This is my first circuit redesign and my first post ever.

I'm not particularly skilled with Photoshop, this was just experimenting with some thoughts about the MadRing, and possible options to improve thrown together on Photopedia. There was not to much to do during the race, I guess.

The basic concept was keep everything which is good or must stay because of surrounding features (Turn 3 – 8), keep what is necessary for brand recognition (la Monumental) and try to improve or get rid of everything that is not so great (the Sotshi section).

I do have experience in 3D Modeling from my professional background (but not in Mapmaking). If there's enough interest in this redesign, I maybe consider to create a simple 3D version for Assetto Corsa or/and BeamNG (very basic – I’m limited in time, also the import to Assetto Corsa or BeamNG is not something I do on a regular basis and allways struggle, a collab would be welcomed).

Description of the Changes:

Start Straight

The position of the start straight has been changed. Instead of running east-west in front of the exhibition centre, it now follows a north-south orientation alongside the venue.

This allows the fan zone (highlighted in yellow) to connect directly with the exhibition Centre, enabling the halls to become part of the event experience (f.ex the MCE, Madrid Car experience could be held around this time creating enormous profiting symmetry potentials) . Also the two fan zones north and south can now connect through the existing tunnel.

The straight is slightly shorter than the current one, measuring roughly 560 metres. However, the start line has been moved further back, providing approximately 250 metres of runup before Turn 1. The straight is also located on the existing car park rather than on the road (along the expo halls), allowing temporary grandstands and support buildings to be constructed on both sides.

Turns 1-4

Turn 1 is now a 45-degree left-hand kink. Why? It gives the defending driver a choice. The leading car will naturally want to stay to the right side of the straight before clipping the apex on the left. However, Turn 2 is a right-hand hairpin, which encourages drivers to position themselves on the left side of the track before curve 2. This should create an overtaking opportunity for the following car on the inside. The defending driver must decide whether to sacrifice Turn 2 and secure the inside line for the left-hand Turn 3, or defend heavily into Turn 2 and risk losing momentum through the following corner. The hope is that the flat-out right-hand Turn 4 will allow side-by-side racing to continue beyond the hairpin sequence. Also this whole shebang at the end of the start straight compensates for the short streight

Turns 5-10

Turns 5 to 10 are largely identical to the current Turns 4 to 9. The only major change is that the chicane before the underpass has been widened in accordance with suggestions made by Mr V (as far as I understood, that is a change they will apply from the next race on anyway). The exit of Turn 10 has also been dramatically widened to a minimum of around 20-25 metres, allowing drivers to fully exploit what is effectively a sad version of Laguna Seca's Corkscrew (if so mirrored). The drop should be radicaly increased, and the runoff area should also be widened, ensuring that its more spectacular and the drivers are not excessively punished for pushing the limits in this section.

Turns 11-15 and La Monumental

This is where the major changes begin. Instead of following the existing Turn 10-11 sequence, the new layout aims to reach the La Monumental section as directly as possible avoiding the weird existing 10-11 chicane. Why I moved the Turns 10 and 11 is because I assumed that permanent changes, could probably only made close to La Monumental given that the area is otherwhise used also for festivals (and la Monumental is built, so it kind of needs to be kept and is there). Turns 11 and 12 serve as the approach to La Monumental. Turn 11 is climbing back up to the hight of Calle de Francisco Umbral. Turn 12 is coming down after going over the overpass. Both are wide, heavy braking zones. Alternative: Curve 12 being already part of la Monumental (reducing the Curve numbers by one – tell me witch one you prefer, the longer I look at it the more I prefer the alternative). The reasoning is simple: for safety reasons. You may ask why Turns 14 and 15 exist instead of simply joining the straight directly. The answer is that these corners force drivers to use the full width and elevation of La Monumental. To maximise speed through Turn 14, drivers must position themselves towards the upper edge of the structure. This again could create opportunities for late-braking overtakes and potential side-by-side battles within La Monumental itself (the thing that was promised).

Both Turns 14 and 15 are heavy braking zones that compress the field before the long 1.3 km back straight.

Back Straight and new Obelisco Bridge

The back straight connects directly to the roads surrounding the exhibition centre car park, allowing the infrastructure to maintain practical use when racing events are not taking place (for ex. for access for festivals). The new bridge, Obelisco, is intended as a statement piece of Spanish architecture and serves as a visual counterpoint to La Monumental.

