It can be very difficult, I once ran over a cone there too - Nathan
BRIDGE
If you are timing your lap, start your clock as you pass under the bridge, this is the 'B' in the BTG time that you have heard about.
The track then bears left slowly (0.40) which is no problem when you start from the cones but I can imagine it's quite scary if you are doing flying laps. You then get into...
TIERGARTEN
take this section flat in my car. There is a compression just before you bear left (0.46) but it doesn't cause me a problem. The left/right combination is quite simple. I use conventional apexes and stay flat through the left and right and don't brake for Hohenrain until I have straightened up after the right (0.52ish)
HOHENRAIN
Use the wide open space behind the barrier on the left (0.53) to widen the radius of the following right.
You can accelerate hard as you pass the apex (0.56) but this means you will have to brake for the following left (0.59). Have you seen how fucking close that Armco is on the right as you go through the left?
I prefer to just use a constant throttle through this bit before having a dab on the brakes before the following right (1.02). As you can see, this right has a lot of run off so one can partake in a wee skid if one is so inclined
We are now into...
T13 SECTION
As you come out of the right, you will experience your first ‘Ooh fuck. Where does the track go?’ moment as you approach the crest in front of you. I brake as I go over the crest where the white barrier ends on the right (1.10).
I then use a latish turn in. The apex kerb is quite high so I don’t bother going onto it. Be careful how you put the power down on the exit in the wet. Dan managed to crash his company Merc 190 2.3-16 Cossie thing here in the wet. He got a nice bill from Nurburgring Gmbh too.
I then stay on the power and take the next right kink flat (1.20) as there is plenty of space.
The following right (1.24) is quite hard to judge and I am still struggling to get my speed right through there as the way it seems to tighten from the left on the exit horrifies me. If you watch the vid carefully, you will see a painted dot appear on the left of the track at (1.23). You will see loads of these on the ‘ring. They mark turn in, apex and exit points for a lot of the corners and are very useful as reference points as you are learning the track.
have a dab on the brakes and turn in on the dot. I then just power through the corner with my denial meter turned up to 11. This corner really scares the fuck out of me for some reason. Off camber and the way the armco comes in on the left, that's why. Scares me too - DocJock
I then stay on the power through the gentle left (1.31) as I approach...
HATZENBACH
By the time I am approaching Hatzenbach, I am doing 125mph ish. As soon as I come out of the slight left (1.31) and get straight, I hit the brakes for the first left/right section (1.34). The braking area is very bumpy and my ABS has a good old chirp as I slow down.
When I was first learning the circuit, I used to get all my braking for the left/right out of the way before I turned into the left but there is plenty of time between the left and right to do any additional braking that I may need to make the right (1.35).
I keep constant lock on through this right and the next one (1.39) to take it as one long corner. This sets me up nicely for the following left (1.41), right (1.44), left (1.46) combination coming up.
I tend to go through this bit using a constant throttle as my car seems to unsettle if I am on and off the power and brakes. The kerb through the middle right can be driven over but I have found no real advantage to doing this yet. The last left (1.46) is a bit tighter than the previous two bends so I usually need a lift or a dab to get through this one.
As I come out of the last left, I get on the power as I head for...
HOCHEICHEN
You know those big, tattooed, shaven headed, quiet blokes you see sat in corners of pubs? You know the sort I mean. Nod at him on the way to the bogs and you won't get any hassle. Go up to him, blow a raspberry at him and call his pint a poof and you will end up in hospital.
Hocheichen is like this. It needs treating with respect, especially in wet or changeable conditions. I see quite a few crashes here. The grip changes from one side of the track to the other and it stays wet for a long time due to the overhead cover.
After coming out of Hatzenbach on the power. I head to the left side of the track and brake (1.50). I turn in and use a bit of kerb on the apex in the right (1.53) and immediately get on the power as I aim for the kerb on the apex for the left (1.55).
I take a bit of this kerb too but stay on the power, use the left as the exit from the right and then let the car drift out to the right of the track (1.57). I just try to stay as smooth as possible on the controls as the grip is really variable. There is also a nasty bump on the apex of the left. It doesn't seem to effect my car too much but I reckon it could cause more of a problem in cars with very hard suspension.
