Guide · 10 min read

Corner types: hairpins, double apexes, esses and more

The short answer

Corners differ in radius, length and what comes after them, so each type has its own best approach. Hairpins reward a late apex and early throttle, double apexes are often driven as two corners or one long late apex, esses mean sacrificing the first bend for the last, and decreasing-radius corners need a later turn-in and apex than they first suggest.

  • Ask two questions about every corner: how tight is it, and what comes next?
  • A late apex is the safe default when you’re unsure. It gives a straighter, earlier exit.
  • In a sequence of corners, prioritise the one that leads onto the longest straight.
  • Decreasing-radius corners trap people who turn in early. Wait, then commit.
01

Hairpins and slow corners

A hairpin turns through roughly 180 degrees at low speed. Brake hard in a straight line, take a wide entry, and turn in late so the apex comes well past the geometric middle. That points the car down the exit early, so you can unwind the steering and get on the throttle sooner.

The classic mistake is turning in too early. It feels fast, but it leaves you heading for the outside of the exit with the steering still wound on, and you have to wait to accelerate. Slow in, fast out.

Choose your apex
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TURN-INAPEXENTRY 91%EXIT 99%

Late apex: a little slower in, straighter and earlier on the throttle out. The safe default.

Late

Simplified 90° corner. Real corners trade entry, mid-corner and exit speed differently; what follows the corner decides which matters most.

02

Late apex, early apex and the geometric line

The geometric line is the largest arc through a corner. It gives the highest possible minimum speed but not always the best exit. A late apex trades a little minimum speed for a straighter exit and earlier throttle. An early apex does the opposite and usually costs time on exit.

Late apex is the default before a straight. A more geometric line suits fast sweepers where you’re near flat out anyway, or a corner followed by another corner in the other direction.

03

Double apexes and decreasing-radius corners

A double-apex corner has two points where the car comes near the inside, often with a slightly wider middle. If the two parts are separated, drive them as two corners: a compromise first apex, then a proper late apex for the second. If they blend together, treat them as one long corner with a late apex, staying a little off the inside in the middle.

A decreasing-radius corner tightens as you go. The trap is to turn in at your usual point, run out of track as the corner closes, and add steering mid-corner. Instead, brake a little deeper, turn in later and aim for a late apex. If you’re unsure, trail the brake gently into it so the front stays loaded as the radius shrinks. Ask your instructor before trying that.

An increasing-radius corner opens up as you go. These are friendlier: turn in earlier, apex earlier and let the opening exit take you out on the throttle.

04

Esses, chicanes and sequences

Esses and chicanes are linked corners in alternating directions. You can’t be on the ideal line for all of them, so pick the one that matters most, usually the last one before a straight, and set up for it. That often means a compromise line through the first part, staying nearer one side so you’re in position for the next.

Smoothness pays here. Each change of direction moves load from one side of the car to the other. Rushed steering makes the car wallow; a flowing rhythm keeps it settled.

Chicanes on track days often have kerbs you shouldn’t use. Follow what your organizer says at the drivers’ meeting.

05

Sweepers, kinks, crests and camber

A fast sweeper needs commitment and patience. Small inputs, a steady throttle and eyes far ahead. A kink is a slight bend you may take nearly flat out, but it still needs a line.

Crests and compressions change the load on the tires. Over a crest, the car goes light and has less grip, so do your braking and turning before it. In a compression, the car is pressed down and has extra grip.

Camber matters too. A corner banked toward the inside (positive camber) adds grip. One that falls away to the outside (off-camber) takes it away, so carry less speed.

FAQ

What is a double apex?

A corner where the ideal line touches the inside twice, usually because it’s two bends close together or one long, irregular bend. It’s often driven as one late-apex corner or as two separate corners.

What’s a late apex?

An apex that comes after the geometric middle of the corner. It makes the exit straighter, so you can accelerate earlier.

How do I recognise a decreasing-radius corner?

On a track map, the curve gets tighter toward the exit. From the seat, the inside edge keeps coming toward you. Walking the track or watching onboard video helps you spot them before you drive them.

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