Turns 16 and 17 form a heavily widened left-right chicane that returns the cars to the final sprint towards the finish line. The objective is to create another overtaking opportunity and keep the racing intense right up to the chequered flag.

New track length: roughly 3.46 km 

Bonus:

With these changes, the entire "Little Sochi" section has been eliminated.

Hope you like it.

T1 is now Adelaide Corner. Seeing the old start finish straight could see cars flat out into Grande Courbe, the old T2, and T3, I decided to move the start finish to somewhere with a hard braking zone, and that being Adelaide. The corner is also widened to allow for more brave lunges and to help avoid lap 1 carnages. That being said,

New start finish line and new pit building. On the northern part of the circuit leading into Adelaide, there seems to be enough land if F1 were to make a shiny new paddock fit for VIP Guests and whatnot.

Imola (Former T12) is moved backwards and reprofiled. Not only is moved back to allow for cars to slipstream and close the gap on the straight, with the chicane now made into more of a hard braking corner, hopes are it'll encourage a divebomb. Even if that fails, the run into the new T10 is far enough to allow different racing lines and for battles to continue there.

Lycée (Former T15) is now a hairpin. Skipping the old Complexe du Lycée, the hairpin makes for a more straightforward run from the now T12 into Grande Courbe.

T14 and 15 Chicane. Although the entry into Grande Courbe remains untouched, the exit is slightly wider to encourage wheel to wheel action into the now T14 and 15, which is there to slow cars down for the long right hander of Estoril and back onto the new main straight.

The old layout remains usable for other series to use, but this iteration of mine hopes to fix overtaking issues and bring F1 back to France.

Snetterton redesign to host F1 and MotoGP races, keeping a variety of Layouts to host other national and international events.

Español: Entiendo que en la realidad la curva no se hizo como estaba planeada debido a los retrasos en la construcción del circuito, pero creo que una solución simple y rápida hubiera sido pintar el pavimento y agregar algunos conos. El diseño original tampoco me agradaba, creo que era demasiada estrecha. La edición la hice con el teléfono celular así que disculpen la falta de detalles o calidad.

English: I understand that the curve wasn't built as planned due to construction delays, but I think a simple and quick solution would have been to paint the pavement and add some cones. I didn't like the original design either; I think it was too narrow. I edited this on my cell phone, so please excuse the lack of detail and quality.

It had to happen.

Additions to the Lusail International Circuit in Qatar. Essential to note that all changes are additions with Formula One in mind, and the layout raced on this year is still available for use (For MotoGP).

Changes:

Turns 1, 2, and 15 have been sharpened, lengthening their respective braking zones and reducing aero dependency so that traffic may follow easier through these corners. This increases the chance for overtakes down the main straight, as traffic can get closer in the last corner and attack easier in the first. Battles are encouraged by the turn 2 change, which adds a hard braking zone after T1, while elongating the run from T2-T4.

The next major change utilises an already existing stretch of track, and "moves" the hairpin 100m down the road, tightening it also.
This moved hairpin allows a back straight, in which overtaking is enabled by drastically tightening a previously flat corner into the heaviest braking zone on the track. While it may seem harsh, the 3 flat corners this arrangement takes the place of grossly contributed to dirty air, and didn't allow traffic to close sufficiently for an overtake on the main straight.

Though sadly the flow of the track has been harmed, it was deemed necessary after that abomination of a sprint, and a race that was only somewhat watchable with a significant strategy offset from the fastest car.

Please leave thoughts below :)

So the whole world knows about the discussion surrounding this new circuit. As the race ended last week, I thought I’d look at how I could possibly make it better, like many others. And as soon as I did, it grabbed my mind and before I realized, it had grabbed my heart and soul. I kept on going and going for the majority of last week until at last I ended up with this. The design requires some parking lots to be reconfigured into multi-storey car parks to make way for the racetrack as well as some grandstands after the now-famous La Monumental corner to be moved or rebuilt along the new layout there.

