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 FEATHER7@IX.NETCOM.COM Initial Version Completed: July 24, 2002 FINAL VERSION Completed: November 16, 2002 ============================================== ============================================== ============================================== ACCOLADE #1: 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 :-) ACCOLADE #2: The F1 2002 Driving Guide was recognized as Full Circle FAQ of the Day on the FAQ Contributors Message Board for September 18, 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 Survival Driving: Braking Survival Driving: Cornering Survival Driving: Rumble Strips Survival Driving: Concrete Extensions Survival Driving: Tire Care Survival Driving: Drafting (Slipstreaming) Flags and Boards General Tips F1-speak A Major Problem: FIA Rules Completely Subjective Section Team Information Arrows BAR Ferrari Jaguar Jordan McLaren Minardi Renault Sauber Toyota Williams 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 Diagrams Wish List - Mine Wish List - Others Thanks 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 *****245 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, GameReactors.com, RedCoupe, InsidePS2Games.com, CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru, CheatHeaven, IGN, 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. Information also comes from my General Racing/Driving Guide, with appropriate modifications. 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 on which this game appears, 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 checklist of the EA Sports Cards available per team, and the requirements for earning each of these cards. Keep this list handy and cross them off as the various requirements are completed :-) As for the Cards themselves for each team, consider which level of the Cards you want to get. If you want the Bronze Medal level, just do all the requirements on Easy. Silver Medal = Medium. Gold Medal = Hard. Many of the requirements for the Cards are attained cumulatively across the game (with the caveat that Quick Race Mode is inherently Easy-only; this cannot be changed), so even before you start working on attaining x points for a given team, you may have already picked up 10 points by winning a race within its Team Duel. For those Cards which require specific tasks (such as starting P22 and finishing P1), make things as easy as possible... although this STILL took me three months to get all the Cards at Gold Medal level!!! Also, turn off FIA Rules, use clear weather, no damage, etc. Also, use Normal Handling... although after spending three months with Normal Handling, I now need to relearn Simulation Handling :-( The main thing, however, is to do as much as you can at the tracks where you perform best. For me, that has long been Monza (going back to F1 2000), especially with the new Goodyear Chicane. Shortcutting the initial chicane and handling the car well enough to fly through Roggia and Ascari at top speed without even tapping the brakes results in only THREE braking zones: First Lesmo, Second Lesmo, and Curva Parabolica. (It is possible to keep to the track - by using the rumble strips - at Goodyear Chicane and still keep full- on with the accelerator, but I have yet to master this.) 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. **While it is obviously possible that a player can 'win' a season before the final race, the CPU does not recognize a season as officially having been WON until the player at least goes to the starting grid of the final race. However, for those races the player chooses to 'skip,' once the car is on the grid for the race, the player can elect to 'Retire from Session.' If this is done before the final race, the CPU will simply move on to the next round of the season; if this is done at the final race of the season, the CPU will first show race results and championship points (as usual), THEN award any appropriate EA Sports Cards if they have been earned during the season. 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. Note that there are indeed some rewards for attaining ALL the teams' EA Sports Cards at Gold Medal level. These are detailed in my F1 2002: Unlockables Guide. ============================================== 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. This comes from Nick Wade, who e-mailed me with this tip for getting the Arrows Milestone Card: '...for the Arrows Milestone Card, which is getting 20 pole positions, you don't actually have to do the race that you get pole position for. I was able to just go to any track I wanted and qualify, then once I got pole position, I would get to the screen where the only choices left are 'warm up' 'race' and 'exit'. I would choose 'exit' and just quit the whole event. Then I would begin a new event, either at the same track or another (it doesn't matter which track), and repeat the same process 20 times. And on the 20th time, I got the silver card, so there you have it.' 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. The Basic Challenge and Advanced Challenge for Renault both involve interactive Pit Stops at Indianapolis. In both scenarios, the Challenge begins at the entrance of Turn 12 (where the infield course rejoins the Indy 500 banking). To shed a few milliseconds and especially to ensure getting TO Pit Lane before the rival in the Advanced Challenge, the CPU WILL permit using the access road FROM TURN 11; this means that as soon as the Challenge begins, the player needs to cross the rumble strips to the right and get on the access road (the one used by Indy and NASCAR in their events), even though the official F1 Pit Entry is between Turn 12 and Turn 13. Also, a caution: In the Advanced Challenge, the player begins with an automatic speed boost due to inherent drafting from starting the Advanced Challenge directly behind the rival entering Turn 12, so it is far too easy to miss this 'extra' Pit Entry road and put all four wheels into the grass. 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!!!!! Ferrari's Duration Card is one of the hardest of the EA Sports Cards to acquire - after all, who really has the time to spend playing SEVENTEEN full-lap races??? Fortunately, HondaF1 from the GameFAQs message board for F1 2002 (PlayStation2 version) has discovered a nice time-saving measure: At the start of a race, pass the Start/Finish Line, then pull aside (out of the optimum racing line to avoid getting speared from behind) and walk away; come back about ninety minutes later, finish the lap, and since the leader should have won the race by then, the game will end. (It is important to note that on the race results, the CPU will deem the player 'DNF' for the race, but this does not matter.) Doing this seventeen times results in 'earning' the Ferrari Duration Card :-) Note that this same strategy can be used for other teams which require simply completing a specific number of races at a given distance. ============================================== ============================================== ============================================== SURVIVAL DRIVING: BRAKING The first step in driving fast is knowing when, where, and how much to slow down (braking). In some games, a brake controller can be acquired or purchased, allowing the player to customize the brake strength by axle or by adjusting the bias of the brakes toward the front or the rear of the car. The use of a brake controller will affect the braking zone, as will other factors. Specifically, the car's speed on approaching a corner, the amount of fuel in the car at a given moment, the drivetrain of the car, the weight of the car, and even the car's center of gravity can all affect the braking zone. Similarly, the driving conditions - sunny, overcast, damp, wet, icy, snowy etc. - will affect the braking zone for each corner (as well as the car's ability to attain high speeds). Except for purely arcade-style games, the braking zone will differ somewhat for each car depending upon its strengths and weaknesses. It certainly helps for the player to try a Free Run or a Time Trial (if these modes exist in a given game) to learn the circuit(s) - including the braking zones. When looking for braking zones, try to find a particular stationary object near the entry of each corner; it helps tremendously if this object is far enough away from the circuit that it will not be knocked over during a race. To begin, try using the brakes when the front of the car is parallel with the chosen stationary object. If this does not slow the car enough before corner entry or if the car slows too much before reaching the corner, pick another stationary object on the following lap and try again. Whenever changes are made to the car - whether to the brake controller or to other aspects of tuning and/or parts - it would be a good idea to go back into Free Run mode and check that the braking zones still hold; if not, adjust as necessary using the method in the paragraph above. For those races which include fuel loads, the car will become progressively lighter during a race. The lesser weight can often mean a slightly shorter braking zone; however, if tire wear is excessive (especially if there have been numerous off-course excursions), that might dictate a longer braking zone. Cars with a higher horsepower output will inherently attain faster speeds, and will therefore require a longer braking zone than cars with a lower horsepower output. Try a Renault and a Ferrari along the same area of a circuit and note how their braking zones differ. A final note on braking: To the extent possible, ALWAYS brake in a straight line. If braking only occurs when cornering, the car will likely be carrying too much speed for the corner, resulting in the car sliding, spinning, and/or flipping. (Some games purposely do not permit the car to flip, but a slide or spin can still mean the difference between winning and ending up in last position at the end of a race.) If nothing else, players should strive to become of the 'breakers' they possibly can. This will essentially force a player to become a better racer/driver in general once the player has overcome the urge to constantly run at top speed at all times with no regard for damages to self or others. Also, slowing the car appropriately will make other aspects of racing/driving easier, especially in J-turns, hairpin corners, and chicanes. ============================================== SURVIVAL DRIVING: CORNERING Ideally, the best way to approach a corner is from the outside of the turn, braking well before entering the corner. At the apex (the midpoint of the corner), the car should be right up against the edge of the pavement. On corner exit, the car drifts back to the outside of the pavement and speeds off down the straightaway. So, for a right-hand turn of about ninety degrees, enter the corner from the left, come to the right to hit the apex, and drift back to the left on corner exit. See the Diagrams section at the end of this guide for a sample standard corner. For corners that are less than ninety degrees, it may be possible to just barely tap the brakes - if at all - and be able to clear such corners successfully. However, the same principles of cornering apply: approach from the outside of the turn, hit the apex, and drift back outside on corner exit. For corners more than ninety degrees but well less than 180 degrees, braking will certainly be required. However, for these 'J-turns,' the apex of the corner is not the midpoint, but a point approximately two-thirds of the way around the corner. J-turns require great familiarity to know when to begin diving toward the inside of the corner and when to power to the outside on corner exit. See the Diagrams section at the end of this guide for a sample J-turn. Hairpin corners are turns of approximately 180 degrees. Braking is certainly required before corner entry, and the cornering process is the same as for standard corners: Approach from the outside, drift inside to hit the apex (located at halfway around the corner, or after turning ninety degrees), and drifting back to the outside on corner exit. See the Diagrams section at the end of this guide for a sample hairpin corner. If there are two corners of approximately ninety degrees each AND both corners turn in the same direction AND there is only a VERY brief straightaway between the two corners, they may be able to be treated like an extended hairpin corner. Sometimes, however, these 'U-turns' have a straightaway between the corners that is long enough to prohibit a hairpin-like treatment; in this case, drifting to the outside on exiting the first of the two corners will automatically set up the approach to the next turn. See the Diagrams section at the end of this guide for a sample U-turn. FIA (the governing body of F1 racing, World Rally Championship, and other forms of international motorsport) seems to LOVE chicanes. One common type of chicane is essentially a 'quick-flick,' where the circuit quickly edges off in one direction then realigns itself in a path parallel to the original stretch of pavement, as in the examples in the Diagrams section at the end of this guide. Here, the object is to approach the first corner from the outside, hit BOTH apexes, and drift to the outside of the second turn. FIA also seems to like the 'Bus Stop' chicane, which is essentially just a pair of quick-flicks, with the second forming the mirror image of the first, as shown in the Diagrams section at the end of this guide. Perhaps the most famous Bus Stop chicane is the chicane (which is actually called the 'Bus Stop Chicane') at Pit Entry at Spa- Francorchamps, the home of the annual Grand Prix of Belgium (F1 racing) and the host of The 24 Hours of Spa (for endurance racing). Virtually every other type of corner or corner combination encountered in racing (primarily in road racing) combines elements of the corners presented above. These complex corners and chicanes can be challenging, such as the Ascari chicane at Monza. See the Diagrams section for an idea of the formation of Ascari. One thing which can change the approach to cornering is the available vision. Blind and semi-blind corners require ABSOLUTE knowledge of such corners. Here is where gamers have an advantage over real-world drivers: Gamers can (usually) change their viewpoint (camera position), which can sometimes provide a wider, clearer view of the circuit, which can be especially important when approaching semi-blind corners; real-world drivers are obviously inhibited by the design of their cars and racing helmets. Great examples of real-world blind and semi-blind corners would be Turns 14 and 15 at Albert Park, and each of the first three corners at A1- Ring. Also important to cornering - especially with long, extended corners - is the corner's radius. Most corners use an identical radius throughout their length. However, some are increasing-radius corners or decreasing-radius corners. These corners may require shifting the apex point of a corner, and almost always result in a change of speed. Decreasing-radius corners are perhaps the trickiest, because the angle of the corner becomes sharper, thus generally requiring more braking as well as more turning of the steering wheel. Increasing-radius corners are corners for which the angle becomes more and more gentle as the corner progresses; this means that drivers will generally accelerate more, harder, or faster, but such an extra burst of speed can backfire and require more braking. See the Diagrams section at the end of this guide for sample images of a decreasing- radius corner and an increasing-radius corner. For traditional road racing circuits, increasing-radius and decreasing-radius corners may not be too much of a problem. After several laps around one of these circuits, a driver will know where the braking and acceleration points are as well as the shifted apex point (should a shift be required). One particularly interesting aspect of cornering is one which I honestly do not know if it works in reality (I am not a real-world racer, although I would certainly LOVE the chance to attend a racing school!!!), but which works in numerous racing/driving games I have played over the years. This aspect is to use the accelerator to help with quickly and safely navigating sharp corners. This works by first BRAKING AS USUAL IN ADVANCE OF THE CORNER, then - once in the corner itself - rapidly pumping the brakes for the duration of the corner (or at least until well past the apex of the corner). The action of rapidly pumping the accelerator appears to cause the drive wheels to catch the pavement just enough to help stop or slow a sliding car, causing the non-drive wheels to continue slipping and the entire car to turn just a little faster. Using this rapid-pumping technique with the accelerator does take a little practice initially, and seems to work best with FR cars; however, once perfected, this technique can pay dividends, especially with REALLY sharp hairpin corners, such as La Source at Spa-Francorchamps. ============================================== SURVIVAL DRIVING: RUMBLE STRIPS Depending on car set-up and weather conditions, rumble strips (sometimes also called 'alligators') can be either useful or dangerous. The purpose of rumble strips is to provide a few extra centimeters of semi-racing surface to help keep cars from dropping wheels off the pavement, which can slow cars and throw grass and other debris onto the racing surface (which makes racing a little more dangerous for all involved, especially in corners). Generally, rumble strips are found on the outside of a corner at corner entry and corner exit, and also at the apex of a corner - these locations provide a slightly better racing line overall. If a car is set with a very stiff suspension (i.e., there is not much room for the suspension to move as the car passes over bumps and other irregularities in the racing surface), hitting rumble strips can cause the car to jump. Even if airborne