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FORMULA1: DRIVING GUIDE
by
Jamie Stafford/Wolf Feather
FEATHER7@IX.NETCOM.COM
Initial Version Completed: October 31, 2002
Version 1.0 Completed: October 31, 2002
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CONTENTS
Spacing and Length
Permissions
Introduction
Assumptions and Conventions
Quick Race Mode
Arcade Mode and Grand Prix Mode
Pit Stops
Points
1995 Winners
Survival Driving: Braking
Survival Driving: Cornering
Survival Driving: Rumble Strips
Survival Driving: Concrete Extensions
Survival Driving: Tire Care
Survival Driving: Drafting (Slipstreaming)
General Tips
F1-speak
Grand Prix of Brazil (Interlagos)
Grand Prix of Argentina (Buenos Aries)
Grand Prix of San Marino (Imola)
Grand Prix of Spain (Catalunya)
Grand Prix of Monaco (Monaco Temporary Street Circuit)
Grand Prix of Canada (Circuit Gilles-Villeneuve)
Grand Prix of France (Nevers Magny-Cours)
Grand Prix of Great Britain (Silverstone)
Grand Prix of Germany (Hockenheim)
Grand Prix of Hungary (Hungaroring)
Grand Prix of Belgium (Spa-Francorchamps)
Grand Prix of Italy (Monza)
Grand Prix of Portugal (Estoril)
Grand Prix of Europe (Nurburgring)
Grand Prix of Pacific (Aida)
Grand Prix of Japan (Suzuka)
Grand Prix of Australia (Adelaide)
Diagrams
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:
This guide is more than 70 pages long in the Macintosh
version of Microsoft Word 98 using single-spaced Courier 12
font.
==============================================
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
Formula1 is a 1995 F1-based racing game by Psygnosis. This
is without a doubt one of the BEST racing games ever for
PlayStation/PSOne, and it is still a highly-compelling game
seven years beyond its initial release :-)
Most likely, if you play Formula1, 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 Formula1,
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 in the game. Even
those who know the courses fairly well and/or play the game
regularly can always use tips.
Please note that some information for this guide is taken -
with appropriate modifications - from some of my other game
guides:
F1 2002: Driving Guide
World-famous Racing Circuits
==============================================
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.
==============================================
QUICK RACE MODE
Formula1 presents three different gameplay modes. Quick Race
Mode is the fastest way to get started racing in Formula1.
In this gameplay mode, the CPU automatically selects a team,
a driver, and a racing venue. Inherently, Steering Assist
and Braking Assist are both also activated, and all events
are set to the Easy Skill Level. The player will always
begin in last position (P24), and Quick Race Mode races are
only three laps in length - this does NOT allow much time for
a player to progress through the field to try to win the
race.
Quick Race Mode operates on a countdown timer. Time
Extensions are provided each time the player reaches a sector
timing point. There are three sector timing points for each
race venue: the Start/Finish Line, plus two others. Note
that not all sectors are of equal length/distance.
Importantly, Quick Race Mode does NOT permit any initial
changes to car set-up (tuning). This can only be done by
going to Pit Lane... but doing so will almost certainly cause
the player to lose the race and/or not be able to reach the
next sector timing point before the countdown timer expires.
==============================================
ARCADE MODE AND GRAND PRIX MODE
Arcade Mode and Grand Prix Mode are the two main modes of
gameplay in Formula1. Each are identical except for race
length: Arcade Mode races are inherently five laps in length,
whereas Grand Prix Mode races can vary in length from a
minimum 5% of total race distance to the 100% total race
distance.
Both Arcade Mode and Grand Prix Mode comprise three racing
options. Single Race is self-explanatory. Championship is
the entire seventeen-race 1995 F1 season. Ladder is a
twelve-round 'season' in which the player must finish ahead
of the targeted car at each round/race in order to advance;
as the player progresses through Ladder, the target car's
skill and ending position continue to rise.
Arcade Mode and Grand Prix Mode both allow the player to
change the car set-up (tuning). These car set-up options
include:
Brake Assist: If activated, the CPU will automatically
slow the car when approaching corners.