I believe there should now be more overtaking opportunities: in Turns 1-2, likely through Turns 4-6 with the battles possibly resuming in Turns 6-7, also into Turn 9 and Turn 15 - given how the intended result was for cars to go through La Monumental at full speed. The clearest opportunity to overtake is into Turn 21 after following your rival all the way from Turn 15 if you couldn’t make it stick there.
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Grimdan Raceway
Length: 6.012 km
Turns: 24
Direction: Clockwise
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Turns 1-2 | La Puerta: Taking inspiration from Spa's Les Combes sequence, both corners are rounder than in the original and the connector between them is slightly longer for a higher minimum speed throughout this part. As cars approach at full speed along the main straight, they still need genuine, hard braking here and the slightly longer connection between the corners gives the attacking driver time and room to complete an overtake.

Turn 3 | Hortaleza: This is a fast right-hand sweeping turn that is tighter than before, but should still be flat-out. It propels the drivers along Ribera del Sena street on a straight that is about the same length as the main one, towards the new El Meandro sequence.

Turns 4-6 | La Cadena: Inspired by Barcelona’s Circuit de Catalunya, drivers brake hard for the right-hander, followed immediately by a quick left and a longer, arcing right-hander that requires patience and stability.

Turns 7-8 | El Huevo / La Flecha: This section finishes with a spoon-shaped left-hander - while it begins quite tight, it gradually opens up and allows the drivers to pick up the throttle again towards Turn 8, which is flat-out and heads through the tunnel under the highway and uphill towards Subida de las Cárcavas as Sector 1 comes to an end.
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Turn 9 | Subida de las Cárcavas: From Turn 8 the track climbs steadily towards the highest point of the circuit along a very subtle arc rather than a conventional straight. This replaces the more pronounced deviations resulting from the road-constrained alignment, while the gentle curvature keeps this section flat-out and gives the climb a more deliberate and polished character. It also introduces a slight additional challenge on the approach to Turn 9, as drivers must remain committed while positioning the car for the blind corner at the crest. From here on, the layout returns to the original circuit design up until Turn 15.

Turn 10 | El Búnker: This flowing left-hander retains its shape exactly as initially planned.

Turn 11 | El Quiebro: A fast right-hand kink that leads onto a short straight, maintaining the character of this part of the track before the fast and technical Valdebebas section.

Turns 12-13 | Chicane: A two-corner sequence - unchanged - that brings the cars down in speed and sets them up for the following long right-hand sweeper.

Turn 14 | La Monumental: Remaining true to the original layout, this is a long semi-circular corner - certainly the highlight of the circuit - with significant banking that presents a unique challenge for the drivers.

Turn 15 | El Cierre: The last corner in the Valdebebas sequence, only slightly modified from the initial layout - the tighter radius in this redesign increases the braking demand and the likelihood of an overtake, while a good exit remains important for carrying speed into the next part.

Turn 16 | La Enlazada: A full-speed right-hand bend that acts as a transition directly into the following triple-apex left-hander, which demands skill and precision to maintain speed throughout and marks the end of Sector 2.
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Turn 17 | El Tridente: This is a long and technical left-hander formed by three closely linked apexes.

Turn 18 | Relevando las Corrientes: A medium-speed, rounded right-hander that - together with the preceding multi-apex corner - creates a pronounced change in direction and provides a more technical, driver-focused challenge.

Turn 19 | Norte: After passing under the highway once more, the circuit sweeps to the left - this is a fairly open corner, unchanged from the original layout and likely taken at high or near full-speed.

Turn 20 | El Vuelo: Continuing the established flow, this is a longer bend in comparison to the previous one, now also to the right and definitively taken at full speed throughout - it remains as initially designed.

Turn 21 | Corte: A much sharper left-hand turn than its previous configuration - yet not a complete 180° hairpin. Following the high-speed section that precedes this, heavy braking is required for entry, creating what should be the clearest opportunity for overtaking on the entire track.

Turns 22-23 | Atisbo de Verde: Coming to the end of the lap now, there is a slow-to-medium-speed right-hander - with only a short straight separating it from the previous turn - into another right-hand bend that leads to the last straight and the final turn.

Turn 24 | El Parque: This slow 90° right-hander - the final turn of Sector 3 and also the lap as a whole - leads back onto the main start/finish straight and remains unchanged from the original layout.

Left this unfinished for a while, then decided to finish it.