We are now on the approach to the...
QUIDDELBACHER HOHE
As you come out of Hocheichen, there is a fucking imposing crest in front of you with absolutely no clue on where the track goes next.
I tend to head over to the left side of the track before heading back right as I go over the crest (2.03) while flat out on the throttle. This crest is not as acute as it used to be. An E46 M3 lost it going over this crest and managed to roll along the top of the Armco on the left and took out an impressive amount (Approx €15000, I have heard). I think this accident prompted Nurburgring Gmbh to adjust the profile of the crest and take out the nasty bump just after it.
This crest is no problem in the dry but, when wet, you get a lot of standing water on the left side of the track once you have gone over it so I tend to try to keep lateral loading to a minimum in less than perfect conditions.
I then head back to the left of the track for the next fucking imposing crest (2.07). I go over this, flat out, on the left. This is a real negative G moment. I reckon I must get at least 10 metres of air over here!
You can now see...
FLUGPLATZ
It is quite important to your overall lap time to get this corner right as it leads to a long flat out section. It can also give you a big speed advantage on someone you are trying to pass. It looks as though it is two rights but is taken as one big one.
As soon as the car has settled, I have a dab on the brakes (2.10) before turning in. I am then on full power all the way through the corner. I am totally convinced that I do not need this dab and, with a bit of practice, I reckon my car would go through this corner totally flat out. I simply do not have the bollocks to try this though. I am aiming to try to get away with a lift in 2006 but we'll see.
I tend to miss the first apex (2.12) by about a metre as this seems to keep the radius more constant for the rest of the corner and means I can keep the steering wheel in the same position all the way round which upsets the car less.
I hit the second apex (2.14) but don't use the kerb. It is then flat out for the long run to ...
SCHWEDENKREUZ
There are now two gentle lefts (2.17)(2.21).
I take both of these flat while trying to keep the steering as constant as possible. If it is wet, there are often puddles of water and running streams going across the track, past the crest, after the second left.
I then brace myself for the fucking huge crest (2.30) before Schwedenkreuz.
I keep it flat over the crest on the right hand side. I don't like going over this crest on the left, when passing somebody, as it feels a lot more acute and the car gets a wiggle on which is a bit unnerving at 140+mph.
As soon as the car settles, I take a deep breath and get on the brakes for Schwedenkreuz (2.35). This is a fucking fast corner and seems to invite me in at faster and faster speeds the more I drive the circuit. This corner is well up on my list of 'Corners I'm most likely to crash at'.
As this corner seems to tighten on the exit, I leave my turn in late. I used to use a dot as my reference but that disappeared so I started using the white sign on the right (2.34) but that seemed to disappear this year too. I then just power through the corner, aiming to end up on the left kerb at the exit.
There is also a twat of a bump in the middle of this corner which makes it even more dangerous. I notice it in my car but I am not going fast enough for it to really cause me an issue. I was unfortunate enough to be a passenger in a CSL with Cuntyboy driving when the bump made itself VERY apparent. The car kicked out and it was only Cuntyboy's talents and some Bavarian electronics that stopped us becoming part of the scenery (Cuntyboy obviously denied any electronic involvement in this save).
I believe that this corner is one of the most likely to catch people out who have learnt the track using computer games. It is flat on every game I've tried. It is not flat in real life unless your car is extremely slow or very well set up. You also have to know exactly what you are doing and the consequences if you fuck it up.
It is now time to STAND on those brakes for...
AREMBERG
As I said in the last section, I am really standing on the brakes here (2.39). Schwedenkreuz is taken at about 120 mph in my car so I have a lot of braking to do. You are already aware of the fact that there are next to no gravel traps on the 'ring but there is a fucking great one in front of you now. This further enhances the overall BRAKE message that this part of the track is trying to communicate to you.
The braking zone is also bumpy so that familiar ABS chirp starts again. The turn in for Aremberg (2.45) is late. I use the dot on the left side of the track (2.41) as my turn in point and go for a late apex.
Once turned in, I am on the power all the way through the corner as there is plenty of space at the exit.
