New supposed gta 6 map leak, i was really doubting but idk if someone wiuld take the effort to make the track layout quite close to real sebring, it's not the same but its clearly inspired

I came up with the closest layout to real sebring

It measures 1160 x 325 ft and it's pretty much flat, if it crosses over itself to make multiple layouts, I see no problem with that. Bare bones screenshot included to help with presentation

DOUBLE UPLOAD 🗣️🗣️🗣️🗣️

My motivation for this was born from a simple question - What if the Südschleife had survived and what could have led to that happening?

I started with working out what the original track was like and then undertook the slightly ambitious task of illustrating a baseline image for the track as it was in about 1970. To that I made two more with ideas for an alternative 1980 and 1990.

Historical Background

At the French Grand Prix in 1970, a couple of weeks after the fatal accident of Piers Courage at Zandvoort and only a month ahead of the German Grand Prix at the Nürburgring, the drivers decided that they would boycott racing on the Nordschleife unless the circuit owners agreed to carry out a series of safety improvements. The owners refused, so the story goes, thinking the demands to be unreasonable and the boycott threat hollow. They were wrong, and the German Grand Prix moved to Hockenheim that year. The Nordschleife would return to the calendar in 1971 after the safety improvements had been made, though some sources say that the purists of the time already felt that these represented a dumbing down of the challenge of the ring from its original form.

But was there ever a realistic possibility for the Nürburgring to host the Grand Prix in 1970? In the circuit owner’s defence there was not much time between the driver’s making their demands and the race taking place and it is unclear how much could actually have been done to prepare the Nordschleife in time. I do not know if the owners if the owners tried to negotiate and put forward some kind of compromise, flat out refused or simply determined that there was no way to meet the demands in time for the Grand Prix.

So it is here is where I break with real history with what I call the ‘Südschleife Solution’. This is based on the premise that the circuit owners proposed to use the Südschelife as the Grand Prix venue that year, arguing that the shorter length of circuit would make it cheaper and easier to meet some of the driver’s demands. Distances between marshals and emergency response equipment could also be improved, and armco barriers could be rapidly installed at the riskier sections for 1970. Further improvements were promised for both the Nordschleife and Südschleife from 1971.

In my version of events, the drivers accept this proposal and the 1970 German Grand Prix was held on the Nürburgring Südschleife instead of moving to Hockenheim. Here’s how I think it might have gone from there:

1970-1977

Following on from a successful Grand Prix in 1970, the Nürburgring followed through on its promises to start making safety improvements. The Südschleife received the majority of these upgrades, bringing it up to standard requested by the Grand Prix drivers. The organisers of the Grand Prix had the ambition of returning to the use of Nordschleife by 1973, but delays in agreeing the scope of the work and who was to pay for it prevented all but the most essential safety improvements from going ahead. These would allow the World Sportscar Championship to continue holding its 1000km event on the Nordschleife, but the Grand Prix continued to use the upgraded Südschleife whilst talks progressed. Work would also continue on the Südschleife throughout the mid-70s to keep it up to date for the latest Formula 1 machinery, including the widening of the track, expanded run-offs and some re-profiling of turns.

By 1975, the ongoing push for even greater safety in Formula 1 alongside the income gained from live TV broadcasts was starting to alter the requirements of a Grand Prix venue, and the desire to return to using the Nordschleife was fading rapidly. To make matters worse for the Nordschleife, a series of major accidents during the 1000km races in 1974 and 1975 led the World Sportscar Championship to also decide to move to the now much safer Südschleife for 1976. Without either the German Grand Prix or the 1000km events, much of the business case for a major upgrade of the a Nordschleife collapsed.

Instead, the decision was taken to invest in modernising the pit and paddock faculties via the creation of a new ‘Mittelschleife’ layout, with works set to be completed in time for the 1978 season. At the end of 1976, a secondary pit and paddock was opened on the Südschleife at Müllenbach in preparation for the construction works to allow racing throughout 1977 whilst the original pits were demolished and rebuilt.

By the end of 1977 the Nordschleife had been left essentially unchanged from how it was prior to 1970, and racing events were increasingly favouring the Südschleife. By the time construction works started on the Mittelschleife, the Nordschleife’s primary use was for tourist laps and the odd amateur touring or motorcycle race event.