for only a few milliseconds, at speed, it could be just enough so that the driver loses control of the car. Obviously, if one or more wheels are not in contact with the ground, the car is losing speed, which could be just enough of a mistake for other cars to pass by, and the lack of contact with the ground could result in excessive wheelspin which risks to flat-spot the tire(s) when contact is regained with the ground. When the racetrack is damp or wet, however, it is generally best to avoid using the rumble strips. Since rumble strips are painted (usually red and white), ANY amount of moisture will make the rumble strips extremely slick as the water beads on the paint, so that hitting a rumble strip in the process of cornering (especially at the apex of a corner) will cause the tire(s) to lose traction and often send the car spinning. ============================================== SURVIVAL DRIVING: CONCRETE EXTENSIONS Similar to rumble strips are concrete extensions. These are generally (much) wider than rumble strips, and may or may not be painted (at FIA-approved F1 circuits, for example, these are generally painted green). Also, whereas rumble strips protrude slightly above the level of the racing surface, concrete extensions are at the same level as the racing surface. Concrete extensions can be used in the same manner as rumble strips. However, if painted, concrete extensions should be avoided for the same reasons listed above for rumble strips n the event of wet or damp racing conditions. Players should note that in some games - especially where challenges or license tests are involved - concrete extensions are often NOT designated as part of the official track, resulting in an 'Out of Bounds' designation. This is true, for example, in EA Sports' F1-based series (F1 2000, F1 Championship Season 2000, F1 2001, and F1 2002). ============================================== SURVIVAL DRIVING: 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. ============================================== SURVIVAL DRIVING: 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 ============================================== ============================================== ============================================== TEAM INFORMATION This section will present each team alphabetically and some team information. Information is taken from the teams' official Web sites; some information is extremely brief, while other teams present essentially a book full of information. Arrows Full Team Name: Arrows Grand Prix International, Ltd. Web Site: http://www.arrows.com/ Sponsors and Partners: Orange, Red Bull, Lost Boys, Bridgestone, Cosworth, Paul Costelloe Whilst working for the Shadow team in 1977, and frustrated by on-track results, Alan Rees, Jackie Oliver, Dave Wass and Tony Southgate decided to start their own Grand Prix team. On November 28th, after months of initial preparation, Alan Rees arrived at their new factory in Milton Keynes ready to face a big challenge. There wasn't even a telephone in the new place, but as soon as one was installed the next day it began to ring. People wanted to be part of the Arrows dream. The equipment arrived on December 5th and by January 28th, 1978, the first car (the FA1) was ready to be unveiled to the press at a snowy Silverstone. Ricardo Patrese was the team's first and only driver at that time. The car made it's debut at the 1978 Brazilian Grand Prix where Patrese qualified in 18th position, 2.7 seconds behind pole sitter Ronnie Peterson in the Lotus. He stayed out of trouble and finished 10th, four laps down on the winner, Carlos Reutemann. The next Grand Prix took place a month later in South Africa giving the team more time to prepare. Patrese wowed everyone with his pace, starting from seventh position (0.87 sec. behind Nikki Lauda in his Brabham) and taking the lead halfway through the race. Unfortunately his Ford engine gave up 14 laps before the finish, taking with it Arrows' hopes for an early win. There was also trouble brewing away from the track. When the new Shadow car was shown to the press, it was noticed that it looked exactly like the Arrows car. As most of the Arrows team-members were former Shadow employees, Shadow accused the Arrows team of plagiarism and sued. The High Court in London ruled in favour of Shadow, stating the Arrows FA1 was a copy of the Shadow, and Arrows was forced to build a new car. In a record breaking time of just four weeks, the new car was built and ready to race but there were still problems on the horizon During the Italian Grand Prix that year there was a 10-car pile-up on the first lap of the race. Patrese was later accused of causing the accident as he hit the McLaren of James Hunt that in turn hit the Lotos of Ronnie Peterson, sending him into the barriers. Peterson was to later die from his injuries and Patrese was suspended for the next race because he was held indirectly responsible. Patrese lived with this accusation for many years before he was finally cleared of any blame. By the end of the debut season, Arrows had accumulated 11 World Championship points and had beaten their old team, Shadow, in the Constructors' Championship. In 1979, Arrows fielded two cars in the World Championship and Patrese was joined by Jochen Mass. It wasn't until the last race of the year that they were able to score points but the next year, 1980, would see the cars competing more strongly. At the United States Grand Prix at Long Beach, Patrese finished second, behind Nelson Piquet, and by the end of the year the team had amassed enough points to take seventh place in the Constructors' Championship, equal to McLaren and ahead of Ferrari. In 1979, Arrows fielded two cars in the World Championship and Patrese was joined by Jochen Mass. It wasn't until the last race of the year that they were able to score points but the next year, 1980, would see the cars competing more strongly. At the United States Grand Prix at Long Beach, Patrese finished second, behind Nelson Piquet, and by the end of the year the team had amassed enough points to take seventh place in the Constructors' Championship, equal to McLaren and ahead of Ferrari. In 1980, Tony Southgate left the team and David Wass assumed the mantle of Chief Designer. At the 1981 San Marino Grand Prix the team came tantalisingly close to its first win but Patrese had to settle for second place, just 4.5 seconds behind Piquet. New driver, Siegfried Stohr, who replaced Mass was unable to score any points so he too was replaced, this time by Jacques Villeneuve, the brother of Gilles. Patrese scored all 10 points the team achieved that year but then left the Arrows at the end of 1981 to join the Brabham team. The 1982 season started badly for Arrows with Mauro Baldi and Brian Henton unable to even qualify for the first Grand Prix and, after five races, Henton was replaced by Marc Surer. By the end of the season Arrows had only scored five points. This was not good enough for the team and plans were put in place to build for the future. Tough seasons in 1983 and 1984 followed but, by the beginning of 1985, Arrows had a stronger car, an engine supplied by BMW and a solid driver line-up in Gerhard Berger and Thierry Boutsen. This combination gave Arrows 14 points that year and it looked like the team was on its way up. The 1982 season started badly for Arrows with Mauro Baldi and Brian Henton unable to even qualify for the first Grand Prix and, after five races, Henton was replaced by Marc Surer. By the end of the season Arrows had only scored five points. This was not good enough for the team and plans were put in place to build for the future. Tough seasons in 1983 and 1984 followed but, by the beginning of 1985, Arrows had a stronger car, an engine supplied by BMW and a solid driver line-up in Gerhard Berger and Thierry Boutsen. This combination gave Arrows 14 points that year and it looked like the team was on its way up . The 1982 season started badly for Arrows with Mauro Baldi and Brian Henton unable to even qualify for the first Grand Prix and, after five races, Henton was replaced by Marc Surer. By the end of the season Arrows had only scored five points. This was not good enough for the team and plans were put in place to build for the future. Tough seasons in 1983 and 1984 followed but, by the beginning of 1985, Arrows had a stronger car, an engine supplied by BMW and a solid driver line-up in Gerhard Berger and Thierry Boutsen. This combination gave Arrows 14 points that year and it looked like the team was on its way up. The 1982 season started badly for Arrows with Mauro Baldi and Brian Henton unable to even qualify for the first Grand Prix and, after five races, Henton was replaced by Marc Surer. By the end of the season Arrows had only scored five points. This was not good enough for the team and plans were put in place to build for the future. Tough seasons in 1983 and 1984 followed but, by the beginning of 1985, Arrows had a stronger car, an engine supplied by BMW and a solid driver line-up in Gerhard Berger and Thierry Boutsen. This combination gave Arrows 14 points that year and it looked like the team was on its way up. Berger departed for Benetton in 1986 and his replacement, Christian Danner, scored the teams' only point that year. This was a big disappointment for Arrows but the arrival of new designer, Ross Brawn, produced a car that helped its drivers Eddie Cheever and Derek Warwick to pick up 11 points. In 1987 the team was even stronger and often on the pace with the powerful factory-backed teams, finishing sixth in the Constructors? Championship. More good fortune was on the way. Berger departed for Benetton in 1986 and his replacement, Christian Danner, scored the teams' only point that year. This was a big disappointment for Arrows but the arrival of new designer, Ross Brawn, produced a car that helped its drivers Eddie Cheever and Derek Warwick to pick up 11 points. In 1987 the team was even stronger and often on the pace with the powerful factory-backed teams, finishing sixth in the Constructors' Championship. More good fortune was on the way. With a more or less unchanged car in 1988, Arrows took fourth place in the Constructors' Championship. The team continued its good form in 1989. A long pit-stop in Brazil scuppered Warwick's chance of taking Arrows' first win but a podium finish for Cheever in Detroit did much to motivate the team. The team continued its good form in 1989. A long pit-stop in Brazil scuppered Warwick's chance of taking Arrows' first win but a podium finish for Cheever in Detroit did much to motivate the team. At the end of 1989 the Arrows team needed an injection of cash if it was to continue in Formula One and it was at this point that the Japanese Footwork Corporation bought a major share of Arrows, splitting the directorship of the team between Jackie Oliver, Alan Rees and Mr. Nagata from Footwork. The 1990 season began with two new drivers, Alex Caffi and Michele Alboreto, and a new engine from Porsche but again the results just wouldn't come their way. In 1991, the team was renamed 'Footwork' but the change of name didn't produce a change of fortune and the struggle continued. It wasn't until 1992, when Footwork teamed up with Mugen, that the results changed. Alboreto scored six points that year, taking seventh place for the team in the Constructors' Championship. The 1990 season began with two new drivers, Alex Caffi and Michele Alboreto, and a new engine from Porsche but again the results just wouldn't come their way. In 1991, the team was renamed 'Footwork' but the change of name didn't produce a change of fortune and the struggle continued. It wasn't until 1992, when Footwork teamed up with Mugen, that the results changed. Alboreto scored six points that ear, taking seventh place for the team in the Constructors' Championship. The 1990 season began with two new drivers, Alex Caffi and Michele Alboreto, and a new engine from Porsche but again the results just wouldn't come their way. In 1991, the team was renamed 'Footwork' but the change of name didn?t produce a change of fortune and the struggle continued. It wasn't until 1992, when Footwork teamed up with Mugen, that the results changed. Alboreto scored six points that year, taking seventh place for the team in the Constructors' Championship. Another tough season followed in 1993 because, although the Footwork Mugens, now driven by Derek Warwick and Aguri Suzuki, were qualifying higher up the grid, the race results were poor and only 4 points were scored. Footwork reduced its involvement in the team at this point so in early 1994 it was renamed 'Arrows Grand Prix International'. Warwick and Suzuki were replaced by F3000 Champion Christian Fittipaldi and Gianni Morbidelli who together brought in nine points for the team that year. Fittipaldi headed off to the American Indycar series at the end of the year but a replacement was quickly found in Taki Inoue, a Japanese driver. A shortage of funds in 1995 forced Arrows to take on drivers who brought sponsorship money with them. Inoue didn't make the grade on the track but as he brought finance it was Morbidelli who the team had to begrudgingly let go. Max Papis arrived to take his place but for the last three races Morbidelli returned and duly rewarded the team for having faith in him by finishing on the podium in Australia! In March 1996, the Arrows team was bought by TWR Group owner, Tom Walkinshaw, who moved the entire operation to new headquarters in Leafield, Oxfordshire. Walkinshaw's dream was to turn Arrows into a top-line team. He set about his task and hired two promising young drivers, Jos Verstappen and Riccardo Rosset. The team proved itself to be fast in qualifying but needed to start producing strong race results so Arrows needed a driver with a proven record. Walkinshaw pulled off the coup of the year and signed newly-crowned F1 World Champion Damon Hill for the 1997 season. With the new Yamaha engine and Bridgestone tyres, the team had a fighting chance and, at the Hungarian Grand Prix, the moment they had all been waiting for arrived - almost. Hill had put in a stunning performance and was leading the race when, on the penultimate lap, he slowed dramatically. Hydraulic problems had finally beaten him and on the very last lap Jacques Villeneuve got past to take the chequered flag. Although delighted with second place, the team was greatly disappointed after getting so close to a victory. In 1998, John Barnard, the famed ex-Ferrari designer joined the team along with two new drivers, Mika Salo and Pedro Diniz. Together they scored six points that season. A lack of money for testing and development meant that the black-liveried A19 quickly fell of the pace. The Hart designed Arrows V10 which the team built in the absence of a factory deal couldn't match the power of Mercedes, Renault, Ferrari and the like so did not allow the team to exploit the car. Apart from a great drive by Salo to claim fourth in Monaco, the year was disappointing. Barnard departed, replaced by Mike Coughlan who designed the A20 for the 1999 season. Pedro de la Rosa and Tora Tagaki took the driver's seats in 1999 and, in his debut race, Pedro finished in sixth place, taking one World Championship point. Unfortunately this was to be the only point Arrows collected in 1999. At the beginning of the same season, the Arrows team needed another injection of cash and it was Nigerian Prince Ado Ibrahim Malik who offered the rescue package. In return for becoming a co-director with Walkinshaw, Malik sourced a 45% buyout of the team from Morgan Grenfell. However, Malik's continued failure to source sponsorship money was resulted in his departure at the end of that season. It was time to move onwards and upwards. Pedro de la Rosa was re-signed for 2000 and was joined by Jos Verstappen. In March 2000, telecommunications giant, Orange, joined Arrows as title sponsor. The increased investment, in addition to a new management structure, aided the team's ability to develop and create greater security for the all new OrangeArrows Team. The A21 chassis, powered by a Supertec V10 engine proved to be a strong combination and Vertappen and de la Rosa were both able to fight with the front-runners. Finishing seventh in the Constructors' Championship was a great result for the team and this impressive performance was duly awarded when Arrows was voted 'Most Improved Team of the Year, 2000' in a public opinion vote. In 2001, Arrows looked to build on its strong results from the previous year. Powered by a new Asiatech engine package, and with fresh faces in the race team and design office, the team was confident of success. Early signs were indeed positive, with the A22 proving its reliability in Australia, and Jos Verstappen giving possibly the drive of the season in rain-soaked Malaysia, which left the team desperately unlucky not have finished in the points. Despite other strong efforts, notably in Canada and Germany, the team's best result came in Austria, where a consistent drive by Verstappen saw him bring home a valuable point, in what otherwise proved to be a tough season for Arrows. BAR (British American Racing) Full Team Name: British American Racing Honda Web Site: http://www.britishamericanracing.com/ Sponsors and Partners: Lucky Strike, Honda, Tiscali, Intercond, smugone.com, Sonax, Bridgestone, EDS, Koni Racing, Acorn, OZ Racing, Barco, Cartwright, PerkinElmer, Lincoln Electric, Sandvik Coromant, CRP Technology, DeVilbiss Automotive Refinishing, AMIK, Acer, NTT DoCoMo, Bottaro British American Racing (B.A.R) was formed in November 1997 by Craig Pollock, Reynard Racing Cars and British American Tobacco. British American Racing purchased Tyrrell Racing shortly afterwards and moved to a state-of the-art 86,000 square foot headquarters in Brackley, near Northampton (UK). The facility boasts some of the most up to-date, technologically advanced engineering machinery available, including a purpose-built wind tunnel. B.A.R was launched to the world's media on 2 December 