Downforce: There are five downforce settings
available. Downforce is dependent upon
the front and rear wings, as only the
wings keep the car on the ground, in a
reverse fashion to airplanes, where the
wings help to keep airplanes in the air.
A low downforce setting provides
faster top-end speed and quicker
acceleration, but makes cornering more
difficult. A high downforce setting
makes cornering easier, but top-end
speed is lowered and acceleration is
slowed.
Note that in Formula1, Downforce
affects BOTH the front and rear wings.
The two wings cannot be adjusted
separately.
Fuel Load: If Fuel Load is activated, then this will
indicate how much fuel is carried in the
car initially. More fuel can then be
added by going to Pit Lane in a race.
Steering Assist: If activated, most of the required car
handling is done via the CPU. The player
can certainly steer the car, but for the
most part, the only steering necessary is
just enough to pass other cars or to
'assist' the CPU in the tighter corners
of a circuit.
Transmission: The options are Automatic and Manual.
However, 'Automatic' is actually
Semi-automatic, as the player can use the
Shift Up and Shift Down buttons to force
gear shifts; however, if the engine revs
do not match the player's gear selection,
then the CPU will automatically default
back to the previous gear.
Both Arcade Mode and Grand Prix Mode permit the player to
customize races in the Race Set Up menu. Adjustments can be
made to weather, tire wear, car damage, and race order.
Boost may also be activated; boost will give slower cars an
easier time in trying to catch up with the race leaders,
which at Medium and Hard Skill Levels can make races
extremely competitive. Note that Arcade Mode does not permit
changes to race length (Arcade Mode uses only five-lap
races); Grand Prix Mode races can vary in length from a
minimum 5% of total race distance to the 100% total race
distance.
At last, the player can select a team and driver. There are
thirteen teams and twenty-six cars from which a player can
choose. These are all based upon the teams and drivers
competing in the 1995 F1 season.
In Single Race within either Arcade Mode or Grand Prix Mode,
the player can next select a race venue.
The Pre-race menu permits the player to go to a Practice
session, a Qualifying session, or the Race itself; any car
set-up adjustments made in the earlier sessions will
automatically carry over to the latter sessions. In Arcade
Mode, the player are given one lap for qualifying; in Grand
Prix Mode, the player is given a total of twelve laps
(including Out-laps and In-laps) for qualifying, with the
player's fastest lap time determining the starting position
on the race grid. Those who skip Qualifying and go directly
to Race will start in last position (P24).
==============================================
PIT STOPS
During a race, the player may make a Pit Stop. This is
useful to refuel, change tires, make car adjustments, and/or
repair damage. Once in Pit Lane itself, the CPU will
automatically take over car control, and the player will be
able to select any desired car adjustments for once the car
is in the team's assigned pit stall.
==============================================
POINTS
In F1 racing, 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: Williams, Ferrari,
etc.
1995 WINNERS
For player reference, here are the 1995 fastest laps and race
winners for the entire season.
Date Country Race Winner Team
----- ------------- ------------------ --------
3/26 Brazil Michael Schumacher Benetton
4/9 Argentina Damon Hill Williams
4/30 San Marino Damon Hill Williams
5/14 Spain Michael Schumacher Benetton
5/28 Monaco Michael Schumacher Benetton
6/11 Canada Jean Alesi Ferrari
7/2 France Michael Schumacher Benetton
7/16 Great Britain Johnny Herbert Benetton
7/30 Germany Michael Schumacher Benetton
8/13 Hungary Damon Hill Williams
8/27 Belgium Michael Schumacher Benetton
9/10 Italy Johnny Herbert Benetton
9/24 Portugal David Coulthard Williams
10/1 Europe Michael Schumacher Benetton
10/22 Pacific Michael Schumacher Benetton
10/28 Japan Michael Schumacher Benetton
11/12 Australia Damon Hill Williams
In the 1995 season, Michael Schumacher won nine of the
seventeen races (starting from Pole Position four times),
winning the Drivers' Championship with a total of 102 points.