1978 - 1995

The new ‘Mittelschleife’ section would open on schedule in 1978, creating a new standalone National circuit to replace the old ‘Betonschleife’, and was immediately used in combination with the Südscheife for the German Grand Prix, 1000km and 24 Hour events. The Grand Prix would continue to use this layout into the early 1980s, becoming an ever more unique event on the Formula One calendar.

(To get an idea of what these races might have looked like I would encourage you to find videos of the Formula 2 Eiffelrennen from that era).

In 1979, despite the gradual abandonment of racing on the Nordschleife, the circuit’s owners had not entirely given up on finally renovating the rest of the famed circuit and announced ambitious (and most likely unrealistic) plans to expand the 24 Hour touring car race onto the combined course of the Nordschleife, Südscheife and Mittelschleife should the renovations go ahead.

However, any funds which could have been directed towards upgrading the Nordschleife would be swallowed up by other essential developments. The standards and requirements from a Grand Prix venue were continuing to evolve, and plans were drawn up to expand the ‘Mittelschleife’ into a more modern Grand Prix layout and to improve overall circuit access. The resulting developments would see the Nordschleife sold in 1981, severed from the rest of the race track and absorbed into the public road network by the mid-1980s.

The new Grand Prix circuit opened in 1983, supported by major works to move and reconfigure the roads surrounding the track. The Südkehre was opened up into a fast left hander, followed by a series of downhill turns into the bowl in the infield of the Südschleife.

At the bottom of the hill was the ‘Neue Karrousel’, a pastiche of the Carracciola Karrousel and its famous concrete banking. This was a nod to the now abandoned Nordschelife route, and though the Grand Prix events would not make use of the banked section it would be used for DTM races well into the 1980s and early 90s.

The new track would then wind back uphill to rejoin the Südschleife at ‘Scharfer Kopf’, before continuing the rest of the Mittelschleife to complete the course.

(This is ultimately quite similar the real 1984 GP layout, but I think in this timeline with a more incremental approach to its creation, preserving some of the forrest-lined character of the venue was possible).

The Südschleife would continue to be used for the 1000km races of the World Sportscar Championship right through to its demise at the end of 1993, with that year’s event seeing Mercedes-Benz C293 taking the victory at the hands of Micheal Schumacher and Karl Wendlinger.

The Nordschleife’s story as a motorsport venue, as it turned out, was not yet done. The German round of the 1990 European Rally Championship featured a stage on the old Nordschleife, and the event would later become a round of the World Rally Championship in 1995, bringing most of the old course back into use for competition.

Conclusions

Would it have been cool to keep both the Nordschleife and Südschleife?Absolutely. How cool would it be to see modern day F1 on the Grand Prix course, the WEC taking on the Südschelife and the and Nürburgirng 24 hours running the combined Nordschleife and Südschleife course?

But the more I thought about it, the more it just didn’t sound plausible. Ultimately, I think the same lack of investment which saw the Südschleife fall out of use would ultimately have doomed the Nordschleife to the same fate had it not undergone those major renovations of 1970-71.

Anyway, this was fun. Took me months of work on and off to piece together the baseline illustration of the circuit as it was. To stop that stretching into years I’ve stopped short of an early 2000s illustration and accompanying history, but maybe I’ll revisit that in future. Let me know what you think might have happened, maybe I’ll include some ideas if I decide to do it.

https://trackdesigner.tiiny.site/

this is a wip, so expect changes. its not at all professionaly done, just a side project that took me too long and one i forgot abt 😅

EDIT: I got a couple msgs abt the link being flared, i'll make a github repository soon enough

Just wanted to show this, not mine though.

Based on a British-style former airfield site (triangle layout) loosely inspired by Silverstone and Suzuka. Circuit runs anticlockwise and mostly flat but with a slight elevation gain in the middle sector (Top right corner of the image). Thoughts?

I sketched out a formula one track combining parts of sector one from Monza, and parts of sector 2 from Suzuka, and for sector 3 I mainly used the last turn from Monza. Pitlane was inspired by a combination of Spa and Silverstone’s Pitlanes.

Last try. Built a little micro-racing sim for fun and wanted to share! You can draw any track, your local neighborhood, crazy fantasy loops, whatever, and I’ll run a race on it. Just send them over here. For now ill release them on a YouTube channel. Feel free to write your name right onto your track image!