1997. Jacques Villeneuve, the reigning Formula One World Champion, signed to drive for the fledgling team in July 1998; Ricardo Zonta joined three months later and the inaugural driver line-up was complete. With everything in place, B.A.R staged its first team launch at Brackley in January 1999 - only 14 months after it was founded. The team competed in its first-ever Formula One race in Melbourne, Australia on 7 March 1999. Lessons learnt from a tough first season were put to good effect. The new Honda-powered BAR002 came 4th and 6th on its first competitive outing in 2000 and went on to finish the season equal on points with fourth-placed Benetton. British American Racing had finally arrived. However, after such a successful second year, Lucky Strike B.A.R Honda was unable to continue the momentum into 2001 and the year petered out into mediocrity. Jacques Villeneuve had been joined by the highly experienced and versatile Olivier Panis to form one of the best driver line-ups in Formula One. However, despite grabbing the team's first podiums in Spain and Germany, not even the mercurial French-Canadian was able to really conquer a hard-to-handle car. 2002 would have to be a completely fresh start and an all new car - the BAR004 - was only the tip of the iceberg. Honda designed a completely new engine - the RA002E - and announced that it has reached agreement for a new three year partnership with the team. In practical terms that means Honda is stepping up its involvement in the chassis programme and clearly focusing its resources on Formula One to underline its determination to win the World Championship. More good news emerged in the form of an additional commitment from technical partner Bridgestone. The Japanes tyre giant announced that it has also laid the foundations for a long-term partnership with Lucky Strike B.A.R Honda. Finally and perhaps of most significance, the team revealed that David Richards, founder of Prodrive, would take over the reins as Team Principal, following the departure of Craig Pollock. David Richards' first task was to make a detailed and extensive review of the team. As a result of this study a new structure was implemented to give clearer lines of reporting, more focused accountability and an overall leaner organisation. Malcolm Oastler and Andy Green both left the team and there was a reduction of some15% of the workforce at the Brackley based team. Richards commented: 'I have the greatest respect for the people who created this team, and the dedication they have shown to the task, but at the end of the day the organisation has not delivered. I know that Malcolm and Andy recognise that the results have been below their expectations and I appreciate their disappointment and thank them for their efforts.' 'We need to build a team with a very clear structure, with the very best people and give them the responsibility to deliver against precisely determined goals. As I have said from the beginning, B.A.R has many extremely talented people and what we are now doing is giving them the framework within which they can fulfil their true potential.' Following the restructure, the new management team has immediately set about the task of turning B.A.R into a future World Championship contender, although they are under no illusions that it will take a couple of years before all the ingredients are in place to challenge the top 3 teams. Realistically, 2002 has been all about laying a foundation, paving the way for the achievement of solid longer-term objectives. A great deal of hard work lies ahead and B.A.R will rely heavily on the excellent relationship it has with its partners Honda and Bridgestone to achieve its ambitions. With this in mind B.A.R signed Jenson Button in July in a four-year deal. 2003 looks like being a very interesting year indeed. Ferrari Full Team Name: Scuderia Ferrari Web Site: http://www.shellmotorsport.com/ ferrari/index.html Sponsors and Partners: Shell Scuderia Ferrari, formed in 1929 in Modena, has stamped it's charismatic identity on the history of the Formula One World Championship, the legend and achievements of it's scarlet racing cars standing above all others. Motor racing's most successful team, with countless sportscar wins and an unrivalled 113 Grand Prix victories to its credit, out of 586 Grand Prix starts the stable of the prancing horse is also its most historic, exuding boundless emotion. Ferrari has contested every World Championship since the title was inaugurated in 1950, and employed the talents of some of the sport's most colourful and talented personalities. Journeyman racing driver Enzo Ferrari was manager of the most successful of the many private teams racing Alfa Romeos in the 1930s, using the emotive cavallino rampante (prancing horse) emblem for his Modena-based team; the heraldic gift was presented by the Italian World War One flying ace Francesco Baracca's family. Ferrari eventually became Alfa Romeo's factory sporting director before resigning and setting up his own team in 1940; and with the designer GioacchinoColombo, the first racing car to carry the Ferrari name on it's engine, the 125S, was created. It competed in that year's Mille Miglia race. After World War Two, Ferrari was amongst those leading the revival of motor racing in Europe. Based in the Modena suburb of Maranello, the new marque initially enjoyed success in sportscar racing, scoring its debut race win in 1947. The first Formula One design followed in 1948, penned by the gifted former Alfa designer, Aurelio Lampredi. The advent of the new World Championship saw Ferrari developing its V12 engine - a configuration that was to become synonymous with his name - the marque claiming its first Grand Prix win in 1951 with the Shell fuel and lubricated 4.5-litre 375. This set the stage for Ferrari's domination of the 1952 season, when Alberto Ascari won the first of his back-to-back world titles in Formula Two machinery (as set out by new regualtions). The unrivalled talent of Juan Manual Fangio was dominant at this time, and the World Championship crown did not return to Maranello until the Argentinean joined Ferrari in 1956. The final World Championship achieved by a front-engined car was to be Ferrari's honour in 1958. Fittingly, Britain's Mike Hawthorn claimed the title at the wheel of a car named after Ferrari's son, Dino, who had succumbed to leukaemia two years earlier. The following season's rear-engine revolution left Ferrari trailing the British teams, as Enzo was reluctant for change. However, in 1961, Ferrari's new designer Carlo Chiti created the famous (rear-engined) 156 shark nose which carried American Phil Hill to the World title in convincing style. John Surtees, a World Champion on two wheels, piloted the first monocoque-chassis Ferrari to the World title in 1964, and just missed out on another crown in 1966, the debut season of the three-litre formula. 1968 saw Grand Prix cars radically change in their appearance, when Ferrari introduced the use of ground effect rear wings. However, the late 1960s proved to be somewhat of a dry spell for the team. An all-new flat (boxer) 12 engine, designed by Mauro Forghieri put the prancing horse back in contention for the 1970 World Championships. With the support of it's new partner Fiat, Ferrari opened its own test facility at Fiorano in 1972, replicating sections of the world's most demanding circuits and featuring speed sensors and television cameras covering every metre of track. The end of the 1973 season saw the arrival of Luca di Montezemolo as racing director, and he persuaded the commendatore to hire the young Austrian driver Niki Lauda from the struggling BRM team. This partnership was to herald the full-scale revival of the marque's fortunes. Ferrari and Lauda dominated the 1975 season, claiming the Driver's title, and di Montezemolo moved on to other responsibilities within Fiat. 1976 started where the previous season left off, with Lauda convincingly dominating the championship. However, his near-fatal accident at the Nurburgring put him out of action for several months, and despite his heroic comeback at Monza, he relinquished the crown to James Hunt. The following year, he re-claimed the title. Lauda left Ferrari before the end of the year, and was replaced by the young Canadian, Gilles Villeneuve. Ferrari remained competitive throughout the end of the decade, and South African Jody Scheckter clinched the 1979 World crown (Ferrari's last) in his first season with the team. The face of Grand Prix racing changed yet again with teams embracing the turbo-charged engine and a ground-effect design philosophy that was to prove ultimately fatal. Ferrari was slow to embrace turbos, not fielding its first turbocharged mount until the 1981 season. British designer Harvey Postlethwaite replaced Forghieri in 1982, and his designs propelled the team to the brink of the championship, only for fate to cruelly strike down their drivers, Gilles Villeneuve and Frenchman Didier Pironi. The team managed to gather their emotions and won consecutive Constructors' titles. The pace of technical development stepped up a gear in 1986 with the opening of a wind tunnel and the appointment of design innovator John Barnard, from Mclaren, as technical director. At a dinner in 1987, the ailing Enzo Ferrari poignantly announced: 'I'm coming up to the finishing line,' and just a few weeks after a Papal visit to Maranello, he passed away on 14 August 1988 in Modena at the age of 90. The racing gods smiled on his emotional legacy when the scarlet cars scored a famous one-two in the Italian Grand Prix a month later. Barnard's first design for the marque featured a revolutionary semi-automatic gearbox and the car won on its debut in 1989. His temporary departure at the end of that season affected the team's planning for the 1990 campaign, and Alain Prost narrowly failed to win the championship when he was punted off the track by Ayrton Senna at Suzuka. Barnard's return in 1992, along with the appointment of Montezemolo as company president and Frenchman Jean Todt as racing director, restored the team's momentum. The 1994 and 1995 seasons saw steady development of the team's performance with Gerhard Berger and Jean Alesi bringing the prancing horse back to the brink of success. The addition of the then World Champion Michael Schumacher - and Shell fuel and lubricants for the first time since 1973 - to the marque's 1996 package saw Ferrari achieve three inspired victories in Spain, Belgium and Italy. With the new development V10 in the 1999 F399, and the unrivalled support of Shell, the famous stable of the prancing horse took the Constructors' Championship and narrowly missed out on the Drivers' Championship. However, the team returned with a vengeance in 2000 to win the Drivers' and the Constructors' Championship once again for the legendary marque. Jaguar Full Team Name: Jaguar Racing Web Site: http://www.jaguar-racing.com/ Sponsors and Partners: HSBC, Beck's, AT&T, EDS, DuPont, HP, Michelin, Castrol, Lear, 3D Systems, Aqua-Pura, Rolex, s.Olivier, Volvo Trucks Jaguar Racing extends a long and distinguished motorsport tradition with its entry into the 2002 Formula One World Championship. The company has been involved in motorsport since it was founded in 1922. Seven times it has won the world's toughest endurance race at Le Mans, been World Sports Car Champions three times and in 1956 won both Le Mans and the Monte Carlo Rally in the same year. The roll call of drivers who have raced Jaguars during the past 50 years reads like a Who's Who of motorsport. In the Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and Stirling Moss were regulars with the Jaguar team. Jackie Stewart (and brother Jimmy), Sir Jack Brabham, Briggs Cuningham and Graham Hill all drove Jaguars during successful racing careers. In more recent times, Martin Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay, John Watson, Eddie Cheever and Jan Lammers all drove for Jaguar. The lessons learned on the race tracks will benefit the Company's customers around the world as Jaguar prepares to expand its model range. This will extend the appeal of the marque to new sectors of the premium car market. Jordan Full Team Name: Jordan Grand Prix Web Site: http://www.f1jordan.com/ Sponsors and Partners: Deutsche Post, Benson & Hedges, Damovo, Brother, Imation Corp., Hewlett-Packard, Virgin Mobile, Liqui Molly, MasterCard, Puma, Infineon, vielife, Powermarque, Sparco, Grundig, Laurent-Perrier, Honda, Bridgestone, Celerant Consulting, Schroth, Touchpaper, Imasaf, KPMG, Attenda, Tridion, Bang New Media Founded in 1991 by flamboyant Irishman Eddie Jordan Jordan Grand Prix has brought colour and a sense of humour to Formula One. In just over a decade in the sport, the team has also produced impressive results, notably three race wins, a further fourteen podiums, plus six front rows in qualifying. In 1998 the team broke the top four strangle-hold of Ferrari, Williams, McLaren and Benetton which had stood since 1989; in 1999 Jordan went one better - beating two former world champions, Williams and Benetton, to leave only the might of Ferrari and McLaren un-challenged. In 2000, Jordan was the only team to join McLaren and Ferrari on the front row of the grid, but the team suffered reliability problems which, allied to much bad luck, saw it slip to sixth in the Championship. 2001 saw Jordan begin a long-term partnership with Honda Motor Company and move up to fifth in the World Championship. Jordan Grand Prix is based in England at a purpose built factory opposite Silverstone circuit in Northamptonshire which in 2001 expanded to house ever growing departments and staff numbers. The team's wind tunnel is housed in nearby Brackley, five miles from Jordan's headquarters. From just 43 employees in its first season, the team has grown to employ just over 200 staff whilst its budgets have increased 600 percent over the last decade. A new state of the art factory, adjacent to the current site, is scheduled for occupation in time for the 2004 season. Jordan enjoys financial backing from sponsors Deutsche Post and Benson and Hedges with a further twenty sponsors, plus equity investment from investment bank Warburg, Pincus*. In addition, from the start of the of the 2001 season, the team has enjoyed competing with Honda works engines and now enters its second year of a long-term partnership with Honda in 2002. This support enables Jordan to invest in the very latest technologies necessary to become a powerful force within Formula One. For the 2002 season, Jordan will fight for the World Championship with Italy's Giancarlo Fisichella, who returns to Jordan on a three year deal after a four year absence, and 2001 British F3 Champion and Japan's young talent, Takuma Sato. Sato's initial two year contract alongside Fisichella gives Jordan vital continuity and a dynamic and strong long-term driver line up which will be key in the team's development with Honda. In 2002, Jordan announced a new racing team name and logo: DHL Jordan Honda. * Jordan Grand Prix was the first Formula One team to acquire equity investment from a financial institution. The deal was announced in November 1998. McLaren Full Team Name: McLaren International Web Site: http://www.mclaren.com/ Sponsors and Partners: West, Mercedes, Mobil1, Michelin, BAE Systems, BS Catia, Computer Associates, Loctite, Siemens Mobile, Sun Microsystems, BOSS, SAP, Schuco, Warsteiner, Advanced Composites Group, Canon, Charmilles, Enkei, GS Battery, Kenwood, Mazak Machine Tools, Sports Marketing Surveys, Tag Heuer, Targetti Lightning, T-Mobil Over the next few weeks, we will take you through a complete history of the McLaren team, from the first ever Grand Prix car produced and driven by Bruce McLaren in 1966 right through to the present day. In the first part of our series we look at how it all began and take you through to 1970. When Bruce McLaren died in a testing accident at Goodwood in 1970 at the young age of 33, he had already established a rich heritage which he was to leave to the World of motor racing. His team had been phenomenally successful in various forms of racing, he had been successful as a driver, and he had been much admired as a person and greatly loved in the sport. That heritage has survived throughout the years. Teddy Mayer ran the team for a decade after McLaren's death, Ron Dennis then took it over and in the last 20 years, the re named McLaren International has enjoyed incredible success, run with an attention to detail that the founder would have appreciated. McLaren's early links with Ford, for instance, are mirrored by those currently with Mercedes. To move into Grand Prix racing, McLaren established his team under the flight path at Colnbrook, near Heathrow. Entering the new Millenium, McLaren International's new Paragon Centre on the outskirts of Woking in Surrey is establishing new standards for racing and performance car construction. But it all began on the other side of the world. Bruce McLaren was born in Auckland, New Zealand on August 30, 1937. His father, Leslie, ran a garage and having raced motorcycles, moved to racing cars after the war. Bruce McLaren himself had an extraordinary childhood; aged nine, he contracted Perthe's disease which affects the hip. After a month in hospital, he spent three years in a home for crippled children, his legs in plaster casts, lying in traction, immobile for months on end. Later he would be allowed a wheelchair but at one time there were fears that he would never walk again. He did so, of course, but with a limp; his left leg was 1 1/2 inches shorter than his right. All this time, however, he studied and was able to graduate to an engineering course at Seddon Memorial Technical College. But he was already intrigued by motor sport. His father bought an 750 cc Austin Ulster Seven but it scared him rigid. Bruce, however, persuaded his father that he should race it and an early rival was one Phil Kerr, who was to become a mainstay in the McLaren team. When the Austin