F1 2002 Driving Guide - Guide for F1 2002
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FFFFF 11 222 000 000 222 F 1 1 2 2 0 0 0 0 2 2 FFFF 1 22 0 0 0 0 22 F 1 2 0 0 0 0 2 F 11111 22222 000 000 22222 DDDD RRRR IIIII V V NN N GGGGG D D R R I V V N N N G D D RRRRR I V V N N N G GG D D R R I V V N N N G G DDDD R R IIIII V N NN GGGGG GGGGG U U IIIII DDDD EEEEE G U U I D D E G GG U U I D D EEEE G G U U I D D E GGGGG UUUUU IIIII DDDD EEEEE F1 2002 DRIVING GUIDE by Jamie Stafford/Wolf Feather [email protected] Initial Version Completed: July 24, 2002 Version 3.0 Completed: September 17, 2002 ============================================== ============================================== ============================================== ACCOLADE: The F1 2002 Driving Guide won the initial FAQ of the Month contest at GameFAQs (http://www.GameFAQs.com/) for the month of July 2002 :-) GUIDE NOTE: Those interested primarily in car set-ups may instead wish to view/print the F1 2002 Car Set-ups Guide. As changes are made to car set-ups in the Car Set-ups Guide, the changes will also be made in this (full) guide accordingly. The same holds true for the circuit histories, which are available separately in the F1 2002: Circuit Histories Guide. JOIN THE FEATHERGUIDES E-MAIL LIST: To be the first to know when my new and updated guides are released, join the FeatherGuides E-mail List. Go to http://www.coollist.com/group.cgi?l=featherguides for information about the list and to subscribe for free. ============================================== ============================================== ============================================== CONTENTS Spacing and Length Permissions Introduction Assumptions and Conventions Race Order: 2002 Season Changes From F1 2001 To F1 2002 Normal Handling vs. Simulation Handling Quick Race Mode Challenge Mode Team Duel Mode Grand Prix Modes EA Sports Cards EA Sports Cards Acquisition Suggestions Tire Care Drafting (Slipstreaming) Flags and Boards General Tips F1-speak A Major Problem: FIA Rules Completely Subjective Section Advertisers A1 (A1-Ring) ABN-AMRO Agip Air Canada Allianz Alpine AMP Aral ARCOR Banco Real Bridgestone Canon Casino (de Montreal) Casio Chevrolet D2/Mannesmann Daimler-Chrysler Deutsche Post/Deutsche Post World Net EuroBusiness Evenrudee Firestone France Fuji Television/Fuji TV FujiFilm GPF1 Honda HSBC Ipiranga Jaguar Kaimin Magneti Marelli Malaysia Melbourne MillionCard Mobil 1 Monaco Grand Prix Monaco Monte Carlo Grand Hotel NGK Nicos Nikon Nokia Orange Panasonic Pastor Petronas PIAA Pioneer Pony Canyon Potenza Qantas Sao Paulo SAP Shell/Helix Siemens Spa-Francorchamps Toenec United States Grand Prix Vodafone Zepeter International Circuit Histories Circuit History: Albert Park Circuit History: Kuala Lampur Circuit History: Interlagos Circuit History: Imola Circuit History: Catalunya Circuit History: A1-Ring Circuit History: Monte Carlo Circuit History: Circuit Gilles Villeneuve Circuit History: Nurburgring Circuit History: Silverstone Circuit History: Nevers Magny-Cours Circuit History: Hockenheim Circuit History: Hungaroring Circuit History: Spa-Francorchamps Circuit History: Monza Circuit History: Indianapolis Circuit History: Suzuka Parts Used in Car Set-ups Suggested Set-ups Suggested set-up for Australia (Albert Park) Suggested set-up for Malaysia (Sepang) Suggested set-up for Brazil (Interlagos) Suggested set-up for San Marino (Imola) Suggested set-up for Spain (Catalunya) Suggested set-up for Austria (A1-Ring) Suggested set-up for Monaco (Monaco) Suggested set-up for Canada (Circuit Gilles-Villeneuve) Suggested set-up for Europe (Nurburgring) Suggested set-up for Great Britain (Silverstone) Suggested set-up for France (Nevers Magny-Cours) Suggested set-up for Germany (Hockenheim) Suggested set-up for Hungary (Hungaroring) Suggested set-up for Belgium (Spa-Francorchamps) Suggested set-up for Italy (Monza) Suggested set-up for the United States (Indianapolis) Suggested set-up for Japan (Suzuka) Grand Prix Of Australia: Albert Park Grand Prix Of Malaysia: Kuala Lampur Grand Prix Of Brazil: Interlagos Grand Prix Of San Marino: Imola Grand Prix Of Spain: Catalunya Grand Prix Of Austria: A1-Ring Grand Prix Of Monaco: Monte Carlo (Temporary Street Circuit) Grand Prix Of Canada: Circuit Gilles Villeneuve Grand Prix Of Europe: Nurburgring Grand Prix Of Great Britain: Silverstone Grand Prix Of France: Nevers Magny-Cours Grand Prix Of Germany: Hockenheim Grand Prix Of Hungary: Hungaroring Grand Prix Of Belgium: Spa-Francorchamps Grand Prix Of Italy: Monza Grand Prix Of The United States: Indianapolis Grand Prix Of Japan: Suzuka Wish List - Mine Wish List - Others Wrap-up Contact Information ============================================== ============================================== ============================================== SPACING AND LENGTH For optimum readability, this driving guide should be viewed/printed using a monowidth font, such as Courier. Check for font setting by making sure the numbers and letters below line up: 1234567890123456789012345678901234567890123456789012 ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz This guide is now approximately *****155 pages long**** in the Macintosh version of Microsoft Word 98 using single- spaced Courier 12 font. This means that it is likely NOT a good idea to print this guide in its entirety. ============================================== PERMISSIONS Permission is hereby granted for a user to download and/or print out a copy of this driving guide for personal use. However, due to the extreme length, printing this driving guide may not be such a good idea. This driving guide may only be posted on: FeatherGuides, GameFAQs.com, f1gamers.com, Games Domain, PSXCodez.com, Cheatcc.com, gamesover.com, Absolute-PlayStation.com, RedCoupe, InsidePS2Games.com, CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru, cheatingplanet.com, RobsGaming.com, neoseeker.com, ps2fantasy.com, and vgstrategies.com. Please contact me for permission to post elsewhere on the Internet. Should anyone wish to translate this game guide into other languages, please contact me for permission(s) and provide me with a copy when complete. Remember: Plagiarism in ANY form is NOT tolerated!!!!! ============================================== ============================================== ============================================== INTRODUCTION F1 2002 is the latest entry in EA Sports' line of F1-based games for (originally) the PlayStation and (now) the PlayStation2. F1 Championship Season 2000, the game immediately preceding F1 2001, marked EA Sports' first foray of the series to the PS2, but F1CS2K was actually released in two 'flavors:' PSX and PS2. F1 2001 was thus the first PS2- only game of the series, and F1 2002 continues EA Sports' great tradition with its F1 games. Most likely, if you play F1 2002, then you are at least a casual fan of F1 racing, and have at least a basic knowledge of many or all of the F1 courses currently in use. That knowledge certainly does help when first playing F1 2002, and vice versa - as any extensive gameplay greatly helps in determining where the drivers are on each course when races are televised. The final segment of this driving guide provides information to help you to cleanly drive each course. Even those who know the courses fairly well and/or play the game regularly can always use tips. Please note that much of this information comes from the driving guide I wrote for F1 Championship Season 2000 and updated in the guide written for F1 2001, both games also by EA Sports. Those who have read and/or downloaded the driving guide for F1CS2K and/or F1 2001 will already have the same basic information covered in this driving guide. This driving guide has been modified and expanded to reflect the many additions in F1 2002, including the minor circuit alterations included in the game. Please also note that this guide is written specifically for the PlayStation2 version of F1 2002. I do not own a PC and do not have access to a PC on which to play games, nor do I own any other gaming consoles, so this guide does not address any of the cross-platform or cross-console differences in the game. ============================================== ASSUMPTIONS AND CONVENTIONS Most race circuits outside the United States name most corners and chicanes, and even some straightaways. Where these names are known, they will be referenced in the Notes section of each circuit's suggested set-up. These names have been gathered from course maps available on the courses' official Web sites, my memory of how F1 races have been called by American TV sportscasters (Fox Sports Net and SpeedVision, in 1999 2001, and Speed Channel in 2002), and/or from the Training Mode of F1 Championship Season 2000 (corner/segment names are listed at the bottom of the screen). To the extent possible, these names have been translated into English. ============================================== RACE ORDER: 2002 SEASON F1 2002 presents the courses in the order in which they were presented for the 2002 Formula 1 season. This driving guide will follow the same convention. F1 Race Schedule, 2002 Season: March 3 Australia Albert Park March 17 Malaysia Kuala Lampur March 31 Brazil Interlagos April 14 San Marino Imola April 28 Spain Catalunya May 12 Austria A1-Ring May 26 Monaco Unnamed (Street Circuit) June 9 Canada Circuit Gilles Villeneuve June 23 Europe Nurburgring July 7 Great Britain Silverstone July 21 France Nevers Magny-Cours July 28 Germany Hockenheim August 18 Hungary Hungaroring September 1 Belgium Spa-Francorchamps September 15 Italy Monza September 29 USA Indianapolis October 13 Japan Suzuka ============================================== ============================================== ============================================== CHANGES FROM F1 2001 TO F1 2002 In many ways F1 2001 and F1 2002 are the same game, simply updated. Colors and reflections are much more vibrant, it is MUCH easier to see the flags waved by the corner workers - and certainly, the teams and drivers have been updated for the 2002 season. Each team's cars also sounds and handles slightly differently from other teams' cars; for example, in Normal Handling, a Toyota's top speed is about 170MPH, whereas a Ferrari can climb to nearly 185MPH. This is initially quite noticeable when completing Challenge Mode. However, whether using Normal Handling or Simulation Handling, car control seems a bit twitchier than in F1 2001. In terms of the race circuits, they are largely the same, with appreciable enhancement in colors. However, the Monaco circuit seems to have been narrowed from the entrance to The Tunnel all the way to the entrance to Swimming Pool Chicane. In terms of gameplay, the AI has become even MORE aggressive than in F1 2001. This is especially significant on the standing starts, where it is fairly common to get speared from behind and knocked off the circuit. 'Gamebreakers' have been added to F1 2002. Whenever a major event takes place during a race (i.e., a massive crash), all action will suddenly stop as multiple cameras show the incident at regular speed and in slow-motion. Gamebreakers is an optional feature. A nice addition is the slipstream effect. On the right side of the race screen, a set of bars will slowly light up as a driver gets closer and closer behind another car, thus able to take advantage of the lead car's slipstream (aerodynamic vacuum) to suddenly jump out and make a pass. When racing in very wet weather when cars are launching a tall 'rooster tail' of spray in their wake, the slipstream meter can be used to approximate the distance to the car in front as well as the closing speed. EA Sports Cards are new to F1 2002. The EA Sports Cards for the Challenge Mode events are rather easy to obtain, as are those for Team Duel Mode; the others are gained seemingly 'at random' as certain tasks are completed in races. At the end of each race, a status screen will list the EA Sports Cards earned in the race (if applicable); during the race, if TV Panels is activated, then an indicator at the bottom of the screen will show that an EA Sports Card has been awarded (this notice will be repeated at the end of the race). See the EA Sports Cards section for more details. ============================================== NORMAL HANDLING VS. SIMULATION HANDLING Most game modes of F1 2002 allow the player to select which handling option is preferred. Normal Handling is essentially arcade-style driving. Here, the only 'tuning' option is whether to use hard or soft tires as the dry-weather tire compound (the compound option is only available in one of the Grand Prix Modes offering a Practice session). There are extremely few variables affecting car control in Normal Handling, which makes this driving option quite forgiving should the player make a mistake. For example, braking late for a corner does not necessarily mean that the car will slide off the outside of the turn; in fact, it is often possible to keep to the pavement in this situation and continue cornering. In another example, should the car get speared from behind and start to spin, it is TOO easy to 'catch' the vehicle and point the car back in the correct direction of travel. Simulation Handling introduces MANY more variables in the issue of car control, as well as many more tuning options. The Suggested Set-ups section is designed with Simulation Handling in mind; it covers the various tuning elements and presents car set-ups for all seventeen circuits in current F1 racing as presented in F1 2002. Whereas Normal Handling might be good for young adolescents and those just learning to drive in reality, Simulation Handling is best left to the parents and those with A LOT of gaming experience, as Simulation Handling is a MUCH more difficult level in terms of car control. Here, tuning is key, as improper tuning means horrific car control; since there is no such thing as a perfectly-tuned car (especially with so many tuning elements involved), there will always be a compromise somewhere in car control. ============================================== QUICK RACE MODE Here, players can simply jump into a car in P22 and get out on the tracks in four-lap races using Normal Handling. Initially, only Hockenheim, Monza, and Silverstone are available for race venues. Winning at these venues opens new venues. Here is the list, with easiest circuits listed first and most difficult circuits listed last: Hockenheim Initially available Monza Initially available Silverstone Initially available Imola Win at Monza Melbourne (Albert Park) Win at Monza A1-Ring Win at Monza Barcelona (Catalunya) Win at Monza Indianapolis Win at Hockenheim Nurburgring Win at Hockenheim Magny-Cours Win at Silverstone Montreal (Gilles-Villeneuve) Win at Imola Sepang (Kuala Lampur) Win at Imola Hungaroring Win at Melbourne Interlagos Win at A1-Ring Spa-Francorchamps Win at Barcelona Suzuka Win at Indianapolis Monaco Win at Nurburgring Expect weather conditions to change at least once during a race in Quick Race Mode. If a race begins in the dry, expect rain by the end of Lap 3. If a race begins in the wet, expect the rain to end by the end of Lap 3 (but the road will still be a little damp at the end of the race). There are no FIA Rules in effect for Quick Race Mode; this means that shortcutting, dangerous driving, ignoring yellow flags, and other unsportsmanlike/unsafe conduct IS permitted. Also, the driver is protected from incurring damage and does not suffer mechanical failures... unlike some of the competitors. Quick Race Mode is VERY forgiving in terms of the technique of racing. Missing a braking zone is not necessarily disastrous here, even with Speed Assist deactivated. Catching a spinning car is fairly easy, even at over 150MPH. Botching an apex can still result in good cornering, even passing while cornering. ============================================== CHALLENGE MODE Challenge Mode presents 22 challenges total, 11 basic challenges and 11 advanced challenges; within each category, the challenges are listed by team, where the player takes the role of a given driver for that team and must complete the task at hand. Before each challenge, the player is presented with a screen detailing exactly what is about to happen, and what is required for success. This ranges from simply maintaining position to passing an inordinate number of cars in VERY little time to an interactive Pit Stop. Note that each team's challenges are often similar between the basic challenge and the advanced challenge, but this is not always the case. Also, it only takes one pixel for a car to be considered out of bounds, so high-speed car control is crucial to success in many of the advanced challenges. ============================================== TEAM DUEL MODE This unique race mode works on the concept of intra-team rivalry: Each driver wants to prove that he is better than his teammate. In Team Duel Mode, all that matters is that the player finish better than his teammate in a race of four or eight laps total, with the player starting at P22. Note that Team Duel Mode is essentially one of the Grand Prix Modes (see next section), with the exception that a race win is not necessary. As long as the player can beat his teammate, that will suffice. Team Duel Mode also awards EA Sports Cards. One EA Sports Card is granted per Team Duel Mode win per team per difficulty level. ============================================== GRAND PRIX MODES Here is where an F1 driver earns his money!!! These modes present one or more full race weekends - Practice, Qualifying, Warm-up, and Race - using either Normal Handling (easiest) or Simulation Handling (hardest). Grand Prix events are quite customizable: race length, transmission, FIA Rules, slipstream effects, etc. Single Grand Prix is a single race weekend, using any driver at any venue. Full Championship covers the entire 2002 season in order using any driver. Custom Championship allows the player to create an original championship season using any number of races and any order of venues with any driver; the possibilities are endless: all-technical circuits (Monaco, Suzuka, etc.), all high-speed circuits (Monza, Hockenheim, etc.), the reverse of the actual 2002 season (Suzuka, Indianapolis, etc.)... For the various Grand Prix Modes, points are distributed in accordance with FIA regulations: First Place: 10 points Second Place: 6 points Third Place: 4 points Fourth Place: 3 points Fifth Place: 2 points Sixth Place: 1 point Others: 0 points These points are given to both the cars' drivers AND the cars' teams (constructors) for the Drivers Championship and Constructors Championship; in effect, the points do 'double duty.' Those concerned about winning both championships should elect to play as a driver from a team with a strong track record (pardon the pun) for winning: McLaren, Ferrari, etc. Grand Prix Modes include the following sessions: Practice: The first step in a race weekend is to prepare the car as best as possible for the weekend's race. There is no such thing as a 'universal car set-up,' as each venue requires different things from each car. A total of sixty minutes is allowed for Practice; a car may complete any lap already in progress when the sixty-minute timer expires. Practice is generally held on Friday of a race weekend. If FIA Rules is activated, there are no penalties assessed for any infractions. It is important to wisely choose a tire compound before the end of Practice; whatever compound is on the car at the end of Practice is the same tire compound which MUST be used throughout the rest of the grand prix weekend. Qualify: The day before a race, all twenty-two cars have a total of one hour to qualify for the race and try to begin the race as high up on the grid as possible. Each driver is permitted a total of twelve laps - INCLUDING out-laps and in-laps - to qualify for the race, and only the fastest lap time is used to place the driver on the grid. If FIA Rules is activated, infractions will result in the loss of the current lap in progress. Warm-up: The morning of the race, cars are given one hour in which to further hone car set-up for the race. This can be very important, as the best qualifying set-up may not necessarily be the best race set-up for a particular circuit. Race: This is the big event!!! Once the lights go out, hit the accelerator and try to gain multiple positions by reacting faster than any cars before you. If you decided to skip the Qualify session, you will automatically be placed in the very last position on the grid (P22) for the Race session. The slowest cars are obviously placed at the rear of the starting grid, so if a player has an excellent reaction time on the standing start, up to half the field (and possibly even more!!!!!) can be passed before reaching the first corner of the circuit. ============================================== EA SPORTS CARDS F1 2002 presents EA Sports Cards, awarded for completing specific events in the game, or for achieving certain feats during races. The following is a list of the EA Sports Cards available per team, and the requirements for earning each of these cards: Toyota (Gold) Duration: Complete an eight-lap race Racing: Gain a place Milestone: Score ten Top Six finishes Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Toyota (Silver) Toyota (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Minardi Duration: Complete a sixteen-lap race Racing: Overtake a teammate Milestone: Ten podium finishes Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Minardi (Silver) Minardi (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Arrows Duration: Complete a race of at least half the full race distance (i.e., a race of at least 39 laps at Monaco, which has a full race distance of 78 laps) Racing: Finish in a higher position than where started the race Milestone: Start P1 twenty times Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Arrows (Silver) Arrows (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Renault Duration: Complete five 16-lap races Racing: Take first place Milestone: Win 20 races Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Renault (Silver) Renault (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Jaguar Duration: Complete five races of at least half full race distance (i.e., a race of at least 39 laps at Monaco, which has a full race distance of 78 laps) Racing: Once at P1, keep from being overtaken for at least one full lap* Milestone: Score the fastest race lap twenty times Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Jaguar (Silver) Jaguar (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge BAR Duration: Complete five full-lap races Racing: Never leave the track for a single lap Milestone: Earn 100 points Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team BAR (Silver) BAR (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Jordan Duration: Complete nine 16-lap races Racing: Start a race P22 and finish P1 Milestone: Win a season Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Jordan (Silver) Jordan (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Sauber Duration: Complete nine races of at least half full race distance (i.e., a race of at least 39 laps at Monaco, which has a full race distance of 78 laps) Racing: Set a fastest lap for a race Milestone: Earn 150 points Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Sauber (Silver) Sauber (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Williams Duration: Complete nine full-lap races Racing: Win two races in a row Milestone: Win two seasons Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Williams (Silver) Williams (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge McLaren Duration: Complete 17 races of at least half full race distance (i.e., a race of at least 39 laps at Monaco, which has a full race distance of 78 laps) Racing: Lap a backmarker Milestone: Earn 200 points Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team McLaren (Silver) McLaren (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge Ferrari Duration: Complete 17 full-lap races Racing: Lead race from start to finish* Milestone: Earn maximum points in a season Team Duel: Win Team Duel for the team Basic Challenge: Complete Basic Challenge for the team Advanced Challenge: Complete Advanced Challenge for the team Ferrari (Silver) Ferrari (Bronze) Duration Duration Racing Racing Milestone Milestone Team Duel Team Duel Basic Challenge Basic Challenge Advanced Challenge Advanced Challenge *If another driver can put the nose of his car just one pixel ahead of yours for just one millisecond, your chances of attaining this EA Sports Card at the current race are destroyed. This checklist can be used for strategy purposes. By studying this checklist carefully, players can determine the best approach for the game to gain as many of the EA Sports Cards as possible in the shortest possible time. ============================================== EA SPORTS CARDS ACQUISITION SUGGESTIONS Here are some suggestions for acquiring the medals as quickly as possible. However, A LOT of time will still be spent trying to collect each of the EA Sports Cards. General F1 2002 permits players to effectively 'skip' medals. There is no reason to first earn a team's Bronze Medal before working on its Silver Medal. Instead, players can immediately work toward earning a team's Gold Medal. Earning a higher medal will still grant access to those features unlocked with the acquisition of a lower medal. F1 2002 also permits players to acquire more than one EA Sports Card (per team) per event. 