We are now in ...
FUCHSROHRE
In the first part of this section, the track meanders left (2.53)/right(2.55)/left (2.56).
I just ignore what the track is doing and drive a straight line, flat out, through it. I usually aim for the white sign (2.57) when unsighted by the crests. As this section is downhill, my car accelerates rapidly and I am changing to 5th (125ish) by the time the track opens out in front of me (2.57).
I then head for the apex on the last right before the compression (2.59) and follow the right side of the track before turning left through the compression (3.03) and up the hill while staying flat on the power. Fuck knows how fast I am going (I estimate 140-145mph based on gears) but it is a real adrenalin rush now that I have learnt to stay flat through there.
As you can imagine, the next left (3.07) comes up pretty fucking quickly at these speeds. The good thing is that I am going uphill so the brakes work really well and the left is faster than it looks anyway. I sometimes use the kerb on the apex and sometimes don't. It all depends what mood I'm in really.
I then straighten up and get on the brakes for the next right (3.10).
This is a simple corner that leads to ...
ADENAUER FORST
This is the first corner which attracts crowds of spectators on public days. They are not there to cheer you on or pass your registration number to Flavio Briatore. They are there to watch you fall off, spin, drive over the grass, skid or generally make a arse of yourself.
From the exit of the last corner I head to the right side of the track.
The turn in for the left (3.14) is very late as the corner comes back on itself quite sharply. You cannot see this until you are in it when it is too late to avoid going over the grass on the right if you are too fast.
Dan also managed to crash here. He got caught out by his Smart Roadster going on boost and delivering it's full 80bhp in one big lump. Nurburgring Gmbh let him off this time but rental car provider Sixt gave his credit card a bit of a spanking for a new wheel and rear bodywork damage.
The following right (3.18) is quite simple but a lot of people seem to spin here. I reckon it is caused by trying to show off to the crowd with a wee skid.
One of my fondest memories of the 'ring occurred on this corner. Cuntyboy was driving a Merc C200 rental car in atrocious conditions. There was one bloke stood where the crowds usually are, all on his own in the pissing rain. Cuntyboy pulled off a totally ridiculous skid which went on for ages. I looked back and this bloke was jumping up and down with his arms in the air. It really felt as though we had made his discomfort worthwhile.
Anyway, I digress. Off to...
METZGESFELD
After recovering from my wee skid that I just had to do even though I am shit at them, I meep meep to the crowd and am on my way.
Accelerating hard, I go through the slight left (3.25) and then aim for the very right hand side of the approaching crest (3.28) and the very left of the next one (3.32). This lines me up nicely for braking in a straight line, to the very right of the circuit, ready for the turn in for the first, long left (3.35).
I haven't yet felt like I am close to the limit through this corner so it goes on my 'Corners I'm most likely to crash at' list too. I really like this corner though. It flows nicely.
It is then time to hit the brakes for the following left/right (3.42).
I use the dot (3.40) for my turn in, apex the left and then head straight for the piece of the kerb that you can see, on the crest, on the right.
This works as a perfect apex for me and lines me up nicely for my braking for ...
KALLENHARD
My car seems to take a while to slow down on the brakes for this tight right (3.50) as it is downhill. That Armco seems to be fucking close again too!
turn in on the dot on the left (3.50) and also use the dot (3.52) on the late apex. I am then on the power and heading towards the next corner, using the kerb on the exit.
This corner used to be a lot more fun before they resurfaced it. It was horrendously bumpy and was quite a ride. It is quite a simple corner now (apart from the braking downhill directly towards Armco bit)
Enough reminiscing. We are now coming up to...
SPIELGELKURVE
The resurfacing work that was done, last year, through Metzgesfeld and Kallenhard ends here. We are back to a horrible surface, dodgy cambers and variable grip which is downright dangerous in the wet. I love it.
I am convinced the this deceptive left (4.01)/right (4.03) is flat in my car but I have another cahones problem here. I tend to have a dab just before the turn in dot (3.59) and then use both kerbs on the way through.
This is quite simple in fourth gear in the dry but a fucking nightmare in third in the wet. I have lost count of the amount of skids I have had to sort out through here in the rain.