was sold(it is now in Woking) Bruce raced his father's Austin Healey 100 in 1956/7, but when this expired, McLaren managed to buy a bob tailed centre seat Cooper, previous raced by Jack Brabham. All this time, Bruce was still a student but managed a kind of correspondence course with Brabham in England to sort out the car. Brabham then suggested bringing a pair of Formula Two Coopers to New Zealand for the winter and that Bruce would drive one of them. There was a fair amount of success, and Bruce went on to become New Zealand's first 'Driver to Europe' in 1958. McLaren sold his own car and instead bought a new Cooper when he arrived in England. It was the start of his international career, and he learned about European racing as he trailed the little Formula Two car from race to race. But it was finishing fifth overall and first in Formula Two in the German Grand Prix at the Nurburgring that really established him. He took a 1960cc Formula Two car home to New Zealand and won his national championship that winter. For 1959, McLaren was signed as a Cooper Formula One driver which he would remain for the next six years. His teammate was Jack Brabham and in that first year, he won the final Grand Prix of the year at Sebring. He was the youngest ever winner of a Grand Prix at 22, and his teammate won the World Championship. Bruce became engaged to Patty Broad that winter, and would marry her the following year. On his return to Europe, he was Brabham's teammate again, and once again, the Aussie won the World Championship. McLaren actually led the championship for a race and won in Argentina. He was second to Brabham in the championship. Brabham now left the team, leaving McLaren as team leader, but new engine regulations cost the team dearly in 1961. It was better in 1962 when McLaren was allowed some say in the design process and he won at Monaco, finishing third in the championship. The following year, however, was very difficult. Patty McLaren was injured in a water skiing accident, John Cooper was badly injured in a road accident, Bruce himself was thrown out of his uncompetitive car at the Nurburgring and was knocked out. McLaren began to look for alternatives. As usual, McLaren wanted to take a car down to New Zealand to race in the Tasman series, but his suggestion to slim down a pair of Coopers for himself and American Timmy Mayer, fell on deaf ears at Cooper. So late in 1963, Bruce McLaren and Mayer's brother Teddy registered the name Bruce McLaren Motor Racing Ltd was registered. The series was a success in that Bruce won the championship, but tragic because Mayer was killed. It had sewn the seeds, however. He would say that there was nothing like designing, building, running and racing your own cars. It was full circle. While he would continue as a Cooper Formula One driver for another two seasons scoring 13pts in 1964 and 10 the following year his own company was being established. While Formula One remained the major series, big banger sports cars were also fashionable on either side of the Atlantic. Bruce, via Mayer, bought the ex Mecom/Penske Zerez Special and raced it in Europe. That spawned the idea of their own car, the McLaren M1, and that was put into production by Peter Agg's Lambretta Trojan Group in Rye, Sussex. They would make and sell 200 McLarens during the next ten years. McLaren was also involved in the development of Ford's GT cars. McLaren was still Cooper's number one driver in 1965, but Charles Cooper died and son John sold the team to the Chipstead Motor Group. McLaren, helped by a former Concorde senior scientific officer called Robin Herd, began to seek other areas than sports cars McLaren's first ever Grand Prix car, the McLaren Ford M2B appeared at Monaco for the first Grand Prix for the new three litre Formula on May 22, powered by a slimmed down but still capacious Ford Indy V8. It was the Mallite monocoque successor to Robin Herd's M2A test car. It qualified tenth of sixteen runners, but completed just nine laps before retiring with an oil leak. Two non starts in Belgium and Holland sandwiched a sixth place at Brands Hatch for the British Grand Prix with the weak Serenessima V8 engine. The team, however, was waiting for the return of the Ford V8, and they did the last two races of the year, McLaren taking fifth Watkins Glen, but the engine's swansong resulted in retirement. Chris Amon, who should also have raced for the team, never did so. However, in its first year, McLaren's Formula One team attempted six out of nine races, raced in four of them, and scored points in two. At the same time, the team was also busy in the British Group 7 sports car series while McLaren and Amon won Le Mans in a 7.0 Ford GT Mark 2. For their second year, McLaren decided to race just one car in Formula One with the team boss in the cockpit. Initially, they would have a 2.1 BRM engine available, but a 3.0 V12 unit was on its way. So Robin Herd adapted the M4A, initially a Formula 2/3 car, to be used with the smaller engine, this being called the M4B. McLaren did just two Grands Prix in this car, it being tailormade for the twists and turns of Monaco where he finished a fine fourth, although second was on the cards until a pit stop. But he crashed on lap two due to an oil slick in the Dutch Grand Prix and that was the end of the M4B effort. Instead, McLaren subsequently raced an Eagle in France, Britain and Germany, although without any success, certainly not that enjoyed by Gurney in the preceding Belgian Grand Prix which he won. McLaren then did the remaining four races in the championship in Herd's M5A with its BRM V12 engine, but while he finished the first of those races in seventh place, he failed to finish the remaining three although he qualified in the top ten each time and on the front row at Monza. Greater success was enjoyed by the orange M6As in CanAm racing where McLaren and Deny Hulme won five out of six races and Bruce became champion. (Hulme was Formula One World Champion for Brabham). The boss also did a few Formula Two races too... All this while running a successful customer side, although the cars were produced by Trojan. Partly thanks to Goodyear and Gulf Oil, Denny Hulme signed up with McLaren to make a formidable Kiwi combination in 1968. The pairing of Formula One World Champion and CanAm champion racing together in both series was a powerful one. But McLaren, like Lotus and Matra, also had the benefit of the new DFV engine which gave some sixty bhp more than the BRMs. Once again, the chassis design was mainly by Robin Herd, before he left for Cosworth. However, the first race of the season was some four and a half months before the second, so Hulme only raced a BRM engined M5A in South Africa where he finished fifth. Next up came two non championship races in England, ideal tests for the new Cosworth powered M7A and it performed magnificently: victory for McLaren in the Race of Champions at Brands Hatch, for Hulme at the International Trophy at Silverstone, with McLaren second. The rest of the season went pretty well too, although Lotus with Hill and Matra with Stewart just had the edge on the McLarens, although all three were using the same DFV engines. McLaren won a Grand Prix for the first time using his own car in Belgium, while Hulme won in Italy and Canada, leading home McLaren in the team's first one two at Mont Tremblant. But in the final race of the season, Hulme crashed due to a broken damper and was beaten into third in the Drivers' title, although McLaren were just 13 points behind winners Lotus in the Constructors' thanks to super reliability. In CanAm, works and customer cars dominated with Hulme winning the title this time and McLaren 11 points behind in second. McLaren's record just got better and better, even though they were still using the M7s from the previous year and were somewhat distracted by going down the fashionable, but ultimately fruitless, four wheel drive road with the M9A. It was also the era of high wings, until they were banned, so aerodynamics were somewhat varied. Nearly all the opposition were running dominant DFVs, apart from BRM and Ferrari. Tyres, reliability, rule changes, 11 CanAm races and the four wheel drive programme all took their toll on the straightforward Grand Prix campaign. McLaren got onto the rostrum three times during the year but Hulme had a very poor second half of the second, only alleviated by victory in the final round of the series in Mexico, as Goodyear's latest tyres began to overcome Firestone and Dunlop's early season form. Even so, the team sunk to fourth in the championship. But the team's orange M8Bs won every round of that busy CanAm series, lead by Bruce McLaren himself while Peter Gethin dominated the Formula 5000 championship in Church Farm Racing's M10A. It may not have been a good year in Grand Prix racing, but there was plenty to shout about elsewhere. The death of Bruce McLaren while testing the team's latest CanAm challenger at Goodwood not surprisingly overshadowed the entire year. It was going to be a busy one. Not only was there a Grand Prix programme with the evolutionary DFV powered M14As, but also a parallel programme with Alfa Romeo powered M14Ds, principally for Andrea de Adamich. On top of that, there was still the CanAm programme, and McLaren had decided, the previous year, that they would tackle the Indy 500. They had moved to new premises at Colnbrook, near Heathrow, and now numbered 50 people. Hulme finished second in the first Grand Prix of the year, and McLaren was similarly placed in the second. Hulme finished fourth in Monaco, and although the Alfa Romeo programme suffered from inconsistent engines, things were looking good otherwise. But then Hulme was badly burnt in an Indy practice fire, and days later, McLaren was killed. It was a cruel blow. Perhaps Hulme, shouldering team leader status, came back to racing too early, but it would take some time for his burns to heal. Peter Gethin, again successful in Formula 5000, became his teammate in Grand Prix racing and in CanAm. But in a year that Lotus replaced their 49 with a 72, and when Ferrari began to make a comeback, it was no surprise that McLaren didn't win a single race, and remained at fourth equal in the championship. However, Hulme won the CanAm title again from customer Lothar Motschenbacher with Gethin third. Peter Revson finished second at Indy. Not surprisingly, the team was still in the process of rebuilding as 1971 started. Gordon Coppuck was concentrating on the design of the team's IndyCar challenger, while Ralph Bellamy joined from Brabham for a year to design the factory's Formula One M19A. It featured rising rate suspension which initially seemed a good idea. Elsewhere, the management of the team passed to Phil Kerr and American Teddy Mayer who had both been Bruce McLaren's right hand men in various departments. Hulme lead the first race of the year at Kyalami until a bolt fell out of the rear suspension but thereafter, the team was in trouble, partially due to tyre vibration and understeer. Bruce McLaren's engineering ability was sorely missed. Mark Donohue became a semi works driver in his Penske entered machine to try and solve the problem, bumping Gethin out of the team to BRM, with whom he won the Italian Grand Prix that year. Donohue's third place in Canada was the highlight in a year dominated by Jackie Stewart and Tyrrell, while McLaren scored just ten points, including Donohue's four. But McLaren again won the CanAm series with the M8F, Hulme ahead of Revson. The American again finished second at Indy. McLaren's commitments can be typified by the weekend of May 19, 1972. That weekend, Hulme won the Oulton Park Gold Cup in the Formula One M19A, Jody Scheckter won the last Crystal Palace Formula Two race in McLaren's stillborn F2 production car, the M21, and Mark Donohue won the Indy 500 in Penske Racing's M16B. A fine McLaren weekend. For the record, McLaren were finally beaten the CanAm championship that year, after five consecutive victories, while their F5000 involvement was petering out. But a new era was dawning. The team had full sponsorship from Yardley and this year ran the previous year's M19s but with changes to wings and tyres. They now had rising rate front suspension, and constant rear suspension. The season started well, with Hulme second in Argentina and then first in South Africa where Revson was third. But Emerson Fittipaldi and Jackie Stewart made sure that they had little subsequent success, although Hulme and Revson were second and third in Austria, Hulme was third in Italy, Revson finished ahead of Hulme and behind Stewart in Canada and Hulme finished third in the USA. So Fittipaldi won the championship from Stewart, while Hulme was definitely best of the rest in third and Revson was fifth. After his Formula Two promise, Jody Scheckter was given his Formula One debut in the American Grand Prix where he finished ninth. At the end of the previous year, Teddy Mayer and Phil Kerr had announced that McLaren would no longer be involved in CanAm, so now the concentration was on Formula One and IndyCar racing. Changes in regulations meant that the elderly M19s would become obsolete by the European season, but Hulme finished fifth in Argentina in his, and then third in Brazil, while Revson finished second in South Africa where Scheckter qualified third and was heading for fourth until his engine failed. And if that promise wasn't enough, the writing was already on the wall for McLaren: Gordon Coppuck's M23, complete with obligatory deformable structure, allowed Denny Hulme to start from pole on its debut in South Africa and once again lead, only to be delayed again, this time by a puncture. It looked good. And it was good. The M23s usually started from the front three rows and were usually in the points. Hulme scored the first win of the year at Anderstorp and Revson won at Silverstone, a race indelibly engraved in the memory of motor sport for young teammate Scheckter's first lap accident which eliminated nine cars. Hulme was third. Stewart and Peterson often traded wins, but there was usually a McLaren in the points. Jacky Ickx did one race thanks to his Nurburgring knowledge and finished third behind the Tyrrells. Revson was eventually awarded a chaotic Canadian Grand Prix, but in spite of a promising season, the pair had to give best in the Drivers' championship to the Tyrrell and Lotus drivers. McLaren were similarly placed in the Constructors' series. A new era for McLaren, and a partnership that would last for many years: Marlboro Team Texaco was born, managed by Teddy Mayer, while Yardley's involvement was slightly reduced to one car run by Phil Kerr, principally for Mika Hailwood. Leading the team was 1972 World Champion Emerson Fittipaldi while the evergreen Denny Hulme stayed with McLaren for his seventh but final year. It was a thrilling championship. Hulme won in Argentina, beating Ferrari's Niki Lauda and Clay Regazzoni. Fittipaldi won at home in Brazil, while Hailwood was highest placed finisher in South Africa. Lauda, Fittipaldi, Peterson(Lotus) and Scheckter(Tyrrell) won the next four races; it was that open. Regazzoni and Reutemann(Brabham) also won. Going into the final round of the championship, McLaren led Ferrari 70 pts to 64, while Fittipaldi and Regazzoni were tied on 52 points. Scheckter still had a mathematical chance with 45 points. He qualified best, on row three, with Fittipaldi behind him and Regazzoni a row further back. Hulme's engine expired on lap five and he flew out of the circuit and Formula One before the race had finished. With Regazzoni's Ferrari handling appallingly, Fittipaldi knew he just had to shadow Scheckter to the flag, but the Tyrrell succumbed to a fuel pick up problem, and Fittipaldi finished fourth, securing the Drivers' title and the Constructors' too, a great day for McLaren. Sadly, the Yardley team didn't fare so well, with Hailwood crashing at the Nurburgring and breaking his leg, which ended his career. David Hobbs and Jochen Mass replaced him, but at the end of the year, Hailwood retired, Yardley quit and Phil Kerr followed Hulme home to New Zealand. But making it a better year, Johnny Rutherford took his M16C/D from 25th on the grid to victory at Indy, while he won another three IndyCar races during the year, narrowily failing to win the IndyCar championship. Pat McLaren, Teddy Mayer and Tyler Alexander remained the directors of McLaren at the end of the victorious season, but Alastair Caldwell remained to manage the Formula One team. Also largely unaltered was Gordon Coppuck's M23, now entering its third season. However, Fittipaldi had a new teammate in Jochen Mass. Fittipaldi started the season with victory over James Hunt(Hesketh) in Argentina and second to compatriot Carlos Pace(Brabham) at home in Brazil Mass was third. Mass salvaged a win from the Montjuich disaster but then Niki Lauda took over in the Ferrari with four wins in five races. McLaren's pair scored second in Monaco(Fittipaldi), and after a couple of non finishes, third and fourth in France. Fittipaldi won at Silverstone, Mass was fourth in the soaking Austrian GP, Fittipaldi second to Regazzoni at Monza, before harrying Lauda to the flag in Watkins Glen, with Jochen third. There were suggestions that Fittipaldi had been driving to score points. He lead the sixth most number of laps, and in the end, he was 19.5 pts behind Lauda in the drivers' series. Mass was seventh equal while McLaren were third in the series, a point behind Brabham. Perhaps they could have done better, but the M23 was an old car by now. At Indy, Johnny Rutherford finished second in the rain shortened race, driving Coppuck's John Barnard modified M16E. Two sets of circumstances combined to see James Hunt replace Emerson Fittipaldi for 1976. Hesketh, for whom Hunt had driven for the previous two years, pulled out of Formula One, due to lack of sponsorship. And Fittipaldi went off to drive for brother Wilson's team. Suddenly Hunt was team leader of McLaren, Mass staying on as