You excel in precise entry lines and braking well, although I notice that there are parts where you turn in a bit late, particularly in the middle of a chicane. The second apex of a chicane almost always has priority over the first, so ensure your line can allow for a smooth exit.
Circuit Gilles Villenueve favours cars that can comfortably ride kerbs. This means that suspension is usually on the softer side, but aero may fairly average due to the long back straight.
☐ Your initial braking is very good, braking at exactly the same time as the reference lap. Your line isn't quite as wide though, and you don't quite use as much of the kerb on the inside. I also notice that on exit, you switch back to the left hand side of the track to prepare for turn 2, however this will actually make it harder to turn in. If you try and get to the left hand side of the track, it will not only lose speed from turn 1, but it will also put you on a less ideal angle for turn 2. As counter-intuitive as it sounds, try to go from the apex of turn 1 to the apex of turn 2 almost in a straight line, with just a small correction to the left before turning for turn 2. Once you've done this, try to apex late and accelerate smoothly up the hill out of turn 2. In this instance, you appear to accelerate slightly early and it causes you to understeer wide through most of turn 2, so make sure you can get to the apex on the exit.
☐ Your trail braking is slower than the reference lap, and means you scrub more speed off. After the first apex, you hug the inside kerb for longer, which reduces speed even more for the second apex. It's important to carry speed into and through the complex, so make sure that your speed carries you from kerb to kerb, including the exit kerb. You can also afford to be quicker onto the throttle. Carrying more speed into the first apex will naturally make it easier to accelerate.
☐ This turn is flat, but you can afford to hug the inside wall as much as you can.
☐ Your entry line and braking is very good, but your slight acceleration after the first apex means you run slightly wide. This little mistake sets you up badly for the next corner, and I notice that you're further away from the apex here. This will be detrimental to your acceleration, and this is a crucial area to focus on, so make sure you're able to hug the second apex more than the first.
☐ Again, your entry line and braking is very good, and you do the first apex almost identical to the reference lap. But I also notice that you turn into the second apex a little late again, and don't use as much of the apex as the reference lap does. This also makes it harder to accelerate, as you're also having to turn more. Try to make sure you straighten your exit as much as possible, and this will naturally help with making acceleration easier.
☐ I notice hat you release the brakes earlier than the reference lap, and this seems to push you wide on apex. For a hairpin such as this, it's important that you travel the shortest possible distance, purely because of how slow the apex is, so make sure you hug the apex as much as you can. This may also help you to apply the throttle earlier as well.
☐ This section is flat, but you can afford to hug the inside wall a bit more to really straighten your line.
☐ Your line and braking here is practically identical to the reference lap, very nicely driven. The only difference I see is that you don't quite extend the track as much on exit, and this is because of a slightly delayed throttle response compared to the reference lap.
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