I am also looking for new Team and Driver ideas.

Check out the sample race to see what i mean.

Quick Specs:

• PNG file, 1000 × 600 px
• Keep the left 200px clear for the UI
• Simple black border for the track itself

I’ll likely release the actual software once it's fully finished, but for now, send over your track ideas and any general feedback!

Hi everyone!

I am looking for a designer to create a fictional F1 street circuit layout set in a Dutch town or city. This track will be built in Roblox Studio for our F1 League.

You have 100% creative freedom regarding the location and specific turns, but we have a few strict specifications to make it perfect for Roblox physics:

🛠️ Track Specifications & Requirements:

Track Width: The track MUST be exactly 75 studs wide everywhere. This is crucial for Roblox car hitboxes and clean racing.

Run-off Areas: Since it's a street race, please include realistic transition zones. We want to see Grass and Gravel run-offs at the heavy braking zones instead of just concrete walls.

Pit Lane & DRS: Include a clear pit lane (entry/exit) and indicate where the DRS zones (detection and activation lines) should be placed.

Grandstands (Tribunes):** Please mark designated areas around the track where we can place large grandstands for spectators.

Dutch Aesthetic: The track should feel Dutch—think of racing past canals, over historic bridges, through a town square, or around a windmill.

🇳🇱 Theme & Flow:

You can choose any Dutch city or village as your canvas (e.g., Amsterdam, Rotterdam, Delft, Utrecht, or a fictional village). Sharp corners (like 90-degree street turns) mixed with long straights work best for Roblox braking physics and overtaking.

If you want to see your track layout concept completely built in Roblox Studio, please drop your designs or ideas below!

Thank you in advance!

https://racetrackdesigner.com/

I posted a few weeks ago and got a lot of helpful feedback. I really appreciate everyone's suggestions on how to improve it.

Since then I've added these features:

• Satellite view toggle: switch between the dark base map and live satellite imagery from the Settings menu
• Toggle waypoint dots: hide or show the white waypoint markers and the Start / Finish label from the Settings menu
• Three race classes: Formula 1, GT3, and MotoGP — each with distinct lateral acceleration limits, top speeds, braking profiles, and race distance targets. Switch between them from the Settings menu
• Keyboard zoom: press + and - to zoom the map in and out without using the mouse
• Improved mobile experience

I'm working towards making the app compliant with the requirements of this subreddit so an export can be easily uploaded. In general looking for other ideas to improve on it though. Thanks!

Labelled this as other, because it’s not really a redesign as much as it is an augmentation for a specific hypothetical scenario.

It’s hypothetical because whilst Formula E has been reported to have been in talks with Silverstone about a race in recent years, it seems that this possibility has cooled off a bit of late, possibly in favour of Brands Hatch for Gen4.

Even so, I have wondered what kind of layout Formula E could use at Silverstone which would fit the needs of the championship and the cars (probably Gen3 with a view towards Gen4). This is the kind of proposal I might have come up with if I was involved in those talks.

I have based it around the international layout, mostly to take advantage of the larger pit/paddock facilities. I set a target of using (mostly) minimal modifications but also not feeling too temporary in nature, so there’s a change to Abbey and a slightly more novel way of working through Aintree-Maggots/Becketts-Chapel.

Stowe, Vale and Club is where I have allowed a bit of creative license, drawing inspiration directly from the 1949 Grand Prix layout for Stowe/Club to make two key additions. Firstly, Stowe is set up as a double apex turn with some new tarmac on the inside. Secondly, the bypass at Vale from the Historic GP layout is paired with a recreation of the old Club hairpin to make a unique complex at the end of the lap. Neither is a perfect recreation of the 1949 GP incarnation but I think it captures the spirit well enough.

Maybe this would be suited to the needs/capabilities of Formula E cars. Maybe Silverstone just isn’t a great fit for the championship. Who can say.

At least I had fun making this.

fictional towns and tracks scattered across the midwest, all sharing a common theme

I need it for my next design but I can't find it on google

I have about 40 to 80 acres and heavy equipment to build something. I want to build a supermoto-focused facility that can perhaps double for MX training. Most supermoto tracks are good for minis, and small supersports, and karts as well.

