Andrew Jordan knows what it takes to lap Brands Hatch quickly. After all, the 2013 British Touring Car champion has claimed back-to-back poles there.
In association with Racelogic, which provides bespoke data-logging and lap-timing software designed to accelerate the process of learning and perfecting circuits, AUTOSPORT's driver-focused Performance supplement aims to help racers improve their on-track performance.
So when we needed an expert to explain the tricks of the trade on the Indy circuit, Jordan's Brands pedigree made the new MG factory driver the perfect man for the job.
PADDOCK HILL BEND
Andrew Jordan: In my opinion this is the most demanding corner on the circuit. You arrive at high speed, sixth gear in the touring car, and have to deal with some big bumps in the road just before you brake.
That's just after the 100m board, which feels pretty late, but the biggest challenge is actually to then get off them as early as possible to carry good entry speed into the apex. I normally go down to fourth to help get the car slowed down and then grab fifth at the apex to calm the car down and enable good throttle application.
The compression at the bottom of the hill is huge, you can feel the whole car load up, so it's very important to have the car settled by then. The new rules on track limits haven't really changed anything in terms of approach, you just can't run quite as wide on the exit.
I start turning in pretty early and try not to brake too late, which allows me to release it early and trail all the way into the apex to keep the weight on the nose of the car to help with getting the car turned mid-corner.
This trailing also helps carry good speed into the corner. It's important to make sure you wait long enough for initial throttle pick-up to then get full throttle as early as possible. You don't want to be stabbing at it.
GRAHAM HILL BEND
AJ: This corner always induces oversteer in a front-wheel-drive touring car, so that's something I work very hard with the engineers on to try to get good rear stability without affecting the rest of the lap.
It's a short braking duration with not too much brake pressure as that can pitch the car too much, which then can induce corner-entry oversteer even more.
You need to go through with higher minimum speed than when you could run off before the track-limits rule changed, because then you could use the run-off as an escape route. Now the corner itself needs to be quicker.
AJ: I love Surtees and find it a big challenge. Like the rest of the lap it's a fast entry, fifth gear for us, and it's important to use a huge amount of kerb.
On my pole lap last year I actually used too much, as you will see on the onboard video below, and this then launched me a car's width off-line as I came to the kerb on the right side. I will remember that for 2015 qualifying...
It's a small left-foot brake but it's very important not to slow the car too much. That can mean a small blend on the throttle but I almost try to do this all in slow motion to keep the car as flat as possible.
To me that's important with quick corners - the driver should do what they can with their inputs, not upset the car and then moan to the engineer that it has snap-oversteer on entry. I always look at my inputs first to see if I'm inducing a problem.
After the small blend it's back to full throttle and then give the wheel quite a flick of right steering lock to get the car set for the approach to Clearways.
AJ: Surtees means you arrive at Clearways in fifth gear, where it's down to third for us.
The apex is further round the corner than you think, and also uphill, so it's important to remember that with braking. I try to brake late as a result, but then really try to release the brake early to carry good entry speed.
At the same time I trail the brake all the way into the apex, which keeps the weight on the front tyres to help turn the car. That can also really help with tyre wear over a race distance.
The exit of Clearways blends into Clark Curve. It isn't challenging as a corner, but it's important to keep your concentration up by bringing the car back across to the inside as you get back onto the main straight.
PERFECT YOUR PERFORMANCE WITH RACELOGIC
The right lines and references are a great starting point, but driver improvement can yield the biggest performance gains.
Racelogic specialises in equipment designed to aid that process, with data-logging software from its Video VBOX to the predictive laptimer (pictured) that uses GPS to relay live information inside the car, letting you know corner-by-corner whether you're improving.
Combine Andrew Jordan's tips with Racelogic's variety of motorsport equipment to help maximise your on-track development. Find out more on www.vboxmotorsport.co.uk.