Adelaide Street Circuit FIA F4 iRacing Track Guide: Official Baseline Data

This Adelaide Street Circuit FIA F4 guide uses the exact Valor Official Baseline in data pack 2026.09.28.1. The values come from the baseline CSV and reviewed corner/turn profiles, not invented braking boards. All speeds are converted from the recorded m/s channel to mph; brake percentages are the reference's recorded 0–100% brake channel. The numbering follows Valor's 14 mapped corner windows, which may not be identical to the circuit's public turn signs. Conditions, fuel, tyres and setup can change achievable values. Use this as a measured comparison, not a universally fastest driving prescription.

Baseline snapshot

• Exact combo: FIA F4 — Adelaide Street Circuit (Valor key: adelaide_streetcircuit_formulair04)

• Mapped corner segments: 14

• Brake-positive mapped segments: 8 of 14 (peak profile brake above 0%, including lighter modulation)

• Recorded baseline maximum speed: about 137.0 mph

• Telemetry-integrated reference time: approximately 1:18.60

• Average turn-profile confidence: 100.0/100

• Recorded telemetry samples: 4,719

• Heaviest measured brake peaks: Turn 9 100.0%, Turn 4 90.6%, Turn 14 82.5%

• Slowest mapped minimum: Turn 9 at about 38.9 mph in first gear

The telemetry-integrated time is estimated from the position and speed series because the supplied CSV has no iRacing lap-clock field. It is not an official simulator timing result.

Why this guide matters in 2026 Season 4

Adelaide Street Circuit appears in the FIA F4 Esports Regional Tour — Asia Pacific schedule starting November 17, 2026 (Week 10). This guide is based on the same FIA F4 car and Adelaide Street Circuit baseline, and the coaching principles remain useful after that race week.

What the Valor baseline reveals

The Adelaide reference alternates between connected, repeated braking and very fast momentum sections. Turns 1–3 are comparatively fast; the real first braking challenge arrives at Valor-mapped Turn 4, which drops from roughly 125.4 to 58.7 mph and uses 90.6% peak brake pressure. Turns 5, 6 and 7 then create a chain of further braking events rather than one isolated stop.

The highest-speed part runs into Turn 9. The baseline reaches about 137 mph, then Turn 9 takes the car down to only 38.9 mph in first gear. The trace records 100% brake pressure here—the largest braking demand in the supplied data. That means approach discipline, a stable release and reapplication of power matter more than chasing an unsustainable ultra-late brake point.

The lap closes with a second strong stop at Turn 14 (82.5% peak brake, about 42.9 mph minimum). Faster unbraked elements on either side of the large stops can make losses propagate: a poor exit out of one slow turn reduces speed well after the original error.

Turn-by-turn FIA F4 baseline guide

Turn 1 — left. The mapped section opens at approximately 119.2 mph, reaches about 112.5 mph in gear 5, and exits around 112.5 mph. Peak brake: 15.5%. The recorded trace includes a clear speed-management brake event. This first mapped left involves modest deceleration. With the minimum at the end of the window, carry the analysis into the following right.

Turn 2 — right. The mapped section opens at approximately 113.3 mph, reaches about 113.3 mph in gear 5, and exits around 117.1 mph. Peak brake: 0.0%. The trace shows no meaningful brake input in this mapped window. The reference does not brake meaningfully here; preserve flow through the opening sequence.

Turn 3 — left. The mapped section opens at approximately 117.7 mph, reaches about 117.8 mph in gear 5, and exits around 122.4 mph. Peak brake: 0.0%. The trace shows no meaningful brake input in this mapped window. Another low-brake connector. Line discipline matters more than a fictional brake marker.

Turn 4 — right. The mapped section opens at approximately 125.4 mph, reaches about 58.7 mph in gear 3, and exits around 77.8 mph. Peak brake: 90.6%. This is a major braking event. The first large stop of the lap. Compare the brake release and point of rotation before chasing a later entry.

