how to hit apexes in F125

Learn about how to hit apexes in F125

Struggling with how to hit apexes in F125 is totally normal. You turn in, miss the inside kerb, and either understeer wide or overcorrect and spin. In F1 25 this happens because braking, steering, and throttle are extremely sensitive and the car reacts instantly to small mistakes. By the end of this guide, you’ll know exactly how to line up, brake, turn, and apply throttle to consistently clip apexes and carry speed out.

Quick Answer

Brake in a straight line to the right speed, release the brake as you turn (trail brake), aim to “kiss” the inside kerb with a late apex, and feed in throttle only when the car is pointed to the exit. Practice in Time Trial with the racing line set to Corners Only, and use consistent braking markers. Adjust camera/controls so you can see and hit the apex.

Why how to hit apexes in F125 Feels So Hard at First

• The F1 25 car changes grip rapidly depending on brake pressure, steering angle, and throttle. Small errors compound fast.
• Many corners need a late apex. If you turn in too early, you’ll miss the apex and ruin the exit.
• Assists, camera, and input settings that are slightly off can make the car twitchy or hide your view of the kerb.

This guide gives you a clean routine, practical settings, and simple drills that work with a pad or a wheel.

What how to hit apexes in F125 Means in F1 25

• Apex: The point closest to the inside of the corner your car passes. In F1 25, most corners reward a slightly late apex to maximize exit speed.
• Early vs. Late apex:
  • Early apex: You touch the inside too soon and run wide on exit.
  • Late apex: You turn a fraction later, rotate in the middle, and open the steering earlier to launch onto the straight.
• Goal: Minimum speed at the apex is as high as possible without running wide, with the car pointed to the exit so you can go full throttle earlier.

Before You Start (Prerequisites)

• Hardware:
  • Controller or wheel/pedals. Both are fine; settings differ slightly below.
• Game mode:
  • Use Solo > Time Trial to learn. It has stable grip, no tyre wear or fuel burn, and easy restarts.
• Assists (starter baseline; adjust to taste):
  • Racing Line: Corners Only
  • ABS: On (if you’re learning) or Off if you’re comfortable
  • Traction Control: Medium (controller) / Off–Medium (wheel)
  • Gearbox: Automatic or Manual with suggested gear
• Menus you’ll use:
  • Settings > Assists
  • Settings > Controls > Calibration (Deadzone/Linearity/Saturation)
  • Settings > Camera (FOV/offset/height)
  • Grand Prix/Career > Practice > Track Acclimatization (optional apex gates drill)

Step-by-Step: How to Fix / Improve how to hit apexes in F125

1. Set up a clear view and consistent inputs

• Open Settings > Camera:
  • Pick a stable view like TV Pod or Cockpit.
  • Raise Camera Height and shift Camera Offset so you can clearly see the inside kerb and track edges.
  • Turn down Motion Blur and Camera Shake so the apex isn’t moving around visually.
• Open Settings > Controls > Calibration:
  • Start with small Deadzone (0–2%), low Saturation (0–5%).
  • For controller, add a little Steering Linearity (10–20%) to soften twitchy inputs.
  • For wheels, set your wheel rotation around 360–400°, Linearity 0, Saturation 0.
• Success looks like: Steering feels smooth, and you can place the car within half a metre of the kerb without over-correcting.

2. Pick the right practice environment

• Go to Solo > Time Trial and choose a “teaching” track such as Austria (Red Bull Ring) or Bahrain—clear kerbs and good reference boards.
• Enable Rival Ghost (Personal Best or a slightly faster ghost).
• Success looks like: Consistent lap conditions and a visible reference to chase.

3. Find a braking marker for each corner

• On your out lap, identify fixed objects before the corner: 100m/50m boards, a marshal post, or a tarmac change.
• Promise yourself you’ll brake at that marker every lap, then adjust a metre or two at a time.
• Success looks like: You start braking consistently at the same point, removing guesswork.

4. Brake in a straight line, then trail brake

• Press the brake hard initially (70–100% depending on ABS).
• Downshift smoothly to keep the engine in the power band.
• As you begin turning, release brake pressure progressively toward the apex (trail braking). Aim to be near 0% brake right at or just after the apex.
• Why it works: Trail braking keeps load on the front tyres to help the car rotate toward the apex without snapping.
• Success looks like: The car noses in without understeer; no locking (if ABS off), no sudden oversteer.

5. Turn in slightly later than you think

• Count “one beat” after your normal instinct, then turn. This promotes a late apex.
• Aim the inside front tyre to “kiss” the kerb, leaving a small margin if the kerb is tall.
• Success looks like: You clip the inside kerb around the middle-to-late phase of the corner, not at the very start.