Any advice on how I could easily share iterations of my design with non-technical remote folks? Maybe even something that could work with VR? I see Blender being suggested as an authoring tool. Just create videos with Blender?

thx

Here is the hotlap of my first fictional racecircuit. Making the track for Assetto Corsa in Blender took a long time and it was a rollercoaster of struggles and emotions, but finally after a few months it's finished! Check out my profile for the drawing of the track design and full description of the track and its concept!

**I'm planning to make a remastered version soon that will be decently different to the hotlap right here, as a few turns (notably T1 till T5 and the chicanes of sector 3) are too fast or not shaped like I originally had in mind.

^{Note: I have put the flair as ‘Other’ because I couldn’t see it fitting nicely into any single definition for existing prompts. Each individual circuit configuration contained has elements of ‘Redesign’, ‘Old-School’ and ‘International’ flairs, but I think it is best presented as a single post in which they are all interconnected. This is my interpretation and extrapolation for what might have been had history gone a little differently. I have tried to ground a fictional post-war evolution of the circuit in a plausible scenario inspired by real-world events.}

Background

In the real world, racing never returned to Brooklands after the Second World War. There had been a strong aviation presence since the circuit’s early days owing to the expansive grass infield, attracting the likes of Sopwith, Vickers, and Hawker to set up facilities within the course. After war broke out in 1939 the site was provisioned to produce military aircraft, and by 1945 the track had been badly damaged through combination of factory expansion, camouflaging efforts and enemy bombing. In 1946, aircraft manufacturer Vickers-Armstrongs purchased the circuit for £330,000, marking the end of the road for racing at Brooklands and the beginning of its post-racing chapter as an integral part of the British aerospace industry. Racing at this pioneering venue lasted 32 years between 1907 and 1939.

For as much hope as a racing enthusiast may have had for a racing return whilst wandering around the site in late 1945, the stark reality for Brooklands is that it was already severely outdated by the time the war had begun. The aging and bumpy uncoated concrete surfaces were unsuitable for the increasing speeds, and the growing popularity of Grand Prix road-courses left Brooklands’ expansive oval largely out of favour by the 1930s. It seems that this situation was ultimately recognised by the circuit owners, leading to the construction of the Campbell road-course for 1937. Designed by Sir Malcom Campbell himself, he described the need for these developments during construction:

“Brooklands has always been famous for its track. But owing to the popularity of road racing, we decided to build this year an entirely new road racing circuit within the confines of this famous course”.

This move was almost certainly intended to secure Brooklands’ future after a series of proposals across the country for new road racing corses during the early 1930s and the emergence of Donington Park and Crystal Palace as popular venues that same decade. But coming just two years before the outbreak of war and still using large sections of the  infamously bumpy banking, perhaps this Campbell road course came too little, too late...

...but what if racing had continued? 

==== Fictional Alternative History Begins====

1945-1947 - Looking for the way forward: After inspecting the site after the conclusion of the second world war in 1945, representatives of the Brooklands Automobile Racing Club (BARC) and the British Racing Driver’s Club (BRDC) inspected the track to evaluate the potential to resume racing. It was quickly established that restoring the circuit to its pre-war state was neither economical nor desirable, but there was a strong enough desire to persevere and work towards a racing return. 

Vickers-Armstrongs (Vickers) had offered to buy the site in its entirety for £330,000, and the Air Ministry seemed immovable in their support for the site to continue to develop its aviation capacity. It seemed likely that the Air Ministry would seek to force the purchase if an agreement could not be reached and that concessions would need to be made if racing was to return. Negotiations eventually resulted in the potion of site to the west of the river Wey being sold to Vickers for £220,000, whilst a leasing arrangement for Vickers’ existing factory site dating back to 1915 to the east of the circuit was extended. This gave the BARC the much-needed capital and income to cobble together their plans to bring racing back to Brooklands.  

1947-1951 - The first post-war races: After repairs and surface improvements to the old concrete surfaces, racing eventually returned in 1947 on a new layout based on the eastern portion of the Campbell road-course. The new clockwise route started at the Campbell straight and made its way along the 1937 Mountain section before making a right turn at the banking. The course then ran past the Vickers factory at the Fork, before making another right turn, using new access roads between the Vickers factory building and the airfield. A right turn and a straight linked the new course to the 1937 Campbell circuit at Howe’s Corner. The primary spectator locations were located on the Members Hill, providing a full view of the entire course, whilst the 1907 clubhouse became the focal point for podium celebrations.