Turn 5 — left. The mapped section opens at approximately 79.4 mph, reaches about 62.2 mph in gear 2, and exits around 76.0 mph. Peak brake: 68.0%. This is a major braking event. The next turn is another braking event. Treat Turns 4 and 5 as a linked technical sequence, not isolated laps.

Turn 6 — right. The mapped section opens at approximately 76.5 mph, reaches about 58.2 mph in gear 3, and exits around 74.2 mph. Peak brake: 58.6%. The recorded trace includes a clear speed-management brake event. A further speed reduction immediately after the prior transition; use steering unwind to avoid carrying understeer onward.

Turn 7 — right. The mapped section opens at approximately 78.0 mph, reaches about 58.5 mph in gear 2, and exits around 85.2 mph. Peak brake: 78.5%. This is a major braking event. The final heavy brake in the cluster. A clean exit is crucial before the long faster section.

Turn 8 — right. The mapped section opens at approximately 126.7 mph, reaches about 127.5 mph in gear 6, and exits around 132.0 mph. Peak brake: 0.0%. The trace shows no meaningful brake input in this mapped window. A high-speed corner with no meaningful brake in the reference. Check steering load and track position.

Turn 9 — left. The mapped section opens at approximately 136.7 mph, reaches about 38.9 mph in gear 1, and exits around 65.2 mph. Peak brake: 100.0%. This is a major braking event. This is the single heaviest stop and slowest mapped corner. The reference reaches the full 100% brake channel; protect the exit after the rotation.

Turn 10 — left. The mapped section opens at approximately 75.7 mph, reaches about 75.7 mph in gear 3, and exits around 87.9 mph. Peak brake: 0.0%. The trace shows no meaningful brake input in this mapped window. A linked acceleration segment. Do not destroy the previous corner's exit with an unnecessary second stop.

Turn 11 — left. The mapped section opens at approximately 87.9 mph, reaches about 63.5 mph in gear 3, and exits around 74.6 mph. Peak brake: 59.2%. The recorded trace includes a clear speed-management brake event. The next notable deceleration; compare entry balance and the first sustainable acceleration point.

Turn 12 — left. The mapped section opens at approximately 82.9 mph, reaches about 82.9 mph in gear 3, and exits around 100.2 mph. Peak brake: 0.0%. The trace shows no meaningful brake input in this mapped window. Carry momentum out of the slow complex and avoid a correction that delays throttle.

Turn 13 — right. The mapped section opens at approximately 104.6 mph, reaches about 105.6 mph in gear 4, and exits around 114.0 mph. Peak brake: 0.0%. The trace shows no meaningful brake input in this mapped window. The fast approach sets up the last major braking event. Keep the car on a repeatable line.

Turn 14 — right. The mapped section opens at approximately 113.8 mph, reaches about 42.9 mph in gear 2, and exits around 75.0 mph. Peak brake: 82.5%. This is a major braking event. Another decisive heavy stop. Exit speed is especially important because it leads back toward the long acceleration phase.

How to train this circuit using Valor

Start with Turns 4–7 as a single connected braking and rotation problem. Compare where each brake phase begins, how pressure releases, minimum speeds and whether the car is pointed to accept throttle. If Turn 7 is compromised by an earlier line, do not misdiagnose the exit delta as a Turn 7-specific throttle mistake.

Turn 9 is the clearest isolated benchmark for heavy deceleration. Compare approach speed, peak pressure and release before comparing minimum speed. Then use Turn 14 as a second anchor, and test the unbraked corners for excessive steering input or missing momentum.

Data source and caveats

Valor Baseline Data Pack 2026.09.28.1. Official baseline combo key: adelaide_streetcircuit_formulair04. The trace includes 4,719 samples with speed, brake, throttle, steering, RPM, gear and mapped position. The per-turn minimum and brake peak come from the reviewed turn profiles; section entry and exit mph and gear at the minimum are confirmed against raw samples. This is a baseline coaching guide, not a setup guarantee or an official hotlap.

Explore more through Valor's related telemetry analysis and existing FIA F4 baseline track guides.