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.
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.
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, Formula1
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 Formula1. 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 Monza (Italy), although this tactic can
have rather dire consequences at the start of a race with all
the cars bunched together.
==============================================
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.
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 ARGENTINA (BUENOS ARIES)
This is a challenging circuit with plenty of speed tempered
with a few nasty corners. Excellent circuit knowledge is
required at this venue, especially since some corners are
blind on approach. While braking is important at ANY race
venue, throttle management is extremely vital at Buenos
Aries.
Turn 1: This is a right-hand J-turn requiring moderate or
heavy braking on approach due to the great speeds attained
along Pit Straight. It is fairly easy to overshoot this
corner, so good circuit knowledge is key here. On corner
exit, the circuit doglegs to the right, behind the Paddock
area.
Turn 2: This is a left-hand J-turn requiring moderate
braking. This is not quite as severe a corner as Turn 1, and
is certainly easier to see on approach.
Turn 3: Shortly after Turn 2, this is a moderate left-hand
corner. Soft braking should suffice here, using the brakes
just enough to keep from slipping off the pavement.
Turns 4 and 5: This double-apex section heads to the right.
Turn 4 requires soft or moderate braking, whereas Turn 5 can
be taken at full acceleration so long as the driver can keep
a tight racing line. Strong power out of Turn 4 means plenty
of passing opportunities up to Turn 6.
Straightaway: Following Turn 5 is the single-longest section
of flat-out acceleration at Buenos Aries. This makes
powerful acceleration out of Turn 4 virtually a requirement
for passing a slew of cars through Turn 5 and along this
straightaway. About 3/4 of the way along the straightaway,
there is a dogleg to the right; this is a good marker for the
braking zone for Turn 6.
Turn 6: This is a tricky right-hand hairpin on a steep uphill
incline. Even worse, this hairpin is semi-blind on approach
(unless traffic is present to help mark the corner), so
drivers can easily overshoot this corner. Due to the long
section of flat-out acceleration preceding the hairpin, Turn
6 has a rather lengthy braking zone, although those drivers
who are VERY confident in their braking power and the
condition of their tires can certainly attempt to pass on
braking on entering this hairpin corner.
Turn 7 and 8: Very quickly after the hairpin at Turn 6, this
is a rapid left-right chicane which is semi-blind on
approach. Those unfamiliar with the circuit will certainly
miss this chicane and lose control of the car in the grass
and sand. Depending on the car's speed coming out of Turn 6,
slight or moderate braking will be needed for the chicane.
Turns 9 and 10: Almost immediately after the chicane, the
circuit turns twice to the left. The straightaway between
Turns 9 and 10 is very short, but is still long enough that
it is not possible to treat this section of the circuit as
one elongated hairpin corner. Slight or moderate braking
will be needed for both corners.
Turns 11 and 12: Shortly following Turn 10 is the single most
difficult section of the circuit. This is a left-right
chicane on a steep descent back to the lower level of the
circuit. Because of the steep descent, the entire chicane is
hidden from view until it is too late to safely turn into it,
which means that PRISTINE knowledge of this area of the
circuit is key to a fast lap time. Moderate or heavy braking
is required here.
Turn 13: After a moderate-length straightaway, the circuit
makes a J-turn to the right. Moderate braking will be
required here. Immediately upon corner exit, the circuit
doglegs to the left. Powerful acceleration out of Turn 13
will set up passing opportunities along Pit Straight and into
Turn 1.
==============================================
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 MONACO (MONACO TEMPORARY STREET CIRCUIT)
'To finish first, first you must finish.' The Monaco circuit
is a highly daunting temporary street course, especially from
the Driver View, as the barriers are FAR too close for
comfort, and passing is virtually impossible for even expert
drivers. If there is a problem with a car, there are
extremely few places to safely pull aside, so all drivers
must be constantly wary of damaged vehicles, especially slow
or stationary cars around the many blind corners. The most
significant key to simply finishing a race at Monaco is
SURVIVAL, which means a slow, methodical, patient race.