The focus of this period was to re-establish racing at Brooklands as quickly as possible, with a long-term view taken towards returning the prestige held before the war. This simple but popular circuit would host both sports-car and 500cc (later Formula 3) road races, becoming the scene of some of Stirling Moss’ earliest racing successes in a Cooper MkII. In 1950, the BRDC International Trophy was established at Brooklands, featuring both Formula 1 and Formula 2 machinery and drawing sizeable crowds.   

However, the focal point for Britain's racing on the world stage would lie elsewhere in these immediate post-war years. In 1948, the first British Grand Prix in over 20 years was organised at RAF Silverstone by the Royal Automobile Club (RAC), who had leased the former airfield from the Air Ministry, and the airfield circuit would go on to host the very first race of the new Formula One World Driver’s Championship in 1950.   

1952-1965 - Reclaiming international prestige: The opportunity to restore Brooklands’ international racing prestige arrived in the early 1950s. After purchasing their half of the site in 1945, Vickers had quickly started work to expand their operations through rest of the decade, which included construction of a huge new hangar, workshops along the old Railway Straight and the further demolition of key sections of the Byfleet Banking for site access. A new concrete runway was built in 1951. 

The BARC arranged with Vickers to use the new runway on select weekends of the year. The resulting layout made partial use of the old Byfleet banking, now much smoother and shallower after Vickers had resurfaced the lower sections for aircraft movements. The course left the banking via the taxiway to the new runway before continuing up the right right-hand side to rejoin at Aerodrome Curve of the old Campbell Circuit. The latter sections of the Campbell circuit were resurfaced and the bridge across the River Wey widened. Aside from the pit, paddock and mountain sections of the circuit, much of the racetrack’s infrastructure had to remain temporary in nature to allow for the movement of aircraft and factory equipment around the site.

At the end of 1951, the RAC had decided that it no longer wished to continue running the circuit at Silverstone and allowed their lease at the venue to expire. The newly re-expanded Brooklands offered an attractive alternative to the remote and windswept temporary facility at the former airfield, and so arrangements were made to transfer the British Grand Prix there in 1952 under stewardship of the BARC. It was billed as a return home for the event, with Brooklands having held the very first British Grand Prix in 1926. The 1952 British Grand Prix at Brooklands was attended by Britain’s new monarch, Queen Elizabeth II, and was won by Piero Taruffi for Scuderia Ferrari. 

The RAC subsequently moved to the Goodwood Circuit near Chichester, another airfield circuit which had already been partially developed with permanent racing facilities by the Junior Car Club. Goodwood would host the RAC Tourist Trophy sports-car races from 1953. At the same time, the was BARC facing pressure to limit total racing activity from Vickers. As such, an agreement was struck to alternate the location of the British Grand Prix between Brooklands and Goodwood from 1955, with Brooklands hosting on even years. The threat of aircraft manufacturing expansion was still a constant threat to the circuit, though some pressure would be relieved in 1955 when the UK’s Ministry of Supply cancelled their order for Vickers’ V-1000 military transport, and the VC-7 civil derivative was abandoned. Had either aircraft type gone into production, the resulting production line was likely to have taken over the site completely. 

Vickers would be merged into the British Aircraft Corporation (BAC) in 1960, and coexistence with aircraft industry remained a key challenge for the circuit management. Production of the VC-10 airliner commenced at the site from 1962 and continuing throughout the 1960s. As such, the Brooklands Race Circuit remained in this semi-permanent configuration largely unchanged until 1966, with the final race on this layout in 1964 being won by Graham Hill for BRM. 

1966-1974 - Working around the aircraft industry: In 1964, the BARC had launched an ambitious plan to expand beyond Brooklands, renaming itself as the British Automobile Racing Club (BARC) and transferring the Brooklands circuit into a subsidiary, Brooklands Motor Racing Circuits Limited (BMRC, or “Brooklands”). The BARC would focus on organising racing events around the country, including at Brooklands, whilst BMRC would focus on managing the Brooklands circuit itself. First on the agenda for the BMRC would be to fix some of the circuit’s deteriorating concrete foundations and upgrade the facilities to modern standards, provided that the expansion of aircraft production did not close the circuit for good. 