'Event' is specifically used here, as even when working on Challenges or Team Duel, other EA Sports Cards (such as a team's Racing Card) can also be earned. Not surprisingly, the EA Sports Cards requirements for the 'lesser' teams (Toyota, Minardi, etc.) are far easier than those for the 'greater' teams (i.e., Williams, McLaren, and Ferrari). Acquiring the various EA Sports Cards can be made a little easier by using Normal Handling with Tire Wear, Fuel, and FIA Rules deactivated, and with only dry Weather. Also, using shortcuts where available can be very handy, especially for those cards where one must gain first place and keep from being passed for a specific period of time. (For information on shortcuts, see my F1 2002: Illegal Times Guide. I find that Monza is the best circuit to use when shortcutting could be an integral part of attaining one or more EA Sports Cards.) Toyota The Racing Card can be easily acquired in the hunt for any of the other Toyota cards. Ten finishes in the points are required to gain Toyota's Milestone Card. One of these can be earned simultaneously by scoring in the points in an eight-lap race, which itself will grant the Duration Card. Minardi The Racing Card requires overtaking a teammate, which is the entire point of Team Duel. Thus, winning Team Duel will also grant the Racing Card. Arrows Somewhat similar to Minardi, the Arrows Racing Card requires finishing in a position higher than where one began an event. Therefore, since Team Duel always begins with the player at P22, successfully passing Team Duel will grant two cards at once: the Team Duel Card and the Racing Card. Renault The requirement for Renault's Milestone Card (winning twenty races) inherently means taking first place, which is the requirement for the Racing Card. Since the Duration Card requires completing five sixteen-lap races, winning a single sixteen-lap race will grant the Racing Card. Successfully earning the Duration Card with ONLY RACE VICTORIES means that five of the required twenty wins for the Milestone Card will have been successfully attained. Jaguar The Jaguar Milestone Card requires scoring twenty Fastest Laps. This is NOT 'Fastest Lap at twenty races,' which is the misinterpretation I included in earlier versions of this guide. This means that if a player elects to compete in a race of at least twenty laps, the Milestone Card could easily be attained at just that one race. However, such a tactic could almost certainly never be realized, as a player will occasionally be slowed by traffic, make a mistake and run off-course, etc. On the other hand, a good driver can easily set the required twenty fastest laps within five races of at least half the full race distance, which is the requirement for attaining the Duration Card. BAR The BAR Milestone Card requires earning 100 points. Fortunately, this is cumulative across the entire game, so simply playing as usual in virtually any race or event and placing consistently within the Top Six will amass points which will automatically be put toward the acquisition of this card. The Racing Card requires never leaving the track for a single lap. Since the Duration Card requires completing five full-lap races, even a novice player should be able to keep to the track for one full lap in a full-distance race and not lose so much time that the player cannot perform well in the race. I personally tried attaining the Racing Card while working on the BAR Team Duel (held at A1-Ring), and it was a major handful trying to keep to the track for an entire lap AND maintain position. The BAR Milestone Card is earned by accumulating 100 points. This can be earned quickly by competing in and winning ten four-lap races. Jordan Jordan's Racing Card is earned by starting last and finishing first. Depending on a player's skill, this can be easily done while working toward the Duration Card, which requires the completion of nine sixteen-lap races. For the Milestone Card, a season can use races as short as four laps each. Sauber The Racing Card is earned by setting the Fastest Lap for a race. The best way to do this is to choose a four-lap race, and start P22. Those with excellent skills combined with prime shortcut knowledge (and FIA Rules turned off) can quickly catapult themselves from P22 to P1 in just one lap, inherently resulting in a Fastest Lap (since F1 2002 awards Fastest Lap beginning with Lap 1 - this is a programming error which can be greatly exploited!!!). From here, a player must simply stay in front; if challenged seriously, dirty tactics such as banging wheels or cutting off the challenger should preserve the Fastest Lap set on Lap 1, unless the player can better that lap time in the three laps which remain. Note: Team Duel is a great place to attain the Racing Card, although it will be eight laps in length. As with BAR, the Milestone Card is based upon points, which are gained cumulatively across most racing events. Consistent performance in the Top Six will result in points being automatically used toward the acquisition of the Sauber Milestone Card. Williams The Williams Basic and Advances Challenge Cards take place at Monza, finishing just beyond the exit of Ascari (the left-right-left chicane leading onto the back straightaway). The key to a Gold Medal time here is to take Ascari at full acceleration, which requires intimate familiarity with this portion of the Monza circuit as well as fast reflexes. This is actually an important skill to have at Monza, as the traditional top-running drivers (both Schumachers, Barrichello, Montoya, Raikkonen, and Coultard) are all able to fly through Ascari at top speed, so a player able to do the same can maintain position in relation to these CPU-controlled drivers. Winning two seasons is required to earn the Milestone Card. It is certainly possible within a season to win two races in a row, which just happens to be the requirement for the Racing Card. For the Milestone Card, a season can use races as short as four laps each. McLaren McLaren's Racing Card requires lapping a backmarker. This can easily be accomplished in one of the seventeen half-distance races required for the Duration Card. Depending on the CPU, this may also occur in Team Duel or even in a standard four-lap race is Failures is activated, as cars may have trouble and go to Pit Lane for repairs - thus giving the player a chance to lap the backmarker(s). As with BAR, the Milestone Card is based upon points, which are gained cumulatively across most racing events. Consistent performance in the Top Six will result in points being automatically used toward the acquisition of the McLaren Milestone Card. Ferrari Ferrari's Racing Card requires starting AND finishing a race P1 WITHOUT EVER BEING PASSED. This effectively means no Pit Stops without having a large enough lead to maintain P1 (a lead of at least thirty seconds should be adequate for this purpose). This also places prime importance upon gear ratios and circuit selection - if a player wishes to attain the Racing Card at a circuit which requires long gear ratios (such as Hockenheim), the player will likely fail at the standing start due to long ratios' inherent slow acceleration. A circuit with good shortcutting opportunities, such as Albert Park or Monza, can work to the player's advantage. The Milestone Card requires earning maximum points in a season - in other words, the player must win EVERY race in the season. This will be extremely difficult at circuits where passing is fairly rare, such as Monaco and Hungaroring, unless the player can qualify P1 and never be passed during the race. It may also be a good idea to disengage Autosave, so that if a player does not win a race within a season, progress can be reloaded and the loss wiped clean, allowing the player to make another attempt; of course, the player should save game progress after each win!!!!! ============================================== ============================================== ============================================== TIRE CARE At the beginning of a race and immediately after a Pit Stop, the tires are brand new ('stickers') and need to be brought up to temperature as quickly as possible so that they can provide the best possible grip. During this period, sharp turns or extremely-fast cornering will almost certainly cause the car to slide, and perhaps even spin. However, slides and spins will bring the tires up to optimum temperature even faster, so you may wish to purposely induce slides when entering corners, but only with extreme caution, as the already-thin line between having control of the car and losing control of the car will be at least halved until the tires come up to optimum temperature. The longer you run on the same set of tires, the more you need to take better care of your tires. This is especially important if you have had one or more off-course excursions. You may experience slides when cornering. If you have several offs with the same set of tires and find yourself sliding around the circuit a lot more than usual, you definitely need to return to Pit Lane for a new set of tires. Essentially, you are driving on pure ice, and the only way to 'reliably' get around the circuit is to bounce off the rails - which is extremely difficult to do 'correctly' to keep yourself pointed forward. One of the best ways to reduce the durability of the tires is to corner at high speeds. The manual for Gran Turismo 3 gives an excellent, detailed description of what occurs with the tires when cornering. In short, cornering at high speeds causes a high percentage of the tire to be used for speed, and a low percentage to be used for the actual cornering. To combat this and thus extend the durability of the tires, try to brake in a STRAIGHT line before reaching a turn, thus reducing overall speed and providing a lower percentage of the tires to be used for speed, and a greater percentage used for cornering. Note that if the percentage of the tires used for speed is too high compared to the percentage used for cornering, the car will slide and/or spin. ============================================== DRAFTING (SLIPSTREAMING) Drafting (also called slipstreaming) can be a very valuable technique for passing, especially on high-speed circuits with long straightaways. Drafting entails closely following a car, and allowing that car's aerodynamic vacuum to draw your car closer and closer while simultaneously giving your car a short boost in speed; just before colliding with the other car, dart out to the side and speed past as the 'extra' speed gained slowly drains away. This tactic is best used on long straightaways, and can be a prime passing method when combined with late braking at the end of a straightaway. If at all possible, try to draft off multiple cars, making several passes at once while gaining a TRULY dramatic spike in top-end speed. However, QUICK reflexes and good tire grip are very important to edging your car far enough out of the way to safely make a pass while drafting, otherwise you will ram or clip the lead car. Also, in F1 2002, some CPU-controlled cars will actually slow (sometimes significantly) if you try to use their aerodynamic wake to pass, adding more necessity to a player's quick reflexes. On the right side of the race screen, a set of bars will slowly light up as a driver gets closer and closer behind another car, thus able to take advantage of the lead car's slipstream (aerodynamic vacuum) to suddenly jump out and make a pass. When racing in very wet weather when cars are launching a tall 'rooster tail' of spray in their wake, the slipstream meter can be used to approximate the distance to the car in front as well as the closing speed. ============================================== FLAGS AND BOARDS Auto racing presents a number of flags and boards to quickly convey information to drivers as they speed around a circuit. Many of these flags are shown by corner workers, track-side personnel who display the various flags to warn drivers if there is potential trouble ahead or behind them. Boards are generally shown only at the Start/Finish Line. Please note that not all of these flags and boards are used in F1 2002, but they are used in real-world F1 racing. Boards Safety Car (SC): What is called the Safety Car in many countries is better known as the Pace Car in American motorsports. When this board is displayed at the Start/Finish Line (the board is painted white with the letters 'SC' painted in large black font), there is a significant incident somewhere on the circuit warranting that all cars at all areas of the circuit must slow down and follow the Safety Car. The main reason a Safety Car may be used is to allow safety personnel to get to areas of the track which are otherwise not easily accessible when cars pass at full speed; this situation usually means that there has been a collision or mechanical problem which has left one or more cars sitting idle in a vulnerable situation. The Safety Car board may also be displayed in the event that the weather does not permit full-speed racing. Flags Black Flag: Generally shown only at the Start/Finish Line, a driver is shown this flag when her or his car has suffered severe damage which the race marshals deem MUST be repaired immediately, or when a driver has committed an infraction of the racing rules. Depending on the form of motorsport, a Black Flag may also mean automatic disqualification from the event, especially if it is being displayed due to an infraction of the racing rules. Blue Flag: The Blue Flag is generally displayed by the corner workers to indicate that a slower car must pull aside to allow a faster car to pass. This generally means that the slower car is not on the lead lap, as many forms of auto racing allow for drivers to fight to remain on the lead lap, especially in oval-track racing. Green Flag: The Green Flag means that full racing conditions are in effect. If a driver is coming out of a Yellow Flag area of a track, this flag indicates that the car can at least be brought back to full racing speed. Red Flag: Generally shown only at the Start/Finish Line, the Red Flag indicates that a race has been suspended temporarily. The rules regarding what can take place during a Red Flag period vary by the form of motorsport in question. For example, NASCAR parks all cars behind the Safety Car/Pace Car on the track and all drivers must remain in their cars unless NASCAR officials (usually at Race Control) grant drivers permission to leave the vehicles (this usually only occurs in inclement weather). In F1 racing, if a race is Red Flagged, the race essentially begins again once the condition creating the Red Flag situation has passed or has been remedied. White Flag: Shown at the Start/Finish Line, the White Flag indicates that there is only one more lap remaining in a race. Not all forms of motorsport use the White Flag. In some endurance races, the white flag is displayed when it is calculated that the official race duration (in terms of time) will expire by the time the lead car completes one more lap of the circuit. Yellow Flag: A Yellow Flag means that drivers must slow due to a potentially-dangerous situation. On oval tracks, a Yellow Flag covers the entire circuit, although some forms of oval-track racing (such as NASCAR) permit drivers to race back to the Start/Finish Line to 'take' the Yellow Flag there. On road courses, the Yellow Flag usually only applies to a specific section of the circuit, which allows for full-speed racing elsewhere; should a full-course Yellow Flag situation be warranted, a Safety Car or Pace Car will be used to collect all the competitors and lead them slowly around the race venue. One of the STRANGEST Yellow Flag situations took place in 2000 at the F1 Grand Prix of Germany at the high-speed Hockenheim circuit. A local Yellow Flag was issued for one of the long, insanely-fast straightaways (where cars can easily achieve 180MPH... or more) because a spectator somehow made his way out of the grandstands and onto the track itself. Fortunately, this EXTREMELY dangerous situation did not result in any injuries or accidents, and the imbecile was quickly grabbed, hauled off the track, and arrested. ============================================== GENERAL TIPS A general tip for ALL racing games is to successfully complete ALL the license tests in any game of the Gran Turismo series. This is a great way to learn how to handle cars of all drivetrain formats and horsepower ratings in a wide variety of situations - starting and stopping, J-turns, right-angle corners, chicanes, blind turns, wet racing conditions, etc. This will all be very handy for virtually ANY racing/driving game you ever play, and the Gran Turismo games are also extremely good to have in your PSX/PS2 collection (especially GT3). Another general tip for ALL racing games is to read through my General Racing/Driving Guide, available EXCLUSIVELY at FeatherGuides (http://feathersites.angelcities.com/) and at GameFAQs (http://www.GameFAQs.com). This presents many of the same information the Gran Turismo license tests present in practice, plus plenty of other information ranging from judicious use of rumble strips to typical tuning options to tire management. When first playing F1 2002 (irrespective of whether or not you have played the preceding games in the series), play with flags, damage, etc., set to off, and with weather set to dry; also, use Normal Handling. This will give you the best possible (and most forgiving) conditions for learning how to handle the cars in F1 2002. As you progress with the game, add weather, damage, Simulation handling, etc. F1's standing starts can either give you a great advantage, or put you at the back of the pack. To reduce or eliminate wheelspin from a standing start, try to time the use of the accelerator with the exact millisecond the lights go out. If you use the accelerator too soon, you WILL have wheelspin, which can cause flat-spotting in the rear tires and can even cause your car to go askew so that it points in a trajectory taking you directly OFF the circuit (or into a barrier). Also related to the standing starts, if you are deep in the pack, the car directly in front of you is likely to produce A LOT of smoke (and spray, if in wet conditions at the beginning of a race) due to wheelspin. If at all possible, swing to the edge of the pavement immediately to avoid an early accident if you can get off the line a lot sooner than the car in front. Some circuits are set up so that there is either wide pavement on the Pit Straight or an expanse of pavement unofficially part of the main circuit itself (such as the right side of the pavement at Monza and at Suzuka); making use of these areas can allow you to swing out wide to avoid incidents, and also get you clear of traffic so that you can REALLY slam on the accelerator and pass huge numbers of cars before the initial corners of the circuit. Braking is always important in racing. However, F1 2002 demands SMOOTH braking (especially if using Simulation handling), which often means braking rather early. Slamming on the brakes often results in wheel lock and/or car spin, which can induce flat-spotting on the tires and tremendously increases the risk of collision - especially with the Tire Wear option activated. Even after the standing starts, the use of the accelerator is extremely important in F1 2002. By exercising extreme care with both the brakes and the accelerator, anyone can rapidly learn to essentially glide through corners at a rather quick speed. A pristine racing line is also important in these situations, as the changes in G-force and velocity need to be constantly kept in check if you want to remain on the official course. I personally find it sometimes easier to take tight corners WITHOUT braking. In these cases, simply let off the accelerator and coast toward and through the corner until the appropriate acceleration point, usually at or just beyond the apex. One very good place to attempt this strategy is at the initial corners at Kuala Lampur (Malaysia), although this tactic can have rather dire consequences at the start of a race with all the cars bunched together. The AI in F1 2002 produces some interesting challenges in terms of action on the track. For example, I have several times seen a group of cars four-wide on the Pit Straight at Monza (coming off the Curva Parabolica) as they dice for position. If you are coming up quickly upon a pack of slower cars involved in a heated battle for position, this can be a particularly challenging situation, especially if you are yourself being pursued rather aggressively. Try to analyze the movements of the cars in front of you and look for an opening. However, remember that most CPU-controlled cars use the exact same racing line, so once they fall into line for a corner or a chicane, dart up past them and try to outbreak them into the corner/chicane (IF you have confidence in your brakes and reflexes). Speed Assist (which automatically handles braking when cornering) can be great when first learning a course. However, to be truly effective in these races, Speed Assist should be turned off. This will allow YOU to handle braking (if wanted) while cornering, and will generally allow you to have MUCH more speed in corners. This translates to more difficult handling, as cars will always handle better when going slow than when going fast (assuming the car set-up has not been changed). This also means that passing while cornering will be much easier - and much more dangerous. For those who wish to shortcut corners, deactivating Speed Assist will also help to keep your momentum as you drive through sand and/or grass. If you REALLY want to achieve fast lap times and generally be much more competitive in a race, then Speed Assist simply MUST be deactivated. Some circuits have distance-to-corner markers in anticipation of tight and/or (semi-)blind corners. While these markers are useful, DO NOT completely rely on them, as they may 'disappear' as the race progresses. These markers can be knocked down by a car which slips or is forced off the pavement, and the markers are not replaced. Therefore, try to use permanent objects (such as grandstands or trees) to judge the braking zone for a corner or chicane. ALWAYS listen attentively to the team radio communications; this will give you information about your teammate's progress and the condition of your own car, as well as alert you to any incidents on the circuit, such as spins, cars with smoking engines (which often leak oil), etc. Especially when you hear that another car has a problem, always be on the lookout for EXTREMELY slow cars in the indicated sector of the circuit - cars WILL come to a complete stop in the middle of the pavement, and if you are playing with Flags off, it is quite easy to miss seeing the slowed/stopped vehicle until it is too late to take evasive action. If you are assigned a Stop-Go Penalty, you will also receive radio communications instructing you when to come to Pit Lane to serve the penalty. For those playing with Simulation Handling, it is important to note that using long gear ratios will produce an automatic loss of position for the standing starts due to the inherent decreased acceleration. However, there are times when the decreased acceleration can be of tremendous benefit, such as taking a series of tight S-curves quickly without the need for braking (such as through Bechetts at Silverstone). The most obvious benefit to long gear ratios is the higher top- end speed, yet the long gear ratio must be matched with medium or low downforce settings for the wings to force the car into seventh gear (in automatic transmission) on long straightaways (such as Rettilineo Parabolica at Monza). F1 2002 features CPU-controlled opposition which is FAR more competitive and relentless than in previous incarnations of the series. However, this also means the competitors are absolutely ruthless. Should you have an off or an on-track accident, do not expect those behind you to give you room to rejoin the race. Instead, the competitors will often plow into you at full throttle, knocking your car around like a snowboarder at Tokyo Megaplex. While this certainly presents some interesting visuals in Replay mode, this can very quickly become frustrating... and costly, as you will likely find yourself at the very tail end of the pack once you can recover. ============================================== F1-SPEAK F1 racing has a somewhat specialized vocabulary. Here are some of the more common terms: ARMCO: The type of barriers generally used at F1 races. Information on these crash barriers can be found at Hill and Smith Web site (http://www.hill-smith.co.uk/). Blowed up: A car's engine has expired. This is characterized by a massive plume of white-grey smoke pouring from the rear of the car. Also, there is often oil deposited all over the race circuit, so if a blowed up car does not instantly pull off the pavement, that section of the circuit will be very dangerous for the remainder of the race. Catch: In any form of auto racing, it is quite common to see a car slide off the course, often at high speeds. Generally, this results in a car either being essentially beached in a sand trap, stuck in the grass if the area has recently experienced a significant rainfall, or a collision a barrier. Even if the car does not slide off the course, spins on the racing circuit itself also occur with relative frequency. A 'catch' is when one of the above incidents occurs, but the driver is able to either keep the car from hitting a barrier (or another car) and/or is able to keep the car from getting stuck in the sand or grass before returning to the circuit. Lollipop Man: The man holding the Brakes stick in a Pit Stop. This stick essentially looks like a long lollipop, with its long handle and rounded end with instructions for the driver. Off: A car has gone off-course. A minor off means that only one or perhaps two wheels have slipped off the pavement, and the driver can generally recover quickly. However, a major off involves a trip well off the pavement, and usually also occurs at very high speed. P#: This indicates a driver's race position. P1 is Pole Position; P6 is the final points-paying position; P22 is last place. Points-paying Positions: These are the Top 6 places in a race. At the end of a race, P1 awards 10 points, P2 awards 6 points, P3 awards 4 points, P4 awards 3 points, P5 awards 2 points, and P1 awards 1 point. There are NO points awarded to drivers not finishing in the Top 6. This also the reason why the TV Panels at the bottom of the screen update by six positions at once; in F1 2002, the updates are generally ONLY for the points-paying positions. Shunt: A collision, generally between cars. This term could also be used for cars swapping paint, but that is EXTREMELY difficult to do in open- wheel racing (such as F1) without inducing an accident. Team Orders: Each F1 team runs two cars at each race weekend. Team orders involve one or both drivers purposely altering driving style or changing race positions for the betterment of the team. While team orders are NOT illegal in F1 competition (they are illegal in some other forms of motorsport), many generally have a strong dislike (and even a nasty hatred) for team orders, especially in those situations where team orders actually change the results of a race. The most notable incidence of team orders - and likely the most controversial use of team orders in F1 history past, present, or future - involved Ferrari's Reubens Barrichello, who had dominated the entire race weekend, pulling over in the final meters of the 2002 Grand Prix of Austria (at A1-Ring) so that his teammate Michael Schumacher could instead take the win, thus gaining an extra four points over his strong rival Juan Pablo Montoya in the Drivers' Championship. This use of team orders severely angered F1 fans at the circuit and around the world, but was justified by Ferrari by the team's desire to protect Schumacher's lead in the Drivers' Championship. World Feed: Because F1 races are televised (generally live) worldwide, FIA has implemented the World Feed system, in which the images of grand prix weekends are provided by the FIA- licensed F1 broadcaster for the country hosting each grand prix; all other F1 broadcasters must then use these images and sounds for their F1 coverage. There are provisions for the many F1-licensed broadcasters worldwide to include Pit Lane reports, but once a race begins, FIA prohibits any images from Pit Lane which are NOT provided by the World Feed system. Since each race is essentially 'televised' by a different country's F1-licensed broadcaster, the World Feed coverage between races definitely varies in quality. The World Feed for races in Malaysia is generally rather poor, with images often focusing on action away from what is most significant for the race or the overall season standings, reflecting Malaysia's F1-licensed broadcaster's lack of experience and knowledge in televising live F1 races. Races held in Western Europe - where many F1 races are held - generally have a very high quality World Feed due to extensive experience and knowledge in televising F1 races. ============================================== A MAJOR PROBLEM: FIA RULES My only MAJOR complaint about F1 2002 (as with F1 2001) is its implementation of FIA rules, which includes the use of flags. While I personally WANT to race with flags active, the implementation of the rules is FAR too oppressive - to the point that I have thrown the controller in frustration several times, and will probably need to buy a new one soon. What makes the FIA Rules option oppressive is how the Yellow Flag is used, particularly in accident situations. For example, as a highly aggressive driver, I tend to get into accidents or at least bump tires with someone fairly often. When this happens, if the other car has even one pixel ahead of my car, then ends up spinning or otherwise slipping behind me while I am able to keep going, the Yellow Flag is often presented instantly, and a $@#%^#&*!@ Stop-Go Penalty assigned for supposedly 'Passing Under the Yellow Flag.' Also oppressive is the Yellow Flag speed limit of 130MPH. When the Yellow Flag is first displayed, the CPU does not allow enough time for the player to see the Yellow Flag waved (or its indicator at the top-right of the screen) and slow appropriately, resulting in a $@#%^#&*!