Aggressive drivers (like myself) would almost certainly end
up dead - or at least driving an extremely beat-up vehicle -
driving the Monaco circuit for real!!! For a comparison, the
Surfer's Paradise circuit in Newman-Haas Racing is a sweet
dream compared to the Monaco circuit!!!!! The circuit is
extremely narrow, to the point that if a car bangs a barrier,
it will almost certainly ricochet into the opposite barrier
(if not into a nearby vehicle). While driving this circuit,
players may want to have "I Will Survive" playing on auto-
repeat!!!
Pit Straight: Not straight at all, the 'Pit Straight' fades
to the right along its entire length. Near the end, the Pit
Lane rejoins the main course from the right.
Turn 1 (Sainte Devote): This is a tight right-hand semi-blind
corner; heavy braking is required long before reaching Sainte
Devote. To the left on entering this corner is one of the
few areas to pull off the course if there is a problem.
Overshooting the corner results in smashing the front wing
against the unmoving barrier. The uphill portion of the
course begins here.
Straightaway (Beau Rivage): Not really straight with its
multi-direction fades, the circuit climbs steeply uphill
here. Because of the fades, this is actually NOT a passing
zone; you may think you have enough room to pass a slower car
and actually pull up alongside it, but then you and the
slower vehicle will end up bumping each other and/or a
barrier because of a fade. Three-wide racing is definitely
NOT an option here!!!!!
Turn 2 (Massanet): This is a sweeping decreasing-radius left-
hand blind corner requiring moderate or heavy braking on
entry and light braking (or coasting) as you continue through
the turn. If you come in too fast, the corner workers will
be scraping the right side of your car off the barrier at the
end of the race; if you take the corner too tightly, the same
will happen for the left side of the car. The exit of
Massanet is the highest elevation of the circuitŠ which has
only just begun, even if it IS 'all downhill' from here!!!
Turn 3 (Casino): Moderate braking will be needed for the
right-hand Casino. This corner almost immediately follows
Massanet, and begins the long downward trajectory of the
course. This corner is actually wider than most, to the
extent that a car in trouble may be parked along the barrier
on the outside of the corner. Be careful not to scrape the
left-side barrier while exiting Turn 3; similarly, do not
overcompensate and scrape the right-side barrier at the apex
of Casino.
Turn 4 (Mirabeau): Following a medium-length downhill
straightaway, heavy braking is needed for this right-hand
blind 'J' turn. If you miss the braking zone, your front end
will be crushed up against yet another barrier. This corner
continues the course's downhill slope, which adds to the
difficulty of the turn.
Turn 5 (Great Curve): Following an extremely short
straightaway, this left-hand hairpin is one of the slowest in
all of F1 racing (even 40MPH is a dangerous speed here). If
you have excellent braking ability, you can actually PASS (a
rarity!!!) by taking the tight inside line; otherwise, it
would be best to drive through the Great Curve single-file.
If there is traffic ahead, it may simply be best to fall in
line, as two-wide cornering here is extremely difficult to do
without damaging the car.
Turns 6 and 7 (Portier): This pair of right-hand corners form
a 'U' shape, but neither can be taken at any respectable
speed. Between these two corners is a pull-off area on the
left, with another to the left on exiting the 'U' formation.
Turn 7 is the slowest of the two corners, and is the most
difficult in terms of the almost-nonexistent view of the
track. Accelerating too soon out of Turn 7 means banging the
left side of the car against yet another immovable barrier.
Do not let the beautiful view of the water distract you from
the race. The circuit is a little bumpy exiting Portier,
especially if you stay tight to the inside of the corner on
exit.
Straightaway (The Tunnel): This 'straightaway' is actually a
very long right-hand fade in a semi-tunnel (the left side
provides a view of the water). However, even on a sunny day,
visibility here is poor due to the sun being at a 'wrong'
angle compared to the circuit, and this is made even worse
should you be following a car with a malfunctioning or
expired engine. Start braking shortly after entering back
into the sunlight (assuming Dry Weather is active) for the
chicane.
