Well driven, and the lines used are impressive. There is a tendency to brake early and accelerate a little slowly, but these are easy corrections to make with building confidence.
It seems as though your setup more favours straight line speed than cornering speed. For Baku, there needs to be a solid balance. The car needs to be able to be fast in a straight line, but also needs to be able to turn quickly.
☐ Immediately I see that on entry your line isn't as wide as the blue reference lap, and this means that your braking has to come earlier to compensate the less usable track you have. Luckily, your brake track is very similar to the reference lap, although all the stages happen earlier. You turn in at a good point and you actually make it to the apex better than the reference lap, although on acceleration, you freeze for a moment. This means that you don't quite have the speed to run the car to the exit. The main areas to work on here are widening the entry in terms of car positioning, and getting an early and smooth throttle input. The wider entry will naturally mean you can brake later, so this is an area that will not need much adjustment.
☐ Your positioning on the entry is slightly wider than the reference lap and your braking comes at almost an identical point, if slightly earlier. Your line through the corner is great, however throttle application is similar to turn 1. Your initial application is good, but then you freeze for a moment before accelerating again. You can also afford to be more consistent, as you seem to feather the throttle more the more application you give. Another thing to note is that there is a small blip in your throttle a little after the corner, so make sure you hold the throttle fully down for the whole straight.
☐ Both you and the reference laps have similar lines on the way in, but your braking comes earlier again. This means that you get the car stopped sooner, sacrificing entry speed, but it means that you can rotate better and accelerate earlier. Overall though, this is slightly slower than the reference time, as they are able to brake later and still carry speed through to the exit.
☐ Before this corner, make sure you switch fully from the right hand side of the road to the left, in order to straighten your braking for this segment. You don't quite do this and it means that there's more space available on your outside to help you carry more speed and turn less. Your braking comes earlier, but your brake trace is very similar to the reference lap. You do however miss the apex, and it means that your throttle is slightly delayed. It seems as thought you lost rear grip and oversteered on exit, causing you to back out of the throttle, so just make sure that you maintain full grip out of corners like this.
☐ Your line here is on point, and I'd argue it's actually better than the reference lap. Your braking still comes early, however it's your throttle on exit that lets you down slightly. Compared to the reference lap, it's a little slower. I know that the exit here is very hard to gauge the grip available, so you can build up the confidence slowly to properly maximise the grip on exit.
☐ Your line here is again very good, but your braking comes early. For a corner like this that leads into such a slow section, it's important to preserve as much speed as possible, so taking a narrow inside line and trail braking is the best way to do that. Also, try to get more consistent acceleration to manage the speed better going into the castle section.
☐ This is an exceptionally tricky section to get right. Your braking comes earlier than the reference lap, but you take slightly longer to reach peak force. You can afford to take slightly tighter lines, as the reference lap appears to be ever so slightly closer to the walls than you. You also run ever so slightly wider on the final right hander, which would compromise your entry into turn 12. Try to focus on the final corner of the complex, and this may mean you need to slow your exit over the crest of the hill.
☐ Very little to judge here, although possibly room to take a slightly tighter line.
☐ Initially, your line for the braking zone starts off wider than the reference lap, although due to the angle of the outside kerb, you get pushed slightly closer to the apex upon turn in. This means that you have to slow a little more, but you extend the exit better than the reference lap. Try to brake from closer to the middle of the road, and aim for the outside kerb to get as wide of a line as possible.
☐ Your entry line and braking is executed very well here, but your throttle is a little slower than the reference lap. Try to build confidence under acceleration to maximise the speed on exit. This is especially crucial because of the massively long straight that follows this turn
☐ Very little to comment on, however I notice a small lift in the second part of the fast chicane. Ideally this whole section should be completely flat, so try your best to have the confidence to keep your foot on the throttle the whole way. Otherwise, this is driven very smoothly and very well.
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