@ Stop-Go Penalty. While not necessarily a problem, I personally wish that the 107% rule would actually be enforced (or at least allow the player to choose to have the 107% rule enforced). The 107% rule means that anyone qualifying with a time higher than 107% of the race's pole position is deemed to not have qualified, thus keeping really slow cars (which could possibly be dangerous to other drivers in the race) out of the race. Granted, this then makes it possible that the player may be the only one participating in a race (especially if shortcutting where 'permitted' during qualifying), or that a player not qualify well enough to compete in a race. I have been unable to check this, but if there is a minimum speed rule in F1 racing, the game definitely needs to implement this rule as well. There have been several times when a super-slow car, or even a car stopped on the track in an area without a Yellow Flag displayed, has suddenly 'appeared from nowhere' and - due to my closing speed at top acceleration - caused me to crash. I know NASCAR has a minimum speed rule (which is even more important on oval- based tracks), but I would be surprised if a similar rule did not exist in F1 racing. ============================================== ============================================== ============================================== COMPLETELY SUBJECTIVE SECTION My favorite circuits are: Albert Park Imola Monaco (to watch a race, not to actually race - especially since I was able to visit Monaco in 1991) Hockenheim Spa-Francorchamps Monza (my personal 'test course' for the game) Suzuka My least favorite circuits are: Hungaroring Interlagos (but NOT because of any falling billboards!!!) Nurburgring Monaco (to race) A1-Ring Kuala Lampur My favorite corners/segments: Albert Park: Turns 11 and 12 Silverstone: Bechetts Monaco: The Tunnel and the entry to the Swimming Pool Chicane Circuit Gilles-Villeneuve: Nurburgring and Turns 12 and 13 Hockenheim: The Stadium Spa-Francorchamps: La Source, Red Water, and Blanchimont Monza: Ascari (especially at full speed) and Curva Parabolica Indianapolis: Turn 13 (Indy/NASCAR Turn 1) Suzuka: Degner and 130R My least favorite corners are: Monaco: Everything but The Tunnel and the entry to the Swimming Pool Chicane Spa-Francorchamps: Bruxelles Most hairpins (especially at Nurburgring) My favorite Pit Lanes (based on Pit Entry) are at: Imola Spa-Francorchamps Monza Indianapolis My least favorite Pit Lanes (based on Pit Entry) are at: Albert Park Interlagos Monaco A1-Ring Hungaroring Kuala Lampur My least favorite Pit Lane (based on Pit Exit) is at: Interlagos My favorite teams are: Ferrari Toyota Williams ============================================== ============================================== ============================================== ADVERTISERS This section is for those who have noticed the billboards and painted grass at the seventeen race venues and wondered about the entities (companies, organizations, countries, cities) indicated. Nothing in this section will help with game performance, but the information contained here may be interesting nonetheless. The information here is alphabetical by entity, with the Grand Prix featuring that entity's advertisements and some information about the entity (where such information is available, it is taken directly from the entity's Web site). I believe I have included every entity with at least one billboard shown in F1 2002, based upon F1 2001 (there seems to be little - if any - changes in advertisers between the two games); please feel free to contact me to add, update, or correct any information, especially with the billboards at Suzuka written in Japanese. This section is now entirely complete with the exception of Evenrudee, for which information is EXTREMELY difficult to find online :-( A1 (A1-Ring) Locations: Austria Information: This is the host circuit of the Grand Prix of Austria. Web Site: http://www.a1ring.at/ ABN-AMRO Locations: Brazil Information: ABN-AMRO Holding N.V. is a universal banking group offering a wide range of commercial and investment banking products and services on a global basis through the Company's network of approximately 3,600 offices and branches in 76 countries. Web Site: http://www.abnamro.com/ Agip Locations: San Marino, Spain, Austria, Europe, Great Britain, Hungary, Italy Information: Agip Lubricants started its operations in South Africa in 1973 and has since then operated as a producer, importer and distributor of high quality lubricants and special products. Web Site: http://www.agip.co.za/ Air Canada Locations: Canada Information: One of the best-known Canadian airlines. Web Site: http://www.aircanada.ca/home.html Allianz Locations: Austria, Europe Information: Allianz' development into one of the world's leading insurance providers has progressed steadily since the end of the 19th century. Web Site: http:/www.allianz.com/ Alpine Locations: Japan Information: Alpine Electronics of America, Inc., is the industry-leading manufacturer of high performance mobile electronics, founded in 1978. Alpine is the only manufacturer specializing in mobile multimedia, an integrated system approach incorporating digital entertainment, security and navigation products for your mobile entertainment. As a consolidated subsidiary of Alps Electric Co., Ltd., one of the world's premier manufacturers of electronic components for computer, communications and car electronic equipment, Alpine is the specialized supplier of quality mobile electronics systems. Web Site: http://www.alpine1.com/ AMP Locations: Australia Information: AMP is the premiere brand in the connector and interconnection systems industry. Established in 1941, AMP continues to be recognized for innovative products of the highest quality including electrical and electronic connectors, IC sockets, fiber optic products, premises cabling and application tooling. Web Site: http://www.amp.com/ Aral Locations: Japan Information: Since the foundation of the company, now more than 100 years ago, we have never tried harder to meet the growing requirements of our customers on a daily basis. Top quality, exemplary service and futuristic innovations are what guarantee our success. Today the Aral brand stands for different areas of business, for example our service station business and fuel and lubricant business, each offering a wide range of products and services for motorists consumers, companies and industry. Web Site: http://www.aral.com/ ARCOR Locations: Germany Information: ??? (The site is entirely in German... and I cannot read German.) Web Site: http://www.arcor.de/home/index.php Banco Real Locations: Brazil Information: This bank is a subsidiary of ABN-AMRO. Web Site: http://www.real.com.br/ Bridgestone Locations: Australia, Malaysia, Brazil, San Marino, Spain, Austria, Monaco, Europe, Great Britain, Germany, Hungary, Belgium, Italy, United States, Japan Information: Bridgestone Corporation, based in Tokyo, is the world's largest manufacturer of tires and other rubber products. Bridgestone and its subsidiaries operate 46 tire plants and 52 plants for diversified products in 24 nations and market their products in more than 150 nations. The companies' diversified business includes automotive components, industrial products, construction and civil engineering materials, bicycles, sporting goods, and precision parts for electronic equipment. Web Site: http://www.bridgestone.com/ Canon Locations: San Marino, France, Japan Information: Canon started out as a company with a handful of employees and a burning passion. That company soon became a world-renowned camera maker and is now a global multimedia corporation. Canon will continue using its technologies to benefit people as it pursues its objective of becoming a company that is loved by people throughout the world. Web Site: http://www.canon.com/ Casino (de Montreal) Locations: Canada Information: Each of the world's great cities has a memorable attraction, a gathering place that draws people back time and again. In Montreal, its the Casino where the pace is fast, the fun is non-stop and the buzz is all about having a great time. Web Site: http://www.casinos-quebec.com/francais montreal/dhtml/index_montreal_NS.html Casio Locations: Japan Information: Casio Computer Co., Ltd., is one of the leading consumer electronics companies in the world. Since its establishment in 1957, Casio has been active in the development of electronic calculators, timepieces, musical instruments, LCD TVs, pagers and other communications devices. Casio's corporate activities are guided by the motto: 'Creativity and Contribution.' Web Site: http://www.casio.com/ Chevrolet Locations: Brazil Information: Chevrolet (Chevy) makes a variety of cars, trucks, and SUVs, from the Camaro to the Corvette to the Astro to the S-10. Web Site: http://www.chevrolet.com/ D2/Mannesmann Locations: Germany, Belgium, Italy Information: Mannesmann has been taken over by Vodafone (see below). Web Site: http://www.mannesmann.com/ Daimler-Chrysler Locations: United States Information: This company merged in the late 1990s. The highly-visible Chrysler side of the company sells the PT Cruiser and 300M, among other vehicles. Web Site: http://www.chrysler.com/ Deutsche Post/Deutsche Post World Net Locations: Europe, France, Germany, Italy Information: Deutsche Post World Net is one of the largest logistics groups in the world. We make systematic use of the opportunities arising from globalization and digitization by providing top-quality services and technologies for our customers throughout the world. Our strategy foresees the intelligent interlinking of global flows of goods and information and the financial transactions associated with them. With this goal in mind, we are expanding our Group with determination and developing increasingly comprehensive one-stop-shopping options in keeping with customer wishes. Web Site: http://www.deutschepost.com/ EuroBusiness Locations: San Marino, Austria Information: Magazine covering business in Europe. Web Site: http://www.eurobusiness.com/ (Web site under construction as of December 12, 2001) Evenrudee Locations: Monaco Information: ??? Web Site: ??? Firestone Locations: Australia, Brazil, San Marino, Spain, Austria, Monaco, Canada, Europe, France, Great Britain, Germany, Hungary, Belgium, Italy Information: Bridgestone/Firestone Americas Holding, Inc is an international manufacturer with 38 production facilities throughout the Americas. The Nashville, Tennessee-based company was formed in 1990 when Bridgestone U.S.A. merged with The Firestone Tire & Rubber Company. We are a subsidiary of Bridgestone Corporation. Web Site: http://www.firestone.com/ France (symbol only in the grass at Magny-Cours) Locations: France Information: Come travel in France, the host country of the Grand Prix of France. Web Site: http://www.euro-tourisme.com/db/uk/ Fuji Television/Fuji TV Locations: Japan Information: Television network in Japan; the title host of the Grand Prix of Japan. Web Site: http://www.fujitelevision.com/ FujiFilm Locations: Japan Information: Fuji Photo Film U.S.A., Inc., is dedicated to exploring the furthest reaches of technology and continuing towards a dynamic imaging and information future. A leading innovator of imaging and information products, the company has 44 facilities, offices, and photo labs throughout the United States. Web Site: http://www.fujifilm.com/ GPF1 Locations: Canada Information: The official Web site - in French and in English - of the Grand Prix of Canada. Web Site: http://www.grandprix.ca/ Honda Locations: Canada Information: Although our name is most often associated with automobiles, we are much more than that. We manufacture a wide range of products, including motorcycles, ATVs, generators, marine engines, lawn and garden equipment and automobiles. Historically, Honda has been a leader in fuel-efficiency and low-emission technology. With all of our products, we work to balance your desire for fun and performance with society's need for clean air and water. Web Site: http://www.honda.com/ HSBC Locations: Malaysia, Brazil, Monaco, Canada, France, United States Information: Headquartered in London, HSBC Holdings plc is one of the largest banking and financial services organizations in the world. The HSBC Group's international network comprises some 6,500 offices in 78 countries and territories in Europe, the Asia Pacific region, the Americas, the Middle East and Africa. Through a global network linked by advanced technology, including a rapidly growing e-commerce capability, HSBC provides a comprehensive range of financial services: personal, commercial, corporate, investment and private banking; trade services; cash management; treasury and capital markets services; insurance; consumer and business finance; pension and investment fund management; trustee services; and securities and custody services. Web Site: http://www.hsbc.com/ Ipiranga Locations: Brazil Information: Petroleo Ipiranga Companies are present on many different sectors. From the petrochemical industry to the production of bitumen, passing through the refining and distribution of fuel oil, arriving to the production of special oils. This is the explanation to the increasing strength of Ipiranga label in the competitive oil market. Web Site: http://www.ipiranga.com.br/index.html Jaguar Locations: Great Britain Information: Jaguar produces a variety of world-renowned cars, such as the XJR. Web Site: http://www.jaguar.com/ Kaimin Locations: Japan Information: Unsure, as this page is in Japanese, but it appears to be for a fish-related company. Web Site: http://www.kaimin.co.jp/ Magneti Marelli Locations: San Marino, Spain, Austria, Monaco, France, Germany, Belgium, Italy, Japan Information: The Fiat owned Magneti Marelli Companies are international leader in the design and production of high-tech components and systems for the automotive industry. They supply the world's major car manufacturers such as Renault, Citroën, Peugeot, Fiat Group, Ford, Volkswagen, Audi, Seat, BMW-Rover, DaimlerChrysler, GM-Opel, Volvo, Saab, Nissan, Toyota and Daewoo. Web Site: http://www.magnetimarelli.com/ Malaysia Locations: Malaysia Information: The host country of the Grand Prix of Malaysia. Web Site: http://www.tourism.gov.my/ (Web site not responding as of December 13, 2001) Melbourne Locations: Australia Information: Melbourne is the host city of the Grand Prix of Australia. Web Site: http://www.melbourne.vic.gov.au/ MillionCard Locations: Japan Information: This appears to be a Japanese credit card. Web Site: http://www.mccard.co.jp/ (Web page available only in Japanese) Mobil 1 Locations: Australia, Spain, Monaco, France, Great Britain, Germany, Hungary, Belgium, United States, Japan Information: Mobil produces fuels and lubricants for cars and other vehicles; Mobil 1 synthetic oil is its best known product. Web Site: http://www.mobil.com/ Monaco Grand Prix Locations: Monaco Information: The host race of the Grand Prix of Monaco. Web Site: http://www.acm.mc/ (Web site under construction as of December 12, 2001) Monaco Locations: Monaco Information: The host country of the Monaco Grand Prix. I can say from personal experience that virtually every corner of this tiny country can be explored in a single day. Web Site: http://www.monaco.mc/ Monte Carlo Grand Hotel Locations: Monaco Information: Splendidly located between the celebrated Monte-Carlo Casino and the sea, the four-star de luxe Monte Carlo Grand Hotel offers 619 guestrooms and suites. Its modern architecture blends perfectly with the natural beauty of the Principality of Monaco and the hotel provides an exceptional range of services and leisure facilities. Web Site: http://www.montecarlograndhotel.com/ NGK (NGK Insulators, Ltd.) Locations: Japan Information: This Japanese company is divided into four areas: Power Business Group, Ceramic Products Business Group, Engineering Business Group, and Electronics Business Group. Web Site: http://www.ngk.co.jp/ Nicos (Nippon Shinpan Co., Ltd) Locations: Japan Information: Nippon Shinpan Co., Ltd. (the 'Company') engages in business based on a corporate philosophy of making consumers' lives more affluent and the corporate slogan 'Dream-Network Company.' By providing consumers with the convenience of deferred payments while at the same time providing merchants (member stores) with an advance payment system, the Company has developed its businesses while promoting sales growth with merchants. In addition to its traditional role as a comprehensive consumer-credit company with a keen understanding of the retail market, the Company has also established its role as an information systems provider through development of electronic credit settlement and other systems for promoting transactions in e-commerce. Established in 1951, Nippon Shinpan was Japan's first consumer-credit company and is now celebrating its 50th anniversary. By harnessing the unique strengths of a multisector format that includes credit card business, finance services and information systems, Nippon Shinpan pledges to move forward as the leading player in the consumer credit industry and realize consumers' dreams. Web Site: http://www.Nicos.co.jp/ Nikon Locations: Japan Information: A multi-billion dollar precision optical company with worldwide manufacturing, research and marketing capabilities, Nikon was recently ranked among America's ten most respected brands. Its cameras, lenses and accessories are used by more professional photographers than all other 35mm brands combined. Its Coolpix cameras have received more awards and top rankings than any other consumer digital camera. Its microscopes command the largest share of the US life science market, both in research and diagnostic laboratories. ... The majority of Nikon's revenues worldwide come from the sale of its semiconductor manufacturing equipment, which dominates chip fabrication facilities throughout the US, Europe and Asia. In addition, Nikon offers many other precision optical systems. For instance, it markets instruments used by eye care professionals, as well as prescription eyewear and sunglasses. Nikon construction and surveying equipment is used to help build and maintain America's roads, bridges and buildings. Nikon's binoculars and sport optics are used by outdoor enthusiasts the world over. Finally, Nikon is deeply involved in the engineering, production and quality control of manufactured goods, from plasma displays and plastics to medical devices and machine tools. Web Site: http://www.nikon.com/ Nokia Locations: Brazil Information: Nokia is the world leader in mobile communications. Backed by its experience, innovation, user-friendliness and secure solutions, the company has become the leading supplier of mobile phones and a leading supplier of mobile, fixed and IP networks. By adding mobility to the Internet Nokia creates new opportunities for companies and further enriches the daily lives of people. Nokia is a broadly held company with listings on six major exchanges. Web Site: http://www.nokia.com/ Orange Locations: Australia, Brazil, Spain, Canada, United States Information: Orange is one of the leading providers of wirefree communications worldwide and one of the first truly pan-European providers of wirefree communications services. Orange has interests in wirefree communications businesses offering a broad range of voice and data communications services in 20 countries worldwide, including 13 countries in Europe. Web Site: http://www.orange.com/ Panasonic Locations: Japan Information: Panasonic takes pride in being one of the world's premier electronics manufacturers. Not only do we make the DVD players, televisions and dozens of other consumer electronics products enjoyed by millions, but we are also a supplier of electronics components. From tiny semiconductors, to DVD-ROM drives for PCs, to flat screen plasma TV displays, Panasonic engineers are always pushing the technological envelope. In fact, many companies use our high-volume, high-speed manufacturing expertise and know-how to create even better products, just one more way Panasonic enhances lifestyles around the world. Panasonic is not only a premier maker of electronics hardware, it is also one of the largest global manufacturers of DVD entertainment software. The growing state-of-the-art Panasonic disc replication plant in Torrance, CA, supplies many of the DVD video discs Americans bring into their homes every night. Web Site: http://www.panasonic.com/ Pastor Locations: Monaco Information: Since 1880, the Pastors have sculptured out of stone the story of Monaco and modeled its new image. The JB Pastor & Fils Company has realized nearly one million square meters in the Principality. It has been responsible for the majority of the buildings (at least 500.000 square meters) along the sea, the Monaco Yacht Club, the Summer Sporting Club, and many buildings and prestigious residences in Monaco. Web Site: http://www.pastor-immobilier.mc/ Petronas Locations: Malaysia, Brazil Information (concerning Petronas Motorsports): In the area of R&D, the continuous efforts involved in developing improved lubricant products for the PETRONAS - sponsored racing teams have also helped to promote technology transfer and the PETRONAS brand of products. With the use of these lubricants by the racing teams, the PETRONAS brandname is further enhanced and promoted internationally. Web Site: http://www.petronas.com/ (Web site not responding as of December 13, 2001) PIAA Locations: Japan Information: The Global leader in halogen lamp systems, PIAA Corporation was established in 1963 with the commitment to manufacture world-class products that our customers could use with pride and confidence. Today PIAA upholds that commitment by combining market driven concepts with the latest technology to make night and inclement weather driving as safe as possible. Web Site: http://www.piaa.com/ Pioneer Locations: Japan Information: Pioneer is respected for its role in such innovations as interactive cable TV, the Laser Disc player, developing the first Compact Disc player for the car and the first detachable face car stereo, DVD and DVD recording, plasma display, and organic electroluminescent display. The Company's strength in optical disc and display technology is complemented by its state-of-the-art software products and manufacturing capabilities. Pioneer also distributes music and movie titles on VHS and DVD. Offering a wide variety of titles, with a specialty in anime. Web Site: http://www.pioneerelectronics.com/ Pony Canyon (symbol only, on some FujiTV banners) Locations: Japan Information: This is a familiar symbol/name for avid fans of anime (Japanese animation); the Pony Canyon symbol is prominently featured as the main clock in the radio studio in the anime series Android MAICO 2010. Web Site: http://www.ponycanyon.co.jp/ (Web site available in Japanese only) Potenza Locations: Malaysia, United States, Japan Information: Potenza tires for cars and trucks are made by Bridgestone, the Japanese company which now owns the storied American tire manufacturer Firestone. Web Site: http://www.potenza.com/ Qantas Locations: Australia Information: Widely regarded as the world's leading long distance airline and one of the strongest brands in Australia, Qantas operates an average of 450 domestic flights a day and around 540 international flights every week, serving more than 120 destinations in 35 countries. Web Site: http://www.qantas.com.au/ Sao Paulo Locations: Brazil Information: The host state of the Grand Prix of Brazil. Web Site: http://www.lsi.usp.br/alesp/ (Web site for the Assembleia Legislativa do Estado de Sao Paulo) SAP Locations: Canada, United States Information: Founded in 1972, SAP is the recognized leader in providing collaborative e-business solutions for all types of industries and for every major market. Headquartered in Walldorf, Germany, SAP is the world's largest inter-enterprise software company, and the world's third-largest independent software supplier overall. SAP employs over 27,800 people in more than 50 countries, and all of them are dedicated to providing high-level customer support and services. Web Site: http://www.sap.com/ Shell/Helix Locations: Australia, Brazil, San Marino, Monaco, Canada, Europe, Hungary, United States, Japan Information: This company's core business include oil exploration and production, chemicals, gas and power, and oil products. Web Site: http://www.shell.com/ Siemens Locations: San Marino, Spain, Germany, Belgium, Japan Information: Over 150 years of innovation have made Siemens a world leader in electrical engineering and electronics. Today, Siemens is on its way to becoming a worldwide leading e-business company. We will use the networked know-how of our more than 460,000 employees in over 190 countries to benefit our customers and win new business - and live up to the motto: Siemens - global network of innovation. Web Site: http://www.siemens.com/ Spa-Francorchamps Locations: Belgium Information: The host circuit of the Grand Prix of Belgium. Web Site: http://www.spa-francorchamps.be/ Toenec Locations: Japan Information: About the only English on the company Web site's homepage is a Flash movie stating 'Energy & Facilities Solution.' Web Site: http://www.toenec.co.jp/ (Web site in Japanese) United States Grand Prix Locations: United States Information: The host race of the Grand Prix of the United States. Web Site: http://my.brickyard.com/usgp/ Vodafone Locations: San Marino, Europe, France, Great Britain Information: Vodafone is the largest mobile telecommunications network company in the world. It has interests in mobile networks in 28 countries across five continents. Vodafone aims to be the world's leading wireless telecommunications and information provider, generating more customers, more services and more value than any of its competitors. Web Site: http://www.vodafone.com/ Zepter International Locations: Brazil, Monaco, Canada Information: Zepter International is an organization which produces and sells exclusive high-quality consumer products around the world, principally by way of direct sales through a sales force of 120,000 consultants but also through retail outlets. Since its inception, Zepter has striven to enhance lifestyles around the world and to become an essential part of everyday living. Over the past few decades, Zepter has become a global enterprise with sales through its companies in over 50 countries across the world. Web Site: http://www.zepter.com/ ============================================== ============================================== ============================================== CIRCUIT HISTORIES This section was created due to a personal inquiry, wishing to learn more about the history of the race venues currently used in F1 competition. This is not intended to be a detailed history of all the race venues, but more of a general overview of the circuits. As more information is gained, this section will be modified and expanded accordingly. The majority of information for this section comes from circuits' official Web sites, Formula1.com (http://www.formula1.com/), and Driver Network (http://www.drivernetwork.net/). To the extent possible, I will try to update circuit wins as best as I can, although that admittedly is not initially a priority in writing this section. ============================================== CIRCUIT HISTORY: ALBERT PARK The Albert Park circuit is a beautiful tree-lined venue using real Melbourne city streets encircling the serene Albert Park Lake. The Albert Park circuit has hosted the Grand Prix of Australia since 1996, taking over from the Adelaide temporary street circuit. Over 400,000 spectators saw the 1997 Grand Prix of Australia in person at the Albert Park venue. The 2002 Grand Prix of Australia was extremely eventful from the very beginning - to the extent that only eight cars finished the race!!! Rubens Barrichello began the race from Pole Position (P1), but on slowing for the first corner of the circuit, Ralf Schumacher (brother of Michael Schumacher) rammed the rear of Barrichello's Ferrari and was sent airborne, landing in the massive sand trap at the end of Pit Straight with far too much damage to continue. The incident created a massive chain-reaction melee as the other drivers scrambled to take evasive action... but many ended up taking each other out of contention due to massive damage. Seven other drivers were forced to retire from the race due to extreme damage. Fortunately, there were no severe injuries - just a lot of bruised egos and angry tempers. Stupidly, however, the race marshals made the decision to send out the Safety Car instead of red-flagging the race; had the race been stopped instead, FIA rules would have permitted all those drivers involved in the incident to use their back-up ('T') cars when the race was restarted. Of course, those drivers whose cars were damaged in the opening-lap melee were able to take advantage of the Safety Car situation to make repairs and rejoin the race. F1 winners at Albert Park include Damon Hill (1996), David Coulthard (1997), Mika Hakkinen (1998), Eddie Irvine (1999), and Michael Schumacher (2000-2002). The official Web site of the Australian Grand Prix Corporation (http://www.grandprix.com.au/cars/index.asp) features information on Australian F1 driver Mark Webber. Interestingly, there is a movement afoot - Save Albert Park (http://www.save-albert-park.org.au/) - which aims to prevent the relocation of the Grand Prix of Australia to a permanent race venue. ============================================== CIRCUIT HISTORY: KUALA LAMPUR The Sepang Circuit opened in March 1999 and includes three circuit formations: Race Track (used for the F1 Grand Prix of Malaysia), Go-Kart Track (using the first half of Race Track), and Motocross Track (circuit layout not yet available on the official Sepang Web site). This is the second-newest race venue in F1 competition, which began its F1 use at the end of the 1999 season. Sepang hosts F1, JapanGT, MotoGP, Merdeka Endurance, Malaysian Super Series, Motocross, and other track events (including private bookings). Two features cause the Sepang Circuit to truly stand out among all other F1 race venues. The first is the incredibly wide nature of the track itself, which has a 16m minimum width to provide plenty of side-by-side racing action. Aesthetically, the Sepang Circuit is literally dominated by the main grandstand, which is nestled snugly inside the two longest straightaways and has a roof designed to simulate Malaysia's national flower (the hibiscus, or Rosa Sinensis - known locally as the Bunga Raya). Unfortunately, with the relative newness of the Sepang Circuit, there is not much historical information to be found. The winners of the initial four Grands Prix of Malaysia: Eddie Irvine (1999), Michael Schumacher (2000 and 2001), and Ralf Schumacher (2002). See the official Web site (http://www.malaysiangp.com.my). ============================================== CIRCUIT HISTORY: INTERLAGOS The Autodromo Jose Carlos Pace has hosted the Grand Prix of Brazil intermittently since 1973, but has held the event consistently since 1990. As with many race venues, the circuit was originally longer (7.914 kilometers, or 4.946 miles) than its current configuration (4.267 kilometers, or 2.667 miles). This is also an odd venue in that races are run counterclockwise. This is definitely a tricky circuit to master, built upon a steep hillside. The very end of Pit Straight is the highest point of the circuit, then the circuit drops away significantly on a steep downhill S-curve which is one of the most dangerous areas in all of current F1 racing. The majority of Sector 2 and the beginning of Sector 3 are a set of tight, twisty corners connected with VERY brief straightaways, all tempered with significant elegant changes. F1 winners at Interlagos: Emerson Fittipaldi (1973 and 1974), Carlos Pace (1975), Niki Lauda (1976), Carlos Reutemann (1977), Jacques Laffite (1979), Rene Arnoux (1980), Alain Prost (1990), Ayrton Senna (1991 and 1993), Nigel Mansell (1992), Michael Schumacher (1994, 1995, 2000, and 2002), Damon Hill (1996), Jacques Villeneuve (1997), Mika Hakkinen (1998 and 1999), and David Coulthard (2001). Unfortunately, I am currently unable to find any further online information concerning the Interlagos venue. ============================================== CIRCUIT HISTORY: IMOLA Used for F1 racing since 1963, the Autodromo Enzo & Dino Ferrari is actually located in Italy (20 miles - or 32 kilometers - from Bologna) even though it officially hosts the Grand Prix of San Marino. Construction of the circuit began in 1950, and three years later was officially opened with 125cc & 500cc motorbike events. However, only in 1979 was the entire venue made permanent; before this time, part of the circuit was comprised of public roads. The 1963 F1 race was an untitled race, but was indeed part of the Formula1 series. In 1980, the Imola circuit hosted its first World F1 race as the Grand Prix of Italy. Beginning in 1981, the race at Imola was named the Grand Prix of San Marino. Two notable major incidents occurred at Imola. The first was in 1989, when Ferrari driver Gerhard Berger crashed and exploded