Infineon Track Notes

There’s no way I can match Paul’s writing prowess, so I’ll get right to it. Here’s my attempt at some track notes intended to help folks new to Infineon. I haven’t driven this track in the Mazda GT yet, so everything that follows is based on my 2004 BMW M3. The track map to the left shows braking, acceleration, and turning zones as pulled from a Traqmate during a 1:53 lap included in this video. I hope this is helpful and I look forward to seeing everyone next weekend!

Turn 1

The combination of turns 1 and 2 is my favorite of any of the Northern California tracks; it’s sooo hard to get right. Turn 1 is an uphill left with turn in just after the start/finish line on the far right side of the track. Look to apex the pit wall on the left 1 or 2 car widths out and let the car drift back out to the right as the radius decreases. I find neutral throttle a little after turn in, although I hear it can be done flat out, and use the hill to slow the car from 110 to 85 mph. As the car sets through the rather bumpy high speed turn, aim for the burm on the right side at the entrance to 2. When the car is lined up to run parallel to the burm, things get busy. In a very short period of time, you’ll need to tap the brakes, downshift, initiate turn-in for turn 2, and get back on the throttle without upsetting the balance of the car. Turn 2 is the least forgiving turn on the track so mistakes in the very difficult turn 1 will test your car control skills as you crest the hill.

Turn 2

Turn 2 is a blind, over-crest right hand turn. The apex is just out of view from the turn-in point and also crests the hill as the track shifts a little off camber. It’s very easy to spin here if you don’t start to track out before the crest of the hill. As you unwind for the exit, keep a bit of steering angle dialed in to set up for Turn 3 and ease on the power to shift weight to the rear of the car.

Turn 3

With a little power and steering angle as you exit 2, you’ll naturally find a little pocket on the right side of the track that sets you up nicely to turn in for Turn 3. A bit of brakes as you enter the pocket to drop about 5 mph will help the tires set but you can hold a little extra speed into the first turn since camber and uphill compression are in your favor. Look to the end of the burm on the right side of the track and get back on the throttle enough to hold a constant speed through 3a. 3 is a compromise turn where you’re setting up for the very short straight between 3a and 4 so the apex and exit points are at the end of the burm on the left side of the track.

Turn 3a

At the apex/exit of 3, hold the wheel straight for half a beat, then turn in to 3a. This is a downhill blind-exit turn, so the right apex and plenty of power will plant the back end and shoot you down the short straight to the entrance of 4.

Turn 4

After powering down the hill from 3a, you will need to brake heavily for Turn 4. It's a downhill, off-camber turn that leads to turn 5, which is really another straight, so getting it right is important. Look for a late apex that places your exit near the end of the exit burm. When learning the track, I found it very difficult to be disciplined enough to slow properly for the entrance of 4; not doing so will cause the front end to push end prevent you from getting on the power for 5.

Turn 5

Turn 5 can be taken nearly flat-out, unwinding at the exit to use most of the track as you head uphill for 6. I tend to brake a little later than most at the entrance to 6, lining up just right of track center and easing on the brakes after the crest of the hill. There’s a very short period of straight line braking, as traction comes back after the crest, before moving to cautious trailbrake at the entrance to the Carousel. This can make for a scary turn 6 so if my tires are falling off, I’ll often tap the brakes a bit before the crest of the hill to make for a safer entrance.

Turn 6

Turn 6 is a long downhill left-hander that exits to a long straight, so getting this turn right is critical. The apex is at the bottom of the hill, just past the end of the burm, and is out of view. Use throttle steering to bring the car slowly in for the apex, but not too slowly since camber drops off at track center near the bottom of the hill. Setting up for a tight line at the bottom will allow for lots of throttle as you aim for the apex and begin to unwind.

Turn 7

Turn 7 is one of the 4 places on the track where you’ll be slowing from ~110 mph. It’s also the second hardest braking point, behind the entrance to turn 11. You can take a couple lines through 7, depending on the circumstance. A wide entrance from the far left with a late apex at the second burm will allow you to get back on the power sooner but it also leaves the door wide open for a late-brake pass. As an alternative, you can double apex the turn with a healthy amount of trailbrake at the entrance. In either case, you’ll be looking for a late apex at the second burm to get a good run through the esses.

Turns 8 and 8a

The esses leading to 8a are a series of compromise turns where you’re really looking to set up for a good run through 9. The hardest part about this series is maintaining the patience necessary to sacrifice it. Keep a neutral throttle and focus on smooth transitions so you have a settled car on the far left at the entrance to 8a. A quick lift or tap of the brakes will set the front end for turn in and allow you to get back on the throttle in a big way. The exit of 8a is blind, so start slow until you find the right line and work your way up to WOT through the apex. One thing to note is that, like many areas at Infineon, there is not a lot of run-off here. I’ve seen plenty of cars test the tire wall in this part of the track. It’s very difficult to pass or be passed in the esses, so take your time and be precise.

Turn 9

With a good entrance at 8a, you’ll be WOT all the way to the entrance of 10. Some people prefer to hold the inside line all the way around. My preference is to allow the car to drift out a little so I can carry a little more speed and line up for a nice straight brake zone at the entrance to 10. This is the 3rd area where you’ll be slowing from over 110 mph and it leads to the 4th so it’s very important to enter 9 properly and set up for 10. Another reason to set up properly for 10 is the very limited runoff on either side of the track.

Turn 10

Lined up with the entry burm on the left, you’ll drop 25 to 30 mph with smooth, firm braking and set the tires for turn in. Look for a late apex and get back on the throttle early; you should be WOT as you pass the apex. Getting on the throttle early will also settle the back end of the car and keep you from soiling your seat as you slide toward a very intimidating wall. This is one of my favorite turns because so many other drivers are intimidated by it. My trick is to focus down the straight to the entrance of 11 and let my eyes pull the car in the right direction.

Turn 11

Turn 11 ends the last of the ~110 mph straights and is the hardest braking zone on the track. You’ll drop about 75 mph here. This is a hairpin turn with a wall separating the track from the pits. It’s a classic slow-in-fast-out turn that leads to the front straight. Sacrificing a little entry speed will carry big dividends at the end of the straight. Enter with the car lined up on the left side of the track and brake hard in a straight line; downshift, and set the car up for a late apex. As long as the track is dry you can apex over the paint on the inside of the turn. Ease on to the throttle as you pass the apex and unwind to exit close to the wall on the left side of the track. From here you’ll be wide open through turn 12 and the entrance to turn 1.

Turn 12

This is really part of the front straight so there’s not much to say about it. Enter from mid-track and follow a natural line as you aim for the start/finish line.