Paddock Hill Bend, Brands Hatch
MN says: Possibly the best-known corner in UK motorsport, Paddock
Hill Bend is always a fan favourite.
Not only is it the first turn, which creates drama at the start of any race, it is also a brilliant spectator spot with decent banking allowing fans a view to almost look down onto the machines as they battle for position.
The joy of Paddock Hill Bend is that it is not only about the entry and the trajectory around the corner, there is a real sting in the tail. As the cars’ suspension compresses at the foot of the hill, the handling characteristics alter dramatically and there is still a stern test.
Rob Austin’s expert view: “When done correctly, Paddock Hill Bend is an emotional roller coaster. The correct approach when you’re flat out in top gear requires quite a bit of confidence in your machinery.
“The fact you can’t see where the track goes is very unnerving.
The braking zone is very bumpy and undulating. That, coupled with the fact that the approach is curved, leaves you fighting your natural human survival instinct which wants you to turn in on a tight line.
“The correct line leaves you feeling like you’re about to drive off the circuit. But when you get to the service road on the left, ease off the brakes and start to turn in, you feel a sense of relief as the corner becomes clear. Your battle now is against gravity and physics…
“The corner drops away so much the car wants to leave the road and this is where you know if you’re going fast enough. If you now feel like you’re going to end up driving through the gravel at the exit, then you have probably carried the correct speed through the mid-section! When you get to the bottom, the compression as the track starts to rise forces the tyres to grip the Tarmac, pull the car back in to line and just about hold you on the circuit and hopefully within track limits.” Rob’s pro tip: “I find squinting as you skim the track limit pressure pads on the exit helps ….”
MN says: This section has it all, and it is a brilliant place to watch from the wire. If you stand at the top, you can see racers attack the opening kerb on the righthand side with vigour. However, if that goes wrong, there is no time to correct it. The impact will be felt all the way down to Mcintyre’s. Like Paddock Hill Bend at Brands Hatch, the compression at the bottom of the hill can put impossible dynamic demands on the car and the battle is not finished as there is a big braking zone. It has great views for fans, and is a great challenge for racers.
Rob Austin’s expert view: “On its own, Duffus Dip would be a completely different corner so this has to include Leslie’s and Mcintyre’s as well as a complex of tests.
“This is one of my favourite sections of track anywhere in the world. I can’t think of anywhere else where the track drops away so sharply but, despite this, Duffus is a quick corner.
“Positioning on entry will depend on your car: if you pull to the left and use the extra bit of Tarmac then you gain some track width but it can unsettle the car. Whichever entry line you use it’s a short, sharp braking zone and, as with many of these great corners, the entry is crucial because you are going to have to hand over control to physics, momentum and science for a chunk of the corner.
“Through the mid-section of Duffus, you are pretty much (and if you use too much kerb then you are completely) airborne so your entry angle combined with speed with determine where you land.
“Duffus is followed immediately by a change of direction and Leslie’s so where you land is critical. If it is too wide then your line for Leslie’s is compromised and you’ll have to lift and give away time. Too tight and… well you just haven’t gone fast enough and you’ve already given time away. I find half-a-car width inside the exit kerb to work well, but you’ve got to have the car landing neat and tidy because you haven’t got time to make corrections before the direction change.
“Your entry to Duffus almost entirely dictates how well you get through Leslie’s and that, in turn, dictates how well positioned and settled your car is at the braking point for Mcintyre’s. When you get this bit right, it feels like art.” Rob’s pro tip: “When you get it right it’ll feel easy. Don’t attack: let it flow.”
MN says: This is a tough one for spectators, because there is no direct way of seeing the corner. In fact, the best view is from the other side of the valley and peering over, but it is still a long way from the action. However, the high-speed nature of the turn, allied to the immediate run into the braking zone for the Shell Oils hairpin, makes it one of the circuit’s toughest sections. This is one for the drivers, who all breath a sigh of relief when it is over on each lap.
Rob Austin’s expert view: “The main obstacle you have to overcome at Island Bend is that for some reason here more than anywhere else you are extraordinarily aware of the tyre wall. I mean: have you ever seen and one go off there and it not be a massive train wreck? No, generally if you balls this one up you are going to pay for it.
“But, dear reader, you can relax as I explain to you in detail how to get though without risk of turning in to a fireball… go slowly! Yep, that’s the only way.
“Unfortunately, as there is very little distance between exiting Island and braking for Shell, all your time is made up on entry so you just have to make your braking as light as possible, try not to pitch the car in too much. From there, you just have to take a deep breath, get off the brakes and barrel as much speed in as you dare.
“As the corner progresses, the technique vs bravery balance does tip a little as you don’t want to be all the way on the right-hand side and sliding around at the exit or you will compromise your braking and entry line. But you also don’t need to get all the way back to the left so don’t wimp out too much.”
Rob’s pro tip: “Using the apex kerb can help correct the balance if you’re struggling for front-end grip… but I’m not responsible if it fires you off in to the wall…”
MN says: Watching Formula 1 cars through Becketts is just mindboggling. Your eyes tell you that the cars simply cannot grip with the speed they carry through the section, but they somehow do. It is the same with any competition car. The flowing nature of the double switchback means that weight transfer and the perfect line are crucial, otherwise the incident is amplified. Get the first part wrong, and the driver will be handed a oneway ticket to a sizeable laundry bill. Great fun for the spectators.
Rob Austin’s expert view: “The Maggots, Becketts complex is an interesting challenge. The first left is comfortably flat, but important to get right as it sets up your turn-in point for the first right-hander.
“From here you will progressively get slower at each corner so the car is on its nose from now until you get on the power for Hangar Straight. The kerb is very flat on the apex of the first right and the British Touring Car Championship driver in me advises you to absolutely decimate it! The more kerb you take, the more track width it buys you as you change direction and turn in to the left.
“As previously stated, the car will be on its nose so it’s easy to have the rear hanging out as you decelerate for the final right-hander here but that will compromise your positioning and direction change. Keep it neat and tidy and tight to the left, this will allow you a more progressive and smother direction change which ultimately will help you get through and out faster which, because this complex is followed by the long and uphill Hangar Straight exit speed becomes critical to lap time. “Rob’s pro tip: “If you find yourself in a position where you can sacrifice some lap time, hang the rear out, it’s more fun and it looks cool!”