Chicane (Nouveau Chicane): The course narrows as you come
around the chicane, but then 'widens' back to 'normal' at the
exit. Fortunately, F1 2001 has removed the barrier on the
inside of the chicane which made this a treacherous
configuration in F1 2000.
Turn 8 (Tobacco): This left-hand corner is best taken with
moderate braking.
Turns 9-12 (Swimming Pool): This is essentially a double
chicane around the swimming pool in the classic 'bus stop'
configuration. Turns 9 and 10 form a tight left-right
combination, for which moderate braking is required, although
little or no braking can be used if you roll straight over
the rumble strips with a solid racing line and no encumbering
traffic. After an extremely brief straightaway, Turns 11 and
12 form the opposite configuration (right-left), but are even
tighter and require moderate braking at best. This opens out
onto a short straightaway where you MIGHT be able to pass ONE
car.
Turns 13 and 14 (La Rascasse): This is a tight left-right
chicane requiring moderate braking for Turn 13 and heavy
braking for Turn 14. Even worse, Turn 14 is a 'J' turn, so
the racing line is also very important here. The Pit Lane is
to the right at the exit of this chicane.
Turns 15 and 16 (Anthony Hoges): A tight right-left chicane,
these are the final corners of the Monaco circuit. The
course narrows here through the chicane, then 'widens' to
'normal' for the Pit Straight.
Pit Entry: The entrance to the Pit Lane is to the right
immediately after clearing La Rascasse. Given that La
Rascasse is a blind corner, on every lap, expect a slower car
here headed for the pits.
==============================================
GRAND PRIX OF CANADA (CIRCUIT GILLES-VILLENEUVE)
This incredible circuit is built on an island, accessible to
spectators only via subway. Much of the course runs along
the southern and northern shores of the island. This course
is also unusual in that the paddock area is to the outside of
the course (as at Imola), along the northern shore of the
island. The long, sweeping straightaways provide for
excellent top-end speed - a much-welcome change from the
slow, tight corners and the many unforgiving barriers of the
streets of Monaco (the previous race circuit in Championship
Mode) - but there are several tight corners here to challenge
both drivers and cars. Mind the Casino Hairpin (Turn 10),
the westernmost corner of the course. Also tricky is the
Senna Curve, as it immediately follows the first corner of
the race. F1 2002 presents the old circuit configuration;
the new configuration is a bit shorter at Casino Hairpin (to
allow for more recovery room, if needed), and has Pit Exit
empty out at the midpont of Senna Curve.
Pit Straight: This follows the final chicane of the circuit.
As the Pit Lane rejoins the main course from the left, the
Pit Straight fades to the right, setting up Turn 1. If you
were successful in flying through the final chicane at top
speed without needing to navigate traffic, you will likely be
pushing 200MPH at the Start/Finish Line.
Turn 1 (Senna Curve): This left-hand corner will require
moderate braking, and immediately flows into the Senna Curve.
There is a patch of extra pavement on the right before
entering Turn 1, but it is set too far back to be useful in
attempting to gain a better racing line.
Turn 2 (Island Hairpin): This is a right-hand hairpin corner
requiring heavy or severe braking. It is very easy to run
too wide here, slipping off into the grass. Likewise, it is
rather easy to overcompensate and cut the corner, which can
cause the car to spin if taken too fast. Extreme caution is
required here if racing in wet conditions, as the severity of
Island hairpin can itself cause the car to slide. Perhaps
the best tactic is to enter Turn 1 from the extreme right of
the pavement, and brake smoothly all the way through to just
beyond the apex of Senna Curve before accelerating again.
Beware the barrier to the left on exit. A moderate
straightaway follows the Senna Curve, so acceleration from
the exit is important.
Turns 3 and 4: This right-left chicane can provide a good
passing zone. Turn 3 is tight and semi-blind, but passing on
braking is an option for those who know the chicane well.
Turn 4 is an easier corner, allowing good acceleration on
exit, but it is still easy to overshoot the exit of the
chicane and bang the right side of the car against the nearby
barrier. Expert drivers MIGHT be able to blast through this
chicane at full acceleration by making judicious use of the
rumble strips. This chicane begins the segment of the
circuit closely bounded by barriers.