his teammate. The tool for the year was intended to be Coppuck's M26, but it still wasn't ready, so M23s, lightened by 13.6 kilos were used initially, and became the favoured car for the year. And what a year! Ferrari won the first three races, Hunt the fourth, disqualified, and then reinstated. Lauda then won another two, Hunt came back to win in France and then in Britain, only to be disqualified, eventually, after an extraordinary race in which he was allowed to restarted in the spare car. Hunt won in Germany too, but his chief rival, Lauda, was desperately injured in a fiery crash. While Hunt went on to finish fourth in Austria and first in Holland, Lauda fought back from the brink of death to line up at Monza, finishing a courageous fourth. Victories for Hunt in Canada and Watkins Glen saw Hunt trail Lauda by three points as they came into the final race, after a season of protests and controversy. It was raining hard as the cars lined up for the Japanese Grand Prix at Fuji, drivers having discussed whether they should race or not. Lauda pitted after just one lap, Hunt lead. The Austrian had trouble seeing in the rain, due to his fire ravaged eyebrows. He reluctantly but responsibly pulled out. Hunt, however, had to finish third or higher. But his left rear tyre was punctured, and steadily he dropped back, eventually having to pit. Furious, he rejoined fifth, with just three laps to go. On new tyres, he passed Alan Jones and Regazzoni easily, now third. He took the chequered flag, but scarcely realised that he was third, refusing to believe it for several minutes after he'd come into the pits. James Hunt was World Champion by a point, Jochen Mass was ninth, and McLaren were second in the Constructors' championship, nine points behind Ferrari. And to cap it all, Johnny Rutherford had won Indy for McLaren for the second time in three years; even numbered years were favourite for McLarens at Indy. A minute gap between the end of one season and the beginning of the next of just 75 days meant that McLaren quite understandably retained their M23s for 1977 while working on Coppuck's M26. Initially, it looked good. Hunt was on pole for the Argentina Grand Prix and for Brazil, finishing second in the latter. He was on pole again in South Africa, beating teammate Jochen Mass to finish fourth. But at Long Beach, he was only eighth and again on row four in Spain. Teammate Mass finished ahead of him on both occasions. Hunt qualified the M26 third in Anderstorp, but Mass finished second to Laffite. The M23 sometimes seemed better, sometimes the M26. Hunt scored his first win of the season at home in the latter. Meanwhile Lauda, Laffite and Andretti were also potential winners. It wasn't until Monza that McLaren were in the points again. In spite of Hunt's pole position, Mass finished fourth, but Hunt won at Watkins Glen in the now improving M26. He was branded the bad boy after thumping a marshal in Canada, only to return to glory in Japan with victory. But Lauda had had his revenge, Hunt was only fifth with Mass sixth in the championship. At least McLaren was third in the Constructors' series. Elsewhere, McLaren were once again involved with Johnny Rutherford and various customers in IndyCar racing but not with the success gained before. Hunt had a new teammate in Patrick Tambay, while Formula One was undergoing a change. Renault had introduced their turbo car the previous year although that wasn't the major technical trend. Former McLaren designer Ralph Bellamy and Colin Chapman had come up with the Lotus 78/79 ground effect cars, and it would be this innovation which would prove difficult for other teams to match in the coming years. Hunt and Tambay would continue to use the M26 in 1978 but they would be largely outclassed by Lotus in particular, but also Ferrari with the 312T3 and Brabham with their Alfa Romeo powered BT46s but principally, the Lotuses. Hunt scored fourth with the tried and tested M26 at the first race in Argentina, then fifth in Spain, while Tambay was fourth in Sweden. Hunt was third at Ricard and Tambay fifth in Monza but the team was back in eighth place at the end of the year. Some blame rested with Hunt, that he didn't seem to have the determination and fire of old. He had been ditched by the team and Ronnie Peterson signed for the following year, but the Swede tragically lost his life after a startline accident at Monza. Meanwhile, McLaren's proven old M23s were much in favour, being run in the British Formula One championship and appearing in various privateer hands at various Grands Prix. In America, Johnny Rutherford was still winning for the McLaren team in IndyCar racing, and there were privateer successes as well. John Watson was signed to replace James Hunt for 1979, while Gordon Coppuck came up with his own copy of the previous year's all conquering ground effect Lotus. This was the M28 but to get the same ground effect figures as Lotus, the car had grown huge side pods in which to accommodate underwings. It made for a big car which was slow on the straights. It also sufferes structurally, due to problems with the bonding. The M28 was raced for the first half of the season, and Watson scored an impressive third in Argentina, partially thanks to excellent Goodyear tyres, which masked the technical problems. Watson finished fourth in Monaco out of six finishers. However, as early as May 1, a decision had been taken to develop a new, compact replacement for the M28, known as the M29. This was more of a Williams copy than a Lotus, said Coppuck. In its first race, the British Grand Prix, Watson finished fourth and finished fifth at Hockenheim. Sixths in Canada and America followed, before the season fizzled out. Meanwhile, the American campaign was also coming to a halt. There were top three finishes in the States, but by the end of the season, the team had been wound up. McLaren now only raced in Formula One. However, there was just one ray of sunlight in the future. In November of that year, the team tested an interim M29 with new underwings. Potential drivers for the following season were also on hand, including one Alain Prost. His opening laps were quicker than Watson's. He was quickly signed for 1980... Alain Prost's initial promise was borne out throughout the first half of the season, with the Frenchman usually outqualifying his teammate. He scored a point in his first ever Grand Prix in Argentina, and went on to finish fifth in Brazil. Two mechanical breakages in South Africa resulted in a broken wrist which kept him out of Long Beach. Stand in Stephen South failed to qualify but Watson finished an encouraging fourth. Belgium offered little respite, and they hit rock bottom in Monaco where Watson failed to qualify, and Prost went out at the first corner. Prost qualified seventh in France and Watson finished in the same position while Prost was sixth at Brands Hatch. But by this stage, there were developments on two fronts. A new, M30 was on the stocks, designed by Gordon Coppuck and 50 per cent stiffer. Prost took his model to sixth on its debut in Holland. But more importantly, there were changes afoot for the team as a whole. Formula Two team owner Ron Dennis and Marlboro representatives had already approached Mayer a year before, suggesting a merger. Now Marlboro, for whom Dennis's Project Four team was running a BMW M1 in the Procar series, told Mayer that he had better merge because they were no longer competitive on their own. Mayer was wise enough to heed the advice. Part of the deal was that Dennis would bring his own designer, John Barnard, and Gordon Coppuck would have to leave. The merger, announced in September of 1980, saw Dennis and Mayer as joint Managing Directors of McLaren International. Mayer was also Chairman while Tyler Alexander, one of the McLaren's early members, and Barnard would both be Directors. By this stage, Watson had rediscovered his old fire, and with Barnard's input, his M29 and the M30 were to score points. Watson was a competitive fourth in Canada but Prost suffered another breakage at Watkins Glen and was once again injured, unable to start the race. It had been a poor season, but the dawn of a new era. In spite of the promise of the new team, and John Barnard's forthcoming carbon fibre monocoque for the first MP4(Marlboro Project Four), Alain Prost found a way out of his contract to leave the team to drive for Renault, his national team. Watson hung onto his seat, and was partnered by Marlboro's Italian hope, de Cesaris. The team started the year with old M29s, now in F configuration and it wasn't until the third race in Argentina that Watson got his MP4. Two races later, he qualified fifth and two races after that, finished third in the queue behind Villeneuve in Spain. At Dijon, he was on the front row of the grid and finished second, and at Silverstone, he won! All this was against a background of technical chicanery to get around new rules to combat ground effect, and Formula One politics pitching governing body FISA against the teams. There was another point for Watson in Hockenheim and Austria, while he was second in Canada. But the MP4 was prone to porpoising, and it didn't make a driver's task easy. De Cesaris's season was remembered as being a succession of accidents, earning him the nickname de Crasheris, while Watson had a big accident at Monza from which he was lucky to walk away uninjured. De Cesaris was sure not to keep his seat, but Watson's win and subsequent form ensured that he kept his. Before the end of the year, it was announced that he would be partnered the following season by his old Brabham teammate, Niki Lauda, who was emerging from retirement. Barnard only slightly modified his MP4 for its transformation to B specification. The chassis had lasted well, so Barnard tried to slim down the monocoques, modify the suspension and increase stiffness throughout. Set up on Michelin's tyre proved crucial and the team worked hard in both their own local wind tunnel in Feltham and that of Michelin. Carbon fibre brake discs were also tried during the year. The season started remarkably well, with Lauda fourth and Watson sixth, both in the points. Watson picked up second in Brazil after the disqualifications of Piquet and Rosberg. Proving that he'd lost none of his magic, Lauda won at Long Beach while it was Watson's turn at the tragic Belgian Grand Prix, with Lauda third. However, the Austrian was disqualified for being underweight. Watson was a point behind leader Prost in the Drivers' championship, and McLaren led the Constructors'. After a disappointing Monaco, Watson sensationally won the inaugural Detroit Grand Prix from 17th on the grid, partially helped by a stoppage which allowed him to fit harder Michelins to iron out understeer. He scythed through the field, past his teammate who then spun, but Watson and McLaren now led their championships. Watson was third in Canada a week later, while Lauda was then fourth in Holland, and then won at Brands Hatch. McLaren still led the Constructors' but Watson was now second in the Drivers' series to Pironi. After the turbo Renaults and Ferraris dominated at Ricard, Pironi was badly injured in Germany and Lauda also suffered wrist injury when he spun off, and would miss the race. Watson's suspension broke and he spun out of third. Lauda scored an unexciting fifth in Austria, but Rosberg's close second \ elevated him to championship leader, a position reinforced by victory at Dijon where Watson damaged a skirt and dropped to 13th. Lauda scored points at Dijon, and Watson scored in Monza, his first points in three months which just kept his hopes alive but even a fine second in Las Vegas wasn't enough, and Rosberg won the title by five points and Ferrari had a similar margin in the Constructors'. Late in 1982, two things happened which were crucial to McLaren. The first was that Teddy Mayer and fellow director Tyler Alexander left the team, feeling that they were no longer required in the new structure, leaving Dennis and Barnard to run the show. Secondly, the second phase of an agreement with Porsche to build turbocharged V6 engines financed by Akram Ojjeh's Techniques d'Avant Garde or TAG was signed. Ojjeh's son Mansour formed a company jointly with Ron Dennis and McLaren for the purpose. The emphasis of the season was weighted towards running this engine, particularly when new regulations came into effect banning ground effect and calling for cars to run flat bottoms. This effectively robbed cars of their downforce, and larger front and rear wings would be needed to compensate for this loss. However, they would be used at the expense of drag, which would handicap the less powerful Cosworth runners in comparison to the turbo powered entrants. Another handicap was that tyres developed for turbo runners weren't necessarily suitable\ for those running normally aspirated engines... So McLaren were looking at several disadvantages during the year. The cars were modified for the new aerodynamic regulations but they had to bear in mind the forthcoming engine. Often they won the Cosworth battle during the year, and sensationally, won the second race of the season at Long Beach, with Watson and Lauda completing a McLaren one two from 22nd and 23rd on the grid! Equally poor qualifying at Monaco, however, resulted in neither of them starting the race at all. Lauda ran the TAG engine in Holland for the first time and both drivers had them for the final three races of the year. Qualifying positions improved, but neither driver finished, as the team began the steep turbo learning curve already experienced by other teams and drivers. After several seasons of preparation, McLaren now had all the weapons that they needed. Barnard changed his chassis little, but it did feature new rear suspension. The engine development continued during the winter and Alain Prost returned to McLaren after being sent on his way by Renault, with whom he had gained valuable turbo experience. McLaren may have been among the last to join the turbo brigade, but they had prepared the ground well. They hit the ground running. Alain Prost won the first race of the year in Brazil, Niki Lauda led his teammate home in the second and while they may not have featured in the third, they won the next three between them. At season's end, they had won 12 races between them, clinching the Constructors' championship by a massive 86 points, more than that scored by second placed Ferrari. Their matched pair of drivers were separated by just half a point, Lauda pipping Prost. It was a phenomenal demonstration and a warning to all. If this was the way McLaren were heading, then rivals would have to match this effort. Having said that, Porsche certainly had their problems with the engine, although rarely in races. And McLaren worked carefully on fine tuning brake cooling throughout the year, and had just one problem with Prost's front wheel working loose at Dijon. Otherwise, it was a pretty remarkable year. After the victorious and dominant 1984 season, McLaren were quite rightly the team in everyone's sights in 1985. Most elements in the team were largely unchanged, apart from the departure of Michelin. To keep abreast of the competition, John Barnard introduced new bodywork, new rear suspension, new front uprights and new wings. On the engine side, there weren't huge changes, although Barnard was highly complimentary about Bosch's Motronic electronic management system, while mirror image KKK turbochargers were custom made for TAG's V6 instead of the previous identical models. Three wins by Alain Prost in the first four races - if one includes the chaotic San Marino Grand Prix from which he was subsequently disqualified - suggested that McLaren hadn't lost their touch although Lauda could only claim a single fourth place, two mechanical retirements and a spin on oil. A further string of retirements followed, while Prost won at Silverstone, was second in Germany, won again in Austria, and then harried his teammate all the way to the line in Zandvoort as Lauda regained form. However, a wrist injury suffered two races later in Belgium merely served to confirm his decision to retire from the sport. Replaced by John Watson for the next race, he retired after a year that reaped only 14 points and which Ron Dennis described as 'unlucky' Prost had clinched the title by round 14 of the sixteen races and McLaren were Constructors' champions again, although this time only eight points ahead of Ferrari. It is often said that this was a season that Williams Honda lost rather than McLaren won. Piquet and Mansell both had a chance, yet Prost pinched the title in the last round at Adelaide, when Mansell suffered a tyre delamination, and when Prost himself thought he was going to run out of fuel. Praise was fullsome for the Frenchman who won his second world title back to back, and McLaren won their third consecutive Constructors' title. John Barnard, who was to leave McLaren for Ferrari during the summer, made detailed modifications to the MP4/2Bs that were to become 2Cs, particularly given the new 195 litre fuel tank restrictions. There was a six-speed gearbox but apart from the latest version of Bosch's Motronic engine management system, the engines were little changed. One small headache was new recruit Rosberg's press on style of driving, so different to Prost's and previous teammate Lauda's. It was only after Monaco that the Finn's set up was changed. After both engines failed in Brazil, Prost was third in Spain, then won at Imola and at Monaco. A point in Belgium (in spite of a remarkably bent engine mounting), then second in Canada kept their hopes alive, but then Williams seemed to gain the upper hand with better fuel consumption. Only late in the season did Prost reassert the team's position with a win in Austria, second in Portugal and Mexico and the crucial win in Australia. But once again he had lost his teammate and now the technical director had gone too. McLaren were going to have to regroup. Something old, something new: