Controller reported vectoring an aircraft during approach such that the aircraft's rate of turn resulted in them entering an area with an MVA higher than their assigned altitude.

Narrative

At around XA:35 Aircraft X was vectored for a base turn for the GPSXX approach into ZZZ airport. Aircraft X was issues a descent down to 3;600 MSL (crossing altitude for the FAF on the GPSXX); the Minimum Vectoring Altitude (MVA) the aircraft was in; at the time; was 3;400ft MSL. On the base turn just prior to Position Turn Altitude Clearance (PTAC); the aircraft speed was higher than normal and resulted in a wider turn which resulted in the aircraft drifting into the neighboring MVA of 3;700ft MSL. The aircraft was under IFR flight at the incorrect altitude for the MVA.Typically for how I control; IFR aircraft inbound to ZZZ are descended down to no lower than 4;000 depending on the direction they are coming from and if their flight path takes them through our 2 higher MVAs of 4;100ft and 4;400ft. For me; this protects the aircraft from every other MVA and adds buffer just in case. Today; however; Aircraft X had a late descent due to another aircraft below them. I was fixated on getting them down from 6;000 down to 3;600 for the final approach fix for the GPSXX approach and did not take into account their faster than normal speed within 10 miles of the airport; this resulted in a much wider turn. I did not notice they were in the MVA at the wrong altitude until he was already established in the turn and inside the 3;700 MVA. The aircraft in trail was issued the same altitude of 3;600 and after noticing Aircraft X was at the wrong altitude inside the next MVA; the in trail aircraft's altitude was corrected for the higher MVA.To ensure this doesn't happen again; I need to apply my normal controlling judgment of descending aircraft down to the typical altitude of 4;000 ft. MSL. This is what I usually do when aircraft are inbound as it avoids almost all of the MVA's except 2 that are a bit higher but not normally in the flight path of inbound aircraft. Additionally; ensure to check speeds and account for wider turns if I do decide to descend them lower prior to when I normally do. Lastly; just make sure they are at the correct altitude for whatever MVA they are in and don't be fixated on an altitude for the approach. Pay attention to the MVA they are in and around and make sure they are at the correct altitude; then worry about the altitude for the FAF during the PTAC stage of the approach.