Fuji FIA F4 iRacing Track Guide: Official Baseline Data

This guide is built from the exact Valor Official Baseline for Fuji International Speedway — Grand Prix + FIA F4. It is not a generic track description and it is not reconstructed from internet braking markers. The numbers below come from the canonical baseline CSV, the reviewed Valor corner map and the corresponding turn profiles in the September 28 Valor data pack. The trace contains 6,057 recorded telemetry samples covering speed, brake, throttle, steering, gear, RPM and position. Turn numbering follows Valor's reviewed map for this exact layout. Baseline speed is converted from meters per second to mph, and brake/throttle values are the recorded 0–100% channels. Conditions, setup, fuel, tires and driving line can shift the exact target, so use this as a measured reference rather than a command to copy blindly.

Baseline snapshot

• Mapped turns: 16

• Meaningful brake events: 7 of 16 turns

• No-brake / flow sections: 9

• Peak speed in the reference trace: about 144.9 mph

• Telemetry-integrated reference time: approximately 1:40.90

• Average turn-profile confidence: 100.0/100

• Heaviest brake zones: Turn 10 85.9%, Turn 1 84.9%, Turn 6 46.7%

• Largest recorded speed reduction: Turn 1, roughly 144.9 → 50.3 mph

• Slowest mapped minimum: Turn 10 at about 46.3 mph in gear 2

The integrated time is calculated from the baseline trace's recorded position and speed because the distributed baseline CSV does not contain the simulator's lap-clock channel. Treat it as a telemetry-derived reference time, not an official iRacing timing result.

What the baseline says about Fuji in the F4

Fuji's F4 lap is defined by contrast. Turn 1 is the biggest speed-change event on the lap, falling from roughly 145 mph to 50 mph, while Turn 10 is even slightly heavier on peak brake at 85.9% and reaches the lowest mapped minimum at about 46 mph. Those two stops are the obvious places to compare brake onset and release, but they are not where the entire lap is made.

The middle of the reference is dominated by momentum. Turns 2, 4, 5, 7, 8 and 9 show no meaningful brake input, and Turn 3 uses only 32.7% brake while still carrying about 107 mph. That means a driver who over-controls the car through the faster sequence can lose time without ever making an obvious braking mistake. The closing Turns 13–16 then switch back to lower-speed precision, especially Turn 13 where full throttle is delayed roughly 56 m after minimum speed. Fuji rewards separating the heavy stops from the flow sections instead of applying the same braking mindset everywhere.

Turn-by-turn baseline guide

Turn 1 — right. This is a major braking zone. The baseline enters the braking event at roughly 144.9 mph, peaks at 84.9% brake, reaches about 50.3 mph in gear 2, and exits the mapped segment around 79.5 mph. Brake release is complete roughly 15 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. Full throttle arrives about 10 m after minimum speed, so getting the car pointed before committing to power is part of the reference shape.

Turn 2 — right. The reference uses no meaningful brake input here. It carries about 79.6 mph into the mapped section, reaches about 79.6 mph in gear 3, and exits around 106.6 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 3 — left. This is a speed-management braking zone. The baseline enters the braking event at roughly 121.7 mph, peaks at 32.7% brake, reaches about 107.0 mph in gear 5, and exits the mapped segment around 110.0 mph. Brake release is complete roughly 47 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. Full throttle is already present by the minimum-speed point, which makes line quality and release timing more important than waiting for a late power application.

Turn 4 — right. The reference uses no meaningful brake input here. It carries about 112.8 mph into the mapped section, reaches about 112.8 mph in gear 5, and exits around 117.2 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 5 — right. The reference uses no meaningful brake input here. It carries about 117.0 mph into the mapped section, reaches about 105.6 mph in gear 4, and exits around 108.1 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 6 — left. This is a speed-management braking zone. The baseline enters the braking event at roughly 109.5 mph, peaks at 46.7% brake, reaches about 72.7 mph in gear 3, and exits the mapped segment around 77.9 mph. Brake release is complete roughly 44 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. Full throttle arrives about 7 m after minimum speed, so getting the car pointed before committing to power is part of the reference shape.

Turn 7 — left. The reference uses no meaningful brake input here. It carries about 78.0 mph into the mapped section, reaches about 78.0 mph in gear 3, and exits around 98.0 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 8 — right. The reference uses no meaningful brake input here. It carries about 105.1 mph into the mapped section, reaches about 105.1 mph in gear 4, and exits around 117.5 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 9 — right. The reference uses no meaningful brake input here. It carries about 122.7 mph into the mapped section, reaches about 122.7 mph in gear 5, and exits around 130.4 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 10 — right. This is a major braking zone. The baseline enters the braking event at roughly 132.6 mph, peaks at 85.9% brake, reaches about 46.3 mph in gear 2, and exits the mapped segment around 48.8 mph. Brake release is complete roughly 19 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. The mapped profile does not contain a definitive full-throttle point inside this corner boundary, so use the following trace to judge the exit rather than forcing an artificial throttle target.

Turn 11 — left. The reference uses no meaningful brake input here. It carries about 56.0 mph into the mapped section, reaches about 56.0 mph in gear 2, and exits around 68.1 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 12 — right. The reference uses no meaningful brake input here. It carries about 70.0 mph into the mapped section, reaches about 70.0 mph in gear 3, and exits around 82.5 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 13 — right. This is a light-brake speed-management corner. The baseline enters the braking event at roughly 86.2 mph, peaks at 18.9% brake, reaches about 72.9 mph in gear 3, and exits the mapped segment around 80.8 mph. Brake release is complete roughly 33 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. Full throttle arrives about 56 m after minimum speed, so getting the car pointed before committing to power is part of the reference shape.

Turn 14 — left. The reference uses no meaningful brake input here. It carries about 83.8 mph into the mapped section, reaches about 83.8 mph in gear 3, and exits around 89.0 mph. Treat this as a momentum and positioning corner: if your trace shows a clear brake spike, first inspect line, steering load, and whether the previous corner left the car compromised before deciding you need more deceleration.

Turn 15 — left. This is a speed-management braking zone. The baseline enters the braking event at roughly 92.0 mph, peaks at 29.0% brake, reaches about 56.0 mph in gear 2, and exits the mapped segment around 74.3 mph. Brake release is complete roughly 22 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. Full throttle arrives about 8 m after minimum speed, so getting the car pointed before committing to power is part of the reference shape.

Turn 16 — right. This is a speed-management braking zone. The baseline enters the braking event at roughly 93.6 mph, peaks at 37.8% brake, reaches about 63.4 mph in gear 3, and exits the mapped segment around 87.5 mph. Brake release is complete roughly 57 m before minimum speed, so most of the heavy deceleration is finished before the slowest point and the remaining job is rotation and balance. Full throttle arrives about 14 m after minimum speed, so getting the car pointed before committing to power is part of the reference shape.

How to use this guide in Valor

Start with Turn 1 and Turn 10 because they give you two clean heavy-braking anchors. Compare brake onset, peak pressure, release location and minimum speed in that order. If the minimum speed is already close but the exit is weak, stop chasing a later brake point and inspect how the brake is being released into rotation.

Then use the no-brake middle sequence as a momentum audit. Valor can show whether your loss begins before the apex, at minimum speed, or on throttle. Finally, check Turns 13–16 as a linked sequence: a compromised line or early throttle decision in one corner can move the loss downstream even if the next corner's braking trace looks normal.

Data basis: Valor Baseline Data Pack 2026.09.28.1, exact combo fujigp_grandprix_formulair04. Values are derived from the supplied baseline telemetry, reviewed corner map and turn-profile data.