TAG's legendary engine was getting long in the tooth; Stefan Johansson arrived to partner Alain Prost, and Steve Nichols became Formula One project leader following John Barnard's departure the previous year. He had worked on the car and with Barnard, and now estimated what needed to be left and what changed. The suspension was left, as was the gearbox, but a new monocoque was designed, with new aerodynamics and a small housing for the smaller fuel tank. Meanwhile Porsche raised the compression ratio of the TAG engine three times in order to improve fuel efficiency but then engine development failed to reap rewards and a misfire set in. Alain Prost won in Brazil, Johansson was third there and fourth at Imola. The pair were first and second at Spa but a couple of thirds were the only reward from the next four races. The increase in power had in turn resulted in an increase in weight, upsetting the engine's balance, causing vibration. In Germany, Prost was heading for victory until an alternator belt broke five laps from home. It was a curious failure as the belt hadn't broken in 100,000 miles of racing, and had then broken several times. Another lean spell ensued as Honda dominated and active suspension became the fashion, but Prost was back on top in Portugal and second in Jerez, before sinking into oblivion again with only Johansson's third in Suzuka as reward. Sadly, Johansson was to be elbowed by a dream team in 1988; Dennis has succeeded not only in attracting Ayrton Senna, but also Honda... In theory, this was a transitional year for Formula One, as the turbo boost was lowered from four bar to 2.8 to give the advantage to normally aspirated engines in preparation for a turbo ban and fuel capacity lowered from 195 to 150 litres. In practice, it allowed McLaren, Honda, Alain Prost and Ayrton Senna to rewrite the record books as they totally dominated the year. The statistics are simple: McLaren won 15 out of 16 races, Senna winning eight(he was disqualified from the first race in Brazil), Prost seven. Senna therefore won the championship by three points; both drivers had double the points of third placed Gerhard Berger. Similarly, McLaren scored three times as many points as the second team in the Constructors' championship, winning with 199 points to Ferrari's 65. Senna started the first six races from pole position, and added another seven before the end of the year. It was a magnificent, mind numbing performance by team and drivers; scarcely exciting, but mightily impressive in its perfection. The drivers did occasionally clash, particularly when Senna chopped Prost at Jerez, and both were beyond the limit at Monza, where Senna's audacity in lapping Jean Louis Schlesser's Williams resulted in retirement. He also lost concentration at Monaco and ended up in the barrier. Prost, once again, revealed his dislike of wet conditions. Steve Nichols once again led the design team which had to cope with new cockpit regulations as well as the smaller fuel tank, so much of the car was new, which made it even more deserving. Honda reliability was exceptional and overall reliability was phenomenal, all contributing to a record breaking season. They deserved everything they got. While Steve Nichols's MP4/4 design had been winning the final championship of the turbo era, Neil Oatley had been hard at work on McLaren's first chassis for the return to normally aspirated, but now 3.5 litre engines. Although the end result was the same - McLaren winning both Constructors' and Drivers' Championships - there was no surprise that they didn't quite enjoy the domination of 1988. However, a McLaren led every race but Portugal (where Senna started from pole), and he and Prost won ten of the 16 races, Prost with four to Senna's six, although it was the Frenchman who claimed the Drivers' title with just three retirements to the Brazilian's nine non-scores. But that just tells half the story. It was a year in which Prost became increasingly paranoid about his teammate. They fell out at Imola, when Prost felt that Senna had breached a no passing agreement. Prost went further at Monaco where Senna scored a superb victory, apparently without second gear. At Monza Prost accused Honda of favouring Senna and would then reveal that he was leaving the team. Earlier in the year, he had written off a monocoque at Phoenix, the first such accident he'd had in five and a half years with the team. Three races later, he and Senna collided at the Suzuka chicane, and even though neither of them scored points in the last two races, the championships still went to McLaren. Against this intensely political background, McLaren and Honda provided the best combination for the best two, if different, drivers in the field. Oatley's design still followed similar lines to those before, but weight shaving continued throughout the year, although it also suffered a handling imbalance. The team also introduced a complete new rear end, based around a transverse gearbox, midway through the season. Honda, meanwhile, made a phenomenal effort, with five different specifications of engine for various conditions, circuits and situations. They reaped their reward, but there was a human cost. And it was interesting that Senna suffered more mechanical failures than Prost... Prost's defection to Ferrari also saw Steve Nichols leave McLaren, but Neil Oatley's design from the previous season had been successful and he was entrusted with what became a B version of the same car. It incorporated different front suspension, revisions to the six speed transverse gearbox, aerodynamic profile changes and a multi-arch diffuser which was ultimately discarded. Senna's new teammate, Gerhard Berger, didn't fit into this new design, however, in spite of initial changes to the car, and it was no surprise that Gerhard was somewhat downhearted until further changes almost resolved the problem at mid season. Senna, meanwhile, was leading from the front. Indeed, he led every race of the season apart from Hungary where he harried Thierry Boutsen to the flag, and Suzuka, where he punted Prost off at the first corner to claim the championship. Against a continued backdrop of acrimony with the governing body from the previous year, McLaren claimed the first race at Phoenix, in spite of the late completion of their cars. Berger set pole position but Senna would be on pole for the next four and then Berger. In all, Senna started from pole ten times during the year. But Prost at Ferrari proved a formidable opponent with team-mate Mansell, and Williams's pairing of Boutsen and Patrese also had their fair share of success. Honda again supplied McLaren with a variety of engines which often suffered power loss during the year, while McLaren themselves suffered a drop in performance mid season. Typically, they reacted well and returned to claim both titles, only the second time that the Constructors' series had been won three times in a row. For the fourth time in as many years and the third time with Honda McLaren had a different engine specification to use. Otherwise, things were pretty much the same, apart from Henri Durand helping chief designer Neil Oatley on the aerodynamics side of the latest car. The new engine and its thirst not surprisingly, demanded several changes to the car's layout. Front suspension was changed twice during the year, while both the gearbox and the chassis itself were changed, the former being operated by automatically and the latter being more rigid. Aerodynamics were also changed. Honda's decision to go to V12 configuration did result in a greater thirst in comparison to the V10s of the opposition, but it was also tricky for the team's own TAG engine management system to keep abreast of development both in fuel and engine terms. This resulted in Senna running out of fuel twice during the season, at Silverstone and then two weeks later in Hockenheim. But the season had started brilliantly with a quartet of victories, including an emotional if troubled win at home at Interlagos. One retirement and two thirds to Williamses were followed by those two retirements, but Senna came back superbly with a flag to flag win in Budapest and then leading home a great one two in Spa, in spite of gearbox problems as in Brazil. The subsequent two second places should have been enough to clinch the championship, but for previous problems, but a generous second to teammate Berger in Suzuka was sufficient to clinch the title with the seventh win of the year in Australia the icing on the cake. It was Senna's third title, McLaren's fourth in succession. This was to be fifth and last season with Honda, and the third and final season that Gerhard Berger would drive for the team. Nevertheless, with Ayrton Senna still with the team and Honda, there were still expectations of huge promise. The team started with the previous year's MP4/6 until it was suddenly realised that perhaps the new car was going to be introduced as soon as possible, and it was used from Brazil onwards. Once again, the new car was the work of the team lead by Neil Oatley with several new features, fly by wire throttle being one of them, and a new method of making the monocoques. The gearbox was still transverse, but once again, revised. However, there were several shortcomings. The car was unpredictable in fast corners, while the latest Honda was scarcely more powerful than its precedessor and certainly just as thirsty, which of course, meant a weight penalty. In the days of ever more sophisticated V10s, this was a considerable handicap. Both drivers were in the points in the first race, Berger in the second and both retired their new cars in the third. Senna won Monaco, Berger won in Canada and then after two disappointments, Senna finished second in Germany and then won in Hungary and in Italy, now with active suspension. Berger won in Australia, his swansong with McLaren. But in spite of three wins, Senna and his teammate were fourth and fifth respectively in the championship, and McLaren 65 points behind winners Williams in the Constructors' series, now faced with a search for a power unit. Having tested him a year or so before, Ron Dennis signed reigning IndyCar champion Michael Andretti for the 1993 season, even though Dennis hadn't revealed the source of the team's power unit, perhaps because it wasn't finalised until November of the previous year. It turned out to be a McLaren financed development of Ford's HB engine. However, it was a version behind that of Benetton until Silverstone, which was a disadvantage. What they lacked in straight horsepower, however, they hoped to pick up with mechanical sophistication, and that involved TAG's electronics, the light and economical engine, loads of electronic trickery including, of course, very advanced active suspension and traction control. In spite of a fine second to Prost at Kyalami, two superb races in the wet one at home and the legendary Donington victory and his sixth victory at Monaco, there was some doubt as to Senna's commitment and it became increasingly clear that he would turn his back on the team that had brought him three World Championships at the end of the season. While Prost and Hill made hay for Williams, Senna suffered few mechanical problems, although there was a third consecutive fuel related retirement at Silverstone. The year ended with two victories at Suzuka and then Adelaide, which was Senna's last and which promoted McLaren as the most successful Grand Prix team of all time. But they scored exactly half the points scored by winners Williams, although Senna was only 23 points behind World Champion Prost. But McLaren was pretty much a one driver team this year. A late regulation change meant that Andretti didn't have the laps available for him to learn circuits and he never really embraced the European Grand Prix way of life. His best race might have been at Imola before he went off, but after finishing third at Monza, he returned to the USA, to be replaced by Mika Hakkinen who promptly out qualified Senna in Portugal. That, in itself, signified the end of one era, the beginning of a new one. The only question mark over McLaren's long term future was its engine, and in 1993, the team began a long term partnership with Peugeot except it lasted a year. It wasn't an entirely disastrous year but inevitably, Peugeot's arrival, the loss of Senna, new regulations, new drivers was going to take time to get used to. The new MP4/9 chassis was based on the Ford chassis from the previous year with slightly different aerodynamics and the facility to use a hand operated clutch for the first time. A fully automatic upchange facility in the gearbox was outlawed. The team also ran power steering for the first time, although the drivers preferred conventional steering on the faster circuits. The main problem was handling on slow corners, although a revised underbody and new rear wing made things better after the Hungarian Grand Prix. There were rule changes with the banning of traction control and other driver aids, and more after the death of Ayrton Senna. Peugeot's new engine made several steps forward during the year, but it had been difficult to define the cooling for the engine prior to running it, and then when it did run, it was in fairly cool conditions. However, when races were run in hot conditions, there were problems. Hakkinen was very highly motivated, scoring his first rostrum position in that devastating San Marino Grand Prix, with more consecutive thirds in Belgium, Italy, Portugal and Jerez, the downside being his accident in Hockenheim for which he was banned for race, his place being taken by Philippe Alliot. But the fact remains that for the first time in its existence, McLaren International did not win a race. Before the end of the season, the long term relationship with Peugeot had been terminated and a new one signed with Mercedes Benz. This was a year of ups and downs as McLaren coped with new drivers, a new engine partner, new regulations and new ideas. First of all, they were using their fourth different engine in as many years. And perhaps reviving a precedent, Ron Dennis insisted on engine design changes to accommodate new regulations, just as John Barnard had done with Porsche. But the Ilmor designed Mercedes engine was smaller than the previous year's Peugeot, so it wasn't too much of a problem for Neil Oatley's design team. The new car featured McLaren's first high nose and a wing atop the engine cover. Meanwhile sponsors Marlboro insisted on high profile name and after he'd been turned down by Williams, Nigel Mansell was signed. But the MP4/10 not only suffered a major imbalance in testing, both drivers also found it lacked room. So a new, wider monocoque was designed and built for Mansell in 33 days who stood down for the first two races, replaced by Mark Blundell. But front end grip was still a problem and Mansell quit before Monaco, his place taken on a more permanent basis by the popular Blundell who usually qualified a couple of places behind teammate Hakkinen. The Finn finally got onto row two in Belgium following Ilmor's introduction of a revised engine and McLaren's new gearbox. There was no doubt that huge efforts were made by both teams. Hakkinen missed Aida due to appendicitis, his place taken by Magnussen while a week later, Hakkinen's third on the grid and second in the race was welcomed, but any optimism was cruelly dashed by his huge accident in Adelaide, leaving the team despondent as they approached the new season. This, perhaps, was a year of consolidation. Hakkinen had thankfully made a remarkable recovery and would improve on his previous year's performance. He was joined by David Coulthard, who came from front runners Williams but found life a little more difficult at McLaren. Ilmor fine tuned the Mercedes engines just as McLaren did the same with the MP4 chassis. Helping out were former McLaren employees Steve Nichols and Alain Prost... Although both engine and chassis were refinements of previous models, neither carried over much from either unit. There was massive detailed effort on the chassis, particularly on suspension, but once again imbalance proved a problem. The front wing mounting needed revision during a year when the drivers preferred the car in low downforce trim. It didn't like bumpy circuits, and Coulthard's bete noire would be rear end stability. A short wheelbase version became the standard at mid season. From an engine point of view, there were huge revisions here too, working on mid range torque, while it was lighter than before with a five per cent increase in power. Engine response improve progressively during the season, and this year, McLaren chosen to drive its power through a longitudinal gearbox again. While there were no massive gains in terms of competitivity, the drivers did slowly make inroads into the Williams/Benetton domination. Coulthard finished second to Olivier Panis at Monaco, while Hakkinen had four third places. But at the end of the year, a 23 year old partnership drew to a close. Dennis, rather than accept a cut in budget from Marlboro, preferred to find a new major sponsor, and did so with West. Once again, McLaren made further progress in 1997 with a stable driver pairing, even if they were now decked out in the new colours of West. However, the biggest coup during the year had been the recruitment of Adrian Newey fro Williams who joined Neil Oatley in the design department. The latest MP4 was totally new, with fastidious detailing which consistently impressed rivals. New technological innovations during the year included a fascinating secondary braking system. The team's engine partners were just as conscientious, their new engine at the start of the year featuring a new block with new positioning of systems to aid installation A further version of the engine was introduced at Barcelona. The combination still worried Coulthard, for whom any rear end stability was a problem, but even so, he won the opening race of the year in Australia and again at