WeatherTech Raceway Laguna Seca

Turn 1, is a flat‑out, high‑speed left‑hand kink at the end of the front straight, serving purely as the approach to the Andretti Hairpin. The track crests slightly here, making the car feel light as you pass through, so precision in placement is key to setting up a stable, entry into Turn 2.

Turn 2, the Andretti Hairpin is a tight, double‑apex left‑hand hairpin and one of Laguna Seca’s prime overtaking zones. The braking zone is downhill and bumpy, so stability is critical. The key is to brake deep, rotate the car early for the first apex, then let it breathe mid‑corner before tightening again for the second apex to maximize exit speed onto the short run to Turn 3.

Turn 3 is a short, medium‑speed right‑hander that arrives quickly after the exit of the Andretti Hairpin. It’s deceptively simple on paper, but the slightly uphill approach and the need to carry momentum make it a corner where precision pays off. The apex is later than it looks, and over‑committing on entry can leave you wide on exit, costing time into Turn 4.

Turn 4, is a fast, sweeping right‑hander taken uphill, rewarding commitment and precision. The corner opens slightly on exit, allowing you to carry more speed than you might expect, but the uphill gradient can mask your true velocity. A clean, late apex here is critical to maintain momentum onto the short straight toward Turn 5.

Turn 5, is a fast, uphill left‑hander that rewards commitment and early throttle. The corner is slightly banked, offering more grip than expected, exit speed is critical for the climb toward Turn 6. The uphill gradient allows you to carry more speed through the apex, but over‑attacking can push you wide onto the exit curb and unsettle the car.

Turn 6, one of the most challenging corners that rewards commitment and precision, a fast, blind, uphill left‑hander taken under heavy compression. The approach is downhill, so you arrive carrying significant speed before the track bottoms out at the apex and immediately begins the steep climb up the Rahal Straight toward the Corkscrew. 

Turn 7, is not a true corner in the traditional sense, but rather a flat‑out kink at the crest of the hill leading into the Corkscrew. It’s all about positioning — you want to be far right on exit to open up the braking zone for Turn 8. The crest here can make the car feel light, so smooth steering and throttle inputs are key to keeping the chassis settled.

Turn 8, the Corkscrew Entry is one of the most famous corners in motorsport.  Its a blind, uphill left‑hander that drops dramatically into Turn 8a. The braking zone is steeply uphill, allowing you to brake later than expected, but the blind crest means you must commit to turn‑in without seeing the apex.

Turn 8a, the Corkscrew Exit is the right‑hand flick immediately after the left of Turn 8, taken while plunging downhill nearly 60 ft (18 m) in just a few car lengths. The compression at the bottom loads the suspension heavily and the tires significantly, so smooth steering is essential to avoid unsettling the car.

Turn 9, Rainey Curve is a fast, downhill, flowing left‑hander that demands commitment and precision. Named after 500cc World Champion Wayne Rainey, it’s one of the most rewarding corners on the lap when done right. The downhill approach means you’re carrying a lot of speed from the Corkscrew, and the camber falls away slightly mid‑corner, reducing grip just as you need it most.

Turn 10, is a short, fast, downhill right‑hander that comes up quickly after the flowing Rainey Curve. The approach is steeply downhill, so you arrive carrying a lot of speed, and the corner’s positive camber offers more grip than expected. It’s a high‑commitment bend where early throttle application can pay off, but the downhill exit means mistakes are punished with reduced traction and potential oversteer.

Turn 11, is a tight, 90‑degree left‑hand hairpin and the slowest corner on the circuit, leading back onto the main straight. It’s a heavy braking zone at the end of a fast downhill run from Turn 10, making it one of the prime overtaking spots on the lap. The challenge is braking as late as possible without locking up, then getting the car rotated early to fire it out onto the straight with maximum traction.