Early last year, I did a few laps in the snow. The whole lap was 2nd/3rd apart from a couple of goes in 4th along some of the straight bits. I was driving like a right poof and not loading the car up at all. The fucking thing still skidded through this corner.
I was also a passenger with Nathan in his CSL. The daft cunt thought that this was Lauda Kink and decided to take it flat in the wet. We got away with it but we went over the grass on the right and ended up with loads of Dandelions in the grill. We are still taking the piss now.
It's now time to start thinking about braking for ...
MISS-HIT-MISS
Remember that list I keep babbling on about? My 'Corners I'm most likely to crash at' list? This bugger is Top of the Pile, Numero Uno. The Armco in this corner is dying for some of Porsches finest Seal Grey paint to be applied and the gods of the Nurburgring have decreed that I am the man to do it.
I just seem to take my brain out and drive like a cunt the minute I leave Spiegelkurve. I have got yipped up about passing a bike, forgotten to brake and skidded around the outside with my rear wheels on and off the grass. I have hit the middle apex hard in the wet and been put into a skid. I have committed hard into the corner and then been forced to change my line, due to crashed cars that weren't flagged and I couldn't see at the entry no less than 3 times, which terrified me.
As per this rest of this guide, I am going to tell you how I take this corner. However, with the above paragraph in mind, I strongly recommend that you work it out for yourself.
I brake for the dot on the left of the track (4.05) and turn in there.
This corner got it's name from the way you deal with the three sections of kerb on the right. Miss (4.06), Hit (4.09), Miss (4.11). The apex for this corner is the middle kerb (4.09). The problem is that you can't see this as you turn in so it takes a little while to get used to. I also try not to miss the third kerb by too much as there is a fuck off drop over the Armco on the left.
Once I have turned in, I am on the power all the way through this corner to get a good speed down the straight on the approach toWehrseifen.
WEHRSEIFEN
This is another corner where there is a good chance that I will drive like a Spacker. I usually demonstrate my Spackiness by not braking early enough. It is downhill here and the braking point is earlier than you think. This usually results in me having to trail brake around the right (4.16) which is not very comfortable in a mid-engined car. This corner is obviously another entry on my list.
If I get it right, I brake to the dot on the left (4.15) and turn in.
I then brake for the tight left (4.19).
I turn into this corner really late as an earlier turn in means that I have to wait ages to get back on the power. This is one of the few corners that I use 2nd for. As soon as I have hit the apex, I am full on the power through the next right (4.23) for the downhill approach to Breidscheid.
BREIDSCHEID
The approach to Briedschied from Wehrseifen is downhill so the car accelerates very quickly. 3rd is usually a long gear on my car but it gets through it very quickly on this part of the circuit and I am usually well through 4th by the time I get to the right (4.31).
I can take this corner flat but very rarely do as there are speed restrictions on this part of the circuit. I then brake for the left.
In some ways, I am quite glad that the speed limit is on this corner. It protects people coming onto/leaving the circuit using the entrance on the right and it also stops me taking chances with my speed. That wall on the right(4.37) is pure concrete and will seriously fuck up my car if I hit it.
Earlier this year, I was in Herman with Nathan driving. The daft twat somehow forgot to brake and turn in for this corner and decided to drive over the kerb on the right (4.37). I don't know how he got away without crashing as I was too busy, head between knees, kissing my arse goodbye. After he got it back on track, he memorably said "Sorry chaps" before driving the rest of the laps at a very reduced pace. He then retired from driving for the weekend.
I take the first left apex (4.36) quite tightly and then let the car wash out to the outside of the track before bringing it back into the second apex (4.39) which drops me nicely on the left side of the track ready for Ex-Muhle.
If you hold a Jahreskarte, you can get off here for fuel and food.
EX-MUHLE
This corner is a struggle in my car. It is steeply uphill and I always end up between 2nd and 3rd gear so don't seem to have any power.
