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Mogyoród, Pest County, Hungary
About
Located in a dusty valley just outside Budapest, Hungary, the 4.381 km (2.722-mile) Hungaroring is a staple of the European motorsport calendar. Opened in 1986, it holds a unique place in history as the first Formula One Grand Prix to be held behind the Iron Curtain. The circuit is renowned for its relentlessly twisty and undulating layout, which presents a significant technical challenge for drivers and teams.
Often nicknamed “Monaco without the barriers,” the circuit's tight and technical nature is its defining feature. Its 14 turns, many of them slow- to medium-speed, are strung together with very short straights, making overtaking notoriously difficult. The tight and technical middle sector, in particular, offers no respite, while the final two sweeping corners are critical for setting up the only significant straight on the circuit. This places an immense premium on qualifying position and perfect race strategy, as maintaining track position is paramount.
The lack of long straights means that engine power is less critical here than at other venues. Instead, success at the Hungaroring demands a car with maximum aerodynamic downforce and excellent mechanical grip. Because many corners are taken at lower speeds where aerodynamics are less effective, a car's mechanical grip generated by its suspension and tires becomes absolutely critical. Excellent traction out of the numerous slow-speed corners is also a key performance differentiator, as it allows drivers to begin accelerating earlier.
For the driver, a lap is a busy and physically demanding affair with few moments to rest. The constant cornering, combined with the typically hot and humid Hungarian summer weather, makes it a true test of endurance. Furthermore, the track's location in a natural basin means it is often very dusty off the racing line, punishing any small mistake. As a result, careful tire management on the abrasive surface is not just a suggestion but an absolute necessity, often being the deciding factor in the race's outcome.
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Track Information
Location: Mogyoród, Pest County, Hungary
Time zone: CET (UTC+1)
FIA Grade: 1
Surface: Asphalt
Length: 4.381 km (2.722 miles)
Turns: 14
Grid Size: 27
Downforce Level: High
Capacity: 70,000
Operator: Hungaroring Sport Zrt
Broke ground: 1 October 1985
Opened: 24 March 1986
Race lap record:
Time: 1:16.627
Driver/Country: Lewis Hamilton, Great Britain
Car: Mercedes W11
Date: 2020
Event: F1
Website: hungaroring.hu
Wiki: en.wikipedia.org/wiki/Hungaroring
Downforce Requirements
The Hungaroring is considered a high-downforce circuit for GT3 cars. The circuit’s tight and technical layout with numerous slow and medium-speed corners, quick direction changes, and limited straights prioritizes cornering grip and aerodynamic stability over outright top speed. High downforce levels are essential to maintain traction and responsiveness through challenging sectors such as the uphill Turn 4 and the final complex, enabling drivers to carry more speed and confidence through tight corners and fast transitions.
Setup Tips
Core Setup Philosophy
The key goal at Hungaroring is to maximize aerodynamic grip to improve cornering speeds and stability in the many tight sections. A balanced aero setup enhances mechanical grip and steering precision without creating excessive drag on the short straights.
Key Setup Tips
Rear Wing: Start with a wing setting in the upper range, typically between 8 and 10 on a 12-step scale. This provides the rear stability required for aggressive cornering and rapid direction changes.
Front Aero (Splitter/Canards): Balance the rear wing with sufficient front aero to maintain sharp turn-in and prevent understeer, especially in slower corners and under braking.
Ride Height: Maintain a low ride height to maximize aerodynamic efficiency and responsiveness, but ensure clearance for kerbs to avoid instability.
Suspension: Tune for compliance and grip, focusing on absorbing bumps without compromising chassis stability.
Brake Balance: Slightly bias rearward to enhance stability under heavy braking into slow corners
Race Pace Targets
GT3 Record
1:42.446
Alien
100%: 1:42.443
Competetive
101%: 1:43.467
102%: 1:44.491
Top Split
103%: 1:45.516
104%: 1:46.540
Midpack
105%: 1:47.564
106%: 1:48.589
Backmarker
107%: 1:49.613
108%: 1:50.637
GT3 Lap Record
Lap Time: 1:42.446
Driver: Raffaele Marciello
Car: Mercedes-AMG GT3 Evo
Team: AKKA ASP Team
Race: 2021 GT World Challenge Europe
Track Walk
Turn: 1
Turn 1, is a heavy-braking, tight right-hander at the end of the main straight. It’s the prime overtaking zone on the lap, but also one of the easiest places to overcook your entry. The braking zone is slightly uphill, which lets you brake later than you think, but the corner tightens more than it looks from the approach.