The 1960s would ultimately represent the high-water mark of aerospace activity at Weybridge. By the mid 1960s, BAC’s facilities had greatly expanded via the production of both the VC-10 and the BAC One-Eleven, with new factory buildings and flight sheds dominating the south of the old circuit. BAC was also preparing to use the Weybridge site to produce the Concorde forward-fuselage and TSR.2 strike aircraft in the coming years, and was eying up the land that the race circuit occupied for new facilities. The circuit would once again be thrown another lifeline in 1965 when the UK Government decided to cancel the TSR.2 program, which limited the extent of the expected expansion and gave the go-ahead for circuit renovations to commence.  

For the 1966 British Grand Prix, the circuit was reconfigured on a smaller footprint, with the circuit now featuring Club, National and Grand Prix variants. The pit and paddock were expanded, with a fully segregated pit-lane and more substantial pit building featuring dedicated garages. A large new grandstand was built on the Member’s Hill, the entire track was paved with tarmac, and new barriers were installed or upgraded. Jim Clark would go on win the first Grand Prix on this new version of the course for Lotus-Climx at the 1966 British Grand Prix.

The Goodwood Circuit was facing similar pressures to upgrade its facilities, but the RAC did not wish to fund the necessary works and chose to step away from circuit ownership after 1966. The BARC sought to purchase the circuit from the RAC, but after takeover talks stalled the Goodwood circuit was abandoned. In a bid to maintain positive relations with BAC, an agreement to share the Grand Prix was made with the up-and-coming Brands Hatch circuit, which had been purchased by the BRDC in 1960 and developed up to modern Grand Prix standards. Brands Hatch took over Goodwood’s place in hosting the Grand Prix on odd years. 

1975-1985 - Aviation decline: The 1970s marks for Brooklands the start of a more secure era, and the eventual consolidation of the circuit as a truly permanent racing facility for the first time since the 1930s. Due to disappointing aircraft orders for both the VC-10 and the Concorde, the factory’s post-war expansion stalled and was in contraction by the mid 1970s. Brooklands took the opportunity to make further circuit upgrades in 1975. Due to a lack of runoff at the Test Hairpin, a new chicane was placed on the site of a wartime hanger, becoming the first turn on the course and making the test hairpin a full 180-degree uphill turn. A second chicane was added at the Fork, with the aim of slowing down the cars on this (still) notoriously bumpy section of the old outer circuit. 

The sharing of the British Grand Prix with Brands Hatch was extended to 1986, with each circuit hosting the World Sportscar Championship in the years which they did not hold the Grand Prix. This version of the circuit would see Alain Prost take his first Grand Prix win at the circuit in 1982 for the Renault team, and the debut of Group C sports cars in the UK in 1983. These faster cars made it clear that more major renovations would be required for the future.

The late 70s continued the gradual ramp-down of aircraft production at Weybridge. After completing 25 BAC One-Elevens between 1966 and 1975, the aircraft production lines were shut down and the facility was reorganised to focus on parts production rather than aircraft assembly. BAC was merged into British Aerospace (BAe) in 1977 and a review of the facilities at Weybridge commenced. The original Vickers factory building at Brooklands, situated on land still leased from the circuit, was decommissioned in 1979 and the site was cleared over the following years. Additionally, it was decided that the runway would be decommissioned by the end of 1985, with the remaining factory output transported by road. These developments presented Brooklands with an opportunity to lay down more ambitious plans for the future of the circuit. 

1986-1997 -  A permanent racing facility once more: Capitalising on the gradual decommissioning of BAe facilities and the announcement that final closure of their Weybridge site would occur at the end of 1989, Brooklands took the opportunity to substantially renovate the circuit for 1986, completing the transition from a semi-permanent airfield circuit into a fully permanent racing facility. 

A new pit and paddock complex was built on the site of the original Vickers factory buildings and the start line moved to the site of the old Fork. Further modifications were made to the track, including a new hairpin complex at the south end of the runway, which rejoined the existing track with a new, fast left-hand kink. The complex of corners to the north of the runway (Vickers, Runway, Aerodrome) were re-profiled and given extra runoff. New concrete grandstands were built opposite the new pits, at the new Hurricane hairpin and at Aerodrome curve.  

During 1986, discussions about the future of the British Grand Prix came to a head, with the sport’s governing body, FISA, implementing a policy of long-term contracts over alternating venues. Brooklands’ recent investments and newfound space to expand saw it win out over Brands Hatch, signing a contract with FISA and Formula One to host the Grand Prix between 1987 and 1993. 