Turn 5: This sweeping right-hand corner can be taken at full
speed, unless you are coping with traffic. Be careful not to
hug the apex too tightly, or your right-side tires will be on
the grass here.
Turn 6: Finally coming out of the section of Monacoesquely-
close barriers, this left-hand corner will require moderate
braking, or you will be flying through the grass toward the
spectators in Grandstand 33. This leads out to a very brief
straightaway.
Turn 7 (Concorde): Following a very short straightaway, Turn
7 is a light-braking right-hand corner. On the outside of
Turn 7 is a short, steep hillside with a barrier, so DO NOT
run wide entering the corner, as it is possible to send the
vehicle airborne!!! It is easy to run wide on exit and slip
off the course and into the barrier on the left, so be
careful.
Straightaway: The course runs along the southern shore of the
island here. Unfortunately, the extremely tall barrier
prevents much of a view, which actually forces your eyes to
be transfixed on the road and any other cars ahead. Once you
pass underneath the pedestrian bridge, begin braking for the
upcoming chicane.
Turns 8 and 9: This right-left chicane is similar to Turns 6
and 7 in that overrunning the chicane leaves you driving
through the sand directly toward another grandstand full of
spectators. Moderate braking will be needed to safely enter
the chicane's tight right-hand corner. The second corner of
the chicane is a gentler left-hand turn, but you might still
run off the pavement on exit and grind the right side of the
car against the barrier, or roll up on the rumble strips on
the inside of the corner and lose control of the car.
Accelerate strongly out of the chicane to set up passing
possibilities along the following straightaway and into
Casino Hairpin.
Straightaway: About two-thirds of the way along, the course
fades to the left. Begin braking early for Casino Hairpin
unless you really want to beach the car in the kitty litter;
to begin braking after passing underneath the second
pedestrian bridge is almost certainly too late for this
braking zone.
Turn 10 (Casino Hairpin): This is a tight right-hand hairpin
requiring heavy or even severe braking, depending on when you
begin braking for the corner. Somehow, this corner seems to
be longer than it really is, so be judicious with the
accelerator until you see clear, straight track ahead.
Straightaway: On exiting Turn 10, the course fades to the
right, then back to the left. However, no braking is
required here.
Turn 11: Officially marked on course maps as a corner, the
course actually only fades to the right here, thus no braking
is required. You should be fairly high up in the gearbox by
the time you reach Turn 11.
Straightaway (Casino Straight): The Casino Straight (named
for the casino in the middle of the island) runs parallel to
the northern shore of the island on which the course is
built; there is not much of a view to the left, but it is not
very interesting anyhow (especially when compared to Albert
Park Lake in Melbourne). This is by far the longest
straightaway of the entire course, so much of the time spent
here will be in your car's top gear, quite likely achieving
speeds over 200MPH. The Casino Straight leads to the final
(right-left) chicane of the course, as well as the entry for
Pit Lane. if you can spot it through the trees, the Casino
de Montreal is the grayish complex off the course to the
right as you drive between the final two pedestrian bridges.
Turns 12 and 13: This is a right-left chicane which can be
cleared (without traffic) with light or moderate braking.
The exit of Turn 13 has a wide odd-colored lane of concrete
to allow for some swing-out; nonetheless, be careful not to
bump the barrier. The exit of the chicane flows onto the Pit
Straight. The Pit Lane entry runs straight ahead in line
with the Casino Straight, so cars slowing on the left are
likely heading in for servicing, and may block your optimal
racing line if you are continuing on-course.
Pit Entry: As you enter the final (right-left) chicane, the
Pit Entry runs straight ahead. Once clear of the main
course, there is very little room for deceleration before the
Pit Lane's own tight right-left chicane, so it is very
important to slow down on Casino Straight before reaching the
Pit Entry. Keep as far to the left as possible when slowing
on Casino Straight, allowing other cars to keep to the right
as they prepare for the final chicane.