- Brake Marker: Just before the 100 m board on the left
- Brake Input: Full, hard braking in a straight line; trail off as you rotate into the apex
- Apex Gear: 2nd
- Apex Speed: 70–80 km/h
- Line: Stay far left on entry, turn in late, and hug the inside curb without climbing it
- Exit: Let the car run out wide to the left curb; early throttle is key for the uphill drag to T2
- Focus: Maximize exit speed: this climb is long, and any momentum lost here will hurt you all the way to the next braking zone
Turn: 2
Turn 2, is a sweeping, downhill left-hander that tempts you into turning in too early. The braking zone is slightly curved, so stability is key. Patience here pays off, a late apex keeps you tight for the short burst to Turn 3 and avoids running wide onto the dusty outer edge.
- Brake Marker: Around the 100 m board on the right, just after cresting the rise from T1
- Brake Input: Firm but controlled: trail brake deep into the corner to help rotation
- Apex Gear: 2nd
- Apex Speed: 80–90 km/h
- Line: Stay wide on entry, late apex, and hug the inside curb mid‑corner
- Exit: Let the car run out to the right curb, prep for set up for the quick right of T3
- Focus: Smooth steering and throttle: over‑committing early will push you wide and compromise the next corner
Turn: 3
Turn 3, a fast, uphill right-hand kink that’s flat in most GT3 setups, but still demands precision. The approach is short, and you’re carrying speed from T2’s downhill exit, so your positioning here is critical for the run into the technical middle sector.
- Brake Marker: None: it’s usually taken flat out
- Brake Input: If required, a gentle lift or micro-brake to settle the nose
- Apex Gear: 4th (sometimes 5th depending on gearing)
- Apex Speed: 160–180 km/h
- Line: Stay left after T2’s exit, turn in smoothly, and clip the inside curb lightly
- Exit: Let the car run out to the left curb, keeping momentum for the short straight to T4
- Focus: Smooth steering is key: any scrub here will bleed speed into the medium-speed T4, where lap time is easily lost
Turn: 4
Turn 4, fast, blind, uphill left-hander taken at high speed. The approach is flat-out from T3, and the apex is hidden until you’re almost on it. The track drops away slightly on exit, so precision is critical, run too wide and you’ll be on the dusty runoff with no grip.
- Brake Marker: Light lift or very short brake just before the 50 m board on the right
- Brake Input: Minimal: just enough to settle the nose before turn-in
- Apex Gear: 5th
- Apex Speed: 200–210 km/h
- Line: Stay far right on approach, turn in smoothly, aim for late apex to clip the inside curb
- Exit: Let car run out to the right curb, avoid track limits, shift car to left side for T5
- Focus: Commitment and trust: you need to turn in before you can see the apex, so rely on your markers and keep inputs smooth to maintain momentum into T5
Turn: 5
Turn 5, a tight, uphill right-hander that’s a complete contrast to T4’s bravery. The braking zone is short and slightly uphill, which helps you stop late, but the corner tightens more than it first appears.
- Brake Marker: Just before the 50 m board on the left
- Brake Input: Firm, straight-line braking; trail off as you approach the apex to help rotation
- Apex Gear: 3rd
- Apex Speed: 95–105 km/h
- Line: Stay left on approach, turn in late, and clip the inside curb without unsettling the car
- Exit: Let the car run out to the left curb; avoid running wide as the exit can unsettle rear
- Focus: Smooth exit is key: you need to be stable for the short run into the fast left-right of T6/T7
Turn: 6
Turn 6, a fast, uphill right-hander that’s the first part of the chicane. You arrive carrying speed from the short straight after T5, and the uphill gradient gives you more grip than expected.
- Brake Marker: Around the 50 m board on the left
- Brake Input: Short, firm brake to set the nose, then release smoothly into turn-in
- Apex Gear: 4th
- Apex Speed: 140–150 km/h
- Line: Stay far left on approach, turn in decisively, and clip the inside curb lightly
- Exit: Immediately position the car to the left to set up for T7
- Focus: Smooth weight transfer — you need the car balanced for the quick flick left.
Turn: 7
Turn 7, a quick, slightly downhill left-hander that comes almost immediately after T6. The exit is open, but traction can be tricky if you’re still loaded up from the right-hander.