>Completely new stadium complex

>Hairpin after backstraight no.1 turned into a double apex affair

>New turns in the permanent section

>Final hairpin cut off completely

>Pit exit before T1

Aaaand thats about it

In light of the recent Adelaide Street Circuit redesign, I thought I would try to make something a little less destructive, and with a little more soul.

- Sacrifices 3 cricket ovals; there are 30+ others in the parklands

- Sacrifices Senna Chicane (R.I.P.)

- Doesn't require bulldozing the existing permanent section of the circuit

- Re-opens Bartels Rd, Rundle Rd, O-Bahn Bus Tunnel, East Tce, & Dequetteville Tce

- Saves 150+ trees

Open to constructive criticism

So, Zolder is the kind of touring circuit that I like but also hate at the same time. The reason? Repetitive and overall bland layout, altogether with the straight that are not long enough. I do not think that the circuit Will somewhat be improved, but I would say it adds up a little bit of corner variety. The drawback? We are little bit losing of Zolder's simple layout identity obv.

By the way, when I take a look over Zolder's corner Numbering, it is obviously an offender. One of the worst offender.

Changes:

1. Turn 2-3: (Changing the medium right into hard braking + sweeping fast Chicane exit). I want to make kind of a really short straight follow up to the first corner which I kind of like wanting clear car seggregation section after the first overtake spot at Turn 1.

2. Turn 4: (I moved the Apex inside so that the overall racing line was lengthen). Then of which then opens up higher speed in supporting the longer gas pedal output after the changes in T2-3, and higher speed towards the next Chicane.

3. Turn 7 (idk somehow it was 7): (Substituting the Chicane and right hander towards the straight into multiple technical hairpins). Importance? No, I just want to make it a little more technical in braking zone by adding the first one and for the rest hairpins, I want to quite putting an extra demand upon mechanical grip rather than downforce built.

4. Turn 8-9 (Substituting the hardbraking into a wide fast right hander, altogether ignoring the small Chicane by making a new straight). Just to increase the speed for the hardbraking, so it is become quite more reasonable to have a chicane at the end of your lap.

Done! This is really the last one of mine.

Indycar probably shouldn't run this but SRO and IMSA would be based

Draw the fastest most effecient racing line yall

Revival of the infamous AVUS circuit in Berlin, Germany

- The Nordschleife "Wall Of Death" corner has been brought back in the form of a 30 degrees-banked left hander

- A new Südschleife corner has been built on the south end of the circuit

- Two chicanes have been added to create an alternate, more technical layout

- New paddock area, along with the pitlane, has been constructed on the inside of the Nordschleife

Primary hosted series:

- IndyCar - international layout - exhibition race (due to there being 23 pit boxes, only 20 drivers will participate)

- DTM - chicane layout

- ADAC GT Masters - chicane layout

Body text (optional)

Wight Karting as it stands is a track with far too many hairpins keeping speeds low on a track that's a mere 385m long, and while Ive always had fun thrashing rentals round it, I decided that giving it a bit of love in the layout department while keeping it's zany and low end vibes in tact was a worthwhile endeavour.

A while ago I posted a rough draft for a Davidstow Revival to bring national motor racing back to Cornwall. It was roughly 7km long.

Since then I've altered the layout to shorten it and make it more interesting, taking inspiration from Silverstone's Brooklands and Luffield.

The current design allows for more parking space east of the track.

The corners are either named after nearby towns or villages, drivers that won some of the original races at Davidstow, and aircraft that could be found on the airfield during the second world war.

Coombs - after John Coombs who won Lotus' first f1 race here

Maar straight - after Leslie Maar who won the last grand prix here in 55, and went on to be an artist

Altarnun - a village East of the circuit, the only original corner name to stay

Parker bend - after F3 winner Don Parker

Tyrrell - after Ken Tyrrell, the most famous name to race at Davidstow

Henley straight - after Hawker Henley RAF 2 seaster bomber plane

Hudson - after Lockheed Hudson light bomber

Bradford - a village South of the circuit

Keybridge - another South village

Camelford - a village West

Connaught - most successfull cars at the original track

The short layout is for smaller events and car shows and follows the original layout with the addition of a couple chicanes.

The first one, Tower chicane, after the watch tower close to it.

The second one, Lotus chicane, after the car maker who's first race won was here, albeit a non championship one.