I use the end of the kerb on the left (4.40) as my turn in point, hit the apex (4.42) and then go over the kerb at the exit. I have seen quite a few Elises/VX220s crashed into the inside at the exit of this corner but I have never had any problems myself. (but then, you are Fucking Great - DocJock)
I then head gradually across to the right side of the track, over the crest (4.53) while accelerating as fast as my underpowered piece of shit will let me in preparation for...
LAUDA KINK
I take this fast left (4.56) flat out in the dry. The problem is when the track is drying out. There is usually a dry line through this corner but it gets wet at the exit. I have been in a bit of a skid through here a few times in the wet and the right side of the track seems to get fucking close on the exit (4.57).
The other problem is that the braking into Bergwerk stays wet for a long time so you need to be aware of the conditions after the corner before taking it flat.
Here comes ...
BERGWERK
Getting this corner right is crucial to getting a fast lap time as it is followed by a 2 mile uphill, flat out stretch. If I get it right, my car will pull through 4th and allow me to use 5th. If not, it's 4th all the way up the hill.
The way to enter for this corner is to brake hard all the way to the turn in dot (5.04) on the left of the track and then turn in. This leaves absolutely no margin for error though as the barrier is one metre, at the most, from this dot, I prefer to take it a bit easier on the brakes to leave a bit of margin for error.
I still turn in on the dot and I am then straight on the power in the dry. If you can see the exit of the corner before you get on the power, you have left it too late. The apex is very late (5.06) and you can run out of track very quickly, at the exit, if you apex too early.
In the wet, this corner is a fucking nightmare in my car. It is almost impossible to get the power down while still turning as the back end just keeps kicking out which means I end up Driving Miss Daisy up ...
KESSELCHEN
After the recent bendy bits, it's time for a good old, flat out blast. I come out of Bergwerk flat on the power and just keep it there. I turn into the gradual left (5.12) and try to keep my lock as constant as possible all the way through until the crest (5.23).
It is very important that I keep my car as straight as possible over this crest as the rear really unsettles if I have any sort of lock on at all. It is fucking scary in the wet. I think I need to look at rear suspension options for the Boxster in due course.
I go over this crest on the right side of the track where I can then see the left (5.26) in front of me. This is flat for me now but it took me a long time to grow the bollocks to do it. The problem is that you can't see through the corner on the approach. I know this is fairly typical of the 'ring but I am doing 120mph+ here which makes me think a bit about the consequences.
I turn in on the dot (5.25) and aim for the left apex (5.26). The right side seems to come in quickly but it is not a problem in the dry. I have skidded here a couple of times in the wet though but never enough to cause real concern. I don't like going through here off line though so I tend to have a wee lift if I am about to pass someone or letting someone past. I then aim for the apex on the right (5.29) before letting the car go to the left side of the track.
The track then goes to the right slightly (5.37) and then back to the left (5.41). These bends are very simple but it starts to feel a bit tight once I have got my speed up through there. I can imagine they get quite difficult in a very fast car.
We now come to ...
ANGSTKURVE
aka Mutkurve.
After being flat for the last 40 seconds or so, this corner scares the hell out of me. You can't see through it and it is a lot faster than you think.
I tend to make do with a slight dab of the brakes and change down to 4th when I am alongside the kerb on the right (5.42). I then turn in at the end of that kerb and am straight back on the power through the corner, using the left apex (5.45). The right side of the track comes in at you but there is plenty of room. I know I can take this corner a lot faster (possibly flat) but I am a long way from doing that at the moment.
There is then a short, uphill straight towards a crest which signifies Klostertal
KLOSTERTAL
I approach the crest (5.52) on the left. After the crest, there is more track to left which I use to widen the radius for the right (5.55). I just have a bit of a lift before powering through this corner, using the apex (5.55).
I have never seen a crash here but there always seems to be skid marks going towards the Armco on the left at the exit. Very odd.
I then head to the next crest which is hiding...
STEILSTRECKEN
I feel as though the track changes character here. The long blasts followed by high commitment corners are a thing of the past for a while and things seem to get more technical. Outright power also seems less important from here on in.
I start braking as I hit the crest (6.00) and drop the car into 3rd. I then pick one of the 400 or so lines I have tried through this hairpin (6.02) although I tend to use a late turn in, get on the power early and aim to apex quite far around the corner (6.05ish) so I can get good speed heading up the hill for the Karussell.