in flames. Nearly a full fifteen seconds later, the flames were extinguished and Berger saved to the delight of the concerned spectators; in fact, Berger re-entered the race!!! Five years later, during the qualifier race and the actual Grand Prix, Roland Ratzenberger and Ayrton Senna lost their lives. (There has practically been a 'cult' surrounding the death of Ayrton Senna, and there are several Web sites which include details as well as video of his tragic death.) Due to these incidents, the circuit was redesigned. F1 winners at Imola: Nelson Piquet (1981), Didier Pironi (1982), Patrick Tambay (1983), Alain Prost (1984, 1984, and 1993), Elio de Angelis (1985), Nigel Mansell (1987 and 1992), Ayrton Senna (1988, 1989, and 1991), Riccardo Patrese (1990), Michael Schumacher (1994, 1999, 2000, and 2002), Damon Hill (1995 and 1996), Heinz-Harald Frentzen (1997), David Coulthard (1998), and Ralf Schumacher (2001). Visit the official Web site (http://www.autodromoimola.com/) for more information. ============================================== CIRCUIT HISTORY: CATALUNYA The Circuit de Catalunya near Barcelona has hosted the Grand Prix of Spain since 1997. The circuit hosts numerous forms of racing, including FIA Sportscar Championship, Spanish Formula-1 Grand Prix, 24 HOURS MOTORBIKE ENDURANCE, 24 HOURS CAR ENDURANCE, Catalunya Motorbike Championship, Spanish GT's Championship, Truck GP, and certainly F1 Racing; Catalunya even holds courses for the preparation of racing officials. Many teams also use the circuit for practice and testing. The circuit has three configurations: Grand Prix (7.563 kilometers, or 4.727 miles), National (4.907 kilometers, or 3.067 miles), and School (2.725 kilometers, or 1.703 miles). F1 winners at Catalunya: Jacques Villeneuve (1997), Mika Hakkinen (1998-2000), and Mika Hakkinen (2001 and 2002). See the official Web site (http://www.circuitcat.com) for more information. Unfortunately, it does not have any historical information on the circuit, nor can I find any such information online. ============================================== CIRCUIT HISTORY: A1-RING The A1-Ring has been the host of F1's Grand Prix of Austria since 1997, but also hosts Truck Grand Prix, Classic Grand Prix, Deutsche Tourenwagen Masters, and motorbikes, among other racing series. The 2002 Grand Prix of Austria was surrounded by controversy following an extreme Ferrari public relations faux pas. Reubens Barrichello had truly dominated the entire race weekend, and was definitely on his way to his second-ever F1 win. In the closing laps of the race, teammate Michael Schumacher (P2) began closing in on Barrichello, but the assumption was that this move was to allow Ferrari's cars to be close enough for a photo opportunity for its sponsors. However, since Michael Schumacher and Juan Pablo Montoya (Schumacher's closest expected competition) were at that point very close in points in the Drivers' Championship, Barrichello - who that week had signed a contract extension as the NUMBER TWO TEAM DRIVER behind Michael Schumacher - was ordered to pull aside in the final meters of the race to allow his teammate to gain an extra four points in his lead over Montoya (P1 awards 10 points; P2 awards 6 points). While FIA could not do anything against the team or the drivers for the team orders, the fans in the stands (and myself watching live on television at 7AM in Arizona) were FURIOUS. Michael Schumacher having officially 'won' the race was to take the top rung on the podium, but instead took the second rung and pushed the 'true' winner Reubens Barrichello to the top rung; the FIA took objection to this and sanctioned the team and the drivers at a special hearing later in the year. F1 winners at A1-Ring: Jacques Villeneuve (1997), Mika Hakkinen (1998 and 2000), Eddie Irvine (1999), David Coulthard (2001), and Michael Schumacher (the official winner in 2002 - see the note on the controversy above, as many consider that Reubens Barrichello won the race). See the official Web site (http://www.a1ring.at) for more information. Unfortunately, it does not appear to have any historical information on the circuit itself, nor can I find any such information online. Also, the official Web site is entirely in German, a language I cannot read. ============================================== CIRCUIT HISTORY: MONTE CARLO Anthony Noghes presented the concept of an automobile racing event in the streets of Monte Carlo in the 1920s. With the support of Prince Louis II, it was realized that the natural lay of the land provided a natural location for a superb racetrack. The first Grand Prix of Monaco was help April 14, 1929, with sixteen competitors. Since then, only fourteen years did the Grand Prix of Monaco not take place. Many of the most famous F1 drivers have won the Grand Prix of Monaco: Juan Manuel Fangio in 1950 and 1957; Stirling Moss in 1956, 1960, and 1961; Graham Hill in 1963-1965, 1968 and 1969; Jackie Stewart in 1966, 1971, and 1973; Niki Lauda in 1975 and 1976; Alain Prost in 1984-1986 and 1988; Ayrton Senna in 1987 and 1989-1993; and Michael Schumacher in 1994, 1995, 1997, 1999, and 2001. Due to the narrowness of the circuit, the steep elevation changes, and the numerous tight corners, the Grand Prix of Monte Carlo is one of the most prestigious events an F1 driver can possibly win. See the official Web site (http://www.monaco.mc/monaco/gprix) for more information. ============================================== CIRCUIT HISTORY: CIRCUIT GILLES VILLENEUVE Located on the Ile Notre-Dame in Montreal, Quebec, Canada, the circuit has hosted the Grand Prix of Canada since 1978. The circuit is named for Gilles Villeneuve, the first Canadian F1 driver. His first F1 victory was in 1978 at the Canadian Grand Prix on the Ile Notre-Dame track. However, following his death during a practice session for the 1982 Grand Prix of Belgium, the City of Montreal Executive Committee passed a resolution to rename the circuit in honor of Gilles Villeneuve. Jacques Villeneuve, son of Gilles Villeneuve, now competes in F1 (for BAR in 2002), so the Villeneuve name continues on in F1 racing. Many people attempt to compare F1 cars with CART cars. Therefore, it is perhaps not so surprising that in 2002, CART raced at Circuit Gilles Villeneuve for the first time. Based upon the popularity of this first CART venture to the circuit, CART will likely keep returning to this great race venue for many years and decades to come. F1 winners at Circuit Gilles Villeneuve: Gilles Villeneuve (1978), Alan Jones (1979 and 1980), Jacques Laffite (1981), Nelson Piquet (1982, 1984 and 1991), Rene Arnoux (1983), Michele Alboreto (1985), Ayrton Senna (1988 and 1990), Thierry Boutsen (1989), Gerhard Berger (1992), Alain Prost (1993), Michael Schumacher (1994, 1997, 1998, 2000, and 2002), Jean Alesi (1995), Damon Hill (1996), Mika Hakkinen (1999), and Ralf Schumacher (2001). The official Web site (http://www.grandprix.ca) has plenty of good information - including very important circuit access information, since cars cannot be taken to the island. ============================================== CIRCUIT HISTORY: NURBURGRING Originally 22.677 kilometers (14.173 miles) in length, the Nurburgring first opened in 1927 (following two years of construction) and is still going strong. The opening events featured motorcycles (June 18, 1927), with cars featured the following day. The 1939 German Grand Prix was the final race at Nurburgring for quite some time due to the beginning of World War II. The circuit itself was damaged in the closing months of the war, but racing returned to Nurburgring in 1947. However, there were no races at Nurburgring in 1948, as the circuit was being brought up to safety standards. Nurburgring began hosting F1 events in 1951. Estimates show that 400,000 spectators came to the track for the 1954 F1 race. In 1958, however, the F1 race saw the death of Peter Collins as his Ferrari went out of control. The 1968 world motorcycle championship at Nurburgring had a strange stoppage: a forest fire. The F1 Grand Prix later that year had nearly impossible visibility due to intense rain and fog. In 1970, the Northern Loop of the circuit was called into question after numerous accidents. Improvements were made for the following year, when 130,000 spectators witnessed Jackie Stewart winning the F1 Grand Prix. More improvements were demanded in 1974 (first by motorcyclists, then by F1 drivers). When Nikki Lauda was seriously injured in 1976, the Northern Loop was decommissioned as an F1 venue. A new, shorter circuit was then designed and built, opening in 1984 at 4.542 kilometers (2.839 miles) in length. Alan Prost won that year's European Grand Prix. In 1986, however, the F1 race moved to Hockenheim. 1995 saw the return of F1 to Nurburgring, and the historic race venue has produced excellent races ever since. Some of the notable F1 winners at Nurburgring: Alberto Ascari (1951 and 1952), Juan Manuel Fangio (1954-1956), Stirling Moss (1961), Jim Clark (1965), Jack Brabham (1966), Jackie Stewart (1968, 1971, and 1973), Alain Prost (1984), Michael Schumacher (1995, 2000, and 2001), Jacques Villeneuve (1996 and 1997), Mika Hakkinen (1998), and Rubens Barrichello (2002). See the official Web site (http://www.nuerburgring.de) for plenty more details about the Nurburgring. ============================================== CIRCUIT HISTORY: SILVERSTONE The world-famous Silverstone circuit - often spoken of in the same terms as Indianapolis Motor Speedway and Monza - has hosted F1 racing since 1950. This 5.110-kilometer (3.194- mile) circuit is set at an airport site, and contains several configurations. The Silverstone International circuit (used for the British TOCA series) shares much of the same pavement as the Grand Prix circuit used for the annual F1 Grand Prix of Great Britain; in fact, the pavement for the two circuits even cross at approximately two-thirds of the way around the International circuit. During World War II, the Royal Air Force chose the site now known as Silverstone for an airfield and a bomber-training base. Following the war, other circuits such as Donnington Park and Brooklands could not be used for racing due to having been converted for wartime uses. Thus, in 1948, the Silverstone site was used for its first race... with the circuit marked by hay bales. The circuit was redone in 1949 and assumed a configuration roughly equivalent to that in current use. F1 began in 1950, and held its first race at Silverstone. Guiseppe Farina won the first-ever F1 race ni an Alfa Romeo. The British Racing Drivers' Club operated Silverstone until 2001, when current owner Octagon Motorsports took control of the venue; this also ensures that the British Grand Prix will be held at Silverstone for at least the next fifteen years. The world's best F1 drivers have all placed themselves into the Silverstone record books, including Manuel Fangio, Stirling Moss, Mike Hawthorn, Jack Brabham, John Surtees, Jim Clark, Graham Hill, Jackie Stewart, James Hunt, John Watson, Niki Lauda, Alain Prost, Nigel Mansell, Ayrton Senna, Eddie Irvine, Jacques Villeneuve, Mika Hakkinen, Michael Schumacher, and David Coulthard. The track record is held by Michael Schumacher, at 1:24.475 with an average speed of 217.784KPH (136.115MPH). Silverstone hosts far more than just F1: Grand Prix motorcycles, SuperBikes, Karts, FIA GTs, European Le Mans, RallySprint, stages of the Rally of Great Britain, British Touring Car Championship, and British Formula 3 and GT. The official Web site is actually the site for Octagon Motorsports (http://www.octagonmotorsports.com/), which owns and operates Silverstone, as well as Snetterton, Cadwell Park, Brands Hatch, and Oulton Park. ============================================== CIRCUIT HISTORY: NEVERS MAGNY-COURS Characterized by its three parallel straightaways (which can be aurally difficult for drivers while on the middle straightaway), Nevers Magny-Cours has hosted F1 events since 1991. The 4.226-kilometer (2.641-mile) circuit is also used for Motorbikes Championship, FIA GT Championship, Formula Renault 2000 Eurocup, FIA Sportcar Championship, Formula Nissan, historical races, and various endurance races. F1 winners at Nevers Magny-Cours: Nigel Mansell (1991 and 1992), Alain Prost (1993), Michael Schumacher (1994, 1995, 1997, 1998, 2001, and 2002), Damon Hill (1996), Heinz-Harald Frentzen (1999), and David Coulthard (2000). Visit the official Web site (http://www.magnycours.com/) for more information. Unfortunately, the site does not include any circuit history in either the French- or English-language versions of the site. ============================================== CIRCUIT HISTORY: HOCKENHEIM The Hockenheim circuit was an EXCELLENT and very high-speed race venue until 2002, when the circuit was redesigned and severely shortened while accommodations were added to bring in even more spectators than before. The former Hockenheim configuration ran almost entirely through the German forest. The circuit was designed in 1932, and hosts F1 and many other forms of motorsport. Notable F1 winners at Hockenheim: Niki Lauda (1977), Mario Andretti (1978), (1981, 1986, and 1987), Alain Prost (1984, 1993), Ayrton Senna (1988-1990), Nigel Mansell (1991 and 1992), Michael Schumacher (1995, 2002), and Mika Hakkinen (1998). The official Web site (http://www.hockenheimring.de/) is unfortunately only available in German - which is a language I cannot read :-( ============================================== CIRCUIT HISTORY: HUNGARORING Located 19.2 kilometers (12 miles) northeast of Budapest, the 3.946-kilometer (2.466-mile) Hungaroring circuit has been used for F1 racing since 1986, and represented the first foray of F1 racing into the Eastern Block (during the Cold War era). F1 winners at Hungaroring include Nelson Piquet (1986 and 1987), Ayrton Senna (1988, 1991, and 1992), Nigel Mansell (1989), Thierry Boutsen (1990), Damon Hill (1993 and 1995), Michael Schumacher (1994, 1998, and 2001), Jacques Villeneuve (1996 and 1997), Mika Hakkinen (1999 and 2000), and Reubens Barrichello (2002). The official Web site (http://www.hungaroring.hu/) unfortunately does not include a circuit history. ============================================== CIRCUIT HISTORY: SPA-FRANCORCHAMPS The Spa-Francorchamps circuit is one of the most scenic race venues in all of F1 racing (especially now that the Hockenheim circuit in Germany has been practically destroyed in its new, far shorter configuration); races here are also as much characterized by the often-changing weather as by the challenging circuit itself. The Spa-Francorchamps venue has been as long as 14.038 kilometers (8.774 miles) in length (from 1950 to 1956), but has been greatly shortened now to 6.928 kilometers (4.330 miles) in length. This is a tricky circuit, categorized primarily by the tight La Source hairpin just beyond the Start/Finish Line, and the long, snaking, steep, uphill climb up Eau Rouge to the tree-lined Kemmel Straight (the highest area of the circuit). The Spa-Francorchamps circuit hosts numerous forms of motorsport, including F1, Karting, and motorbikes. There are also two driving schools based at Spa-Francorchamps: Peugeot Driving School EPMA and RACB Driving school. Conceived in 1920, the circuit was ready for racing in August 1921... but there was no race, as only one competitor had registered :-( Three years later, Spa-Francorchamps hosted its first annual 24 Hours of Francorchamps (24 Hours of Spa), an endurance race begun only one year following the inaugural 24 Hours of Le Mans. Until World War II, the major events held at the circuit were the motorcycle grand prix races, the Belgian Grand Prix, and the 24 Hours of Francorchamps. However, by the 1970s, drivers were sincerely concerned about safety along the lengthy Spa-Francorchamps circuit. After numerous propositions, a shorter circuit was created, and the 7-kilomter circuit was inaugurated in 1979. Fortunately, the new circuit kept the main characteristics of its massive former self and also sported many safety improvements. With the shorter, safer circuit, the F1 Grand Prix of Belgium was able to return to Spa-Francorchamps. The current track record was set by Michael Schumacher at 1:43.726 (241.837KMH, or 151.148MPH) in 2002. In one of the most spectacular passes in recent F1 history, the 2000 Grand Prix of Belgium hinged upon Mika Salo drafting behind Michael Schumacher to make a pass for the race lead at the end of Kemmel Straight, using a third car as a pick on entering Malmedy-Les Combes at the highest point of the Spa- Francorchamps circuit. Notable F1 winners at Spa-Francorchamps: Juan Manuel Fangio (1950, 1954, and 1955), Alberto Ascari (1952 and 1953), Jack Brabham (1960), Jim Clark (1962-1965), Emerson Fittipaldi (1972), Alain Prost (1983 and 1987), Ayrton Senna (1985, and 1988-1991), Nigel Mansell (1986), Michael Schumacher (1992, 1995-1997, and 2001-2002), and Mika Hakkinen (2000). Please visit the official Web site (http://www.spa- francorchamps.be/) for a lot of excellent information on the Spa-Francorchamps circuit and its many events and driving schools.. ============================================== CIRCUIT HISTORY: MONZA Originally opened in 1922 to commemorate the twenty-fifth anniversary of the Milan Automobile Club, the Monza circuit (Autodromo Nazionale Monza), near Milan, Italy, has been the site of more F1 grand prix events than any other. The Monza circuit has seen numerous configurations, including the famous banked section from 1955 to 1961. Monza has always been an incredibly fast race venue... and with this speed comes even greater danger. Phil Hill's 1961 race victory (his second consecutive win at Monza) was severely overshadowed by a collision between Jim Clark and Wolfgang von Trips which took the lives of the latter driver and over one dozen spectators. A 1970 mechanical failure during Qualifying killed Jochen Rindt, so one may not be surprised that chicanes, guard rails, and reinforced fencing were added beginning in 1972 as an attempt to slow the cars and make Monza's events safer for all involved; however, the chicanes specifically were really just makeshift safety measures due to the increasing performance in virtually all realms of motorsport. In more recent years, the opening lap of the 2000 Grand Prix of Italy was seriously marred by the death of a trackside race marshal due to all the flying debris at the Roggia Chicane (the second chicane of the circuit). While there were no dangerous incidents at the 2001 Grand Prix of Italy, that particular event happened to be scheduled for the first weekend following the world- shocking terrorist attacks on the United States (September 11, 2001) AND the near-fatal accident at a new race venue in Germany (the previous afternoon) which forced the amputation of the legs of CART driver Alex Zanardi; these events cast a dark shadow over the race itself as well as the entire Grand Prix weekend. On a far more positive note, Williams driver Juan Pablo Montoya - truly making his first great impact upon the F1 world following several years of astounding success in CART - broke Keke Rosberg's twenty-seven-year record for the fastest ever F1 qualifying lap. Rosberg's then record-setting lap was 259.005KPH (161.878MPH) set at Silverstone; Montoya's new record-setting lap was 259.827KPH (162.392MPH). What makes Montoya's achievement even more impressive is that Michelin- shod F1 vehicles (led by Williams and McLaren) have generally not been able to compete with Bridgestone-shod cars (led by Ferrari). The Monza circuit has seen all sorts of motorsport events, including motorcycles and touring cars, and currently is 5.736 kilometers (3.585 miles) in length. A recent Italian telefilm on the life of Enzzo Ferrari exclusively used the Monza circuit for its racing shots using time-appropriate vehicles. Notable F1 winners at Monza: Alberto Ascari (1951 and 1952), Juan Manuel Fangio (1953-1955), Stirling Moss (1956 and 1957), Stirling Moss (1959), Jim Clark (1963), Jackie Stewart (1965 and 1969), Emerson Fittipaldi (1972), Mario Andretti (1977), Niki Lauda (1978 and 1984), Alain Prost (1981, 1985, and 1989), Nelson Piquet (1983, 1986, and 1987), Ayrton Senna (1990 and 1992), Michael Schumacher (1996, 1998, 2000, and 2002), and Juan Pablo Montoya (2001). The official Web site of Autodromo Nazionale Monza (http://www.monzanet.it/) has plenty of great information, including a large track map of Monza's various configurations and plenty of images of racing action on Monza's banked turns. ============================================== CIRCUIT HISTORY: INDIANAPOLIS Essentially a 'stadium circuit' located at Indianapolis Motor Speedway, the Indianapolis Grand Prix circuit is the newest race venue in F1, first used in its current incarnation in 2000. This also marks the return of F1 racing to the United States, which had been absent since 1991 (using a temporary street circuit in downtown Phoenix, Arizona). The initial 4.192-kilometer (2.620-mile) US Grand Prix was won by Michael Schumacher in 2000, followed by Mika Hakkinen (in his final race win before sabbatical/retirement) in 2001. Indianapolis Motor Speedway was purchased in 1945 by Tony Hulman (the namesake of Hulman Blvd., which connects Turn 7 and Turn 8 of the Grand Prix circuit) and restored to use after the speedway had fallen into disuse because of World War II. In 1950-1960, the Indianapolis 500 also awarded points for the F1 World Championship; winners in this era include Johnnie Parsons, Bill Vukovich, and Jim Rathmann. Tony George, the President of the Indianapolis Motor Speedway, was almost single-handedly responsible for bringing F1 racing back to the United States. The Indianapolis Motor Speedway had to be brought up to standard in order to host the United States Grand Prix, including a new Paddock area which would allow cars to exit from the garage directly onto Pit Lane. Also, in a MAJOR concession to the traditions of F1 racing, the 2000 USGP marked the very first time that a race had been run in REVERSE (clockwise) at Indianapolis Motor Speedway. The 2001 Grand Prix of the United States was the first major auto racing event on American soil following the terrorist attacks on America just two weeks before. FIA and USGP organizers truly went out of their way to provide entertainment, soothing words, and patriotic moments for the thousands of spectators at a time when the nation and the world were still in shock, grief, and mourning at the terrorist events. Winners of the Indianapolis 500 during its quasi-F1 era (1950-1960): Johnnie Parsons (1950), Lee Wallard (1951), Troy Ruttman (1952), Bill Vukovich (81953 and 1954), Bob Sweikert (1955), Pat Flaherty (1956), Sam Hanks (1957), Jimmy Bryan (1958), Rodger Ward (1959), and Jim Rathmann (1960). Winners of the United States Grand Prix at Indianapolis in the modern era: Michael Schumacher (2000), and Mika Hakkinen (2001). Visit the official Web site (http://www.usgpindy.com/). ============================================== CIRCUIT HISTORY: SUZUKA In operation since at least 1962 and the host of F1 races since 1987, Suzuka Circuit is the host of many forms of motorsport - including F1 and other Formula series, and motorbikes (including MotoGP) - as well as several racing schools. Suzuka comprises two different circuits: the 5.821- kilometer (3.638-mile) International Racing Course (used for F1 events) and the 1.264-kilometer (0.790-mile) Southern Course (which itself contains numerous configurations). F1 winners at Suzuka: Gerhard Berger (1987 and 1991), Ayrton Senna (1988), Alessandro Nannini (1989), Nelson Piquet (1990), Riccardo Patrese (1992), Ayrton Senna (1993), Damon Hill (1994 and 1996), Michael Schumacher (1995, 1997, 2000, and 2001), and Mika Hakkinen (1998 and 1999). Unfortunately, the official Web site (http://www.suzukacircuit.co.jp/) is almost exclusively in Japanese. Many section titles are also given in English (such as Event Calendar, Group Enjoy!, and Circuit Queen), but the only truly-English area is a single page with downloadable files of information for buying tickets to the next Grand Prix of Japan. ============================================== ============================================== ============================================== PARTS USED IN CAR SET-UPS Many racing games (primarily arcade-heavy games such as CART Fury) can be played with absolutely no concerns about car set-ups; other racing games (such as Le Mans 24 Hours) have so few set-up options that changing anything really does not have much effect. However, F1 2002 presents a number of set- up options in Simulation Handling, and the novice can easily become lost in trying to discern how to change the set-up options to induce or correct certain handling characteristics of a given car. While I am certainly NOT a car expert (in a real car, I can just barely find the accelerator and the radio buttons), I can present some of the basics of various parts to help tuning novices. Note that often, when one part's setting has been changed, at least one other part's setting will also need to be changed to maintain some semblance of handling. For example, if the gearbox is changed to use long gear ratios, the aerodynamics settings will likely need to be lowered to make use of the long gear ratios (otherwise, the car will have difficulty climbing into its highest gear at the appropriate speed). For another example, if the tire pressure is increased, the car will likely require soft tires to help to keep the car on the pavement when cornering (especially at high speeds). Tires Type F1 2002 presents both slick tires and wet tires. Wet tires are obviously for use in rainy conditions. Slick tires, however, come in two "flavors:" soft and hard. The hard tire compound has excellent durability, requiring fewer trips to Pit Lane to change tires, but at the cost of reduced grip of the pavement. The soft tire compound occupies the exact opposite extreme: short lifespan, superior grip. Pressure High tire pressures result in more- rounded tires, meaning that less tire surface will actually be touching the pavement, thus inherently reducing the amount of available pavement grip (regardless of the type or compound of tire used) and producing a slightly faster car due to less friction. Low tire pressures create 'flattened' tires, putting more rubber on the pavement and creating far more friction to slow the car and assist in cornering. Aerodynamics (Wings) The wings are important for downforce, the use of airflow over the front and rear of the car to keep the light, high-speed machines from taking off like an airplane and doing a backflip like the Mazda at Le Mans in 2001. A low downforce/wing setting produces faster speeds but decreases cornering ability, while a high setting will help tremendously with cornering at the sacrifice of straight-line speed. Suspension Ride Height Like aerodynamics, ride height can help or hinder a car's performance through airflow. A low ride height setting allows less air underneath the vehicle, resulting in less aerodynamic friction to slow the car. Conversely, a high ride height setting allows more air to pass underneath the car, thus increasing air friction and slowing the car (which assists in cornering). However, car performance is NOT the only consideration when setting ride height. If ride height is set too low, the car may bottom out, especially at the top or bottom of hills or when rolling over rumble strips. For short races (4-8 laps), bottoming out may not be a significant concern. However, in longer races (especially at 32+ laps), bottoming out the car could cause mechanical problems. Bump Stop The bump stop indicates the point at which the suspension will stop its vertical travel as the car speeds around the circuit. Rumble strips, debris, and generally bumpy sections of pavement will inherently cause the car's suspension to move as the vehicle passes across non-even surfaces and obstructions. F1 2002 includes two bump stop settings: high bump stop and low bump stop. If these numbers are identical, the car will have no vertical movement of the suspension, meaning that any required vertical movement for different surfaces will cause the entire car to rise as the tires pass over the obstruction(s). Spring Rate A high spring rate setting will make the springs stiffer, assisting in cornering; however, if set too high, the car is likely to jump when running over rumble strips. A lower setting will keep the car from jumping, but the vehicle will have trouble when cornering. Anti-roll Bar The anti-roll bar can be stiffened to keep the car from flipping, but this will make cornering more difficult. The setting can be lowered to accommodate cornering ability, but the car will then be easier to flip in an accident. Brakes Brake Bias Brake bias controls the percentage of braking power going toward the front and rear of the car. In a change from F1 2001, Brake Bias is now done on a percentage basis, from -50% (front) to 0% (neutral) to +50% (rear). Brake Strength Independent of brake bias, brake strength controls the response of the brakes relative to the amount of pressure applied to the brake button. A low setting produces little (slow) response, while a high setting produces great (fast) response. Therefore, assuming that equal pressure is always applied to the brake button, a low setting requires that braking begin earlier than the same car and corner using a high setting in the exact same racing conditions. Gearbox F1 2002 allows players to customize gear settings, but also includes three preset gear ratios: short, medium, and long. A short gear ratio provides impressive acceleration while sacrificing top-end speed. A long gear ratio provides excellent top-end speed (especially in a straight