Turner's lap of Norisring

It might only have four corners but there's more to Norisring than meets the eye. Team Rosberg Mercedes DTM star Darren Turner talks you through the finer points of the 1.5-mile circuit around the streets of Nuremburg

Turner's lap of Norisring

"On a hot lap you grab sixth gear as you cross the start/finish line and then it's a long run down to the first corner. You come away from hugging the pit wall to the left, mainly because there's a big bump but it also gives you a better line towards the first corner. At about 160mph, you brake between the 100 and 200 metre board, but the car's still loaded up from the kink before it, so you tend to lock up the right front.

"The camber of the road is quite tricky here, and the car is quite light at the rear anyway. It's reasonably bumpy there, but nothing like as bad as the other corners. The big problem here is the speed you have to brake from which makes the car skip around a lot. It's easy to brake 10 metres too late, because there are no reference points, and that means you're going off down the escape road.

"Theoretically it's a good place to overtake, but you really need someone to make a mistake at the last corner, because it's quite easy to defend on the inside. You need some co-operation from the person in front otherwise, and you're not going to get that in the DTM!

"When you put the power down out of the corner, initially it's pretty good. But then it's very easy to pick up lots of wheelspin, which sends you towards the barrier. You get right up against the wall and there's not much grip there. You're scrabbling for traction all the time.

"I get up to fourth gear on the limiter before the chicane (120mph) but the braking zone is very bumpy there. It's easy to lock up and go straight on, or get oversteer on the way in and be crossed up before you've even got to the apex. You've got to keep it tight to stay on the right to get the best line for the left-hander and maximise the exit.

"On the exit of the chicane is the infamous brick wall, which I've hit twice already and damaged my suspension. Hopefully I'm not going to repeat that trick in the race. You're trying to judge it to a matter of inches and the driving position in the car isn't exactly ideal for that. Before you get to the pavement, which is adjacent to the wall, there's a big camber change. If you go in with understeer it flicks you into oversteer and towards the wall, so I prefer to go in with a bit of oversteer so I can predict what it's going to do next.

"If you hit the wall head-on, then it might hurt, but it's not really daunting because you know you'll just bounce off it otherwise. You just don't want to clip it too hard. I like it - it makes the whole circuit more challenging.

"Going away from the racing side for a moment, it's amazing that the spectators are on the top of the wall and, on the way out, you can look up through the windscreen and see their faces! It's quite unique in that sense.

"Then you've got a mad rush to the final corner (140mph) and it's just unbelievably bumpy under braking. I brake at the 200 metre board in fifth gear and tend to turn in quite late to maximise the speed on the next straight. There are two things here: one, you've got to control the car under braking, because it's quite jumpy and, two, you wanna get a good line on the exit and not oversteer on the way out.

"The final kink is flat in the dry, but if there's a lot of water then it's a big problem and it can fire you into the wall. You have to be a bit wary but, with there being walls everywhere, that goes for the rest of the circuit too."

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