This corner is another good opportunity for a wee skid for people who can actually do this without crashing.
KARUSSELL
This is probably the most famous and photographed corner of the entire Nurburgring. It is also as rough as fuck on the car.
After leaving the hairpin, the track goes uphill. The road goes left and right but there is a straight line through it.
The crest (6.15) hides the Karussell (6.17) until the last minute so you need to get your braking out of the way before you can see it. I drop down to 2nd and aim to drop into the corner on the 3rd paving stone (6.17). Aiming for the marshals hut (6.17) drops me in nicely.
It is then just a matter of accelerating gently while hanging on for grim death. It seems to tighten a bit about 2/3rds of the way round and I get a nice Pssscht noise from my front, right suspension.
As soon as it starts to straighten up, I get on the power and aim for the far, right corner of the last slab (6.21)
and then boot it up the hill towards Hohe Acht.
HOHE ACHT
The first part of Hohe Acht is a flat out left (6.33). It took me quite a long time to believe this (2 1/2 years!) but I have finally managed to do it and can't see what I was worried about as there is loads of space.
I just turn it at the dot (6.32), aim at the apex and keep it nailed. Dead easy. I then stay on the right of the track for the next left/right. I brake along the right kerb (6.38), turn into the left (6.41) at the end of the kerb and then use the left apex.
The more laps I have done at the 'ring, the earlier I turn in for the right (6.42).
I find that the earlier turn in causes less problems with the camber change as I go over the top and also means that I can get more speed down the straight towards the next right (6.48)
This right doesn't seem to be in the right place if you ask me. It is a little bit awkward. If the designers of this circuit were still alive, I would write them a strongly worded letter about how it interrupts the flow of this section and their Customer Care department would insist that they change it to keep me happy. Alas, this is not to be so I will have to just put up with it.
I use the now familiar dab, turn in on the dot routine through this corner but I don't use the full width on the exit as the kerb comes in from the right (6.52) and this saves me from fucking about with the steering too much on the approach to...
HEDWIGSHOHE
My car accelerates quite quickly down here and the right (6.57) is a lot faster than it looks. I just have a lift to settle the car and turn in quite late as I like to end up on the right side of the track ready for Wipperman.
I once saw a Black Carrera GT against the right barrier through here. It didn't look badly damaged but I wanted to cry anyway.
WIPPERMAN
It took me a long time to find a line that I am comfortable with through here. I used to use a very similar turn in and line as Cuntyboy uses in the video that we are using as a reference. This involves a relatively early turn in and then driving over both the left (7.01) and right (7.04) kerbs on the way through. This never felt quite 'right' in my car though.
I now turn in a couple of metres later and drive close, but not on the left kerb. I take a shitload of the right kerb instead and this seems to give me a straighter and faster line through the complex. This just feels more comfortable and stable in my car. No doubt I will change my mind next year though.
After going over the right kerb, I somehow end up on the right side of the track. I really should think about this a bit more but I am too busy picturing myself as a BTCC driver, from the mid 90's, flying over the kerbs at Knockhill. Have I mentioned that I am a daft cunt yet?
Anyway, off to the next right which I have decided is part of Eschbach. It is probably part of Wipperman but I'm writing this guide and, therefore, I can call it what I want.
ESCHBACH
I have spent ages watching various vids etc. while I have been writing this guide and I simply cannot work out what I use as a reference point for the turn in to the right (7.08). I am going to have to work it out next time I go.
I tend to have a longish dab on the brakes and turn in quite late as I cannot see through the corner due to the crest. The kerb also seems to come in sharply from the left at the exit. By the time I get to the exit, the track is going downhill quite steeply which makes the braking ... erm.... interesting for the following left (7.16).
DocJock managed to crash The Shed into the barrier on the right (7.16) instead of turning into the corner. He blamed brake failure once again but we all know that his brakes had fuck all to do with it and he is just a bit rubbish. We obviously don't tell him that to his face as he didn't get his nickname from chopping firewood and we might also need to borrow a left handed hammer, a bucket of compressed air or some other obscure tool that he has lugged halfway across Europe with him.