line), but far slower acceleration. A medium gear ratio provides the best of both extremes. Note that for F1's famous standing starts, a short gear ratio will allow a car to get off the line very quickly, allowing for the player to immediately gain one or more race positions. Conversely, a high gear ratio will almost certainly cause the player to lose one or more positions at the start of a race due to the slow acceleration inherent to long gear ratios. For more information on specific car parts used in tuning, please see Minesweeper's excellent Tuning Guide, available at GameFAQs (http://www.GameFAQs.com). While this guide is specifically for Gran Turismo 3 A-spec, GT3 includes many, many, many more tuning/parts options than F1 2001, and Minesweeper does a very good job explaining the function of each part. <<>> ============================================== SUGGESTED SET-UPS Here are my personal suggestions for car set-up. These are based on my own driving style, which is a bit aggressive... moreso than what F1 2002 really wants to allow, so I am always driving on the edge (moreso than the average player). Most importantly, the set-ups presented here are essentially just baselines upon which individual players can begin tinkering to find the best possible settings for their own driving styles. These set-ups were achieved using Michael Schumacher's Ferrari, always in dry and sunny conditions, using the camera mounted just above the driver's helmet. The settings were determined through extensive experimentation in Practice, then checked with Qualifying and a four-lap Race. Suggested set-up for Australia (Albert Park) Tires Type Hard Front Pressure 20.2 Rear Pressure 19.8 Aerodynamics Front Wing 13 Rear Wing 16 Suspension Front Ride Height 30 High Bump Stop 35 Low Bump Stop 30 Spring Rate 183 Anti-roll Bar 184 Rear Ride Height 42 High Bump Stop 50 Low Bump Stop 45 Spring Rate 115 Anti-roll Bar 77 Brakes Brake Bias +5% Brake Strength 70 Gearbox Long Notes: This creates an extremely twitchy car which likes to slide a lot on braking. Suggested set-up for Malaysia (Sepang) Tires Type Hard Front Pressure 21.3 Rear Pressure 21.2 Aerodynamics Front Wing 17 Rear Wing 19 Suspension Front Ride Height 30 High Bump Stop 35 Low Bump Stop 30 Spring Rate 97 Anti-roll Bar 184 Rear Ride Height 42 High Bump Stop 50 Low Bump Stop 42 Spring Rate 108 Anti-roll Bar 77 Brakes Brake Bias +5% Brake Strength 65 Gearbox Long Notes: The long gear ratio will provide plenty of benefits along the Pit Straight and the 'back straight' behind the main grandstands, as well as on the gentle uphill climb from Turn 2 to Turn 4. Drafting techniques in these three areas will pay even further dividends in terms of overall speed. Caution is required when accelerating out of Turns 1 and 2 especially. Suggested set-up for Brazil (Interlagos) Tires Type Soft Front Pressure 20.2 Rear Pressure 19.8 Aerodynamics Front Wing 15 Rear Wing 18 Suspension Front Ride Height 30 High Bump Stop 40 Low Bump Stop 35 Spring Rate 97 Anti-roll Bar 184 Rear Ride Height 56 High Bump Stop 56 Low Bump Stop 50 Spring Rate 108 Anti-roll Bar 77 Brakes Brake Bias +2% Brake Strength 65 Gearbox Long Notes: The long gear ratios can be a disadvantage in the lower portion of the circuit, but the straight- aways are so short that even those cars using medium gear ratios will not have sufficient room to come up to a respectable speed. Still, take extreme care with accelerating out of Turn 1 and the corners of the lower portion of the circuit. Suggested set-up for San Marino (Imola) Tires Type Hard Front Pressure 20.2 Rear Pressure 19.8 Aerodynamics Front Wing 15 Rear Wing 18 Suspension Front Ride Height 30 High Bump Stop 30 Low Bump Stop 25 Spring Rate 87 Anti-roll Bar 184 Rear Ride Height 50 High Bump Stop 50 Low Bump Stop 45 Spring Rate 108 Anti-roll Bar 72 Brakes Brake Bias +2% Brake Strength 65 Gearbox Long Notes: Beware excessive wheelspin on acceleration out of Tosa and the Alta Chicane. Medium gear ratios should also be a viable option at Imola, but long gear ratios will help to reduce wheelspin on acceleration out of tight corners and chicanes. Suggested set-up for Spain (Catalunya) Tires Type Hard Front Pressure 19.1 Rear Pressure 19.8 Aerodynamics Front Wing 12 Rear Wing 15 Suspension Front Ride Height 40 High Bump Stop 40 Low Bump Stop 35 Spring Rate 97 Anti-roll Bar 184 Rear Ride Height 56 High Bump Stop 56 Low Bump Stop 50 Spring Rate 108 Anti-roll Bar 72 Brakes Brake Bias +8% Brake Strength 70 Gearbox Medium Notes: Long gear ratios could be used here, as there are several long sections of full-throttle racing. However, even with medium gear ratios, there are usually a few cars along the straight- aways which can be used for drafting techniques to make a pass while gaining extra speed. The higher Brake Strength set closer to the rear of the car can be extremely important at the end of Pit Straight, both due to its immense length and the likelihood of gaining even more speed due to drafting. Suggested set-up for Austria (A1-Ring) Tires Type Hard Front Pressure 19.1 Rear Pressure 19.8 Aerodynamics Front Wing 15 Rear Wing 18 Suspension Front Ride Height 35 High Bump Stop 35 Low Bump Stop 35 Spring Rate 97 Anti-roll Bar 205 Rear Ride Height 50 High Bump Stop 50 Low Bump Stop 50 Spring Rate 108 Anti-roll Bar 82 Brakes Brake Bias +3% Brake Strength 63 Gearbox Medium Notes: This set-up is very close to the default settings given by the CPU; the only major change is to the aerodynamics. Suggested set-up for Monaco (Monaco) Tires Type Soft Front Pressure 18.1 Rear Pressure 18.4 Aerodynamics Front Wing 19 Rear Wing 20 Suspension Front Ride Height 48 High Bump Stop 48 Low Bump Stop 40 Spring Rate 97 Anti-roll Bar 215 Rear Ride Height 69 High Bump Stop 69 Low Bump Stop 61 Spring Rate 108 Anti-roll Bar 82 Brakes Brake Bias +15% Brake Strength 70 Gearbox Long Notes: The long gear ratios seem counterproductive in theory at this venue, but the straightaways actually ARE long enough to make this practical; also, the circuit is narrow enough that defensive maneuvers can be employed to keep faster cars at bay, and drafting tactics can be used to make passes (especially in The Tunnel, although the narrowness of the circuit combined with the inherent darkness makes The Tunnel a dangerous passing zone). The higher Brake Strength brought closer to the rear of the car is key for keeping off the barriers. Suggested set-up for Canada (Circuit Gilles-Villeneuve) Tires Type Hard Front Pressure 19.1 Rear Pressure 19.8 Aerodynamics Front Wing 12 Rear Wing 14 Suspension Front Ride Height 40 High Bump Stop 40 Low Bump Stop 35 Spring Rate 97 Anti-roll Bar 194 Rear Ride Height 56 High Bump Stop 56 Low Bump Stop 50 Spring Rate 108 Anti-roll Bar 77 Brakes Brake Bias +3% Brake Strength 65 Gearbox Long Notes: Hard braking while cornering will generally cause the car to slide in the direction the steering wheel is turned. Suggested set-up for Europe (Nurburgring) Tires Type Hard Front Pressure 18.1 Rear Pressure 18.4 Aerodynamics Front Wing 12 Rear Wing 14 Suspension Front Ride Height 30 High Bump Stop 30 Low Bump Stop 25 Spring Rate 97 Anti-roll Bar 184 Rear Ride Height 40 High Bump Stop 50 Low Bump Stop 45 Spring Rate 108 Anti-roll Bar 82 Brakes Brake Bias +10% Brake Strength 75 Gearbox Long Notes: Take extreme care in the hairpin. Suggested set-up for Great Britain (Silverstone) Tires Type Soft Front Pressure 21.3 Rear Pressure 21.2 Aerodynamics Front Wing 14 Rear Wing 15 Suspension Front Ride Height 35 High Bump Stop 45 Low Bump Stop 40 Spring Rate 97 Anti-roll Bar 184 Rear Ride Height 50 High Bump Stop 61 Low Bump Stop 56 Spring Rate 108 Anti-roll Bar 77 Brakes Brake Bias +10% Brake Strength 75 Gearbox Long Notes: With the long gear ratios, it is possible to zip through Bechetts (Turns 2-5) at full throttle, with the natural lean of the car through Turn 5 causing an automatic gearbox to drop down into 6th gear to help with cornering (beginning about at the apex). Expect a difficult ride through the Stadium-like section at the end of each lap. Suggested set-up for France (Nevers Magny-Cours) Tires Type Soft Front Pressure 19.1 Rear Pressure 19.8 Aerodynamics Front Wing 12 Rear Wing 13 Suspension Front Ride Height 50 High Bump Stop 50 Low Bump Stop 45 Spring Rate 103 Anti-roll Bar 173 Rear Ride Height 61 High Bump Stop 61 Low Bump Stop 56 Spring Rate 115 Anti-roll Bar 72 Brakes Brake Bias +10% Brake Strength 75 Gearbox Long Notes: Keep a tight inside line through Turn 2 (Estoril), else risk sliding out into the sand to the left of the pavement due to centripetal force. Suggested set-up for Germany (Hockenheim) Tires Type Hard Front Pressure 20.2 Rear Pressure 21.2 Aerodynamics Front Wing 11 Rear Wing 13 Suspension Front Ride Height 40 High Bump Stop 40 Low Bump Stop 35 Spring Rate 97 Anti-roll Bar 184 Rear Ride Height 45 High Bump Stop 50 Low Bump Stop 45 Spring Rate 108 Anti-roll Bar 82 Brakes Brake Bias +10% Brake Strength 75 Gearbox Long Notes: The long gear ratios will mean slower acceleration out of Turn 1 (North Curve) and the chicanes, as well as a difficult ride through The Stadium. However, the straightaways are so long that the car should hit at least 190MPH/310KPH in most straightaways; excellent use of drafting tactics can easily pull the car to over 200MPH/320KPH, especially if there are numerous cars close enough together to all be used for drafting. On the other hand, given that the straightaways are so long, expect for other cars to also attempt to use drafting techniques; therefore, at Hockenheim moreso than at any other F1 venue, keep looking in the mirrors to defend a position if necessary, especially if driving a consistently-slower car (such as an Arrows or a Minardi). Suggested set-up for Hungary (Hungaroring) Tires Type Soft Front Pressure 20.2 Rear Pressure 19.8 Aerodynamics Front Wing 19 Rear Wing 20 Suspension Front Ride Height 40 High Bump Stop 40 Low Bump Stop 35 Spring Rate 103 Anti-roll Bar 194 Rear Ride Height 50 High Bump Stop 56 Low Bump Stop 50 Spring Rate 115 Anti-roll Bar 72 Brakes Brake Bias 15% Brake Strength 85 Gearbox Long Notes: Due to the slopes throughout, the first and last corners of the circuit must be approached with extreme care. The inherent lack of strong acceleration which comes with a long gear ratio will certainly help. Despite the long gear ratio, only in very rare circumstances will the car be able to climb into seventh gear due to the lack of significant sections of full-throttle racing. This set-up is extremely twitchy, and the car loves to slide through corners; this is really a set-up for EXPERT DRIVERS ONLY and definitely needs A LOT of fine-tuning... but I honestly do not have the patience for this track >:-( Suggested set-up for Belgium (Spa-Francorchamps) Tires Type Hard Front Pressure 20.2 Rear Pressure 21.2 Aerodynamics Front Wing 17 Rear Wing 18 Suspension Front Ride Height 40 High Bump Stop 35 Low Bump Stop 35 Spring Rate 108 Anti-roll Bar 205 Rear Ride Height 61 High Bump Stop 50 Low Bump Stop 50 Spring Rate 121 Anti-roll Bar 82 Brakes Brake Bias +5% Brake Strength 70 Gearbox Long Notes: Take care to NOT accelerate too hard/soon exiting La Source, as the car could easily spin itself into Pit Exit and result in a race-ending Black Flag. Also, beware the bumps through Eau Rouge. Suggested set-up for Italy (Monza) Tires Type Hard Front Pressure 18.1 Rear Pressure 21.2 Aerodynamics Front Wing 10 Rear Wing 13 Suspension Front Ride Height 40 High Bump Stop 40 Low Bump Stop 35 Spring Rate 97 Anti-roll Bar 194 Rear Ride Height 50 High Bump Stop 56 Low Bump Stop 50 Spring Rate 108 Anti-roll Bar 72 Brakes Brake Bias +10 Brake Strength 80 Gearbox Long Notes: Drafting tactics can be extremely beneficial along Pit Straight and Rettilineo Parabolica. The long gear ratio certainly takes advantage of the long straightaways of the Monza circuit. Suggested set-up for the United States (Indianapolis) Tires Type Hard Front Pressure 20.2 Rear Pressure 22.6 Aerodynamics Front Wing 13 Rear Wing 16 Suspension Front Ride Height 45 High Bump Stop 45 Low Bump Stop 35 Spring Rate 114 Anti-roll Bar 152 Rear Ride Height 71 High Bump Stop 54 Low Bump Stop 49 Spring Rate 128 Anti-roll Bar 82 Brakes Brake Bias +10 Brake Strength 75 Gearbox Long Notes: There is simply NO 'good' set-up for the Indianapolis F1 circuit; the infield portion requires a tight, technical set-up, while the Indy/NASCAR oval portion requires a high-speed set-up. The settings offered here reflect somewhat of a 'middle-ground' set-up, achieving only around 175MPH/280KPH on the oval portion while having a moderately difficult time cornering (especially in traffic) in the infield portion of the circuit. Drafting along the Indy/NASCAR oval portion of the circuit can bring faster lap times and higher top-end speed, which is particularly important with this suggested set-up. The long gear ratio will certainly help on the Indy/NASCAR oval, and will help to reduce excessive acceleration in the infield portion of the circuit. Suggested set-up for Japan (Suzuka) Tires Type Hard Front Pressure 19.1 Rear Pressure 21.2 Aerodynamics Front Wing 15 Rear Wing 18 Suspension Front Ride Height 45 High Bump Stop 45 Low Bump Stop 40 Spring Rate 103 Anti-roll Bar 173 Rear Ride Height 56 High Bump Stop 56 Low Bump Stop 50 Spring Rate 101 Anti-roll Bar 88 Brakes Brake Bias +5 Brake Strength 70 Gearbox Long Notes: It is best to take a TIGHT line over apex rumble strips through Chicane. Take care not to carry too much speed through the S-curves. ============================================== ============================================== ============================================== GRAND PRIX OF AUSTRALIA: ALBERT PARK The 2002 F1 racing season begins with a set of 'flyaway' (non-European) races. This fast, flat, attractive circuit is built around Melbourne's beautiful Albert Park Lake, using actual city streets which generally receive little traffic during the year. There are usually plenty of trees on both sides of the track, with a nice view of Melbourne's buildings as you come through Turns 12 and 13. The Albert Park circuit features many long, gentle, no-braking corners, allowing for incredible top-end speed all around this completely-flat circuit. However, these are tempered with several moderate- and hard-braking corners, as well as many dark shadows obscuring long stretches of the pavement, especially in wet conditions. Pit Straight: The front straight is fairly long, following a moderate-braking corner (Turn 16). However, Turn 1 requires an early braking zone. Turn 1 (Jones): A moderate-braking right-hand corner. If you miss the braking zone here, there is a wide area in which you can recover. Traffic will often bunch up entering Turn 1, even beyond the start of a race. Turn 2 (Brabham): Immediately following Turn 1, this is a gentle left-hand turn which can be taken at full speed. Excellent acceleration out of Turn 1 makes the exit of Turn 2 and the ensuing straightaway a prime passing zone. Beware the barrier on the right on exiting Turn 2; do not hit the throttle too soon exiting Turn 1. Turn 3: This is a hard-braking right-hand semi-blind corner following a long straightaway; the braking zone begins earlier than it would otherwise appear, so make use of the distance-to-corner markers. Again, there is a wide recovery area here. A little speed can be made coming out of Turn 3, but the straightaway is virtually non-existent, requiring moderate braking for Turn 4. This is definitely NOT a place to pass (safely) unless you have EXCELLENT brakes and little or no tire wear. Traffic tends to bunch up here for Turns 3 and 4. Turn 4: A left-hand corner requiring at least moderate braking. To the outside of the corner is a wide, paved recovery area; however, driving too far out to the right or remaining on this paved area beyond the painted advertisement will result in a Stop-Go Penalty. The inside of Turn 4 is also a wide paved zone, but short-cutting Turn 4 by more than one car length will also result in a Stop-Go Penalty. Good acceleration out of Turn 4 can set up a good passing opportunity. Turn 5 (Whiteford): A gentle right-hand corner through the trees which leads to a nice straightaway. With a flawless racing line, no braking is necessary here; otherwise, a quick lift of the accelerator will be needed to keep the left side of the car off the barrier. Turn 6 (Albert Road): A semi-hidden moderate-braking right- hand corner. Traffic will sometimes bunch up here, as drivers try to spot the corner. A wide recovery zone is available here as well, but take care not to shortcut the corner. Blasting through Turn 6 without braking will almost certainly result in loss of control (with subsequent spinning, sliding, and/or crashing) due to the angle of the rumble strips. Turn 7 (Marina): Immediately following Turn 6, Turn 7 is a very gentle left-hand corner which brings you alongside the northernmost end of Albert Park Lake. Beware the barrier on the right. Turn 8 (Lauda): This is almost not a turn at all, as it curves extremely gently along the shoreline, but the course map on the race's official Web site lists this as a corner. Turn 9 (Clark Chicane): This corner is a tight right-hand turn which requires moderate or hard braking. Traffic almost always bunches up here. If you miss the braking zone here, you will end up out in the blue-green dust-covered area. Turn 10 (Clark Chicane): This is almost not a turn at all, as it curves extremely gently to the left and back along the shoreline. There is absolutely NO room for error on the right side of the track, as the pavement runs directly up against the barrier. Once you pass underneath the second pedestrian bridge and see the grandstands ahead on the right, drift to the right to set up the best racing line for Turns 11 and 12. Turns 11 and 12 (Waite): This extended left-right chicane is tricky. Turn 11 can be taken flat-out, but Turn 12 (Waite) CANNOT be successfully navigated at full speed without either shortcutting the corner (using the pavement inside the rumble strips) or ending up beached in the kitty litter on the exit of the chicane. Sliding even one pixel across the rumble strips on either side of the chicane results in a Stop-Go Penalty. A flawless racing line is crucial to success here and in the ensuing straightaway. Straightaway: The pavement runs directly up against the barrier on the left side of the course here, creating problems for cars on the left whose engines suddenly expire. Turn 13 (Ascari): This is a semi-blind right-hand corner requiring moderate braking if you are alone; traffic tends to bunch up here. The recovery area again is quite wide, with a long run-off strip if needed. This leads to a short straightaway which can be a prime passing zone if acceleration out of Turn 13 is strong. Turn 14 (Stweard): A light-braking, right-hand corner with a wide recovery area. Experts should be able to take this corner at top speed (if not in traffic) with a flawless racing line, or by dropping the right-side tires onto the grass. This is a good place to pass on braking upon entering the corner. Turn 15: Do not be fooled by the run-off lane which proceeds directly ahead into an unmoving barrier; there IS a J-turn to the left here, requiring hard braking. This is also a good place to pass on braking when entering the corner. Note that the Pit Entry is immediately to the right upon exiting the corner, so be sure to look for cars moving slower than expected as they enter Pit Lane. Turn 16 (Prost): But, be careful with the approach and exit angles for this right-hand turn, as the barrier (and a grandstand) is just a few feet off the pavement on the left as you exit the corner. A new addition from previous versions of the game, the Pit Lane barrier begins at the entry of Turn 16, so shortcutting is not a possibility, and dropping the right-side tires off the pavement is also not a good option. This leads onto the Pit Straight. Pit Entry: The Pit Lane begins to the right immediately after Turn 15. It is possible to enter at a fairly high speed, but there will be a sharp turn to the right very quickly, requiring moderate or heavy braking. Before entering the main Pit area, however, is a tight right-left chicane, so be prepared to truly slam on the brakes, or else the nose of your car will slam into the Pit Lane barrier. ============================================== GRAND PRIX OF MALAYSIA: KUALA LAMPUR This is the second-newest F1 course currently in use, as its construction was completed just in time for the end of the 1999 F1 season. Kuala Lampur includes very wide recovery zones all along the course, on both sides of the pavement, with very few exceptions. The main grandstands are nestled 'within' the course itself, as the 'back straight' and the 'Pit Straight' flank each side of the main spectator seats, linked by a tight left-hand hairpin. While the pavement is rather wide for an F1 circuit, it is actually more difficult to drive than it appears on television, especially the 'back' part of the course (behind the main grandstands). Pit Straight: The main grandstands are to the left as you fly down the Pit Straight. Slam on the brakes at the end of the Pit Straight, as the first two corners are VERY tight. Turns 1 and 2: Turn 1 is a TIGHT right-hand corner, followed immediately by the not-as-tight-but-still-difficult left-hand Turn 2. If there is traffic ahead of you, the cars will certainly bunch up here. The first corner on the opening lap of any F1 race is characterized by cars bunching up together; given the downhill slope of Turns 1 (beginning at the exit) and 2, cars are even more likely than usual to bump each other and/or the barrier here. Fortunately, the outside of Turn 2 has a wide (sand-filled) recovery area, so if a major accident takes place, it might be wise to (carefully) take to the sand to avoid the worst of the chaos and debris. Remember that Turn 2 is slower than Turn 1, so if following another car, allow plenty of room to keep from ramming the other vehicle. Turn 3: Accelerate hard through this sweeping right-hand corner. No braking is necessary here. The course begins a gentle uphill climb here. Turn 4: It is easy to overrun this corner, either on entry or on exit, but the wide patch of sand is available to slow you down in these situations. This right-hand corner is the crest of the uphill climb which began in Turn 3. Moderate braking will be required here. Turns 5 and 6: Turn 5 is an easy left-hand corner, followed by the similarly-shaped right-hand Turn 6. In Turn 5, the barrier comes very close to the pavement on the inside of the corner, so be careful not to roll up on the grass here. There is plenty of space for recovery on the outside of each corner, which may be important exiting Turn 6 as it is rather easy to run too wide on exit. Both corners can be taken either flat-out or with simply a slight lifting of the accelerator. Turns 7 and 8: These two right-hand corners are best taken in a wide 'U' formation. There is plenty of kitty litter on the outside of the corners here should you lose concentration and drive off the pavement. While experts with a death wish may be able to speed through these corners at full throttle, braking or significantly lifting off the accelerator would be a far better choice. Turn 9: This tight left-hand J-turn is made even more difficult by the brief uphill slope leading to the corner itself, which hides the view of the pavement as the course turns to the left here. Early braking is key, or else you WILL be caught out in the sand trap. Moderate or heavy braking will be needed here, depending on your top speed coming out of the 'U' formation of Turns 7 and 8. If you have excellent confidence in your braking ability (especially with fresh tires after a pit stop), this is a great place to pass other cars on braking, but only if attempted near the inside of the corner - otherwise, you will be far off the racing line, and any car(s) you try to pass will force you out into the sand. Turn 10: After the tightness of Turn 9, Turn 10's right-hand corner can be taken at full throttle. The course climbs gently uphill here, cresting shortly after the exit. Turn 11: The course begins a gentle downhill slope near the entry of Turn 11, then turns to the right as the downhill slope continues. Moderate braking will be needed here, as Turn 11 is tighter than Turn 10. This is also a good place to pass other cars on braking. It is also easy to overrun the corner, so there is plenty of sand to the outside of the corner to slow you down in this instance. Turn 12: After a short straightaway, the course turns to the left. If you hug the apex tightly, you should be able to take Turn 12 without braking. Again, plenty of sand awaits those who slide off the pavement here. Turn 13: This is a nasty right-hand decreasing-radius hairpin with no paved swing-out area on exit, making the corner far more difficult than it at first appears. The first 60 degrees can be taken at top speed, although some braking is greatly recommended here. After that, moderate or heavy braking is required to keep from rolling out into the kitty litter. Strong acceleration is key on exit. Straightaway: This straightaway runs along the 'back side' of the main grandstands. This is a very long straightaway, so powerful acceleration out of the Turn 13 hairpin can provide good passing opportunities here, especially for those using a low-downforce set-up. Near the end of the straightaway, a line of pavement leaves to the right, but this is NOT the Pit Lane entry used for F1 races. Turn 14: This is the final corner of the course, and certainly the most important in a close race. Following the long straightaway on the 'back side' of the main grandstands, this is a left-hand hairpin, much tighter than Turn 13. It is key here to approach from the extreme right side of the pavement, tightly hug the apex, and accelerate strongly while drifting back out to the right on exit. The Pit Lane entry begins here about halfway through the hairpin, so beware of slower cars going in for servicing. This is also a good place to pass on braking, but be ready to block any aggressive drivers trying to pass you as they slam on the throttle on exit. Pit Entry: The Pit Lane begins halfway through the Turn 14 hairpin (the final corner of the course). Keep tight to the right entering the hairpin, to allow those passing you to dive to the left-hand apex of the corner; after the first 90 degrees of the corner, drive straight ahead along the Pit Lane. However, you will quickly find the Pit Lane curving to the left, so make sure you have slowed enough to not bang the front wing or front-right tire against the barrier. ============================================== GRAND PRIX OF BRAZIL: INTERLAGOS Most F1 courses are driven clockwise; built on a steep hillside, Interlagos is driven counter-clockwise, which I understand causes 'undue' fatigue to drivers' necks as the race progresses. The upper part of the course features two extensive segments of flat-out, full-throttle, top-speed driving. However, the lower part of the course (where the most clock time is spent per lap) features tight corners and several significant elevation changes. However, despite these two very different sections of the circuit, the car set-up is not quite as key here as at Indianapolis. Pit Straight: This is the highest point of the course in terms of elevation. There is no room to pull off the course here if there is a problem with a car, as the barriers rub against the pavement on both sides of the track. This is also the fastest portion of the course, leading into the most dangerous set of corners in all of F1 racing. There are several left-hand fades along the 'Pit Straight.' This 'straightaway' is the longest stretch of flat-out acceleration of this course. The optimal racing line is hard to the left, so be careful not to rub the left-side tires against the barriers, especially when passing the Pit Lane Entry. The Pit Entrance is also to the left; beware of slow cars entering Pit Lane. Turn 1 (S do Senna): Especially since this corner follows an incredibly long and fast 'Pit Straight,' this is by far the most dangerous turn on the course, and thus perhaps the most dangerous corner in all of F1 racing. This is a tight, left- hand, semi-blind, downhill corner requiring severe braking long before reaching the turn. Unless you have PERFECT confidence in your car's braking AND turning ability, this is definitely NOT a place to pass!!! For those who overrun the corner, there is a continent-size patch of kitty litter. Turn 2 (S do Senna): Following immediately after Turn 1, it is best to coast through this right-hand corner, with strong acceleration on exit to set up prime passing opportunities in Curva du Sol or along the following straightaway. Beware the Pit lane barrier practically rubbing up against the pavement here on the left. (Historical note: The Pit Lane used to rejoin the main course at the exit of Turn 2, but FIA and the drivers deemed that this was too dangerous.) Turn 3 (Curva du Sol): Immediately following S do Senna, Turn 3 is a gentle left-hand corner which can also be taken at top speed. Just beyond the exit of Turn 3, the Pit Lane rejoins the main course on the left. Curva du Sol leads into the second-longest straightaway of the circuit. Straightaway: This long straightaway presents a gentle downhill slope leading to the lower portion of the course. Keep to the right on exiting Curva du Sol so that cars rejoining the race from the Pit Lane can blend in without incident. Turn 4 (Lago): This corner truly begins the lower portion of the course in terms of elevation. Lago is a semi-hidden left-hand corner with a slight downward slope. Moderate braking is necessary here to keep from sliding the