Snetterton 300

Snetterton Circuit
Norfolk NR16 2JU
Tel: 01953 887303
Fax: 01953 888220

Circuit Length: 2.9 miles (300)


You'll find the circuit 10 miles north-east of Thetford on the A11 from London to Norwich. Coming from the south, leave the M11 at junction 9 and follow the A11. From the north or west, use the M11/A11 and join the A11 after Newmarket. Eccles Road, Attleborough and Thetford stations are on the main Cambridge to Norwich line.
Circuit Guide:


A sequence that is quicker than it looks at first and which goes on for longer than you think. The idea is to miss what looks like a first apex by about half a car's width and aim for one a little further around the corner, remembering to carry as much speed through the first part as possible. Unfortunately, there are two problems here. The bumps in the braking area can really unsettle the car and if you try and carry that extra speed with the car out of balance you slither wide towards the dirty part of the track and the cabbage patch ahead...

A tight hairpin leading into the infield section. Heavy brakin is required and it's very easy to out-brake yourself or attempt to carry too much speed into the turn-in phase, which will lose you time as you scrabble around with the car understeering. Getting hooked into the apex is key so that the lock can be released and the power applied.

A long, sweeping left-hander that often catches cars between third and fourth gears: if you can't get all the way through to the exit in third gear then most likely it's going to be better to take it in fourth as the car will be more balanced through the turn that way. It's a tricky corner to get the entry speed correct; trimming the throttle causes the car to oversteer. A small amount of braking is required and a turn-in point that is later than might first appear is what is required here. Holding the apex for a short while will also help to open out the exit.

A good overtaking spot, this, in a race; if a run up the inside is possible, it creates an opportunity for a block pass. Brake deep and hard, but you don't need an ultra-late turn-in as the corner is quite long so you hold the inside kerb at the mid-point. It's quite a natural corner and relatively straight-forward when circulating on your own. It will be taken in second gear and you're likely to be back up to fourth for Hamilton.

The third of three consecutive left-handers, Hamilton is taken at a similar speed to Palmer, although it's not as long in duration. It's faster than it first appears and the usual mistake many drivers make is not using the full width of the road on the exit. You will need to dab the brakes on entry, but don't squeeze them too hard of the car will have too much dive as you turn-in, creating oversteer. This corner is far from being the most important in terms of laptime, but if you're sloppy here you open yourself up to an attack into Oggies.

Slow in, fast out is definitely the key. It's tight on the entry but you apex early and run around the outside of the corner on the exit. Trail-braking into the apex will help. In a race, this is a potential overtaking spot, although it's relatively easy to defend as you just need to stay light on the exit of Hamilton.

This corner leads you back onto the pre-2011 circuit. It's a tricky one, and if you make a mistake the lost time will be exaggerated all the way down the following straight, which combined with a bit of drafting will make it hard to retain your position from a close rival. It's usually taken in third and despite the slow speed of Oggies some slowing, or at least some speed-checking will be required. The apex needs to be late enough to allow the throttle to be re-opened hard as early as possible and you need to use every inch of available track.

Another tempting escape road lies ahead of the entry to this combination, but there is nevertheless a lot of time to be made here. The trick is to judge just how fast you can go through the left-hander, such that you can make a neat and tidy job of the right. One thing is certain; you cannot simply go as fast as possible through the first left, but because you have to lose some speed on the straight before starting the turn, most cars will stand gentle braking through this first part. The job is made slightly easier because there seems to be a lot of grip where you need it, but it still demands care - as the speed bleeds away, the left front wheel progressively unloads and is prone to lock up. And that's the wheel that you will soon be needing to turn right.

There is also the problem of gears. All cars will be near flat-out in top by the end of the Bentley Straight, and although the left is still a quick corner, you don not really have time for a double shift in the distance between the exit of this and the tight right that follows. Grab fourth as you brake at then end of the straight, then turn before shifting to third and second. You need to heel-and-toe in order to do this part neatly.

Bomb Hole
More free time and a relatively easy turn. The road falls away from the crown towards the outside from the mid-point so to carry speed through and avoid slithering into oversteer after the apex, you need to steal as much track to the right as possible. There's a drain cover in the kerb just ear the apex and most cars will cope with running a couple of wheels over it, but it takes a lot of speed and commitment, so something to work up to.

The first part remains as always, so fast on turn-in. But it's now much longer, curving further than before and therefore slower at the mid point. Once there, continue to hold the car as close as possible with a balanced throttle. Get as straight a line as possible at the exit because it links directly into Murrays, a very sharp left-hander. It's important to ensure the exit from Murrays is maximised because a very long straight follows.

Home | SR1 Race Car | News | SR1 Cup | How Do I Go Racing? | Go Racing! | FAQs | Series Partners | Standings
Radical Home | Privacy Policy | Sitemap | Website By Pebble
find us on twitter  radical you tube channel