Monza. Hakkinen was gifted the first win of his career in the final race at Jerez. But that only tells half the story. They could also have won at Montreal, Silverstone, in Austria, the Nurburgring, and maybe Suzuka too which would have put a whole new complexion on their season. As it was, Coulthard was the higher placed of the drivers, and the team finished fourth, but clearly, there was much more potential, and with stability now established, further fine tuning would probably reap the required rewards. Adrian Newey's terms of employment restricted him from working for West McLaren Mercedes before August of 1997, but that still gave him plenty of time during the year to think about a car that would conform to the strict new regulations, whilst maintaining the emphasis on safety that came into effect in 1998. Many designers were hard pressed to meet new crash test regulations but Newey had been able to work on a car that was safe and competitive. Some 12,000 man hours went into trying to regain downforce lost by the new regulations. Mercedes also worked hard on the engine. The other novelty, to Hakkinen's joy, were Bridgestone tyres which replaced Goodyear. The Japanese company hit the ground running, and eclipsed the American company, although Goodyear did fight back. But the combination of a Hakkinen who now knew what it was like to win, Newey's chassis and Bridgestone's tyres meant that West McLaren Mercedes began the season in dominant style and almost continued in that vein. The pair were a lap ahead of the field in the Australian Grand Prix although controversially they swapped places. The result was the same in Brazil, while Hakkinen was second to Coulthard in Argentina. The Finn went on to win in Spain, Monaco, Austria, Germany, then in Luxembourg and Japan. Schumacher fought back but that final burst made the championship Hakkinen's. By contrast, Coulthard won only in San Marino but was second six times. He suffered from tactics a couple of times, and had two engine failures, but he contributed to the West McLaren Mercedes team's success, and he certainly gained some consolation from that. West McLaren Mercedes , without doubt, was the team to beat in 1999 but they should have sewn up the championship considerably earlier than Suzuka, when Hakkinen dominated to win the Drivers' title. After all, their main rivals, Ferrari, lost their main driver at Silverstone. But there were mechanical failures, driver errors and occasional questionable strategies that cost valuable points during the year. The new car was completely new, incorporating several ideas which technical director Adrian Newey would have liked to have included the previous year. It was considerably lighter, but also more complex. Partially thanks to new tyre regulations, it didn't instil confidence as its predecessor had done, but at the limit, performed better. Mercedes, meanwhile, had produced a lighter and lower V10. The season got off to a poor start, with neither car finishing. West McLaren Mercedes had thought of taking the previous year's car to the first three races... But then Hakkinen won in Brazil, while Coulthard might have won at Imola but for backmarkers. The team scored a crushing one two in Spain, while Hakkinen won again in Canada and was then second in France. At this stage, Hakkinen had 40 points to Michael Schumacher's 32 and Eddie Irvine's 26. Hakkinen, however, salvaged only a third place from the next three races, whereas Irvine scored two wins and a second, although Coulthard won in Britain. Hakkinen fought back with a win in Hungary, second after a second brush with teammate Coulthard in Belgium, then the disappointing second premature exit in Italy. Going into the final two races in Malaysia and Japan, he was just two points ahead of Irvine, but he was frustratingly held up in the first race where Irvine won, which gave him a four point deficit going into the final round in Japan. But a superb race saw him win and take the championship. However, Ferrari had fought back and had taken the Constructors' championship. Clearly, McLaren could not afford to rest on their laurels. They certainly didn't rest on their laurels in 2000, but a combination of problems, a disqualification, mechanical failures and an occasional mistake saw the team relegated to second places in both championships. Once again, team, engine builder and drivers retained stability, the driver pairing becoming the longest ever in Grand Prix racing during the year. There was no doubt that speed was there, with the drivers and test driver Olivier Panis frequently showing fastest in testing. With Mika Hakkinen on pole for the first three races, and teammate Coulthard alongside him in the first two, that was certainly never in doubt, but both drivers failed to finish in Australia due to pneumatic valve failure. Hakkinen suffered engine failure in the second race, and Coulthard was disqualified, so with Michael Schumacher leading the two McLarens home in the third race, the Ferrari driver had a huge advantage. But then the advantage turned: Coulthard won in England, Hakkinen in Spain, Coulthard in Monaco and then again in France. In Austria, Hakkinen began the fight back, leading home his teammate, while Hakkinen won in Hungary and superbly in Belgium where he took the championship lead. Unfortunately, a mechanical failure at Indianapolis virtually ended his chances. A superb race to second in the damp of Japan wasn't enough, but Coulthard's late race challenge in Malaysia could not make up for two penalties in the last three races. Second was the best in both Championships. Minardi Full Team Name: GoKL Minardi Asiatech F1 Team Web Site: http://www.minardi.it/ Sponsors and Partners: GoKL, European Aviation, Magnum, Gazprom, PC Suria, BAS, HealthyCo, Quadriga, Telstra, PanGlobal, Allegrini, PDP Box Doccia Spa Founded in 1979, with the aim of competing in the European Formula Two Championship, the Minardi Team makes its debut in Formula One in 1985. After spending its first few seasons in motorsport's top category acclimatising to the demands of Grand Prix racing, the team takes its first World Championship points in 1989, scoring in Great Britain (fifth and sixth places), Portugal (fifth) and Australia (sixth). Minardi's best season to date is 1991, when its effective, Ferrari-powered chassis allows the team to claim seventh place in the World Constructors' Championship standings. The 1993 car is designed under the supervision of highly regarded Austrian, Gustav Brunner, and the chassis turns out to be highly effective, fourth place in South Africa, fifth in Monaco, and sixth at Donington and Imola propelling Minardi to eighth place in the Constructors' Championship. During 1994 and 1995, Minardi enters into a joint-venture with Scuderia Italia. Unfortunately, a series of commercial difficulties jeopardise the team's future and, by the end of 1996, an alliance formed by Gabriele Rumi and Flavio Briatore acquires the majority stake in the company. The 1998 season marks a turning point for Minardi. Briatore severs his ties with the company and his shareholding is acquired by Gabriele Rumi, who thus becomes majority shareholder and embarks on an extensive restructuring and upgrading programme. The team is joined by new, highly skilled personnel on the technical side, while Gustav Brunner makes a welcome return to the Minardi fold. The hard-trying team's efforts are rewarded when it finishes the 1998 championship in 10th place, achieving an objective set at the start of the season. In 1999, Minardi is further strengthened by the arrival of Cesare Fiorio as Team Manager and Sporting Director. Once again, the Faenza-based team finishes 10th in the World Championship standings, on this occasion courtesy of a very valuable point scored by F1 'rookie', Marc Gené, at the European Grand Prix. For the team, one of the most satisfying aspects of the season is the excellent reliability of the M01, which provides its drivers with 10 top-10 finishes. In the year 2000, the Faenza-based team celebrates its 16th year in Formula One, and although the team fails to score any points during the course of the season, it retains its tenth-place ranking in the World Championship standings with superior placings to the notably better funded Prost team. The 2001 season marks another watershed for Minardi, as the withdrawal of a major sponsor at the end of the previous year leaves the team in difficult financial circumstances. As a result, it is acquired in late January by UK-based Australian businessman, Paul Stoddart, head of the European Aviation Group of companies, and merged with his European Formula Racing operation in Ledbury, England. His plan is to retain Minardi's distinctive character in the Formula One paddock, while providing EFR personnel, technical expertise and financial stability to strengthen the team and improve its overall competitiveness in the future. Against all the odds, the new European Minardi PS01 chassis, powered by a European V10 engine (an uprated version of the previous season's Fondmetal power unit), is produced in six weeks and three days, and a pair of cars line up for the opening Grand Prix of the year, in Melbourne. The team finishes 11th in the 2001 World Constructors' Championship and spends the year laying a solid foundation for what Stoddart intends should be significant future progress. Minardi's 2002 effort involves the all-new PS02 chassis, powered by Asiatech's latest AT02 engine. Unlike 2001, a busy testing programme commences in early January, following extensive wind tunnel development of the team's latest F1 challenger. With a strengthened technical team and sponsorship package in place, Minardi is poised to take its next step on the all-important journey to increased competitiveness. Renault Full Team Name: Renault F1 Limited Web Site: http://www.renaultf1.com/ Sponsors and Partners: Louis and Marcel Renault were among motor racing's true pioneers, and their spirit is synonymous with the passion and excitement of Formula One. In 1899, they took their historic first victory in the Paris to Trouville road race, and it was just the beginning of a motorsport odyssey. More than a hundred years after that first victory, Renault returns to the track at the highest level. Town-to-town road racing dominated motorsport in the closing years of the nineteenth century. Driven by the pioneering spirit of the company's founders, Renault were major players. Marcel's landmark triumph in the 1902 Paris-Vienna race was followed by the tragedy of his death in the controversial Paris-Madrid event the following year. The race was stopped in its tracks at Bordeaux, and the town-to-town races with it. As the sport moved onto closed circuits, Renault's success followed. The first Grand Prix in history took place on home soil in 1906 and, after twelve gruelling hours over two days of competition, Ferenc Szisz took the flag at the head of the field. Having laid down a marker, Renault withdrew from top-level motorsport to concentrate on fresh challenges. But a standard of excellence had been established which still stands as a reference for Renault F1. Away from the circuits, the company's efforts concentrated on the infancy of the automobile, and the marque found similar success. Not until the birth of Renault Sport in 1975 did Renault return to the pinnacle of motorsport. Meanwhile, Grand Prix racing had been officially organised into a World Championship in 1950, and the new competitions department was given the brief of taking Renault back to compete on the world stage. In 1977, the first all-Renault machine rolled out onto the grid of a Formula One race. A symbol of the passion and dedication of the whole company, it sat at the forefront of technology, concealing a major innovation: the turbocharger. The early days of this revolution demanded unwavering commitment and unquestioning belief, as other teams dismissed the 'yellow teapot'. But soon, the turbocharged engine, previously unseen in Formula One, would revolutionise the sport. Two years after its first steps onto the stage, Renault was ready to take the leading role. Before a huge home crowd, the two yellow cars sat on the front row of the grid of the 1979 French Grand Prix at the Dijon-Prenois circuit. In a spectacular performance, pole-man Jean Pierre Jabouille took the race win, with team-mate René Arnoux third after waging a famous battle with Ferrari legend Gilles Villeneuve. This race marked the beginning of an ascent to the heights of Formula One which so nearly enabled Renault to capture the ultimate prize. Always alert to talent and potential, Renault signed future world champion Alain Prost for 1981. Striving to perfect the turbo concept over the next few years, the wins kept coming and Prost narrowly missed out on the world title in 1983, taking second place in the standings with four victories. Phase one of the Renault project was completed shortly afterwards, and the works team left Formula One in 1985 to concentrate on supplying other teams with the turbocharged engines that they had introduced to the sport. One year later, Renault withdrew from Formula One altogether. The passion for victory had not died, but the team withdrew to regroup and work on fresh ideas. It was to be a brief interlude. In 1989, Renault returned with a new engine: the 3.5 litre RS1 V10, a configuration which would become the benchmark for all Formula One engines. Supplying the Williams team, they gained two victories in their return season, and this success grew steadily in the years that followed, with the team challenging for the championship in 1991. After three years of patient diligence, the ultimate goal was achieved when Nigel Mansell piloted his Williams Renault to championship glory in 1992. Fifteen years after their debut, Renault were utterly dominant, and the season is regarded as one of the most impressive in Formula One history. In 16 races, the team took 15 pole positions, 10 wins, 11 lap records and a huge 170 points. This was excellence of the highest order, and the following year, Alain Prost secured another title for Renault. Ayrton Senna led the challenge at the start of 1994, and many thought him destined to be Renault's third World Champion in three years. Fate dictated otherwise, and his death in the San Marino Grand Prix was a profound loss for Formula One. The emotions served to strengthen the team's determination, and victory in the Constructors' Championship was a perfect tribute to their fallen champion. Entering 1995, Renault expanded its programme to include the competitive, charismatic Benetton team. Now supplying the two teams fighting for the World Championship, Renault took a dramatic clean sweep with first, second, third and fourth in the Drivers' Championship, and first and second in the Constructors'. The success continued to flow in the next two seasons, with Damon Hill triumphing in 1996 and Jacques Villeneuve in 1997. There was nothing left to prove. Having climbed to the top, Renault had proved themselves the very best. At the end of 1997, with their objectives achieved, Renault again bowed out of the sport. A run of six consecutive Constructors' Championships demonstrated to the world what Renault represented: technical excellence, innovation and a burning desire to succeed. Renault has won 11 World Championships, but all of them as an engine supplier. Victory with a 100% Renault team is a challenge that remains to be met. It is only a matter of time before Renault F1 writes the next piece of historyS Sauber Full Team Name: Red Bull-Sauber-Petronas Web Site: http://www.sauber.ch/ Sponsors and Partners: Petronas, Credit Suisse, Red Bull, 21i.Net, Albert Stoll Giroflex AG, As Elevators, Astarte New Media AG, Balzers AG Beschichtungszentrum, Bbs Kraftfahrzeugtechnik AG, Bridgestone Motorsport, Brütsch/Rüegger AG, Catia/Enovia Solutions, Daimlerchrysler Schweiz AG, Dynabit AG, Emil Frey AG, Ericsson AG, Fluent Deutschland GmBH, Hermann Bubeck GmBH & Co. KG, In-Motion AG, Italdesign-Giugiaro S.P.A., Klauke Industries, Lista Ltd., Magneti Marelli, Microsoft AG, Msc.Software Corporation, MTS Systems Corporation, Ozalid AG, Paninfo AG, Plenexis, Sachs Race Engineering GmBH, Sparco S.R.L., Sun World Group, Temenos AG, Turbo Lufttechnik GmBH, Walter Meier AG, Winkler Veranstaltungstechnik AG At first sight, the small town of Hinwil in the Zurich Highlands is probably not the place you would expect to find a highly developed Formula One centre, equipped to the finest technical detail. But appearances are deceptive: It is only a few steps from the workshop, in which the now 58-year-old Peter Sauber started his company in 1970, that the high-tech cars, which have been competing in the Formula One World Championship since 1993, are built. The development of high technologies and their function under race pressure within the field of motor racing has always fascinated Peter Sauber. While back then three of his current competitors were already active in Formula One, Peter Sauber started off quite modestly by comparison with the sporting variation of the legendary Volkswagen Beetle. Toyota Full Team Name: Toyota Motorsport GmBH Web Site: http://www.toyota-f1.com/ Sponsors and Partners: Panasonic, AOL Time Warner, AVEX Group, Angelika Busch, BS Catia, DLR, EMC2, EOS, Esso, Future Sports, KTC Kyoto Tool, Magneti Marelli, MAN, M.B.A. Production, Meteo France, Michelin, Parkpre Bicycles, Pocklington Coachworks, Ratiopharm, SBI, Sika, Sparco, St. Georges, Travelex Plc, Vuarnet Sunglasses, Wella, Yamaha, ZF Sachs From headquarters in Cologne, Germany, TMG managed Toyota's efforts in World Rally Championship (WRC), winning seven titles. TMG also competed in the 1998 and 1999 24 Hours of Le Mans, winning second place in 1999. Since that time, TMG has been focusing on the design, building, and operation of the F1 program, which is certainly Toyota's greatest motorsport challenge to date. Williams Full Team Name: BMW Williams F1 Team Web Site: http://www.bmw.williamsf1.com/ Sponsors and