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 IIIII L L EEEEE GGGGG AAA L I L L E G A A L I L L EEEE G GGG AAAAA L I L L E G G A A L IIIII LLLLL LLLLL EEEEE GGGGG A A LLLLL TTTTT IIIII MM MM EEEEE SSSSS T I M M M E S T I M M EEEE SSSSS T I M M E S T IIIII M M EEEEE SSSSS 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: ILLEGAL TIMES GUIDE by Jamie Stafford/Wolf Feather FEATHER7@IX.NETCOM.COM Initial Version Completed: August 16, 2002 FINAL VERSION Completed: September 21, 2002 ============================================== ============================================== ============================================== 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 Major Tip 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 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 over 40 pagers long in the Macintosh version of Microsoft Word 98 using single-spaced Courier 12 font. This means that it is likely NOT a good idea to print this guide in its entirety. ============================================== PERMISSIONS Permission is hereby granted for a user to download and/or print out a copy of this driving guide for personal use. However, due to the extreme length, printing this driving guide may not be such a good idea. This driving guide may only be posted on: FeatherGuides, GameFAQs.com, f1gamers.com, Games Domain, PSXCodez.com, Cheatcc.com, gamesover.com, Absolute-PlayStation.com, RedCoupe, InsidePS2Games.com, CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru, cheatingplanet.com, RobsGaming.com, neoseeker.com, ps2fantasy.com, and vgstrategies.com. Please contact me for permission to post elsewhere on the Internet. Should anyone wish to translate this game guide into other languages, please contact me for permission(s) and provide me with a copy when complete. Remember: Plagiarism in ANY form is NOT tolerated!!!!! ============================================== ============================================== ============================================== INTRODUCTION F1 2002 is the latest entry in EA Sports' line of F1-based games for (originally) the PlayStation and (now) the PlayStation2. F1 Championship Season 2000, the game immediately preceding F1 2001, marked EA Sports' first foray of the series to the PS2, but F1CS2K was actually released in two 'flavors:' PSX and PS2. F1 2001 was thus the first PS2- only game of the series, and F1 2002 continues EA Sports' great tradition with its F1 games. Most likely, if you play F1 2002, then you are at least a casual fan of F1 racing, and have at least a basic knowledge of many or all of the F1 courses currently in use. That knowledge certainly does help when first playing F1 2002, and vice versa - as any extensive gameplay greatly helps in determining where the drivers are on each course when races are televised. The core information of this guide is dedicated to pointing out where to eschew the rules to gain the lowest possible lap times. This can be key to attaining some of the EA Sports Cards (received for achieving specific feats or goals during races in F1 2002) - especially at the Silver Medal and Gold Medal levels. Note that it is IMPERATIVE to turn off FIA Rules. Please note that much of this information comes from the driving guide I wrote for F1 Championship Season 2000 and updated in the guide written for F1 2001, both games also by EA Sports. Those who have read and/or downloaded the driving guide for F1CS2K and/or F1 2001 will already have the same basic information covered in this driving guide. This driving guide has been modified and expanded to reflect the many additions in F1 2002, including the minor circuit alterations included in the game. Please also note that this guide is written specifically for the PlayStation2 version of F1 2002. I do not own a PC and do not have access to a PC on which to play games, nor do I own any other gaming consoles, so this guide does not address any of the cross-platform or cross-console differences in the game. ============================================== ASSUMPTIONS AND CONVENTIONS Most race circuits outside the United States name most corners and chicanes, and even some straightaways. Where these names are known, they will be referenced in the Notes section of each circuit's suggested set-up. These names have been gathered from course maps available on the courses' official Web sites, my memory of how F1 races have been called by American TV sportscasters (Fox Sports Net and SpeedVision, in 1999 2001, and Speed Channel in 2002), and/or from the Training Mode of F1 Championship Season 2000 (corner/segment names are listed at the bottom of the screen). To the extent possible, these names have been translated into English. ============================================== RACE ORDER: 2002 SEASON F1 2002 presents the courses in the order in which they were presented for the 2002 Formula 1 season. This driving guide will follow the same convention. F1 Race Schedule, 2002 Season: March 3 Australia Albert Park March 17 Malaysia Kuala Lampur March 31 Brazil Interlagos April 14 San Marino Imola April 28 Spain Catalunya May 12 Austria A1-Ring May 26 Monaco Unnamed (Street Circuit) June 9 Canada Circuit Gilles Villeneuve June 23 Europe Nurburgring July 7 Great Britain Silverstone July 21 France Nevers Magny-Cours July 28 Germany Hockenheim August 18 Hungary Hungaroring September 1 Belgium Spa-Francorchamps September 15 Italy Monza September 29 USA Indianapolis October 13 Japan Suzuka ============================================== MAJOR TIP Perhaps the best possible tip for lowering lap times is to use the draft/slipstream of other cars. 