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The main tricky spot at Brands looks to be the first apex at Westfield. The secondary one would probably be the apex at Sheene. Watching some British GT again, I was actually slightly surprised how wide they take the second Westfield apex, as well as Dingle Dell, so there's more practical room there than it seemed for the Protos to get through traffic on that stretch than I initially thought. The most similar place after that would be Graham Hill, but you definitely don't have the same sort of head of steam there coming out of Druids as you do out on the GP Loop.
At Donington, the only really potentially nasty one is the kink at Starkey's Bridge; just pay a bit of attention to not cut the other guy off too quickly, or try three-wide there and on into Schwantz. GTs can stay to the right at the top of the Craners, and then quickly move left at the bend before the Old Hairpin. So impeding of the faster cars can be fairly minimal there. You've got clear sight from McLeans into Coppice to see what's ahead, and once you're past the first apex, there are two usable lanes for the rest and out onto the straight.
Zandvoort might meander around more than Sebring as an overall proportion of the lap. Speaking of Sebring, it's on the WEC calendar now, and has its notable choke points. Forcing the issue at Bishop (T14) is likely to not end much better than doing the same in Westfield at Brands. We've all seen how messy traffic can be through the Collier bends there between Conningham (T10) and Tower (T13). Less hairy, but still needing care is the Gendebien-Le Mans sequence. You can't just slam on the power in an LMP coming out of the Safety Pin if there's traffic close ahead, and even the Fangio Esse requires some discretion. Finally, if you don't make the overtake on entry, Sunset can be more fun than you bargained for; the same applies when trying to make a move going through T1 at full tilt. And again, this is a circuit that's already on the WEC's slate.
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