- Brake Marker: None: it’s all about the transition
- Brake Input: None: maybe a controlled lift if the rear feels light
- Apex Gear: 4th
- Apex Speed: 135–145 km/h
- Line: From the right edge after T6, turn in smoothly and clip the inside curb
- Exit: Let the car run out to the right curb, keeping it tidy for the short run to T8
- Focus: Flow and precision: the cleaner your chicane, the more speed you carry into the next complex
Turn: 8
Turn 8, a tight, uphill left-hander that starts the second half of the lap. You arrive from a short straight after T7, so braking is heavy but the uphill gradient helps you stop late.
- Brake Marker: Just before the 50 m board on the right
- Brake Input: Firm, straight-line braking; trail off into the apex to help rotation
- Apex Gear: 2nd
- Apex Speed: 80–85 km/h
- Line: Stay far right on approach, turn in late, and clip the inside curb
- Exit: Let car run out to mid-track: you need to be positioned for the immediate right of T9
- Focus: Patience: overdriving here will ruin your line into T9 and cost you down the next short straight
Turn: 9
Turn 9, a short, sharp right-hander that comes almost immediately after T8. The exit is slightly downhill, so traction can be tricky if you’re still loaded up from the left-hander.
- Brake Marker: None: here it’s all about the transition
- Brake Input: A small lift to keep the rear planted if the car feels light
- Apex Gear: 2nd
- Apex Speed: 85–90 km/h
- Line: From the left after T8’s exit, turn in and clip the inside curb lightly
- Exit: Let the car run out to the left curb, keeping it tidy for the short run to T10
- Focus: Clean, early throttle: this is a launch point into the flowing T10–T11 section
Turn: 10
Turn 10, a medium-speed left-hander that opens the fast left–right sweep. You arrive from a short straight after T9, so entry speed is high and braking is minimal.
- Brake Marker: None:
- Brake Input: Gentle lift or micro-brake if needed to settle the front
- Apex Gear: 4th
- Apex Speed: 150–160 km/h
- Line: Stay far right on approach, turn in smoothly, and clip the inside curb lightly
- Exit: Let the car run out to the right curb, but be ready to bring it back quickly for T11
- Focus: Keep momentum — any scrub here will hurt your speed into the faster T11
Turn: 11
Turn 11, a fast, downhill right-hander that’s one of the most exhilarating corners on the lap. The apex is blind, and the exit opens onto a short straight, so you can carry more speed than you think.
- Brake Marker: None: taken flat in most GT3 setups
- Brake Input: None or a controlled lift to keep the rear planted
- Apex Gear: 5th
- Apex Speed: 200–210 km/h
- Line: From the left after T10, early apex to clip the inside curb without unsettling the car
- Exit: Let the car run out to the left curb, keeping it tidy for the heavy braking into T12
- Focus: Commitment: the faster you dare here, the more time you gain before the big stop into T12
Turn: 12
Turn 12, a heavy-braking, medium-speed right-hander at the end of the back straight. It’s a prime overtaking spot, but the downhill braking zone makes it easy to lock up.
- Brake Marker: Just before the 100 m board on the left
- Brake Input: Firm, straight-line braking; trail off into the apex to help rotation
- Apex Gear: 3rd
- Apex Speed: 95–105 km/h
- Line: Stay left on approach, turn in late, and clip the inside curb without unsettling the car
- Exit: Let the car run out to the left curb, keeping it tidy for the short run to T13
- Focus: Brake stability: the downhill entry can catch you out if you’re too aggressive
Turn: 13
Turn 13, A tight, uphill left-hander with positive camber that rewards patience. The approach is short, so braking is brief but decisive.
- Brake Marker: Around the 50 m board on the right
- Brake Input: Firm but short brake; trail in to use the camber for rotation
- Apex Gear: 2nd
- Apex Speed: 75–85 km/h
- Line: Stay right on approach, turn in late, and hug the inside curb: use the corner camber
- Exit: Let the car run out to the right curb, but keep it neat for the final corner
- Focus: Smooth throttle: overdriving here will ruin your launch into T14
Turn: 14
Turn 14, a long, tightening right-hander that leads onto the main straight. Your exit here dictates your top speed past the pits.
- Brake Marker: Light brake or lift just before the 50 m board on the left
- Brake Input: Minimal: just enough to settle the front before turn-in
- Apex Gear: 3rd
- Apex Speed: 115–125 km/h
- Line: Stay far left on approach, late-apex inside curb, open steering as you feed in throttle
- Exit: Use all the track on the left early, clean throttle is worth more than mid-corner speed
- Focus: This is a launch corner: prioritize exit drive over entry aggression
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