Congrats to all the podiums and top times this week. Well done by Rutter for being the only one to get into the 15's, and some nice times by wayna and CICO.
The top drivers in D2 and D3 performed in the next division up. 👍
I was hoping to find my first podium of GT5, but alas, it wasn't meant to be. Maybe another week........
Anyhow, my NTSC replay is attached. For the benefit of some of the questions that have come up in the thread, I'll give a brief writeup of what I was trying to do when posting with information on the other replays checked.
For now, will get it posted in case someone is chomping at the bit to upload it.
EDIT:
OK, will start here with what I was trying to do on my own lap.
Diagram for those who might need it, since I will refer to the type of apex I was trying to use in some areas.
Turn 1, handle as an early apex, meaning get the car pointed early, allowing you to carry in more of that speed you built up on the main straight. It's a high speed, double apex turn, so you should carry to the back, downshift to 3rd, and take a more conventional apex line through the second half of the turn. I use very light braking and mostly use the gears to slow the car, with another dab of brake for the second half before exit. Back up to 4th, and I use that all the way until the final right S turn. Just throttle lift and needed steering input to control speed and keep the car pointed. A little tail wag is OK, but work to be smooth.
For that last right S, I like 3rd in this turn as opposed to using any brakes to slow the car. It's really about setting up for the left Exit of the esses, or Dunlop curve. The key is to keep a tight line in that right hander and get the car all the way to the right smoothly, and get on as much of the power as you can as soon as possible. Once you get the car around and out to the right, lift as needed to apex Dunlop, but don't touch the left inside rumble, then hammer down. I've worked hard at getting this right, but it's still my weakest spot on the track as compared to the D1 guys, so they should feel free to weigh in. On around the corner and up to 5th on the approach to Degner.
For Degner 1, in this car, I just gave a dab of brake while downshifting to 4th, and worked to point the middle of the car at the apex rumble. Main thing is to be smooth in getting power back down so you don't spin. Brake earlier than you think you need to for Degner 2, down to 3rd, heavier braking than Degner 1 for the slower corner, again being careful of that rumble on exit.
Past T1 and up to 5th on the way to the hairpin.
Hairpin is one of 2 corners that I use the full brake threshold. Brake as the rumble on the right hand side ends, with the car as far right as possible, working to hold that straight line under braking. Work to turn in as you release the brake, hopefully find the apex, coast it a bit, then hammer out. I missed the apex of the hairpin on this lap, costing me probably 0.1-0.150. Had I gotten the car pointed and into the apex, I could have put power down sooner, always a priority when executing a turn before a long section of full throttle. Up to 6th on the way to spoon.
Spoon curve is almost like a left handed turn 1. It's a double apex turn, and you need to enter with speed. The key for me on this combo was to apply medium brakes in a straight line before turning in, come down to 4th, and get back on the power on the way toward the back rumble. I missed the back rumble on this run, but I still got back off the power and down to 3rd soon enough to make the critical second apex and hammer down on the throttle for the run up the back straight on the way to T2.
130R - I chose to dab the brakes between the 2 marker signs on the right after the T2 line, keep it in 6th, and apex in to rumble and back out. Those pictures of my spin from earlier in the week were from more of a kamikaze run through there. Tune might be part of that. You can set a tune that works for you in some parts of the track and not in others, that's always a compromise. My line is quite good, just know there are some that would say to only lift there, never brake. They would probably be faster, but possibly less consistent.
OK, exit 130R, get back to the far left to set up for Casio Triangle, the other slow speed corner and the second one I use Full threshold braking for. I use second to get in, aggressively apex with left 2 wheels on red and white rumble, lift and up to 3rd to aid turn in and allow for earlier full throttle application on exit. Some may not like the idea of this, but with my tune, on an ideal run, I would be shifting before the car was settled back out of the turn, not a great spot to be in at 10,000 RPM's in an MR.
As I write up these other runs, I'll just try to mention the spots where you might have differed from my theory, to help you understand where I might have taken a different approach.
2'21.566---GTP_pyxen
I think overall you displayed good car control. I think with more practice, you can be more aggressive in some areas to make you faster, but working on line is going to do more for your time than aggression right now.
Starting with turn 1, you should look to carry much more speed into the corner. Handle it as an early apex, which allows you to get the car turned before you begin braking, and just dab the brakes as you gear down to slow the car. Carry all the way to the back, and take the second half as a second apex. You should be able to carry more speed there as well.
You used the brakes some through the esses. You should be able to use throttle input to keep the car pointed and stay in 4th all the way through until the last right S turn before Dunlop. For that last right, get the car all the way out, give up the optimum line in that turn, to set up for faster exit from Dunlop, the last left of the esses.
Degner 1 was good, maybe a little timid. Degner 2, brake sooner so you can hit in inside apex and get back on the throttle sooner for what's a much longer straight section than the 1 between the 2 halves of Degner.
Line through hairpin was good, but you did not need 1st. that cost you some time.
Spoon, you could have held 4th on the way in, and this is another one where looking at it as 2 turns will help you be faster. Carry more in, and get on power sooner for exit.
Holding 6th would have helped with carrying speed in 130R.
2'18.310---GTP_JBRINKLEY
I think overall a really nice run and a great D3 win. It's clear you know the line around this track, and you look to be on your way up the ranks. 👍 A few tips below, just to help you scrub some tenths.
Less aggressive on the brakes going into turn 1 would have helped you carry more speed.
4th through most of the esses would have done the same for you.
At Dunlop, in my experience, missing that rumble on the left helps you hold the right side of the track better on exit, helping you carry more speed.
Degner 2, brake sooner and use 3rd to carry more momentum.
Really nice run through hairpin!
Final thought would be to try that upshift to 3rd for the second half of Casio. You can mash the throttle straight away and you don't lose the time shifting, both of which make up for the lower RPM's you are carrying at the start of it.
GTP_WRP001
The replay you uploaded is a 2:19.194. Looks like you turned in a 2:19.791, but that was the prior best lap shown on the screen during the replay. The actual laptime shows in replay theater before you load the lap. So I already found you 0.6. 
Overall, you have good car control, good steering and throttle input, everything looks smooth.
I would say for this combo, your braking technique was much too aggressive and cost you quite a lot of time. Mainly because it caused you to slow to a lower speed than needed for many corners.
For example, in Turn 1 , your lowest speed is 94, then for the second half, or turn 2, is 67. You matched me in the second half, but I progressively and gradually come down to that speed, so carrying more all the way to that point. You can see it in the data logger as well. This shows up in several of the turns, the highest speed ones in particular. I think that's the major lesson for you to learn. Using different braking techniques for the different types of turns to maximize momentum and overall track speed.
Beyond that -
Your line in Dunlop costs you quite a bit in T1. Try setting up out to the right as I describe, and as my replay shows, to some degree.
For Spoon curve, you did not need 3rd on the way in, then on the way out, you brake/lift too late to make the second apex, causing you get on the power late.
Overall, very good, and I hope these tips help. 👍
Hope that helps everyone. Sorry for the mega-post.
Kevin
, looking foward to see you against the best.
, just hoping that ash returns to continue our little duel that´s going on for this last weeks 
).
I don't know how to (or if i even can) give you a green flag, so you get a GTP flag from me.👍
It always seemed I could never run all 3 sectors cleanly or acceptably in the same lap, that added a bunch of frustration. I believe it was the day right before it ended I decided to have one more go and managed to beat my best previous time and I said, that's it, I'm done!
