The track is designed to be not just fast, but also technically challenging. Overall, the course is 3.6 miles and there’s a satisfyingly long back straight that goes into a tight chicane, and a number of turns with entry and exit geometries intended to challenge drivers trying to find the optimum line on any given day, under any given conditions, in any given car. 

The basic idea in driving on a track is to follow what is called the racing line, which is a path designed to give you the shortest possible time around the course. If you are used to driving on roads, it’s an extremely difficult thing to do, for a number of reasons.  If the track were perfectly straight, with no turns, it would be a simple matter of standing on the gas pedal, but tracks aren’t straight, and turns are of course where you lose the most speed. It would seem intuitively obvious that the thing to do in a turn is hug the inside (as that is the shortest distance through the turn) but in doing so, you lose so much speed that it actually makes more sense to follow a different procedure.  This is to start on the outside of the turn, brake as you begin entering, hold a steady speed through what’s called the apex of the turn (the inside of the corner where the car is closest to the edge of the road) and then build speed as you exit.  The devil, of course, is in the details, and when and how much you brake and accelerate, how you manage weight transfer between the front and the back of the car, when you begin to aim for the apex, and exactly where the apex is, all vary with the car, track, and driving conditions. (This can get even more complicated, with concepts like “trail braking” and generating a line in the shape of a Euler spiral, but that’s the basic concept). Driving an ideal racing line is essentially an extremely complicated physics problem where choices made early constrain choices you can make later, and experience, instinct, and a great deal of technical knowledge are all necessary to have a shot at getting things close to correct.