==============================================
GRAND PRIX OF 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 GREAT BRITAIN (SILVERSTONE)
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 GERMANY (HOCKENHEIM)
Surrounded by multitudes of trees which make much of the
circuit rather dark in wet races, this is definite one of the
fastest circuits used for F1 racing. 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.
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.'
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 PORTUGAL (ESTORIL)
In some ways, Estoril is reminiscent of the Catalunya circuit
in Spain. Those familiar with both race venues will perhaps
begin to anticipate the Catalunya circuit's upcoming
corners... and get themselves into trouble here at Estoril.
Turn 1: This is a gentle right-hand corner which can be taken
with only moderate braking at most.
Turn 2: Shortly after Turn 1, this long, extended, sweeping
right-hand corner can be taken at full acceleration. Those
who can maintain a good amount of speed without slipping off
the pavement can easily make passes on the outside line here.
Turn 3: Almost immediately following Turn 2, this right-hand
corner requires moderate braking on entry and very little
throttle usage throughout. Those who can maintain a good
amount of speed without slipping off the pavement can easily
make passes on the outside line here.
Turn 4: This long, extended left-hand corner requires
moderate braking on entry and very little throttle usage
throughout. Those who can maintain a good amount of speed
without slipping off the pavement can easily make passes on
the outside line here.
Straightaway: Following Turn 4 is a long, extended
'straightaway' with a dogleg to the right about halfway along
its length. Slower cars tend to keep to the left at the
dogleg, allowing for easy passing.
Turn 5: At the end of the long 'straightaway,' the circuit
turns semi-sharply to the left in a J-turn. Moderate or
heavy braking will be required here. This is an excellent
place to pass on corner entry due to late heavy braking.
Turn 6: After a medium-length straightaway, the circuit turns
somewhat gently to the right. Light braking should be all
that is required here to keep the car from sliding off the
pavement.
Turn 7: Shortly after Turn 6, the pavement diverges, with one
branch heading straight ahead and up a steep hill, and the
second branch curving to the right. The F1 venue turns to
the right here, with only light braking needed to keep to the
pavement.
Turns 8 and 9: This is the most difficult section of the
Estoril circuit. Shortly after Turn 7, the circuit makes a
hard turn to the left up a steep incline, then - at the top
of the incline - makes a semi-hard J-turn to the right. The
fact that there is really no straightaway connecting Turn 8
with Turn 9 makes the corners themselves even harder than
they at first appear, which makes FLAWLESS knowledge of the
circuit key to success here. Heavy braking is required for
Turn 8, with moderate braking needed for Turn 9.
Turns 10 and 11: Immediately following Turn 9, the circuit
turns gently to the right and then back to the left. No
braking should be required here unless blocked by traffic.
Turn 12: This final corner is a long, sweeping corner with no
braking needed. Flat-out acceleration throughout Turn 12 is
key to passing along Pit Straight and entering Turn 1.
==============================================
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 PACIFIC (AIDA)
Aida is a fun and fairly quick circuit. There are many high-
speed areas, tempered with a few J-turns to slow the cars.
Fortunately, there are NO CHICANES at Aida, which is
absolutely great for aggressive drivers.
Turn 1: After a moderate-length Pit Straight, Turn 1 is a
right-hand J-turn requiring moderate braking and gentle
throttle control throughout. While passing on the outside
line is indeed possible here, it is not suggested.
Turn 2: Shortly after Turn 1, this is a gentle left-hand
corner which can generally be taken at full acceleration with
a pristine racing line making use of the rumble strips
(especially on corner exit)... unless encumbered by traffic.
Straightaway: This 'straightaway' has three fades - left-
right-left - which can essentially be straightlined; those
with experience in rally racing will already have this
essential time-shaving skill in their arsenal of racing
tactics.
Turn 3: Immediately after the final fade of the preceding
'straightaway,' the circuit makes a right-hand bend here as
the venue makes a slow rise. This corner requires moderate
braking. Note that the crest comes after corner exit, so
while speed out of the corner is important, it is quite
possible that there will be an incident jut over the rise -
therefore, drivers must be prepared to quickly take evasive
action coming over the crest.