car into the recovery zone, especially if the track is wet. Good acceleration out of Lago sets up great passing in the next corner and along the following straightaway. Do not overrun the course, or you will be slowed severely by the sand and grass. Turn 5: A gentle left-hand turn, this can be taken at full throttle. The course begins to slope upward again. However, do not try to take this corner to sharply on the apex, as the barrier may not agree with your tactics. Straightaway: This is effectively the last straightaway before the Pit Straight at the beginning of the course. The course here slopes upward, so cars with excellent acceleration out of Turns 4 and 5 can pass those with poor uphill speed. Turn 6 (Laranjinha): This is the beginning of a pair of right-hand corners which effectively form a 'U' shape. The entry of this corner can be taken at full throttle, but be ready to touch the brakes at the exit of this corner. Turn 6 is also on the crown of a hill. Turn 7 (Laranjinha): The final corner of a 'U' shape in the course, this is a right-hand decreasing-radius corner with a gentle downward slope. Turn 8 (Curva do S): After an almost negligible straightaway, this incredibly tight right-hand corner requires hard braking. The course also begins to slope downhill at the beginning of Turn 8. Pinheirinho immediately follows. Turn 9 (Pinheirinho): Immediately upon exiting Turn 8, slam on the brakes again (or simply coast) for the sharp left-hand Pinheirinho. This may potentially a good place to pass other cars. Turn 9 is a long corner, however, so it is important to hug the apex much longer than usual. Extreme caution must be taken here if racing in wet conditions, or you will find yourself sliding into the sand. The exit of Pinheirinho leads to an upward-sloping straightaway. Turn 10 (Bica do Pato): The entrance of Turn 10 begins the final downward slope of the course, making this right-hand corner even more difficult to navigate. Heavy braking and excellent hands are required to maneuver the car safely through this corner, especially in the rain. Good acceleration is needed exiting Bica do Pato to pass traffic in the next corner and ensuing straightaway. The kitty litter is available if you overshoot the corner, but then you will quickly find yourself rubbing against a barrier. Turn 11 (Mergulho): This left-hand corner almost immediately follows Bica do Pato and can be taken almost flat-out to provide good speed along the next (very short) straightaway. Good acceleration out of Bica do Pato makes this a good passing zone if you have a decent racing line, otherwise you may find yourself off the course on the outside of the corner. Turn 12 (Juncao): This is a tight left-hand corner requiring moderate to heavy braking. The final, steep uphill slope begins here, and the exit of the corner is hidden (even in chase view). It is extremely easy to run off the outside of the corner here, but a small patch of grass and another paved lane provide some run-off relief here. This corner leads to the incredibly long Pit Straight. Pit Entry: As you climb the long 'Pit Straight,' the Pit Lane begins on the left. Pit Exit: The Pit Lane once emptied onto the exit of Turn 2; it now rejoins the main course just after the exit of Curva du Sol. This makes Pit Lane extremely long, which makes it extremely important to select your pit strategy carefully in long races. ============================================== GRAND PRIX OF SAN MARINO: IMOLA The Imola circuit is challenging but rather fun. Again, this is a 'counterclockwise' circuit, but, oddly, the Pits and Paddock are located on the outside of the circuit and not on the inside. There is extremely little tolerance for shortcutting the chicanes. Due to the slope of the grass on the inside of the corner, Turn 6 (Tosa) is essentially a blind corner unless traffic is present to mark the course for you. Pit Straight: This is a long straightaway, which enables high speeds as the cars cross the Start/Finish Line. Good exit speed out of the final chicane makes for prime passing and a good show for the spectators. The Pit Straight fades to the left at the exit of Pit Lane (which is aligned with the Start/Finish Line). Once past the Pits, there is a barrier directly against the right side of the track. Turns 1 and 2 (Tamburello): This is a left-right chicane. Turn 1 requires moderate braking, but if you slow enough in Turn 1, you should be able to drive at full throttle through Turn 2 and beyond. If you try to take the entire chicane at full speed, you can make it through Turn 1 fairly well, but you will quickly find yourself in the grass on the outside of Turn 2 and banging against the nearby barrier. If you completely miss the braking zone for Turn 1, there is a huge sand trap to help you recover. Turn 3 (Tamburello): Immediately following Turn 2, Turn 3 is a soft left-hand corner which can be taken at full speed. Strong acceleration out of Turn 1 and through Turn 2 makes this a good passing zone. Following this corner is a significant straightaway. Turns 4 and 5 (Villeneuve): This is another left-right chicane, but not as lengthy as the first. Care must be taken not to slide off the course at the exit of Turn 5. It is possible for experts to fly through this chicane at top speed (if not encumbered by traffic) by rolling up on the rumble strips, but doing so produces a significant chance of losing control of the car and crashing into the barrier on the left side of the circuit as the sandy recovery area severely narrows on approach to Tosa. The course slopes upward at the exit of this chicane. Turn 6 (Tosa): This is a semi-blind left-hand corner which continues the upward slope of the course. Moderate or even severe braking is required here, or else your car will be in the kitty litter and headed toward the spectators. Traffic is actually a benefit in approaching this corner, as the course is largely hidden from view given the slope of the grass on the inside of the corner, but other cars are easy to see. Straightaway: The course continues up the hill here. Just beyond the overhead billboard, the track fades to the right as it begins its gentle downward slope, but then leads directly into Piratella. Turn 7 (Piratella): The course continues downward here, with the slope increasing. This is a left-hand semi-blind corner. It is rather easy to slip off the pavement here and into the kitty litter on the outside of the corner. Any passing here is best made tight to the apex of the corner, perhaps with only the right-side wheels on the pavement or rumble strip. Turn 8: Barely a corner at all but more than a fade, the course gently turns to the left here. This is a full-speed 'corner,' but the racing line is still very important here. Turns 9 and 10 (Mineralli): This is a pair of right-hand corners which effectively function as a decreasing-radius 'U' formation and are best taken in this manner. Turn 9 can be taken at full speed, but upon exit to the outside of Turn 9, severe braking is needed and extra steering to the right is required to safely navigate around the decreasing-radius Turn 10. The track begins another (steep) uphill slope in Turn 10. Tightly hugging the apex allows for prime passing through Turn 10. Care must be taken not to enter Turn 10 too fast, or else you will be off the course on the left. Turn 11 (Mineralli): Immediately following Turn 10, the left- hand Turn 11 continues the upward slope of the course. Care must be taken not to slip off to the right of the track on exit. Turns 12-13 (Alta Chicane): This is a tight right-left chicane. Other cars generally slow significantly for this chicane, so a full-speed maneuver here in traffic is NOT advised. In fact, attempting to take this chicane at top speed will require rolling up on the rumble strips, and you will likely lose control and either spin or collide with the all-too-close barrier to the right side of the course. The barrier to the outside of Turn 13 is very close to the track, so be careful not to slip off the course. Alta Chicane, due to its placement just slightly beyond the crest of the circuit, is also 100% unsighted on approach, so it is very easy to miss the chicane and either overshoot it or turn too early - either method results in a Stop-Go Penalty. Straightaway: The course begins its final downhill slope here, fading gently first to the left, then to the right. Turns 14 and 15 (Rivazza): This is a left-hand 'U' formation. Moderate braking is required entering Turn 14, but then Turn 15 can be taken at full speed (IF you slowed enough in Turn 14), although some may feel more comfortable lightly tapping the brakes here. Caution must be taken to use enough braking entering the 'U' formation, or else you will end up in the sand on the right side of the track. Straightaway: This is the final long straightaway before reaching the Pit Straight. However, the official course fades to the right just after passing underneath the Helix banner; driving straight ahead (the pavement of the old course) and thus missing the entire final chicane results in a Stop-Go Penalty. The end of this straightaway provides two options: 1.) Keep driving straight ahead onto Pit Lane; 2.) Turn left for the final chicane. Turns 16 and 17 (Bassa Chicane): This is the final chicane (left-right) of the course. To the outside of Turn 16 is the Pit Lane entry, so be mindful of slower cars entering Pit Lane as you approach the chicane. Moderate braking is required entering Turn 16, but then Turn 17 requires light braking. Be VERY careful riding the rumble strips in Bassa Chicane, as wheelspin on the rumble strips is likely to force the car out of control, which means either getting caught in the kitty litter inside Turn 17, or colliding with the barrier (which is VERY close to the pavement) on exiting the chicane. Pit Entry: Instead of turning left for Turn 16, keep driving directly ahead. However, there is no room for slowing once you leave the main course, so stay tight to the right side of the pavement as you slow to enter Pit Lane. ============================================== GRAND PRIX OF SPAIN: CATALUNYA The Catalunya circuit is challenging, especially the two hairpins and the final corners of the race. For observers and drivers alike, plenty of action can be found at the Spanish Grand Prix. Intertextal Note: The Catalunya circuit is also used in the PS2 game Le Mans 24 Hours. Pit Straight: As usual, incredible speeds can be attained here. Watch for cars rejoining the race from the right side of the straightaway about two-thirds of the way along its massive length. Turn 1 (Elf): This is a right-hand corner which requires moderate braking. Be careful not to hug the inside of the corner too tightly, or you will damage your right-side tires on the barrier. Strong acceleration out of Turn 1 creates great passing opportunities all the way to Repsol. Attempting to take Turn 1 at top speed will either cause you to lose control as you run up on the rumble strips, or send you too far off course to survive Turn 2 intact. Turn 2 (Elf): Immediately following Turn 1, the left-hand Turn 2 can usually be taken at top acceleration. With strong acceleration out of Turn 1, this is a prime passing zone. Turn 3 (Seat): A sweeping right-hand increasing-radius corner which can be taken at full speed with a flawless racing line. This is also a good place to pass slower cars, especially if you have the inside line. Turn 4 (Repsol): This is a semi-blind right-hand hairpin corner which requires moderate or heavy braking. The barrier on the inside of the corner rests almost directly against the track, and blocks your view around the corner. This can actually be a good place to pass on braking, but only with extreme caution (and usually only if the car you wish to pass takes the wide line around the corner). Don't come too hot into this corner or else you will find yourself in the sand. After clearing the first 90 degrees, you should be able to accelerate fairly well if not encumbered by traffic. Turn 5: After a very short straightaway, this is a semi-blind left-hand hairpin, a bit tighter than Turn 4. Moderate or heavy braking will be needed here, or you will definitely find yourself in the kitty litter. Straightaway: This straightaway fades to the left. Strong acceleration out of Turn 5 can create passing opportunities, especially in the braking zone for Wuth. Turn 6 (Wuth): With a good racing line, you should be able to brake lightly to clear this semi-blind, slightly-downhill, left-hand corner. Beware the barrier on the inside of Wuth. The exit of Wuth has an immediate fade to the right, so do not commit too much to turning left here, or the front-left of the car will be shaking hands with the barrier. Turn 7 (Campsa): This right-hand corner can be taken at full speed with a flawless racing line. Note that the official circuit is to the right; do not drive directly ahead onto another patch of pavement, or you will be assigned a Stop-Go Penalty. Turn 8 (La Cacsa): Severe braking is required for this left- hand corner. While not suggested, you may be able to pass other cars on braking here. As with Wuth, stay off the rumble strips and grass on the inside of the turn, or you will risk losing control of the car. This is a 'J' turn, and the corner seems to go on forever before you reach the exit. Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or heavy braking will be needed here for the right-hand, upward- sloping corner. This is also a 'J' turn which is nearly a double-apex corner. If you need a recovery area anywhere on the course, it will most likely be here. It is possible to pass slower cars here by tightly hugging the inside of the turn, even running the right-side tires on the rumble strips or just slightly in the grass. Turn 10: Light braking may be needed for this right-hand corner. The key here is to truly hug the inside of the turn and accelerate strongly through the exit. Watch for slow cars here preparing to go to Pit Lane for servicing. Turn 11: Entering this right-hand corner, the Pit Lane begins on the right, so be on the lookout for very slow cars here. If you take this final corner too tightly, or make a VERY late decision to go to the pits, you will certainly damage the front of the car on a barrier. ============================================== GRAND PRIX OF AUSTRIA: A1-RING This course may only have seven corners, the fewest of the circuits used in the 2002 racing season, but it is still a highly-challenging technical course for the drivers. The circuit itself is built on a steep hillside, with the Paddock area and the Pit Straight located at the lowest elevation of the course. The significant elevation changes and poorly- placed barriers make this a particularly challenging circuit to safely navigate for 90+ minutes. Pit Straight: Long and straight; main grandstands to the left, Pit Lane to the right. Rather mundane, except that the entire Pit Straight has a slow uphill climb into the Castrol Curve. The beginning of the Pit Straight (coming off Mobilkom Curve) is also a bit bumpy. Turn 1 (Castrol Curve): After a rather mundane Pit Straight, the Castrol Curve is anything but mundane. This is a right- hand uphill corner which requires moderate braking. The Pit Lane rejoins the main course on the right at the exit of the corner. Because of the steep slope of the hill, it is all too easy to drive off the outside of the corner and into the massive sand trap. If you lose your concentration and forget even to slow down, you will likely find yourself airborne once you hit the rumble strip; similarly, if you try to take this corner at top speed, you may find yourself looking up at the ground. Straightaway: There are a few fades in the straightaway as the course continues its uphill climb. The end of the straightaway (approaching Remus Curve) has a suddenly steeper grade and demands total concentration. Turn 2 (Remus Curve): This is a TIGHT right-hand 'J' turn requiring heavy or even severe braking, and complete concentration to navigate safely (even when not dealing with traffic); any speed over 30MPH is definitely too fast for Remus Curve. The uphill climb of the circuit continues through most of the turn, making high or even moderate speeds impossible here. Rolling the right-side tires up on the thin patch of grass on the inside of the Remus Curve will almost definitely result in loss of control of your vehicle. Even worse, this is a blind corner due to the barrier. Aggressive drivers will certainly end up overrunning the Remus Curve on exit and find themselves beached in the kitty litter. If you use the accelerator too soon on exit, you WILL find yourself off-course. Straightaway: Located at the highest elevation of the course, this straightaway has a fade to the right, then another to the left. After the second fade, prepare for braking before arriving at the Gosser Curve. Make use of the distance-to- corner markers, or else you risk overrunning Gosser Curve. Turn 3 (Gosser Curve): Another tight right-hand corner, heavy braking will be required here to avoid sliding off the course and into yet another sand trap. This is also a blind corner, due to the barrier on the inside of Gosser. The circuit begins to slowly descend in elevation here. Straightaway: This is actually NOT a straightaway at all; the course map does not list the right-hand turn, but it is definitely more than just a fade. If you overrun this, you will end up in the same sand trap as before - it is simply extended along the left side of the course from the outside of Gosser until well beyond this unofficial corner. Turn 4 (Niki Lauda Curve): This is a wide left-hand corner which will require moderate or heavy braking, especially since this is a blind corner due to the slope of the hill on the inside of the turn; even if you slow greatly before entering the corner, you will likely be tapping the brakes as you progress through Niki Lauda. There is another wide patch of sand on the outside of the corner, stretching almost all the way to the entrance of the Gerhard Berger Curve. A short straightaway separates Turns 4 and 5. Note that the circuit turns to the left here; the patch of pavement which continues straight forward will lead you into a barrier. Turn 5 (Gerhard Berger Curve): This is almost identical to the Niki Lauda Curve, but with an additional sand trap which begins on the inside of the corner. Straightaway: Again more than a fade but not listed as an official corner, there is a 'turn' to the right shortly after exiting the Gerhard Berger Curve. About two-thirds of the way along, the course enters a scenic forested area; this 'transition' section is also rather bumpy. Turn 6 (Jochen Rindt Curve): This is a blind right-hand corner which can be taken with light braking, or just a small lift of the accelerator; the best way to judge this corner is by using the right-side barrier as a guide. Another sand trap awaits those who run off the outside of the corner. A short straightaway follows Jochen Rindt. Turn 7 (Mobilkom Curve): This is a right-hand corner which will require light or moderate braking. The Pit Lane begins on the right just before the entry to Mobilkom, so be careful not to bump cars slowing before going to the pits. Pit Entry: Located just before the entrance to the Mobilkom Curve, the Pit Lane is to the right. This is a very long pit lane, so plan to stay out of here as much as possible!!! ============================================== GRAND PRIX OF MONACO: MONTE CARLO (TEMPORARY STREET CIRCUIT) 'To finish first, first you must finish.' The Monaco circuit is a highly daunting temporary street course, especially from the Driver View, as the barriers are FAR too close for comfort, and passing is virtually impossible for even expert drivers. If there is a problem with a car, there are extremely few places to safely pull aside, so all drivers must be constantly wary of damaged vehicles, especially slow or stationary cars around the many blind corners. The most significant key to simply finishing a race at Monaco is SURVIVAL, which means a slow, methodical, patient race. Aggressive drivers (like myself) would almost certainly end up dead - or at least driving an extremely beat-up vehicle - driving the Monaco circuit for real!!! For a comparison, the Surfer's Paradise circuit in Newman-Haas Racing is a sweet dream compared to the Monaco circuit!!!!! The circuit is extremely narrow, to the point that if a car bangs a barrier, it will almost certainly ricochet into the opposite barrier (if not into a nearby vehicle). While driving this circuit, players may want to have "I Will Survive" playing on auto- repeat!!! Pit Straight: Not straight at all, the 'Pit Straight' fades to the right along its entire length. Near the end, the Pit Lane rejoins the main course from the right. Turn 1 (Sainte Devote): This is a tight right-hand semi-blind corner; heavy braking is required long before reaching Sainte Devote. To the left on entering this corner is one of the few areas to pull off the course if there is a problem. Overshooting the corner results in smashing the front wing against the unmoving barrier. The uphill portion of the course begins here. Straightaway (Beau Rivage): Not really straight with its multi-direction fades, the circuit climbs steeply uphill here. Because of the fades, this is actually NOT a passing zone; you may think you have enough room to pass a slower car and actually pull up alongside it, but then you and the slower vehicle will end up bumping each other and/or a barrier because of a fade. Three-wide racing is definitely NOT an option here!!!!! Turn 2 (Massanet): This is a sweeping decreasing-radius left- hand blind corner requiring moderate or heavy braking on entry and light braking (or coasting) as you continue through the turn. If you come in too fast, the corner workers will be scraping the right side of your car off the barrier at the end of the race; if you take the corner too tightly, the same will happen for the left side of the car. The exit of Massanet is the highest elevation of the circuitŠ which has only just begun, even if it IS 'all downhill' from here!!! Turn 3 (Casino): Moderate braking will be needed for the right-hand Casino. This corner almost immediately follows Massanet, and begins the long downward trajectory of the course. This corner is actually wider than most, to the extent that a car in trouble may be parked along the barrier on the outside of the corner. Be careful not to scrape the left-side barrier while exiting Turn 3; similarly, do not overcompensate and scrape the right-side barrier at the apex of Casino. Turn 4 (Mirabeau): Following a medium-length downhill straightaway, heavy braking is needed for this right-hand blind 'J' turn. If you miss the braking zone, your front end will be crushed up against yet another barrier. This corner continues the course's downhill slope, which adds to the difficulty of the turn. Turn 5 (Great Curve): Following an extremely short straightaway, this left-hand hairpin is one of the slowest in all of F1 racing (even 40MPH is a dangerous speed here). If you have excellent braking ability, you can actually PASS (a rarity!!!) by taking the tight inside line; otherwise, it would be best to drive through the Great Curve single-file. If there is traffic ahead, it may simply be best to fall in line, as two-wide cornering here is extremely difficult to do without damaging the car. Turns 6 and 7 (Portier): This pair of right-hand corners form a 'U' shape, but neither can be taken at any respectable speed. Between these two corners is a pull-off area on the left, with another to the left on exiting the 'U' formation. Turn 7 is the slowest of the two corners, and is the most difficult in terms of the almost-nonexistent view of the track. Accelerating too soon out of Turn 7 means banging the left side of the car against yet another immovable barrier. Do not let the beautiful view of the water distract you from the race. The circuit is a little bumpy exiting Portier, especially if you stay tight to the inside of the corner on exit. Straightaway (The Tunnel): This 'straightaway' is actually a very long right-hand fade in a semi-tunnel (the left side provides a view of the water). However, even on a sunny day, visibility here is poor due to the sun being at a 'wrong' angle compared to the circuit, and this is made even worse should you be following a car with a malfunctioning or expired engine. Start braking shortly after entering back into the sunlight (assuming Dry Weather is active) for the chicane. Chicane (Nouveau Chicane): The course narrows as you come around the chicane, but then 'widens' back to 'normal' at the exit. Fortunately, F1 2001 has removed the barrier on the inside of the chicane which made this a treacherous configuration in F1 2000. Turn 8 (Tobacco): This left-hand corner is best taken with moderate braking. Turns 9-12 (Swimming Pool): This is essentially a double chicane around the swimming pool in the classic 'bus stop' configuration. Turns 9 and 10 form a tight left-right combination, for which moderate braking is required, although little or no braking can be used if you roll straight over the rumble strips with a solid racing line and no encumbering traffic. After an extremely brief straightaway, Turns 11 and 12 form the opposite configuration (right-left), but are even tighter and require moderate braking at best. This opens out onto a short straightaway where you MIGHT be able to pass ONE car. Turns 13 and 14 (La Rascasse): This is a tight left-right chicane requiring moderate braking for Turn 13 and heavy braking for Turn 14. Even worse, Turn 14 is a 'J' turn, so the racing line is also very important here. The Pit Lane is to the right at the exit of this chicane. Turns 15 and 16 (Anthony Hoges): A tight right-left chicane, these are the final corners of the Monaco circuit. The course narrows here through the chicane, then 'widens' to 'normal' for the Pit Straight. Pit Entry: The entrance to the Pit Lane is to the right immediately after clearing La Rascasse. Given that La Rascasse is a blind corner, on every lap, expect a slower car here headed for the pits. ============================================== GRAND PRIX OF CANADA: CIRCUIT GILLES VILLENEUVE This incredible circuit is built on an island, accessible to spectators only via subway. Much of the course runs along the southern and northern shores of the island. This course is also unusual in that the paddock area is to the outside of the course (as at Imola), along the northern shore of the island. The long, sweeping straightaways provide for excellent top-end speed - a much-welcome change from the slow, tight corners and the many unforgiving barriers of the streets of Monaco (the previous race circuit in Championship Mode) - but there are several tight corners here to challenge both drivers and cars. Mind the Casino Hairpin (Turn 10), the westernmost corner of the course. Also tricky is the Senna Curve, as it immediately follows the first corner of the race. F1 2002 presents the old circuit configuration; the new configuration is a bit shorter at Casino Hairpin (to allow for more recovery room, if needed), and has Pit Exit empty out at the midpont of Senna Curve. Pit Straight: This follows the final chicane of the circuit. As the Pit Lane rejoins the main course from the left, the Pit Straight fades to the right, setting up Turn 1. If you were successful in flying through the final chicane at top speed without needing to navigate traffic, you will likely be pushing 200MPH at the Start/Finish Line. Turn 1 (Senna Curve): This left-hand corner will require moderate braking, and immediately flows into the Senna Curve. There is a patch of extra pavement on the right before entering Turn 1, but it is set too far back to be useful in attempting to gain a better racing line. Turn 2 (Island Hairpin): This is a right-hand hairpin corner requiring heavy or severe braking. It is very easy to run too wide here, slipping off into the grass. Likewise, it is rather easy to overcompensate and cut the corner, which can cause the car to spin if taken too fast. Extreme caution is required here if racing in wet conditions, as the severity of Island hairpin can itself cause the car to slide. Perhaps the best tactic is to enter Turn 1 from the extreme right of the pavement, and brake smoothly all the way through to just beyond the apex of Senna Curve before accelerating again. Beware the barrier to the left on exit. A moderate straightaway follows the Senna Curve, so acceleration from the exit is important. Turns 3 and 4: This right-left chicane can provide a good passing zone. Turn 3 is tight and semi-blind, but passing on braking is an option for those who know the chicane well. Turn 4 is an easier corner, allowing good acceleration on exit, but it is still easy to overshoot the exit of the chicane and bang the right side of the car against the nearby barrier. Expert drivers MIGHT be able to blast through this chicane at full acceleration by making judicious use of the rumble strips. This chicane begins the segment of the circuit closely bounded by barriers. Turn 5: This sweeping right-hand corner can be taken at full speed, unless you are coping with traffic. Be careful not to hug the apex too tightly, or your right-side tires will be on the grass here. Turn 6: Finally coming out of the section of Monacoesquely- close barriers, this left-hand corner will require moderate braking, or you will be flying through the grass toward the spectators in Grandstand 33. This leads out to a very brief straightaway. Turn 7 (Concorde): Following a very short straightaway, Turn 7 is a light-braking right-hand corner. On the outside of Turn 7 is a short, steep hillside with a barrier, so DO NOT run wide entering the corner, as