are a handful, even when running solo.
For example, NASCAR Sprint Cup cars at
Dover Downs, Bristol and Loudon, and
IndyCars at Loudon (again), Milwaukee and
Indianapolis – although we’d love the
apron to return at the latter.
Choosing the perfect result is frequently
biased, according to which driver you
support. Of course, because we like
to think we’re unbiased journalists,
we attempt to take a more general
view, always thinking of what’s best
for the sport. But we can’t deny that
emotion seeps in...
In 1988, when McLaren was dominating
F1 in an unprecedented manner with
Prost and Senna, Enzo Ferrari died at the
age of 90. Within a month of his
passing, Monza hosted an emotional
Italian Grand Prix. In the race, Prost’s
It would be easy to simply suggest Road
America, Spa-Francorchamps or the
Nurburgring-Nordschleife, but it needs
outbraking zones too. Let’s sew together
these bits: the wide hairpin at the end of
Shoreline Drive from the old Long Beach;
Canada Corner at Road America; Pouhon at
Spa; the Maggotts-Becketts complex from
Silverstone; Tarzan corner from Zandvoort;
the final turn (Rindt-Kurve) from
Osterreichring; Turn 8 from the Turkish
Grand Prix circuit; Casino Square from
Monaco; the triple chicane (Turns 7 and 8)
from Surfers Paradise; the Corkscrew at
Laguna Seca; Turn 1 from Mid-Ohio; the
Montreal hairpin; Turn 4 from Suzuka.
Then add in your favorite couple of the
170-plus turns from the Nordschleife. It
may sound a weird Franken-circuit, but
it could be a heck of a thing to race on.
Oval-wise, what we want are ones
where its thrillingly obvious that the cars
ROLLING START/RESTART PAUL TRACY
You can’t wait for the guy in
front to go. You’ve got to
anticipate the rows in front of
him. In Sunday morning warm-ups,
I practice going to the inside and
the outside of the first turn,
feeling where the limit is.
On a street circuit, generally everyone goes to
the inside at the brake zone on Turn 1, lap one,
to either pass the car in front or defend from the
car behind. But the outside line is the regular racing
line, so that’s where the rubber’s down so you
can brake a bit later than the guys on the inside.
Then you make sure you’re properly alongside
anyone as you go past the exit, because with less
grip than you, they may understeer or drift from
the apex on the corner-exit, and you don’t want
them pushing into you or pinching your exit line.
On an oval, it’s much the same basic principle –
anticipate what the guys ahead are going to do,
and be where others are not, because you want
clean air on your wings for downforce. You’ll see a
lot of passes on the high side on ovals at starts
and restarts, but it gets harder as a race goes on,
because that’s where the marbles are.