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Segment 1

☐ To begin the lap, your positioning on entry is good, but the reference lap is still slightly wider as the braking begins. Speaking of braking, you start yours much earlier than the reference lap, and this is because you don't trail brake like the reference lap does. This means that you can't extend the braking zone into the corner, and you lose a lot of time in comparison.. Because you've braked so early, it convinces you that you can accelerate earlier, but the angle of the next corner doesn't allow you to do this. Because you accelerate earlier, your line into turn 2 is much shallower, so you have to lift much more. This will not only lose you time here, but also the whole way down the next straight. For this segment, focus on braking late and trailing the brakes as far into the corner as possible. Then, hold the car more towards the left hand side of the track to minimise the required lift through turn 2.

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Segment 2

☐ This segment is driven flat out.

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Segment 3

☐ Very nice line on the way in, but your braking comes earlier than the reference lap again. Your release of the brakes is quite sudden, so you could maybe brake later here and trail off slower to minimise your braking distance. You also begin accelerating earlier but you hesitate for a while at the apex. Ideally, you should only start accelerating once you can reach full power smoothly, so try accelerating later and this will help you carry more speed on exit.

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Segment 4

☐ This segment is driven flat out.

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Segment 5

☐ The reference lap here has a very small brake, and yours is slightly more harsh. You have also accelerated early again, and this forces you to lift off heavily for the second apex. The reference lap takes longer to start accelerating, but reaches 100% much smoother.

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Segment 6

☐ Similarly to turn 1, you brake earlier but slower, and you don't trail brake like the reference lap does. Trail braking is particularly important here, because it's the most efficient way to carry speed into the corner. The trail braking also allows the reference lap to turn earlier than you, meaning the apex speed is higher anyway. Your exit line is much shallower, and this could be down to your late corner entry, but try to have a smoother racing line here.

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Segment 7

☐ Your line means that you don't need to brake, but I can see a few inputs on the throttle as you're turning in. These will only make you understeer, and it means that you're not using the full grip of the car here. Try holding the throttle for longer, but having a small brake on the way in. This will mean that your entry speed is higher, but the braking will help you turn better to counter the speed. It's also a good idea to hug the inside kerb for most of the corner to help you accelerate up the hill again.

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Segment 8

☐ The line on the entry to this corner is a strange one. You need to make sure you position your car to the left side of the circuit as quickly as possible. This will help you brake and turn better into this tricky hairpin. You have braked at the right point, but your release is still quite sudden compared to the reference lap. Trail braking is important here. You have made it to the apex better than the reference lap, but because of the elevation change on exit, it is actually more helpful to take a slightly wider line. This will mean your tyres can use less grip turning and more grip accelerating.

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Segment 9

☐ This segment is driven flat out.

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Segment 10

☐ Similarly to turn 1, your braking starts earlier than the reference lap, but you take longer to reach full force. You also release quite quickly again, meaning that you aren't leaving the braking as late as you can. Ideally, you need to brake hard and first first, but then slowly trail off the more you turn into the corner. Your acceleration point is again slightly early, and it causes you to lift off. Make sure that you can accelerate smoothly out of corners, especially one as important as this.

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Segment 11

☐ This segment is driven flat out.

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