it is possible to send the vehicle airborne!!! It is easy to run wide on exit and slip off the course and into the barrier on the left, so be careful. Straightaway: The course runs along the southern shore of the island here. Unfortunately, the extremely tall barrier prevents much of a view, which actually forces your eyes to be transfixed on the road and any other cars ahead. Once you pass underneath the pedestrian bridge, begin braking for the upcoming chicane. Turns 8 and 9: This right-left chicane is similar to Turns 6 and 7 in that overrunning the chicane leaves you driving through the sand directly toward another grandstand full of spectators. Moderate braking will be needed to safely enter the chicane's tight right-hand corner. The second corner of the chicane is a gentler left-hand turn, but you might still run off the pavement on exit and grind the right side of the car against the barrier, or roll up on the rumble strips on the inside of the corner and lose control of the car. Accelerate strongly out of the chicane to set up passing possibilities along the following straightaway and into Casino Hairpin. Straightaway: About two-thirds of the way along, the course fades to the left. Begin braking early for Casino Hairpin unless you really want to beach the car in the kitty litter; to begin braking after passing underneath the second pedestrian bridge is almost certainly too late for this braking zone. Turn 10 (Casino Hairpin): This is a tight right-hand hairpin requiring heavy or even severe braking, depending on when you begin braking for the corner. Somehow, this corner seems to be longer than it really is, so be judicious with the accelerator until you see clear, straight track ahead. Straightaway: On exiting Turn 10, the course fades to the right, then back to the left. However, no braking is required here. Turn 11: Officially marked on course maps as a corner, the course actually only fades to the right here, thus no braking is required. You should be fairly high up in the gearbox by the time you reach Turn 11. Straightaway (Casino Straight): The Casino Straight (named for the casino in the middle of the island) runs parallel to the northern shore of the island on which the course is built; there is not much of a view to the left, but it is not very interesting anyhow (especially when compared to Albert Park Lake in Melbourne). This is by far the longest straightaway of the entire course, so much of the time spent here will be in your car's top gear, quite likely achieving speeds over 200MPH. The Casino Straight leads to the final (right-left) chicane of the course, as well as the entry for Pit Lane. if you can spot it through the trees, the Casino de Montreal is the grayish complex off the course to the right as you drive between the final two pedestrian bridges. Turns 12 and 13: This is a right-left chicane which can be cleared (without traffic) with light or moderate braking. The exit of Turn 13 has a wide odd-colored lane of concrete to allow for some swing-out; nonetheless, be careful not to bump the barrier. The exit of the chicane flows onto the Pit Straight. The Pit Lane entry runs straight ahead in line with the Casino Straight, so cars slowing on the left are likely heading in for servicing, and may block your optimal racing line if you are continuing on-course. Pit Entry: As you enter the final (right-left) chicane, the Pit Entry runs straight ahead. Once clear of the main course, there is very little room for deceleration before the Pit Lane's own tight right-left chicane, so it is very important to slow down on Casino Straight before reaching the Pit Entry. Keep as far to the left as possible when slowing on Casino Straight, allowing other cars to keep to the right as they prepare for the final chicane. ============================================== GRAND PRIX OF EUROPE: NURBURGRING From a driving standpoint, the hilly Nurburgring circuit is very much characterized by its tight corners, some of which are semi-blind turns. Tire wear is a definite issue in long races here, especially in wet conditions. Even more important, however, is braking early for almost every corner; perhaps only the narrow streets of Monaco require more braking than does the Nurburgring circuit. Unfortunately, F1 2002 presents the OLD circuit configuration; the new configuration severely changes the initial corners of the circuit so that the course briefly doubles back behind the Paddock area. Pit Straight: This straightaway is fairly long, but the Start/Finish Line is near the exit of the final corner. The Pit Lane rejoins the course near the end of the Pit Straight, just before the Castrol S. Turns 1 and 2 (Castrol S): Moderate braking is required before entering this right-left 'S' curve. It is quite easy to miss seeing the entry to the Castrol S unless traffic is present to mark the corner for you. Until you know the course really well, expect to find yourself driving straight ahead into the recovery area. Turn 2 is actually somewhat of a double-apex left-hand corner, so do not go too wide initially on exit. Also, be careful not to drive too wide exiting the Castrol S. Caution must be taken here on the first lap of a race, as the traffic truly bunches up here. Turn 3: Light braking or a quick lift of the accelerator will be necessary for this left-hand corner. However, hard braking will be required for the Ford Curve ahead. Beginning at the top of Turn 3, the course moves downhill. Turn 4 (Ford Curve): This is a hard right-hand corner, practically a 'J' curve. The course continues its downhill slope here, which significantly adds to the difficulty of the turn, especially in wet condditions. Braking too late here means a trip through the kitty litter, while riding up on the inside rumble strips usually means losing control of the car. This is definitely NOT a place to pass unless absolutely necessary. Straightaway: The course fades to the left here. If you can accelerate well out of the Ford Curve, you should be able to pass several cars here as you continue downhill. Turn 5 (Dunlop Curve): Severe braking for this hairpin is a must, unless you really want to drive through the sand. Again, rolling up on the rumble strips on the inside of the curve may cause you to lose control of the car; however, I have several times induced slight wheelspin of the right-side tires on the rumble strip, which helped to swing the car around the corner just a little faster. The course continues gently uphill here toward the Audi S. Turns 6 and 7 (Audi S): Entering the left-right Audi S, the uphill slope of the course increases, making it very difficult to see the course more than a few feet ahead. The exit of Turn 6 is the crest of this hill. Unless traffic blocks your racing line, the entire Audi S section can be taken at top speed if you have a good racing line, so good acceleration out of the Dunlop Curve will be very beneficial for passing entering Turn 6 and/or exiting Turn 7. Turn 8 (RTL Curve): With the rise in the course entering the left-hand RTL Curve, this appears to be identical to Turn 6 on approach. However, you MUST use moderate braking entering the RTL Curve, or you will definitely be off in the grass on the outside of the curve. After a short straightaway, this corner is followed by the gentler BIT Curve. Turn 9 (BIT Curve): This right-hand curve will require light or moderate braking, depending on how much acceleration was used in the brief straightaway following the RTL Curve. Turn 10 (Bilstein-Bogen): This is a gentle right-hand semi- corner which can be taken at full throttle. From here to the Veedal S, the course makes its final and steepest upward slope. Turns 11 and 12 (Veedal S): This is an extremely tight left- right made even worse for the drivers by its placement at the very crest of the hill. For those who overshoot the chicane, there is a newly-added barrier to collect you and your car. Turn 13 (Coca-Cola Curve): A 'J' turn to the right, moderate braking is required here to keep from sliding off the course. The entry of the Coca-Cola Curve is also where the Pit Lane begins, so cars may be slowing on approach to go to Pit Lane for servicing. This is the final corner of the circuit. Pit Entry: The Pit Lane begins at the entry of the final corner. It is extremely important to slow down before entering Pit Lane; if you come in too fast, you will certainly damage the front of the car on the barrier. Keep tight to the right for Pit Entry, to allow those continuing the race to have the prime racing line to the left of the pavement. ============================================== GRAND PRIX OF GREAT BRITAIN: SILVERSTONE For the 2000 F1 season, the British Grand Prix was moved up in the racing calendar, and resulted in a very wet weekend (although the race itself was semi-sunny); fortunately, FIA learned its lesson and moved the British Grand Prix further back in the calendar in 2001, and continued that trend for 2002. Built on an airport site which is contracted to host the Grand Prix of Great Britain until at least 2010, this historic course features wide run-off areas in most places. The final segment of the circuit is also very similar to - but also vastly different from - The Stadium at Hockenheim. Pit Straight: The Start/Finish Line is directly at the beginning of the Pit Straight. There is no room for error on the right side of the track, as the Pit Lane barrier is directly against the pavement. Turn 1 (Copse): This is a moderate right-hand corner which can be taken at full speed, but be careful to not run off the course at the exit of the turn. The best racing line is to tightly hug the apex, but the Pit Lane barrier is right there against the pavement, so it is imperative to keep the right- side tires from rubbing the barrier. Turn 1 exits onto a long straightaway. Straightaway: The Pit Lane rejoins the main course from the right about 1/3 of the way along the straight. Turns 2-5 (Bechetts): This is a set of left-right-left-right 'S' curves. Turns 2 through 4 can be taken at full speed or with very quick tapping of the brakes, but Turn 5 requires moderate braking to keep to the pavement. Turn 6 (Chapel): This is a gentle left-hand corner which can be taken at full speed. This opens onto Hangar Straight. Straightaway (Hangar Straight): At 738.28m, this is by far the longest straightaway of the course. Powerful acceleration out of Turn 5 (the final corner of Bechetts) can lead to good passing opportunities along Hangar Straight and/or entering the almost-nonexistent braking zone for Turn 7 (Stowe). Turn 7 (Stowe): Light braking or a quick lift off the accelerator will be required here (unless blocked by traffic) in order to remain on the pavement. This is a tricky, sweeping, right-hand corner followed immediately by a left- hand semi-corner. This is the southernmost point of the course. Straightaway (Vale): If you can somehow successfully navigate Stowe without braking or lifting, then you should be able to continue passing others fairly easily along Vale, especially if they had to brake heavily in Stowe. Turns 8 and 9 (Club): There is a stretch of pavement to the left, but that is NOT the official course; in fact, it has a tall barrier blocking a clear path for those who wish to accumulate a Stop-Go Penalty. The official corner is a tight left-hand turn followed by the increasing-radius right-hand Turn 9, leading out onto another long straightaway (Abbey Straight). Turns 10 and 11 (Abbey): Like the previous set of corners, there is another stretch of pavement to the left which is not part of the official course; as before, this patch of pavement is blocked by a tall barrier, and taking this route will accumulate a Stop-Go Penalty. The official Turn 10 is a tight left-hand corner, but not as tight as Turn 8. This is immediately followed by a Turn 11, a right-hand corner which can be cleared with little or no braking depending on how much you slowed entering Abbey. Be careful not to slip off the course and rub the nearby barrier on exiting Abbey. Straightaway (Farm Straight): With good acceleration out of Abbey, good passing opportunities can be made here. Turns 12-16: This final segment of the circuit is very similar to The Stadium at Hockenheim. However, these similar segments cannot be approached in the same manner. Turn 12 (Bridge): Immediately after passing underneath the pedestrian bridge, you will enter a complex similar to The Stadium at Hokkenheim. This is a right-hand corner which can likely be taken at full speed. Turn 13 (Priory): This left-hand corner will require moderate braking. Turn 14 (Brooklands): Another left-hand corner, this one requires heavy braking. There is a small sand trap for those who miss the braking zone. Turn 15 (Luffield): This set of right-hand corners essentially forms a 'U' shape, and requires moderate or severe braking to avoid sliding off into the kitty litter. The exit of Luffield can be taken flat-out all the way to Turn 5. The entry to Pit Lane is on the right shortly leaving Luffield. Turn 16 (Woodcote): Barely a corner but more than a fade, the course eases to the right here. The right-side barrier begins abruptly here (be careful not to hit it). Pit Entry: The Pit Lane begins to the right between Luffield and Woodcote. The new Pit Lane has a gentle right-hand swing, so you can come into Pit Lane at top speed and have plenty of room to slow. ============================================== GRAND PRIX OF FRANCE: NEVERS MAGNY-COURS The Magny-Cours circuit is characterized by long, sweeping straightaways, and fairly quick corners. The Adelaide hairpin will almost definitely cause trouble, especially for aggressive drivers, and is one of the slowest corners in modern F1 racing. This is a very fun course to drive (admittedly a very subjective statement), but its layout can produce problems from the standpoint of hearing other cars: Three of its main straightaways are almost exactly parallel to each other with little distance and no large obstacles between them, sometimes making it difficult to determine where other cars are truly located around you as you try to anticipate where the next group of traffic that you will need to navigate is located; listen attentively to the team radio for useful traffic information. The circuit also has extremely wide areas along most of the main course for a car to pull aside should a major malfunction arise. Unfortunately, F1 2002 places the Start/Finish Line well down Pit Straight, whereas the real-world Start/Finish Like is at the exit of High School. This is the circuit where Michael Schumacher won the 2002 Drivers' Championship. Pit Straight: Following the tight High School chicane, strong acceleration through the Pit Straight creates good passing chances through Great Curve and into Estoril. However, the tightness of the High School chicane and the incredibly close proximity of the Pit Lane barrier requires immense caution and headache-causing concentration as you come onto the Pit Straight. The Start/Finish Line is about halfway down the Pit Straight; the Pit Lane rejoins the course from the left at this point. Turn 1 (Great Curve): In accordance with its name, this is a sweeping left-hand corner which can be taken flat-out unless encumbered by a lot of traffic. Turn 2 (Estoril): Either light or moderate braking will be needed for entering the VERY long right-hand 180-degree Estoril; in either case, you will almost certainly be tapping the brakes repeatedly through Estoril. It is quite easy to roll the right-side tires off onto the grass, and it is just as easy to slip off onto the grass on the outside of Estoril - both can easily occur, whether navigating traffic or driving alone. Straightaway (Golf): The Golf Straight if by far the longest of the course and includes several fades to the right. Turn 3 (Adelaide): The right-hand Adelaide hairpin is EXTREMELY tight. The key here is to brake EARLY, as you will be downshifting from your top gear to your lowest gear rapidly; if you begin braking too late, you will be off in the grass. If you accelerate too soon out of Adelaide, you will be rolling through the kitty litter and losing valuable track position. Even 30MPH is likely to be too fast here. Straightaway: Acceleration out of Adelaide is important for passing other cars here. There are a few fades in the course here. Turns 4 and 5 (Nurburgring): This is a right-left chicane which will require light braking. It is possible to fly through Nurburgring without braking by making use of the bright-green extension on the inside of Turn 5; however, this extension is significantly shorter than it was in F1 Championship Season 2000. Turn 6 (180 Degrees): This is quite true - the official name of this corner is '180 Degrees' according to the official Web site of Magny-Cours. This is a wide left-hand hairpin nestled well within the Estoril hairpin. Running too wide here will put you out in the sand; running too close to the apex could put you up on the rumble strips and force you to lose control. While this corner is not as slow as the Adelaide hairpin, you really do not want to try pushing very much faster here. Straightaway: The third of the three parallel-running straightaways, this 'straightaway' has several fades before the Imola chicane. Turns 7 and 8 (Imola): This right-left chicane should require light braking, except for cars with a flawless racing line. The bright-green extension on the inside of Turn 8 is longer than in F1 Championship Season 2000, which could well be used for top-speed navigation of the chicane. A short straightaway out of Imola sets up the Water Castle curve. Turn 9 (Water Castle): Somewhere between a standard 'J' turn and a hairpin, this is an increasing-radius right-hand corner leading into the final straightaway of the circuit. Turns 10 and 11 (High School): There is a false line of pavement to the right as you near the official chicane; this false pavement runs directly up to an immovable barrier (I believe this is the Pit Entry for other forms of racing at the circuit). The official chicane requires moderate braking on entering, and allows for a VERY short burst of acceleration on exit. If you completely miss this chicane, you will blast through the sand trap and break the front end on a perpendicular barrier blocking any direct access to Pit Lane. Turn 12 (High School): On entry, the Pit Lane begins to the left. The official corner is a TIGHT right-hand turn which requires moderate or even heavy braking; wheel lock is very much a possibility here, especially in wet conditions. If you miss the corner, you will blast through the all-too-brief sand trap and ram directly against a barrier and bounce backward into any cars behind you. Speed is an extreme concern here; it is virtually impossible to go too slow, but going too fast will definitely result in a crash (with great possibility of bouncing into follow-up crashes with other cars, or with another nearby barrier). Pit Entry: The Pit Lane begins to the left at the entry of Turn 12. The Pit Lane has its own sharp right-hand turn almost immediately, so it is best to begin slowing (or rather, barely accelerating) as you leave the High School chicane. ============================================== GRAND PRIX OF GERMANY: HOCKENHEIM Surrounded by multitudes of trees which make much of the circuit rather dark in wet races, this is the fastest course used for F1 racing in 2002. If not for the Jim Clark, Brems, and Ayrton Senna chicanes, cars would be flying around the course in top gear all the way from the North Curve (Turn 1) to the entry of the Stadium (Turn 10). Except for the right side of the Pit Straight, there is more than enough room to pull well off the pavement should a car have a serious problem on any part of the circuit. It is truly interesting that the German Grand Prix immediately follows the British Grand Prix, due to The Stadium here at Hockenheim and its unnamed similar segment at Silverstone. Important Note: These driving instructions are for the old Hockenheim circuit, which is still used in F1 2002 despite the circuit's drastic reconfiguration and shortening in Spring/Summer 2002. Pit Straight: This is an extremely short straightaway compared to the rest of the course. Turn 1 (North Curve): This right-hand corner will require moderate braking to keep out of the expansive kitty litter. The Pit Lane rejoins the course from the right at the exit of North Curve. Acceleration out of North Curve is of key importance due to the length of the ensuing straightaway. Straightaway: Immensely lengthy and lined with trees, speed is of the utmost importance here. The entire straightaway is an extremely gentle fade to the right. Drift to the left when you reach the grandstands. Turns 2 and 3 (Jim Clark Chicane): A nasty barrier blocks any shortcutting attempts of this right-left chicane. Moderate or heavy braking will be required for Turn 2 (or light braking if not in traffic and using a FLAWLESS racing line which makes judicious use of the rumble strips), but full acceleration can be taken leading out of the chicane. There is a wide patch of pavement on the inside of Turn 2, but shortcutting here results in a Stop-Go Penalty. Straightaway: Yet another long, sweeping straightaway which fades calmly to the right, so powerful acceleration out of the Jim Clark Chicane is imperative to keep from getting passed. Drift to the left before entering the Brems Chicane, and begin braking much earlier than for the Jim Clark Chicane. Turns 4 and 5 (Brems Chicane): The original course configuration (used in older F1 racing games) did not have a chicane here, and the original pavement remains (without a barrier). However, the official course suddenly cuts tightly to the right and then cuts tightly to the left to rejoin the old pavement. Moderate braking will be needed for Turn 4, and light braking for Turn 5. This right-left chicane has a continual downhill slope, adding to the difficulty of the chicane. Even with the Flags option disabled, the angle of the old pavement to the official chicane is such that it is impossible to blast through this segment at top speed without spinning the car through the kitty litter. Turn 6 (East Curve): This is a very wide right-hand corner which can be taken at top speed. Strong acceleration out of Brems is key to assist in passing here. Straightaway: This is yet another long straightaway, but without any fades. Drift to the right for the Ayrton Senna Chicane. Turns 7-9 (Ayrton Senna Chicane): DO NOT follow the old course pavement directly ahead unless you really WANT to collide with the brand-new barrier. The official course turns to the left, cuts to the right, and eases left again. It is actually possible to speed into Turn 7 at top speed, lift off the throttle through Turn 8, and accelerate quickly out of the chicane - but this is certainly NOT recommended. Straightaway: The final long straightaway of the course has extra pavement on the left - this could potentially be a place to pass large numbers of cars. This extra pavement begins shortly after the exit of the Ayrton Senna Chicane, and ends at the entry of the Stadium; thus, if you are on this 'extra' pavement entering the Stadium, you will have a better racing line for Turn 10, allowing you to navigate the corner with less. Turns 10-13 (The Stadium): This is similar to the final segment of the Silverstone circuit. However, do not expect to drive The Stadium the same way you would the final segment at Silverstone. Turn 10 (Entrance to the Stadium: Agip Curve): Light braking may be required here, but you should be able to pass through the Agip Curve without any braking at all (especially if your racing line began with the 'extra' pavement on the left before the Stadium). A short straightaway follows. Turn 11 (Continuing through the Stadium: Sachscurve): This is a left-hand wide hairpin turn, requiring moderate braking. Be careful not to end up in the grass, either entering or exiting the corner. Straightaway (Continuing through the Stadium): This short straightaway has a fade to the left, followed by a fade to the right. Turns 12 and 13 (Exiting the Stadium: Opel): The first right-hand corner is somewhat tight, and heavy braking will be required here; the old course rejoins the current course from the left on exit, so if you run wide in this corner, you can likely recover here using the old pavement. The final corner of the circuit is a right-hand turn which will require moderate braking. The Pit Lane entry is to the right just before the official Turn 13. Pit Entry: The Pit Lane begins to the right at the entry of Turn 13 (the final corner of the Stadium). ============================================== GRAND PRIX OF HUNGARY: HUNGARORING The Hungaroring circuit has wide run-off areas, which can be quite important, especially for Turn 1. It is imperative to qualify near the top of the grid and be (one of) the first through this corner, as traffic backs up tremendously here at the start of a race - moreso than at most other circuits due to the extremely nasty configuration of the first turn. Pit Straight: Like Interlagos, Pit Straight is the highest elevation on the course and a very long straightaway. Actually, the highest elevation is at the very end of the Pit Straight, at the entrance of Turn 1, due to the continual uphill slope. Turn 1: It's all downhill from here, almost literally. This tight right-hand hairpin corner is downhill all the way through, making early braking a necessity; plus, you will certainly be tapping the brakes all the way through this important first turn. If you do overrun the corner, there is a huge sand trap for your inconvenience. However, if you roll up on the inside rumble strips, expect your car to spin violently and collide with anything nearby. Turns 2 and 3: After a short straightaway, Turn 2 is a left- hand 'J' turn requiring moderate braking. Turn 2 is quickly followed by Turn 3, a light-braking right-hand corner which must be taken at full throttle on exit to set up passing opportunities through Turn 3 and along the ensuing straightaway. Turn 4: This moderate left-hand corner may require light braking or may be taken flat-out. Plenty of kitty litter awaits those who overrun the corner. Turn 5: Moderate braking is necessary for this right-hand 'J' turn. Plenty of sand is available on both sides of the pavement here, just in case. Turns 6 and 7: The CPU is very touchy about this right-left chicane; virtually ANY short-cutting here results in a Stop- Go Penalty. There is plenty of sand here as well, just in case. Turn 6 is tight, requiring heavy braking. Turn 7 requires moderate braking, and beware the barrier on exit if you happen to swing out too wide. Turn 8: This moderate left-hand corner may require light braking, but may also be taken as a full speed passing zone if using rapid reflexes and a flawless racing line. Turn 9: Almost immediately following Turn 8, this right-hand corner definitely requires moderate braking to keep to the pavement. Accelerate strongly out of Turn 9 to set up good passing opportunities. Turn 10: An easy left-hand corner which can be taken at top speed, but only with a good racing line. This is a prime place to pass if sufficient acceleration was made out of Turn 9. Turn 11: Shortly following Turn 10, the right-hand Turn 11 requires moderate braking to stay out of the kitty litter on the outside of the corner. Turns 12 and 13: This is a right-left chicane for which the CPU is again very touchy concerning shortcutting. Turn 14: This is a narrow 'J' turn to the left. At first, there is plenty of sand to the outside for those who overrun the corner, but then a metal barrier rubs up against the pavement beginning about halfway around the corner, so DO NOT overrun the corner if you like having the right side of the car intact. The course begins its steep uphill trajectory here. A very short straightaway follows. Turn 15: At the entry of this final corner is the Pit Lane entry, so beware of slower cars on the right. The official corner itself is a tight, uphill, right-hand hairpin with little room for those who overrun the corner. Accelerate strongly (but not too early) out of this final corner to pass along the Pit Straight and put on a show for the spectators. Do not take this corner too tightly, or you will damage the right-side tires on the Pit Lane barrier. Pit Entry: The Pit Lane begins at the entry of Turn 15 on the right; begin slowing (rather, do not accelerate much) at the end of Turn 14 (the left-hand 'J' turn). ============================================== GRAND PRIX OF BELGIUM: SPA-FRANCORCHAMPS This is a well-storied course used for many forms of racing. The longest course used in the 2002 F1 season, the forest setting is rather scenic. This is also home to the famous Turn 1 - the La Source hairpin - which is deemed the slowest corner in all of F1 racing. As at Hungaroring, it is very important to be at the front of the grid on the first lap to safely navigate the first turn. Due to the forest setting, much of the circuit is perpetually shadowed, which is especially significant if racing in wet or overcast conditions. Pit Straight: Strong acceleration out of the Bus Stop chicane allows SOME room for passing here. Fortunately, the Start/Finish Line has been moved back away from La Source. The course also slopes downward here, all the way through La Source. Turn 1 (La Source): This is an incredibly tight right-hand hairpin. Fortunately, there is plenty of swing-out room and plenty of recovery space, both paved, which can provide a great passing opportunity by taking an extremely wide racing line. The downward slope of the course is not much here, but it does add to the difficulty of this hairpin turn. Brake lock-up and the resultant flat-spotting of the tires is quite easy to inadvertently