Partners: BMW, Hewlett-Packard, Allianz, Accenture, Castrol, FedEx, Michelin, Petrobras, Reuters, Veltins, Worldcom WilliamsF1 (formerly Williams Grand Prix Engineering) was founded in 1977 by Frank Williams and Patrick Head. They set up base in a small industrial unit at Station Road in Didcot, Oxfordshire, and with a staff of only 17 set about the task of preparing to enter into competition in Formula One. By the start of the 1978 season, the first Patrick Head designed Formula One car, the FW06, was ready and Frank had found sponsorship to tempt the Australian, Alan Jones, to join the team. From that point, the team never looked back, for the FW06 in the hands of Jones was extremely competitive. In 1979 Jones continued as team leader with Clay Regazzoni in a second car. The team had really arrived at the British Grand Prix in 1979 when, after Jones disappointingly retired from the lead, Regazzoni was able to drive to victory - the first ever for Frank Williams. The trend was to continue as Jones won four of the six remaining races that year. The team emerged in the 1980s as the one to beat and a reliability record unequalled by any other helped them to sweep to unchallenged and crushing victories in the Constructors' Championships of 1980, 1981, 1986 and 1987. In 1982 the team aimed to become the first manufacturer to win the Constructors' title for a third consecutive year. It wasn't to be but newly-signed Finn, Keke Rosberg, who replaced the retiring Jones, won a close fought Drivers' World Championship. Grand Prix racing's normally aspirated era was coming to an end and in 1983 it proved an uphill struggle, although Rosberg did win in great style at Monaco. Frank then announced a new association with Honda and the Anglo Japanese turbo combination first appeared at Kyalami in South Africa. In 1984 the team was on a 'learning curve' with turbo cars but the season was highlighted by Rosberg's Dallas win. The team also moved into a superb new custom-built racing facility just a mile from their original home at Didcot. In 1985 the team had a new colourful image; Keke Rosberg had a new team-mate in Nigel Mansell; and the car, the Honda powered FW10, had an all-new carbon fibre chassis. The season started slowly but reached new heights as the two drivers climbed to the top of the victory podium no less than four times. Rosberg won the USA East Grand Prix, Mansell's two consecutive wins at Brands Hatch and Kyalami were particularly sweet as they were his first in Formula One and Rosberg's victory in Australia ensured a team hat- trick to round off the season. Just prior to the start of the 1986 season, the team was dealt a severe blow. Whilst driving away from pre-season testing at the Paul Ricard circuit in France, Frank Williams' car left the road and overturned. It was an accident that left him confined to a wheelchair and so nearly claimed his life but, instead of bemoaning his fate, he fought his way back to lead the company in the only way he knew how. New to the team in 1986 was Brazilian former World Champion, Nelson Piquet, a worthy replacement for Keke Rosberg. He quickly adapted to the FW11 and took the new car to victory in the debut race in Brazil. The team went on to win nine Grands Prix in 1986 and secured the prestigious Constructors' World Championship. Success continued in 1987 with the team winning nine races again (six by Mansell, three by Piquet) with the modified FW11. This time they made sure of not only the Constructors' but also the Drivers' Championship, with Piquet taking his third title and Mansell runner-up for the second consecutive year. For 1988 there were many changes. Mansell had a new team mate in the vastly experienced Italian, Riccardo Patrese. Also the four year association with Honda ended and the team used the normally aspirated 3.5 litre Judd engine in the FW12. Unfortunately mechanical problems dogged the team's efforts during the year but despite this Mansell finished second at both Silverstone and Jerez, with Patrese achieving his season best with a fourth in Adelaide. Frank was aware that to win in the new era of Formula One, with everyone now running normally aspirated engines, backing was needed from a major motor manufacturer. This ambition was realised in July 1988 when the team signed a three-year deal with Renault for the supply of their new V10 engines. The initial deal was for exclusivity only for 1989, but at the Canadian Grand Prix that year Renault announced that again in 1990 and subsequently 1991 also, the team would be the sole recipients of the engine. Technical Director, Patrick Head designed the FW13 chassis specifically to house the new Renault engine and Belgian driver, Thierry Boutsen, joined the team in 1989, replacing Nigel Mansell and partnering Riccardo Patrese. 1990 got off to a good start with Boutsen third in his FW13B in Phoenix and then, at the third race of the year, the San Marino Grand Prix, there was a fairytale story with Patrese winning his third Grand Prix; his previous victory had been seven years earlier. Boutsen's turn came in Hungary where he claimed his first ever pole position and went on to win an impressive green light to chequered flag victory. These two wins and several other podium placings meant at the end of the season the team finished fourth in the Constructors' World Championship Halfway through the 1990 season Nigel Mansell, who\ subsequently won 28 Grands Prix, announced his retirement after a disappointing British Grand Prix whilst driving for Ferrari. Frank Williams persuaded him to change his mind and he re-signed for the team for whom he would win more Grands Prix than any other driver. Mansell had his first taste of the FW13B at the Estoril track on 20 November 1990, and then eagerly awaited the completion of the new FW14, the latest offering from Patrick Head (who by now also had Adrian Newey on his design team) with a brand new Renault RS3 engine and a semi-automatic gearbox The 1991 Canon backed team proved a winning combination, with Mansell scoring five and Patrese two victories. The team proved the only real competition to McLaren and were runners-up to them in both the Constructors' and Drivers' World Championships, with Mansell and Patrese second and third respectively in the latter. The tide turned in 1992. At the first race in South Africa, Mansell and Patrese finished first and second with the FW14B fitted with active suspension. This chassis remains today as probably the most sophisticated racing car ever built. And so began a winning streak for Mansell, who became the first driver to win the opening five races of a season. His record breaking did not stop there and he became the first driver to win nine races in one season and to be on pole 14 times. When Mansell came second in Hungary he clinched the Drivers' World Championship, the first British driver to do so since James Hunt in 1976. In Belgium, WilliamsF1 and Renault took the Constructors' title, the first ever for Renault, and to end the winning year Patrese finished runner-up to Mansell for the Drivers' crown. For 1993 it was all change in the driver line-up, with French three-time World Champion, Alain Prost, and official test driver, Damon Hill, taking over from Mansell and Patrese. They carried on where Mansell and Patrese left off, retaining the Constructors' title, while Prost clinched his fourth drivers' title and Hill won his first Grand Prix in Hungary. Soon after clinching the title Prost decided to make the '93 season his last in competitive racing, leaving the door open for three-times World Champion, Ayrton Senna, to join the team. So the 1994 championship battle started with the new look Rothmans Williams Renault team and drivers, Ayrton Senna and Damon Hill, ably supported by new official test driver, David Coulthard During the third Grand Prix of the year at Imola in Italy, Ayrton Senna was killed while leading the race when his car left the circuit at the notorious Tamburello corner and crashed into a concrete wall. The world of motor racing was stunned and the close-knit Team was shattered by the tragic death of the driver who many people regarded as simply the best. The fight back of the team typified the bravery and leadership of Frank. As a mark of respect only one car was entered for the next race in Monaco and then four weeks after that tragic day in Imola, Hill won the Spanish Grand Prix in Barcelona and promptly dedicated his victory to both Ayrton and the team. For this race Hill was partnered by David Coulthard, who drove car No. 2 for eight of the remaining races. For the other four races in France, Spain, Japan and Australia, Nigel Mansell came back from the USA, where he was racing in the Indy Car series. After the win in Barcelona, Hill scored another five victories but lost the championship by a single point to Michael Schumacher following a controversial collision at the last race in Adelaide, which was eventually won by Mansell. In such a tragic year it was testimony to the strength of the team that they retained the Constructors' World Championship, to close a season that will never be forgotten For 1995 it was Hill and Coulthard who drove for the team and between them notched up five victories in the FW17, with the young Scot taking his first Grand Prix win in Portugal. Hill was the only driver to challenge Schumacher for the drivers' title, but had to accept defeat when the German won the title for the second year at the Pacific Grand Prix in Aida. Although losing both titles was a disappointment, Hill made sure the team went out on a high with a fine win at the last race in Adelaide. By 1995 the Didcot HQ was rapidly becoming too small to house the team. A search for a new base was made and midway through 1995 the ideal place was found 10 miles from Didcot at Grove. Over the '95/'96 winter the team moved with the final phase being the transportation of the wind tunnel over the weekend of the 1996 San Marino Grand Prix. The new Grove factory was officially opened by HRH The Princess Royal on Tuesday 29th October 1996. Joining the team for 1996 was Jacques Villeneuve, 1995 Indy Car Champion and son of the late Gilles Villeneuve. The team had achieved good results during pre-season testing but it was not until the first race in Melbourne that the FW18's true potential was shown. New boy Jacques was the star of the show, claiming pole. With Damon second on the grid, the pair were over half a second quicker than the nearest opposition. They continued their domination in the race and eventually Damon won, with Jacques second after the Canadian had to slow down in the closing laps and relinquish his lead due to an oil pipe problem This success continued with Damon also winning in Brazil and Argentina and then Jacques winning his first ever Formula One Grand Prix, the European at the Nurburgring. The team went on to win 12 of the 16 races - Damon eight and Jacques four - and the Constructors' Championship was sewn up by the Hungarian Grand Prix. The Drivers' Championship was led from start to finish by Damon, with Jacques second, but was taken down to the wire with the final race in Suzuka seeing the title settled. Damon needed just one point to win and for Jacques it was a win or nothing. In the end Damon led the race from the lights to the chequered flag while Jacques was forced to retire. This was Damon's first and the team's sixth Drivers' World Championship. German driver Heinz-Harald Frentzen joined up the team in 1997 to partner Jacques. The season promised to be very competitive. The team fought hard but by mid-season still trailed championship-leaders Ferrari. There were celebrations at Silverstone with the 100th Grand Prix win at the scene of the very first victory 18 years previously. The famous WilliamsF1 determination had kicked in and by round 14, the Austrian Grand Prix, the team was back at the top of the championship table where it would stay. A record-breaking ninth Constructors' World Championship was sealed at the Japanese Grand Prix. An emotional World Championship victory for Jacques in the last race at Jerez sealed the delight of the entire team A change of image in 1998 co-incided with a change of fortune. The competition had shifted up a gear and by the first Grand Prix in Australia it looked like the McLaren team was going to walk away with the World Championships. A mass of new regulations in 1998 had presented all the teams with many new challenges including a reduction in the width of the car from two metres to 1.8 metres, more stringent crash testing and grooved tyres. McLaren had adapted best to the changes and the rest of the field was left to play 'catch-up'. WilliamsF1 had said goodbye to Renault in 1997 after a tremendously successful partnership that brought nine championship titles to the two companies The team continued to race with Mecachrome/Supertec engines before new technical partner, BMW, made its return to compete in Formula One racing in 2000. Without a works engine partner, the team had a hard fight on its hands to compete with the dominant McLaren and the hard charging Ferrari team. By the close of the season, it was McLaren and Ferrari challenging for the Championships whilst the 'Winfield WilliamsF1 Team' found itself in the fight for third place. Continual developments to the FW20 gave the team the push it needed and third place in the Constructors' Championship was duly secured. 1999 looked set to be another tough year for the team but there would be a few changes A completely new driver line-up brought reigning CART Champion Alex Zanardi and Ralf Schumacher to the team in 1999. Zanardi had a difficult season. Coming from the CART series to the modern Formula One threw the Italian onto a very steep learning curve. The advent of grooved tyres and narrow track cars in 1998 had forced the drivers to change their technique to control these new machines. Zanardi had to catch up with the learning process fast. Bad luck dogged his early season but the turning point came at the Belgian Grand Prix when he was finally on the pace. A strong performance at the next race in Italy looked like the tables were turning but further disappointments, ending with an electrical problem on the first lap of the last race in Japan, finished off a miserable season for the Italian... Schumacher though was to become the star of the year, putting in stunning performances, regularly scoring points and, at the European Grand Prix, his finest moment almost came but he was robbed of victory by a puncture. His strong racing skills earned him sixth position in the Drivers' World Championship and fifth place in the Constructors' Championship for the team. With the start of the new millennium, a new era began for WilliamsF1. After almost two years of backstage work, BMW returned to the Formula One arena with the WilliamsF1 team. The partnership, planned for five years, got off to a very promising start in 2000 with the BMW WilliamsF1 Team taking third place in the Formula One Constructors' World Championship. ============================================== ============================================== ============================================== 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, and 2000-2002), 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 circuitS 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. ============================================== ============================================== ============================================== DIAGRAMS This section contains the diagrams referred to earlier in the guide. Ascari Chicane (at Monza): * * * * * *** * ***************** Bus Stop Chicane (Variant I - Wide Chicane): ******************* ******************* * * ********* Bus Stop Chicane (Variant II - Narrow Chicane): ******************* ******************* *********** Decreasing-radius Corner: ->******************* * * * * * * <-************************* Hairpin Corner: ->***************** * <-***************** Increasing-radius Corner: ->********************** * * * * * <-******************* J-turn ******************* * * * * Quick-flicks (Variant I - Wide Chicane): ************* * ************* Quick-flicks (Variant II - Narrow Chicane): ************* ************** Sample Circuit Using Some of the Above Corner Types Combined: ******|****** ***** * |-> * * * * ** *** * * * ** * * * * * * * * * * * **** * ** * * * * * ******** ******* * ******* Standard Corner: ******************* * * * * * * * * U-turn: ->***************** * * * <-***************** ============================================== ============================================== ============================================== 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. ============================================== ============================================== ============================================== THANKS A big thanks to HondaF1 from the GameFAQs message board for F1 2002 (PlayStation2 version) for discovering the 'cheat' for Ferrari's Duration Card. Thanks also to Nick Wade for the Arrows Milestone Card information. ============================================== 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: FEATHER7@IX.NETCOM.COM; 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/DC/Mac game guides, visit FeatherGuides at http://feathersites.angelcities.com/ ============================================== ============================================== ============================================== ======================================================================= Wolf Feather Jamie Stafford ======================================================================= Just as there are many parts needed to make a human a human, there's a remarkable number of things needed to make an individual what they are. - Major Kusanagi, _Ghost in the Shell_ ======================================================================= What isn't remembered never happened. - _Serial Experiments Lain_ =======================================================================