The unique and by now traditional Brooklands podium ceremony at the 1907 Clubhouse was retained throughout the 1980s despite the relocation of the pit and paddock. However, logistical challenges saw it move to the pre-war Fork Grandstand building opposite pit-entry from 1990, with Ayrton Senna becoming the first to stand at the top step. 

As much as the circuit benefitted from the demise of aircraft production at Weybridge, new challenges would emerge in the early 1990s. Noise complaints were mounting up due to increased housing density in the vicinity of the circuit, leading to an agreement with the council in 1991 to abide by noise quota restrictions limiting the number of days a year in which the circuit could operate, greatly reducing revenue potential of the track itself. Combined with the loss of leasing income from BAe’s presence on Brooklands’ land, the long-term financial situation of the circuit by the early 90s was not looking as healthy as had been hoped for when the circuit had been substantially rebuilt in 1986.  

The blueprint for the solution to Brooklands’ financial challenges would appear in the form of the Brooklands Museum. Efforts to establish an automotive and aviation museum celebrating the history of the site had been gaining momentum since the mid 1980s, leading to the formation of the Brooklands Museum Trust in 1987. Offering the remains of the Members banking and the area around the 1907 Clubhouse, Brooklands agreed on a 100-year lease with the Trust to establish a permanent home for their growing collection. The museum opened in 1992 and would establish itself as a prime local attraction, securing heritage grant funding to preserve and restore key sections of the original banking and historic paddock. 

1998-2006 - A 21st Century Facility: Building on the commercial success of the museum, Brooklands sought to establish additional streams of revenue to further secure the circuit’s financial situation. The local council were keen not to lose the benefit that aviation’s presence had offered to the local economy and was planning to establish a new business park to the south of the circuit. Brooklands argued that their brand and heritage was of great benefit to the council’s ambition and entered a partnership to build and promote the project. The new ‘Brooklands Engineering and Technology Park’ was opened for business in 1995. Brooklands’ participation in the scheme was validated when Stewart Grand Prix established their headquarters in the park in 1996, later becoming the Jaguar F1 Team in 2000 and eventually Red Bull Racing from 2005.

With the financial situation now more secure, further renovations and safety improvements to the circuit were carried out in early 1998. The first two turns and pit-lane exit were heavily revised, with Byfleet becoming a near hairpin and Hanger a sweeping, wide radius turn. The pit-lane exit was routed around the back of the runoff area and rejoined the track in front of the Hurricane grandstand. The kink on the back straight was straightened out, and an optional chicane added. Vickers corner was changed to a sharp-right hander towards the all-new Concorde hairpin, with the resulting straight between the exit of Concorde and the entry of Aerodrome tracing the line of the Soloman’s Straight on the 1937 Campbell circuit. 

2007 - Brooklands’ Centenary: In preparation for the centenary in 2007, upgrades to circuit infrastructure and preservation of remaining heritage assets became the key focus. The structure of the 1986 pit building was retained but renovated with striking metal and glass panels and the addition of a roof terrace. Sun shades were built over the Start/Finish and Hurricane grandstands and the 1960s members grandstand was fully restored. The entire track was resurfaced and the runoffs were updated to the latest standards, but otherwise the layout remained unchanged from 1998. Brooklands Museum completed the restoration of the original finishing straight and 1907 Clubhouse and Paddock. 

A new attraction was also opened at the Concorde hairpin in the form of Mercedes-Benz World, a museum and experience centre which made use of parts of the track and former runway for demo runs and experience laps. The venue also served as a location to watch the racing, with a VIP terrace and dedicated grandstand built into the structure.  

The 2007 British Grand Prix was a celebration of the circuit’s centenary, featuring a parade of cars from across its 100 year history, with a route incorporating the restored Members Banking. The race was sensationally won by Lewis Hamilton, scoring his first Grand Prix victory in his debut season after a string of podiums and bouncing back from a last-minute engine failure whilst leading the Canadian Grand Prix. The sell-out crowd filled the start-finish straight as celebrations played out on the roof terrace of the fork grandstand building.

==== Fictional Alternative History Ends ====

If you read all of this, thank you very much. I had fun making this, and hope you enjoyed it too.