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. The draft/slipstream can really be of great benefit if used just before taking an off-course shortcut through grass or (especially) sand. The extra momentary speed gained from the draft/slipstream means a faster passage through the speed- lowering grass or sand, and a faster speed on exit. ============================================== ============================================== ============================================== 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. Turns 1-2: A moderate-braking right-hand corner followed by a gentle left-hand turn. Shortcutting appropriately - at about a 45-degree angle - will bypass Turn 1 and put the car back on the pavement at the entrance of Turn 2. Turn 2 is really quite gentle, even when coming off the grass (from the inside of Turn 1) at full throttle; however, it is very important to not leave Pit Straight too early, as too much time on the grass is greatly counterproductive. 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. The inside of Turn 4 is a wide paved zone, and it is possible to corner here at high speed without too much problem AND pass several cars staying on the main circuit. Turn 5: A gentle right-hand corner through the trees which leads to a nice straightaway. With a flawless racing line, no braking is necessary here. Turns 6-7: A semi-hidden moderate-braking right-hand corner, followed by a very gentle left-hand corner which brings you alongside the northernmost end of Albert Park Lake. Shortcutting this 'chicane' by taking to the grass can be beneficial, but it is very easy to cross the pavement and end up in the sand on the inside of Turn 7 due to momentum. Turn 8: 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: This corner is a tight right-hand turn which requires moderate or hard braking. The earliest incarnations of the series (as well as most late-1990s F1 games on PlayStation) included a paved shortcut on the inside of Turn 9; this area is entirely grassed-over in F1 2002, due the principle remains the same. Turn 10: 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: This extended left-right chicane is tricky. The inside of Turn 12 is paved (beginning at the apex of Turn 11), so it is possible to power through Turn 11 at full acceleration and make use of the inside pavement. take care that momentum does not throw the car out into the red gravel at the exit of Turn 12. 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: 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: 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: This is a J-turn to the left, requiring hard braking. Making use of the wide grassy area on the inside of the corner while turning can be tricky (especially if using Simulation Handling), but can result in passing several cars at once. Turn 16: 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). No meaningful shortcuts here to lower lap times :-( ============================================== 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 inside of Turn 8 is grassy and has its own crest, which makes any shortcutting attempts here extremely difficult at best. 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. However, shortcutting Turn 1 is a far better choice than shortcutting Turn 2; the former requires running through grass, whereas the latter risks to beach the car in the wide expanse of kitty litter. 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. Experts can power through here at full speed by making use of the rumble strips. However, for those who prefer shortcutting, it is best to shortcut Turn 4 and NOT Turn 5 for the same reasons as the initial 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. Experts with FLAWLESS knowledge of the circuit can power through Alta Chicane at full throttle and still keep to the circuit. The only viable shortcutting possibility is to head straight ahead at Alta Chicane and edge slightly to the right; the sand will slow the car a bit, but the cars taking Alta Chicane as intended will be slowed even more. 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) will bypass Bassa Chicane (Turns 16 and 17) and allow full acceleration from Turn 15 all the way to Turn 1 (or possibly even to Turn 6). Pit Entry: Instead of bypassing Bassa Chicane, keep to the main circuit, then instead of taking the chicane, 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. No meaningful shortcuts here to lower lap times :-( ============================================== 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. No meaningful shortcuts here to lower lap times :-( ============================================== 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!!! Chicane (Nouveau Chicane): The only possible place for shortcutting is at the chicane following The Tunnel. Unlike other games featuring this circuit (such as Gran Turismo 3), there are no barriers forming the chicane, just rumble strips. Therefore, it is quite easy to simply plow straight ahead over the rumble strips. If