accomplish here, especially in wet racing conditions, so caution is extremely important. If a car in front of you takes the wrong racing line, passing here can be easy if you can suddenly dart either to the outside or the inside of the turn. Passing can also occur here if you brake REALLY late. Straightaway (Eau Rouge): Immediately at the exit of La Source is where Pit Lane rejoins the main course, so try to keep away from the inside of the course here, especially since the barrier prevents cars exiting La Source to see cars exiting Pit Lane (and vice versa). To the right is the Pit Lane for the 24-hour races held at Spa-Francorchamps; take care not to smash into this concrete Pit Lane barrier, especially if you are too hard on the accelerator exiting La Source and force the car into a slide or a spin to the right. Immediately after passing the 'other' Pit Lane and entering Eau Rouge (Red Water), the straightaway has several fades during a semi-blind steep uphill climb into Turn 2. It is all too easy to misjudge the racing line and wind up out in the sand and the grass on either side of the pavement here, so memorization of this segment of the circuit is just as important as perfect timing in order to keep the car on the pavement. Until this corner can be taken flawlessly, it is best to keep to single-file driving through the fades. Turn 2 (Eau Rouge): This is an easy right-hand corner at the top of the steep uphill climb. The kitty litter on either side of the course fades away shortly after the corner. Straightaway (Kemmel): The course truly enters the forested area here, with trees lining both sides of the course and casting lengthy shadows which make this area of the circuit rather dark when racing in wet conditions. Cars can easily achieve speeds over 200MPH by the end of this straightaway. The end of Kemmel is where Mika Hakkinen made 'The Pass' on Michael Schumacher in the 2000 Grand Prix of Belgium. Turns 3-5 (Malmedy): This is a right-left-right combination of corners. Moderate or even heavy braking is necessary entering Malmedy (Turn 3), but little or no braking is needed for Turn 4. After an almost non-existent straightaway, light braking is needed for Turn 5 to keep from running into the nearby grandstand. The Malmedy complex has plenty of run-off room, comprised of both sand and grass, with minor short- cutting permitted by the CPU. Entering Malmedy, be sure not to keep going straight along another stretch of pavement (part of the old circuit), which leads to a barrier. Straightaway: Between Malmedy and Bruxelles (the French spelling of 'Brussels,' the capital of Belgium), the course takes a steep downward trajectory. This can be a good passing zone for those who did not need to use the brakes (much) leaving the Malmedy complex. Turn 6 (Bruxelles): The course continues downhill all the way through this right-hand hairpin, making heavy braking a necessity before the corner as well as light braking most of the way through Bruxelles, especially if the tires are rather worn. If any corner is to be overrun on a regular basis during the course of the race, this is it (due to the downhill slope), so the wide sandy recovery area may actually be a blessing in disguise. However, due to the slope of the hill, running up on the rumble strips on the inside of the turn may well result in a spin or other loss of control; if done 'correctly,' this may also result in launching the vehicle airborne. Turn 7: Shortly following Bruxelles, this left-hand corner requires moderate braking. Turn 8 and 9 (Pouhon): These two easy left-hand corners essentially form a wide 'U' shape, and require light or moderate braking. There is plenty of run-off room here, if needed, on both sides of the pavement. Turns 10 and 11 (Fagnes): This right-left complex will require moderate braking on entry, and possibly tapping the brakes through Turn 11 as well. Accelerate well out of Fagnes to pass one or two cars on the short straightaway which follows. Turn 12 (Stavelot): This is another right-hand corner, requiring light or moderate braking. It is highly important to accelerate STRONG out of Stavelot, as you won't be using the brakes again until the Bus Stop Chicane. Turn 13 (Blanchimont): This is a long, sweeping, left-hand corner which must be carried at top speed (from Stavelot) or else you WILL be passed by others. The trees here are pretty, but keep your eyes on the road, especially due to the shadows cast over the circuit. Turns 14-17 (Bus Stop Chicane): This is a tight left-right followed by a super-short straightaway and a tight right- left. The beginning of the chicane is at the top of a small rise, so the first two turns are blocked from view on approach (especially from Driver View) unless other cars are there to mark the course for you. Moderate braking should be used for both parts of the Bus Stop, but true experts can semi-easily fly through the Bus Stop at top speed without incurring a Stop-Go Penalty for shortcutting the chicane (but be prepared to save the car should the rumble strips cause you to lose control). Pit Entry: While the Bus Stop Chicane begins here with a tight left-hand corner, the Pit Lane continues straight ahead, with a quick right-left mini-chicane of its own. There is not much room in Pit Lane to slow down before reaching the Paddock, so slow on the main course, but keep to the right to allow cars remaining in the race to pass you on the left as they enter the Bus Stop Chicane. ============================================== GRAND PRIX OF ITALY: MONZA This historic high-speed track hosts a highly partial pro- Ferrari crowd - affectionately known as the 'tifosi.' The 2000 Italian Grand Prix is the race in which a volunteer corner worker was killed at the Roggia Chicane, due to all the flying debris from the first-lap multi-car collision caused by Heinz-Herald Frentzen missing his braking zone. This is also the final race of the 'European' season; the final two races are both overseas, 'flyaway' races (at Indianapolis and Suzuka). Pit Straight: Strong acceleration out of the Curva Parabolica can create prime passing opportunities along the Pit Straight, the longest straightaway at Monza. The Pit Lane begins on the right shortly after exiting the Parabolica. Turns 1-3 (Rettifilio): The new chicane here is a tight right-left with a gentle right turn back into line with the original pavement. The chicane is blocked by a barrier, but the inside of Turn 1 has a paved 'extension' which may be of benefit. Even with Flags on, shortcutting the chicane TO THE RIGHT OF THE BARRIER can be done at top speed, thus lowering lap times; shortcutting to the left of the barrier results in a Stop-Go Penalty. Turn 4 (Biassono): This sweeping right-hand corner among the thick trees can be taken flat-out. To the left is a long, wide area of sand, but the corner is so extremely gentle that the sand should not be needed for any reason unless you blow an engine or severely puncture a tire. Turns 5 and 6 (Roggia): Despite the flatness of the Monza circuit, this chicane is extremely difficult to see on approach unless traffic is present to mark the pavement for you, so it is very easy to overrun the chicane. This is a very tight left-right chicane, so moderate or heavy braking is required; shortcutting through here at full throttle is possible by making use of the new, narrow, bright-green extensions on the inside of each corner, as the CPU us rather tolerant of shortcutting here (compared to previous incarnations of the game). There is a large sand trap for those who miss the chicane altogether. Turn 7 (First Lesmo): This right-hand corner requires moderate braking. There is a wide sand trap on the outside of the corner, just in case. Beware the barrier on the inside of the corner. About 150MPH is the maximum speed here, or you risk slipping off the course and into the kitty litter. If you shortcut the first two chicanes of the game, this will be the first time you absolutely need to use the brakes. Turn 8 (Second Lesmo): This right-hand corner is a little tighter than First Lesmo, and also has a significant area of kitty litter on the outside of the corner. Moderate braking will be needed here. Again, beware the barrier on the inside of the corner. Generally, about 140MPH is the maximum speed here to keep from sliding off the pavement. Straightaway/Turn 9 (Serraglio): This is really just a fade to the left, but the official course map lists this as a curve. Counting this as a fade, this marks about the halfway point on the longest straightaway of the Monza circuit. There is sufficient room to pull off the course here on either side if necessary, except when passing underneath the first bridge. The circuit is extremely bumpy between the two bridges. Turns 10-12 (Ascari): The Ascari chicane is more difficult than it seems. Turn 10 is a left-hand corner requiring at least light braking. This is followed immediately by a right-hand corner requiring moderate braking. Turn 12 can be taken at full acceleration if you slowed enough in Turn 11. Wide areas of grass and sand are available for those overruninng any part of the chicane. Still, unless encumbered by traffic, experts may be able to take Ascari at full throttle with a flawless racing line which makes use of the rumble strips as well as the bright-green 'extension' on the inside of Turn 10. Straightaway (Rettilineo Parabolica): This is the second- longest straightaway at Monza and a prime passing zone, especially with powerful acceleration out of Ascari. Turn 13 (Curva Parabolica): This final corner is a very-wide increasing-radius right-hand hairpin. Light or moderate braking is required on entry, but after about one-third of the way around the hairpin, stand on the accelerator all the way through to Rettifilio. The outside of the Curva Parabolica has an immense expanse of kitty litter, but this really should not be necessary unless you suddenly need to take evasive action to avoid someone else's accident. After the Lesmo corners, the Curva Parabolica is the third and final place where braking is a definite MUST. Pit Entry: Shortly after exiting the Curva Parabolica, the Pit Lane begins on the right. This is perhaps the shortest Pit Lane in all of F1; there is virtually NO room for deceleration once leaving the main course, so cars going in for servicing will begin slowing at the exit of the Curva Parabolica. ============================================== GRAND PRIX OF THE UNITED STATES: INDIANAPOLIS The inaugural U.S. Grand Prix was significant for two reasons. First, for the first time ever, cars were racing 'backward' (clockwise) at Indianapolis. Second, cars were racing in the rain, which is virtually unheard-of in American auto racing (CART is an exception, but only on road courses). Fortunately, FIA gave the live rights to ABC for the American audience, a very intelligent move to try to increase F1's exposure in the American market; this would not have been nearly as effective if SpeedVision had been permitted the live rights for the race, as SpeedVision is a cable- /satellite-only channel, and not all cable systems carry SpeedVision in their more affordable packages (in Tucson, I personally pay $25 extra per month just to get the package which includes SpeedVision). Except the Pit Straight, the U.S. Grand Prix circuit features wide run-off areas, especially along Hulman Blvd. According to many of the drivers, part of the 'mystique' of the U.S. Grand Prix at Indianapolis is the closeness of the spectators; at no other F1 circuit are the fans literally 'just across the wall' from the cars (the main grandstands at Albert Park would come closest). The U.S. Grand Prix begins the final 'flyaway' (non-European) races of the 2002 season. Pit Straight: This is the same as the Pit Straight used for the Indy and NASCAR races here, but the F1 cars drive in the 'wrong' direction (clockwise). Expect top speeds close to or even exceeding 200MPH. Turns 1 and 2: After more than 25 seconds at full throttle, this tight right-left combination can be deadly if you miss the braking zone. Brake early and hard to safely navigate Turn 1 in first or second gear, then accelerate violently through Turn 2. Turn 3: This is a sweeping right-hand corner which can be taken at top speed. Turn 4: This is a long right-hand 'J' turn requiring moderate braking to keep to the pavement. Turn 5: Another right-hand corner, this corner requires light or moderate braking, and can be a good passing zone with good braking on entry. Turn 6: This left-hand hairpin requires good braking throughout. Accelerating too soon will certainly put you out on the grass. Turn 7: This is a right-hand 'J' turn onto the famous Hulman Blvd., which leads to the Indy Museum. Moderate braking is need here, but there is fortunately an immense paved swing- out area on exit which stretches much of the way toward Turn 8. Straightaway (Hulman Blvd.): This is the longest straightaway of the infield section of the Indianapolis F1 circuit, so strong acceleration exiting Turn 7 is key here. Turn 8: Turning to the left, this corner requires moderate or heavy braking, depending on your car's top speed on Hulman Blvd., and is rather easy to miss if not marked by traffic. However, the following straightaway is extremely short, so do not expect to accelerate much (if at all) before 'Mickey' and 'Mouse.' Turn 9 ('Mickey'): This is a tight right-hand 'J' turn, nicknamed 'Mickey' by the sportscasters at the inaugural F1 race at Indianapolis. This is a second-gear corner at best, but first gear is probably a better choice here. Turn 10 ('Mouse'): This tight left-hand hairpin corner was nicknamed 'Mouse' by sportscasters. Any dry-conditions speed above 40MPH will certainly force you off the course and into the grass. A strong, short burst of acceleration out of 'Mouse' can set up a good passing opportunity in Turn 11. Take care not to induce wheelspin on exit. Turn 11: This long right-hand corner is the final corner of the course requiring braking. It is still fairly easy to slip off the course (especially in wet racing conditions), so be careful here. From here all the way to the end of the Pit Straight, you should be fully on the accelerator for approximately 28 seconds before braking for the first corner. Turn 12: This right-hand corner brings the cars back out onto the oval used for Indy and NASCAR races, and coming back out onto the banking may be a little challenging at first. No braking is required here. Turn 13: This is the banked 'Turn 1' of the Indy and NASCAR races here, but taken in reverse (clockwise) for the U.S. Grand Prix. It is important to hug the apex of the corner tightly, but keep off the infield grass. Pit Entry: The Pit Lane begins just before Turn 13. There is plenty of room to enter Pit Lane and slow down, so keep up to speed while still on the main circuit. ============================================== GRAND PRIX OF JAPAN: SUZUKA This world-famous circuit in figure-eight style is used for many forms of auto and motorcycle racing; as such, those who have played other racing games (such as Moto GP World Tour or Le Mans 24 Hours) may already have some familiarity with the Suzuka circuit. One of the most famous sights of the 'circuit' is the large Ferris Wheel on the left behind the grandstands as cars pass along the Pit Straight. This is the circuit where Michael Schumacher won the 2000 Driver's Championship. Suzuka was once the official test circuit for Honda, with the figure-eight configuration ensuring that there were a near-equal number of both left-hand and right- hand turns; similarly, the circuit was purposely designed to include as many types of corners and situations as possible, which makes the Suzuka circuit more technically difficult than it might at first appear to Suzuka novices. Pit Straight: Good speeds can be achieved here with strong acceleration out of the chicane. The Pit Lane rejoins the course from the right near the end of the Pit Straight. Turn 1: This right-hand (almost double-apex) hairpin requires moderate braking on approach, and you will likely be tapping the brakes through the hairpin itself. This begins an uphill climb, and it is difficult to see the left side of the pavement on exit, so be careful not to run too wide and end up out in the sand. There is really no reason to overrun the hairpin on entry, as the corner is quite easily identifiable. Turns 2-5 (S Curves): This is by far the hardest section of the course - tight left-right-left-right corners. The first of the 'S' curves can likely be taken at full speed, with light or moderate braking for Turn 3. Turn 4 can be taken either flat-out (not suggested) or with light braking. No matter what, slam HARD on the brakes for Turn 5, the tightest corner of the 'S' section. This entire segment of the course continues the uphill climb, making Turn 5 particularly more difficult. There is ample recovery room on either side of the course through the uphill 'S' section. The 'S' section is a good place to pass slower cars, if you have enough confidence in your brakes to pass during corner entry. No matter what, you will NOT be surviving the 'S' curves unless you use the brakes generously - or use only second or third gear. Turn 6 (Dunlop Curve): This sweeping left-hand corner is the crest of the initial uphill segment of the course. However, it is best to brake lightly or at least lift off the accelerator to keep from sliding out into the grass and sand on the right side of the long corner. Turn 7 (Degner): Here, the course turns to the right in anticipation of the figure-eight pattern. Light braking will likely be required, but it is possible to speed through here without braking. To the outside of the course is a wide expanse of grass and sand in case you overrun the corner. Turn 8 (Degner): The final right-hand corner before passing underneath the bridge, this turn is tighter than the previous corner, thus moderate or heavy braking and a steady racing line will be required here. This is also another prime passing zone. Take care not to overrun Turn 8, or your front-left tire will be damaged. Straightaway: Accelerate strongly out of Degner and you may be able to pass one or two cars as you race underneath the bridge. The course fades to the right here before reaching the tight Hairpin. The fade is a good place to begin braking for Hairpin. Turn 9 (Hairpin): This is a tight left-hand hairpin which begins the next uphill segment of the Suzuka circuit. It is possible to shortcut a little here, but the grass combined with the angle of the hill here will really slow you down and perhaps cause you to spin and/or slide, especially in wet conditions. Be careful not to accelerate too soon, or you will be out in the grass. There is a sizeable patch of kitty litter for those who miss the hairpin completely or lock the wheels. Turn 10: Continuing the uphill run, the course here makes a wide sweep to the right. Any braking here means losing track positions. Turns 11 and 12 (Spoon): This is a tricky pair of left-hand corners, in a decreasing-radius 'U' formation. The first corner is fairly standard, requiring little braking. However, Turn 12 is both tighter AND slopes downhill, so judicious usage of brakes and a pristine racing line are both important here, especially if attempting to pass a slower vehicle. If you repeatedly misjudge any single corner at Suzuka, it will be Turn 12; fortunately, there is plenty of recovery room on both sides of the pavement here. However, do not roll up on the rumble strips or the grass on the inside of Turn 12, as that will almost certainly cause you to lose control and likely spin. Straightaway: Power out of Spoon and rocket down the straightaway, passing multiple cars. After you cross the bridge, start thinking about the chicane. (If you feel a bit cocky, try speeding through the Pit Lane for the support races, located on the right as you start uphill again - this Pit Lane will be familiar to those who have played Le mans 24 Hours.) Turn 13 (130R): Shortly after crossing the bridge, the course turns gently to the left. Light braking or - even better - a quick lift off the accelerator - is almost certainly required at 130R to keep from sliding off-course, although experts can speed through here at full throttle with an excellent racing line and no encumbering traffic. Turns 14-16 (Chicane): This is the trickiest part of the course (even moreso than Hairpin), and quite likely the one area which will determine whether or not you can execute a good lap time. The chicane begins with a moderate turn to the right, then a tight left-hand corner, then ends with a wider turn to the right and empties out onto the Pit Straight; all of this is on a downhill slope, adding to the inherent difficulty of Chicane. Fortunately, the inside of the chicane is filled with only sand, not barriers, but shortcutting the chicane will likely result in a loss of control (due to the rumble strips and the kitty litter), or at least cause you to slow tremendously. Be careful coming out of Turn 15 so that you don't go too wide and bump the right side of the vehicle on the Pit Lane barrier. Pit Entry: Using the old entrance to Pit lane, the Pit Lane begins to the right just before Chicane. The current real- world course configuration has cars entering Pit Lane from the tiny stretch between Turns 15 and 16. ============================================== ============================================== ============================================== WISH LIST - MINE There are several additions and modifications I hope EA Sports makes in future versions of their F1 racing games. These are not presented in any particular order. 1.) FIX FIA RULES IMMEDIATELY - THIS IS A TOP PRIORITY!!!!!!! 2.) Implement the 107% Rule, either permanently or via a gameplay option. 3.) The AI is FAR too aggressive, especially on standing starts. Even if I qualify P1, I almost ALWAYS get tagged from behind, which puts me off the track and eventually at the very back of the field by the time I can recover. 4.) Handling options should be given for Normal Handling. Set-up options should include more than just tires when using Normal Handling; a smaller list of set-up options, perhaps those used in F1 2000, should be offered. 5.) Please bring back Training Mode!!!!! 6.) History Mode - Perhaps unlockable, allow players to race in versions of F1 cars from the 1950s to the present, on courses which have previously hosted F1 races (Adelaide, Detroit, etc.). 7.) Periodic radio updates on the points-paying positions would be helpful, as it is not always feasible to safely watch the World Feed information at the bottom of the screen. 8.) Start each race on the warm-up lap, and force players to correctly find their grid position for the Standing Start. (This may best be used only in Grand Prix mode.) 9.) Provide a separate 'Map' option, which will allow players to scrutinize detailed course maps. This would be especially beneficial for visual learners. ============================================== WISH LIST - OTHERS Here are some wish list ideas from the members of the F1 2002 (PS2) message board on GameFAQs (http://www.GameFAQs.com/): From: speeddevil83 1) Fix the twitchy controls on simulation handling. When I move the analog to one side, the car slips very easily in turns. Thus going around fast sweeping curves causes me to lose some speed instead of gaining. 2) Better exhaust sounds from the F1 cars 3) Improve the graphics From: AppleColour I hope they make the next F1 game properly for PS2! and make the next game plays better with d-pad. Also please don't release a half-baked cake/game in the middle (or 1st half) of a F1 season If they do release an updated version of F1 2002 in the end of the year. Can we, the people who bought the original F1 2002, buy the new game at a discount price. Of course we have to show that we have F1 2002 in some way, maybe. From: ViperMask Make a new game engine. From what I read they need to fix it up. I should try the game though...I don't have a PC powerful enough. :( Edit mode - Mess with the engine contracts and drivers contracts. Create a driver with pictures of helmets, adding your own picture (just import a .jpg or something), etc. Realistic driver stats and "styles" - I.E. Alex Yoong's style would be so damn slow because he is a slow driver; Jacques Villeneuve would be over aggressive and overdriving; Mark Webber copies Michael Schumacher's style (well his course lines.); Juan Pablo Montoya is good at qualifying, and is over aggressive during races and over drives the car; Rubens Barrichello is prone to bad luck (due to Ferrari sabotaging his car probably). Would also pull over and let his team mate pass by! :) From: Chong2K2 New Hockenheim From: Sappy Spectator mode on any circuit you could choose a grandstand to watch the race just like a real spectator From: rholding2000 Well ive been following f1 since the good old days of 1990 and played EVERY F1 game out. The best F1 game out I have found is F1 2000 CS on PC, the level of set up that can be achieved is great. What i would like to see is 1. controller options similar to those of f12Kcs, this way you can make the controller less or more twitchy at higher speeds. 2. In normal mode keep only abs and traction control on so that there are no wheel lock ups but have the rest of the car fully customisable 3. For gods sake put a CUT TRACK warning option.....either on or off 4. i have found this game utterly annoying to play with FIA rules on and damage on, cut out the speed limit penalty and leave the no overtaking rule on. 5. Realistic car phisics. i can brake at the last 25 meters shift to first and still take the 90 degree + corner at the A1 ring. I want at least some lock if the gears are shifted too quickly (even in normal mode this option could be turned on or off but its not as severe as the simulation mode) The thing what gets me about this game is there is no in between. I love F1 and want to be as close to the real thing as i can be seeing that im sat in front of a damn computer screen......i still want to play a game. Simulation to me is too annoying the sounds of the wheels screeching all the time is ridiculous and its too hard to play (and is in no way realistic - do you hear that kind of screeching when you are onboard and they are flying round a corner at 120 mph and still accelerating EA seem to think that simulation means fly off the road as soon as you press a button. I don't think an F1 car up in the hundreds of millions to build and design would handle the way they portray it. They have it right in the normal mode but again some things need to be altered such as the way the brakes work). Normal mode is too arcady (but good). There should be a fully customisable way of playing 20 - 30 options to choose from. Why the hell do you have to do all the challenges in automatic. For those who know what I'm trying to say m sure you'll agree, there should be 1 mode of play that is in everyway as customisable as can be. look at F1CS2K that has it right. More options for the drivers as well such as agression, line holding, Composure, and other stuff to make the drivers you like act the way you want them too. With this game I'm being shunted too much where in F1CS2K i can set the AI to back off if i have the line (and they still challenge if i get it wrong) I'm still waiting for a good console game the best being this but still has a lot of annoying features that really need to be sorted out. ============================================== ============================================== ============================================== WRAP-UP The official FIA Web site (http://www.fia.com/) has a lot of good information pertaining to F1 racing, including the current season's race schedule, rules and regulations, and links to the official Web sites of most of the courses used. The FIA Web site is available in both French and English. I also strongly suggest visiting Formula1.com (http://www.formula1.com/) for F1 news and race information. This is a FAR more interactive site than the FIA site, including games, Flash-based virtual laps of each circuit, team and driver information, extensive cross-linking between related articles and features, screensavers, quizzes, racequeen poll/contest, and much more. Formula1.com also provides a FREE one-way mailing list, sending out previews and reports for all grand prix events, as well as information from the FIA-approved testing sessions during the year. Finally, during Practice, Qualifying, and Race events, there is a continually-updated register of activity; using this in conjunction with live a television broadcast is great, as this provides more information than what the commentators usually report (and best of all, it is absolutely positively indubitably amazingly 100% commercial-free!!!). ============================================== ============================================== ============================================== CONTACT INFORMATION For questions, rants, raves, comments of appreciation, etc., or to be added to my e-mail list for updates to this driving guide, please contact me at: [email protected]; also, if you have enjoyed this guide and feel that it has been helpful to you, I would certainly appreciate a small donation via PayPal (http://www.paypal.com/) using the above e-mail address. To find the latest version of this and all my other PSX/PS2 game guides, please visit FeatherGuides (http://www.angelcities.com/members/feathersites/). The latest version will always be posted at FeatherGuides, while other Web sites may lag behind by several days in their regularly-scheduled posting updates. ============================================== ============================================== ==============================================