Enough of taking the piss out of homicidal Scotsmen and back to the left in Eschbach.
I tend to get on the brakes early for this one, due to the downhill approach. I turn in on the dot (7.15) and hit the first apex (7.17). I then let the car wander all the way to the right of the track (7.18). I then aim to hit the second apex (7.20) late so this drops me nicely on to the left kerb to line myself up for...
BRUNNCHEN 1
Brunnchen 1 is a simple right (7.23). Dab the brakes along the left kerb, turn in, hit the apex, go to the left on the exit and you are on your way.
Job done.
But..............
This is probably the main spectator spot on the 'ring for public days. My ego will not allow me to look slow through there. It is VITAL that the tyres squeal all the way through the corner as we all know that that is faster. It is also imperative to use the rumble strip on the left at the exit as it is really loud and makes you sound faster. Going through in a lower gear than necessary can also help as higher revs always sound quicker. Even better if you can throw in a wee skid.
While doing all this, it is also important to give a wee 'meep, meep' on the horn as you exit. This will draw even more attention to you as your passenger doffs his hat and waves at the crowds.
I then sort out the complete mess that I have made of this corner, due to fucking about, before heading down the straight to...
BRUNNCHEN 2
I keep it nailed down the short straight (usually on the rumble strip as it sounds faster) and then have a dab on the brakes. I turn in on the dot (7.27) and try to apex quite late (7.31 ish).
I usually have to wait until I can get on the power through here as my car seems to understeer if I get on it too early. This is really pronounced in the wet. I use the rumble strips on the left (7.32) as I exit before heading back to the right side of the track in preparation for Eiskurve.
I also managed to blow up a 1988 Honda Prelude through here. That was OK, shit happens, etc. The annoying thing was that the 'Check Engine Light' came on after it blew! What is the fucking point of that then?
EISKURVE
This is another corner that stays slippery for a long time while the track is drying out.
Nathan managed to stuff his Noble here (Sam knows). The back end got away from him on the exit of the left and he over corrected which meant he ended up, nose first, in the Armco on the right. It was expensive. He did say "fuck" in a manly way on the video though. He could have caught it though - DocJock
I tend to brake hard and turn in on the dot (7.37) before heading for the left apex (7.39). I then get straight back on the power and aim for the bit of kerb, on the right, on top of the crest (7.42). I take this kerb in the dry. Staying on the power, I go over the crest and brace myself for Pflanzgarten 1.
PFLANZGARTEN 1
I bring myself back to the right side of the track in preparation for the first left (7.48). I sometimes take this left flat and sometimes have a comfort lift, depending on how committed I am feeling.
It is then flat on the power until the big crest (7.52) following a straight line and ignoring the weaving track. I absolutely hate overtaking through this bit and will only do it when I am 100% sure that the driver of the other vehicle is allowing me to pass and is going to help. Being off line too long can really fuck up your day.
I have been in a few cars that do not brake until after the crest. I have tried once and have decided that it is a stupid idea so, like eating earwax, it is on my list of things that I will not try again.
I brake before the crest on the left side off the track, come off them as the car goes light and then brake again once the car settles. The following double right is quite fast and has plenty of run off so I don't need to brake too much. I am still experimenting with how much braking I shoud do before and how much I should do after the crest. I do know that braking while going over the crest is not a sensible thing to do as my ABS tends to throw a paddy which can make the entry into the next corner a bit faster than planned.
I turn into the first part of the double right at the end of the rumble strip on the left (7.54). I then hit the first apex (7.55) and let the car go out to the left of the track.
I then head for the second apex (7.58) quite late as I like to end up on the right side of the track in preparation for the left before...
SPRUNGHUGEL
The next left (8.00) is hidden by a crest on approach. It can also be a bit of a git in my car. Lifting off the throttle is even less of an option than usual.
Depending on how fast I got through the previous double right, I may need a lift before turning in on the dot (7.59 although you can't see it in the vid). You need to turn in before you can see the corner which is a bit disconcerting but nothing new on this circuit. I then hit the apex (8.01) and then let the car go out to the right while on the power.