using Simulation Handling, be sure to soften the springs to reduce the chances of the car bouncing (and possibly losing control) when running over the rumble strips here. ============================================== 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: This left-hand corner will require moderate braking, and immediately flows into the Senna Curve. At the end of the Pit Lane barrier, cut left and run over the grass, slowing and beginning to turn to the right to rejoin about 1/3 of the way along Senna Curve. Turn 2 (Senna Curve): 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 the 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: 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. Powering ahead at a 30- or 40-degree angle to the right will mean running through the kitty litter, but is faster than keeping to the main circuit. However, the barrier on the exit of the chicane is right up against the pavement on the right side; care must be taken to NOT tag the barrier here. 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 best thing to do for fastest times through here is to simply power through at full throttle at about 45-degrees to the right until the car returns to the main circuit. This maneuver will require running through the kitty litter, and avoiding the Pit Lane barrier. 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. Shortcutting here is best done by bypassing Turn 11 and running through the grass. 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): 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). The best thing for fastest-possible lap times is to keep powering straight ahead and slowly turning to the right until the main circuit has been rejoined on 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. Passing JUST by the very left-hand side of this barrier will bypass Turn 10 completely. This maneuver will mean a short trip through the grass before rejoining the pavement blocked by the barrier... before rejoining the main circuit. 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 hairpin can be shortcut, thus possibly passing up to three competitors, but the grass will make grip difficult once back on the pavement - especially given the very slow speed of the corner due to the tightness of the hairpin. 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 10-11 (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. Fast times van be gained by blasting through the sand trap while edging to the right, then turning HARD to the right on the inside of Turn 12. This is much faster than the main circuit. 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 straight-ahead shortcutting attempts of this right-left chicane. Instead, shortcut Turn 2, turn hard while slowing slightly, and rejoin at the mid-point of Turn 3. 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. Essentially, treat this as the original course configuration by using the original pavement; however, some braking will be needed due to the downhill slope here. 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: This right-left chicane is VERY tricky. Shortcutting means powering through the sand on the inside of Turn 7 at about a 45-degree angle to the right. 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 minor right-left chicane. 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. Turn 3 can be shortcut (through the grass) to return to the main circuit at the midpoint of Turn 4. 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. True experts can easily fly through the Bus Stop Chicane at top speed (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 quickly swerving to the left around the barrier and rejoining the circuit will be the fastest possible way through this section. 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. There are also large sand traps on the inside of each corner to slow cars which miss the green extensions. 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, but will slow cars greatly. 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. No meaningful shortcuts here to lower lap times :-( ============================================== 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. Turns 14-16 (Chicane): This is the trickiest part of the course (even moreso than Hairpin), and the only area where shortcutting may be useful. The inside of Chicane is filled with DEEP sand which will greatly slow cars. Full-throttle acceleration approaching Chicane is required to get through this kitty litter as quickly as possible. 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. ============================================== ============================================== 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 game guides, please visit FeatherGuides (http://www.angelcities.com/members/feathersites/). The latest version will always be posted at FeatherGuides, while other Web sites may lag behind by several days in their regularly-scheduled posting updates. ============================================== ============================================== ============================================== ======================================================================= 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_ =======================================================================