6. Look to the exit early and feed throttle in

• Rotate the car first, then add throttle smoothly: 10–30%… 50%… 70%… full.
• Only go 100% when you can unwind the steering without running wide.
• Success looks like: No wheelspin spikes on the throttle trace, and you can go full throttle earlier lap by lap.

7. Review and repeat quickly

• Use Flashback right after a miss to retry the last 5–10 seconds.
• Toggle Ghost on/off to focus on your line instead of chasing mid-corner.
• Success looks like: Your misses get smaller, and your delta drops at corner exit.

8. Use simple setup nudges if you consistently miss

• Open Car Setup (Time Trial or Garage):
  • If you understeer off the apex: +1 front wing, -1 rear wing, slightly lower Off-Throttle Differential, nudge Brake Bias 0.5–1% rearward (careful with ABS off).
  • If you over-rotate/spin on entry: +1 rear wing, a touch more Off-Throttle Differential, 0.5–1% forward Brake Bias.
• Success looks like: The car turns in predictably and holds the line with less steering.

Common Mistakes and Myths About how to hit apexes in F125

• Turning in too early
  • Fix: Delay turn-in a fraction; use a late apex target.
• Braking too long at 100%
  • Fix: Hard straight-line brake, then smoothly release as you steer (trail brake).
• Coasting forever mid-corner
  • Fix: Either brake a bit deeper with light pressure or commit to early throttle once pointed.
• Stabbing the throttle
  • Fix: Roll on progressively; don’t jump from 0 to 100%.
• Mounting every inside kerb
  • Fix: Some kerbs (sausage/tall) will bounce the car. “Kiss” them or avoid completely.
• Myth: The dynamic racing line is perfect
  • Reality: It’s a good guide, but you’ll often be faster with a slightly later apex than the line shows.
• Myth: It’s all setup
  • Reality: Technique and consistency matter more. Use setup tweaks only to complement good habits.

Troubleshooting and “What If It Still Feels Wrong?”

• I keep locking up (ABS off)
  • Cause: Too much initial brake or braking while adding steering.
  • Fix: Reduce initial brake peak, start trail braking earlier, move Brake Bias 0.5–1% forward.
• I miss the apex wide every time
  • Cause: Early turn-in or releasing the brake too quickly (front washes wide).
  • Fix: Turn in later, keep a trace of brake into the corner, add +1 front wing if needed.
• I spin on entry
  • Cause: Too much trail brake/steering, rear too light, rearward brake bias.
  • Fix: Ease trail brake, move Brake Bias forward a notch, consider +1 rear wing.
• I can’t see the kerb/apex
  • Cause: Camera too low/offset wrong.
  • Fix: Settings > Camera and raise height, adjust offsets, lower camera shake, reduce motion blur.
• Controller feels twitchy
  • Cause: Sensitive steering curve.
  • Fix: Controls > Calibration add 10–20% steering linearity, tiny deadzone (1–2%).
• Times get worse after changes
  • Cause: Over-tuning.
  • Fix: Revert to baseline; change one setting at a time and test 3–5 laps.
• Wet weather apexes feel impossible
  • Cause: Lower grip makes early throttle and kerbs risky.
  • Fix: Brake earlier, gentler trail brake, avoid tall inside kerbs, consider Traction Control: High.
• Note: If changes don’t apply in sessions, make sure you confirmed and saved your setup before leaving the garage.

Pro Tips Once You’re Comfortable

• Use Practice “Track Acclimatization”
  • In Career/Grand Prix > Practice, run the Track Acclimatization program. The purple gates naturally teach entry, apex, and exit placement.
• Create a “late apex” mental image
  • Picture your inside tyre brushing the last third of the kerb. This prevents early turn-in.
• Micro-adjust brake bias per corner
  • More forward for high-speed entries (stability), slightly rearward for hairpins (rotation).
• Study one corner at a time
  • Do five laps focusing solely on a single corner. Flashback as needed.
• Watch a fast ghost
  • Observe where the ghost is on the kerb and when throttle hits 100%. Try to match just the apex location first.

How to Know It’s Working (Definition of Done)

Run this checklist in Time Trial:

• You can intentionally hit the inside kerb (or a safe margin next to it) on three laps in a row.
• Your throttle trace shows a smooth ramp to 100% by corner exit without wheelspin spikes.
• Your exit delta improves even if your entry felt “slower.”
• You can describe your braking marker, turn-in point, and throttle pick-up point for each key corner.
• Replays show the car taking a late apex and using all the track on exit without exceeding limits.

Next Steps and Related Guides

• F125 braking technique: Master hard braking and trail braking to unlock even more apex accuracy.
• F125 controller and wheel settings: Dial in inputs and FFB for steadier corner placement.
• F125 car setup basics: Learn wings, differential, and brake bias to fine-tune rotation.

Now that your how to hit apexes in F125 routine is dialed in, the next big gain usually comes from improving your braking technique. Check out our guide on F125 braking technique next.