I turn for the next left at the end of the right rumble strip (8.04) and take the apex (8.05). I then stay as far to the left as I can as I go over the big crest.
I need to go over this crest as straight as possible as, if I am at any sort of an angle, the rear instantly tries to overtake the front which can be quite alarming. The crest also seems less severe on the left.
I sort out any tankslappers I have managed to cause through fucking up and head for...
PFLANZGARTEN 2
The whole Pflanzgarten/Schwalbenschwanz complex really demonstrates the way that the 'ring changes as you learn it better. As you get faster through one a corner, it completely changes the way you need to take the following corner and so on. This is what stops the 'ring from becoming boring, no matter how many laps you do of the place.
As I have been on the power since before Sprunghugel, I am going at a fair old lick by the time I get to the right (8.10).
I take this one flat and it feels fucking fast! I also managed a four wheel skid in the dry through here which was not as scary as I'd imagined. I tend to turn in at the end of the rumble strip on the right (8.08) and head for the apex(8.10). I do not let the car go out to the left on the exit as the kerb comes in nastily from the left (8.11) while going over a crest which upsets the rear of my car. Steering the car is not my friend through this bit and passing someone simply isn't an option.
I hang on to the left kerb for a second or so before turning slightly right to catch the right apex (8.14). I then let the car go out to the left on the approach to ...
SCHWALBENSCHWANZ
I am still struggling to find a reference point for braking into the first part of this right/left, so I tend to brake early and end up going through slower than I need to. Getting my speed up through
I tend to turn in relatively late (8.22) so I end up on the right kerb for the approach to the left (8.27).
I turn in a couple of metres past the end of the rumble strip and hit the apex before going back out to the right and staying on that kerb for the approach to Kleinekarussell.
KLEINE KARUSSELL
I used to take this corner the same way I deal with the Karussell but I have since found it more effective to treat it as a conventional left with an extreme grip level. It is one of my favourite corners on the track.
I tend to brake, drop into third and turn in about 1 metre short of the end of the kerb on the right (8.33). I then wrestle the car across to the concrete section (8.34) before hitting the apex (8.35). It feels fucking great when the car hooks up to the banking. Once past the apex, it is full power time as I go over the last of the concrete and the banking disappears. The Spockster oversteers as I come off the concrete but it is simple enough to deal with in the dry. My last car, a 330 cab, used to understeer as it came off so it seems that different cars react in different ways as they exit this corner. There is plenty of space to sort things out though.
It is then time to get the car sorted and head back to the left of the track in preparation for the last corner...
GALGENKOPF
I've seen quite a few crashes at this corner, especially bikers. I think there is an element of 'This is the last corner, I've made it' and a lapse in concentration.
If you are using the whole straight (a trackday for example), this corner is probably the most important one on the circuit to get right. During touristenfahren, it is not that important as you will be slowing down not far past the exit. On busy days, I have seen the queue to exit the circuit back up to the exit of this corner which can be a bit alarming when you are committed through it and suddenly see stationary traffic in front of you.
I tend to have a dab on the brakes and turn in at the end of the left kerb (8.45).
I use the apex and then let the car go back out to the left while full on the power.
I stay out wide until I see the 186 Marshalls post (8.50) before turning into the apex (8.54).
I sometimes have a lift before turning in but it depends on what mood I'm in really. Once past the apex, I let the car go back out to the left as I approach the Gantry.
GANTRY
I am now on Dottinger Hohe, the main start/finish straight.
I keep it nailed until I go under the Gantry (9.02)
before knocking it into 6th and letting the car cool down on the way back to the car park.
If you are timing your lap, this Gantry is the 'G' bit of the BTG time and is where you should stop your timing equipment and subtract whatever time you feel necessary to make your time look cool. If your name is Big Tone or you are an internet expert it is time for you to come up with a tall tale about smoking a supercar 'and he was really trying' for your mates in the Pistenklaus that evening.
That is my lap of the Nurburgring. As I've said, I am not telling you how to do it and I may be well wrong in quite a few places. However, it gets me round, without crashing, in a reasonable time which does me nicely.
Spazzers