Turn 4: After a second mini-crest comes the right-hand Turn
4. Moderate braking is required here as is a tight racing
line along the apex for this J-turn.
Turns 5 and 6: Almost immediately after Turn 4 comes a pair
of left-hand corners. These are fairly gentle corners
requiring only light braking, but the straightaway connecting
Turn 5 and Turn 6 is simply too long to permit treating this
section like one elongated hairpin corner. Slow cars tend to
REALLY slow for the Turns 4-5-6 complex, so powering out of
the corners and braking heavily and late entering the corners
will help with passing in this section.
Turns 7 and 8: This section begins just beyond the pedestrian
bridge over the raceway. This is a set of left-right J-
turns, each requiring moderate braking. Again, slow cars
tend to be REALLY slow here, so powering out of the corners
and braking heavily and late entering the corners will help
with passing in this section.
Turns 9 and 10: This is a pair of VERY gentle right-hand
corners requiring NO braking whatsoever, so long as the
driver can keep a good racing line. These corners
essentially form one wide sweeping elongated hairpin turn to
the right.
==============================================
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. 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.
==============================================
GRAND PRIX OF AUSTRALIA (ADELAIDE)
The Adelaide venue is a temporary street circuit which was
one of the true gems of F1 racing. Unfortunately, the Grand
Prix of Australia is now held instead at Albert Park in
Melbourne (which is itself an excellent race venue), but,
while Albert Park is definitely a beautiful place to hold a
race, it does not have nearly the mystique and the charm that
is found on the challenging streets of Adelaide.
(Fortunately, Australia's excellent V8 SuperCar series still
uses the Adelaide circuit.)
Turns 1 and 2: At the end of the Pit Straight, this very
tricky section begins with a TIGHT left-right chicane which
requires moderate or heavy braking; cars will definitely pile
up here if there is an incident on the opening lap of the
race, as there is virtually nowhere to go should an accident
block the raceway due to the closeness of the barriers
(although they are fortunately NOT nearly as close as at
Monaco). After a VERY brief straightaway, there is a dogleg
to the left.
Turn 3: Shortly after passing underneath the pedestrian
bridge, drivers need to begin braking for the blind right-
hand Turn 3. Because the white-painted barriers are so close
to the circuit in this opening segment of the Adelaide street
circuit, it can be VERY difficult to spot exactly where the
circuit bends until one can see the very short escape road
ahead... and by this time, it is really too late to safely
make it through the right-hand right-angle corner.
Turn 4: About one city block beyond Turn 3, this is a
perpendicular left-hand corner requiring moderate braking.
Turn 5: About one city block beyond Turn 4, this is a
perpendicular right-hand corner requiring moderate braking.
Turns 6 and 7: About one city block beyond Turn 5, this is a
fast left-right chicane which can actually be taken at full
throttle with the proper tight racing line. If taken at full
throttle, beware the barrier on exiting the chicane. Begin
braking at corner exit for Turn 8.
Turn 8: This is a rough right-hand corner which requires
moderate braking beginning with the exit of Turn 7.
Turn 9: This is a rough right-hand corner which requires
light braking and a wide racing line... but beware the
grandstands on the left on corner exit.
Straightaway: This is the single longest straightaway at
Adelaide. Powerful acceleration out of Turn 8 is required,
and only the BAREST of tapping on the brakes is needed for
Turn 9 to enable excellent passing opportunities along this
immense straightaway and the entry to Turn 10.
Turn 10: This tight and nasty right-hand J-turn requires
heavy braking, especially given the incredibly-fast speeds
attained along the previous straightaway. This is an
excellent to pass on braking entering this J-turn.
Turn 11: Immediately following a left-hand dogleg, this is a
J-turn to the left, requiring moderate braking.
Turn 12: This final corner is tricky. Pit Entry is
immediately on the right on corner entry, whereas the main
circuit uses the outside racing line. The Pit Lane barrier
is set back at corner exit, which means that passing can
occur by essentially 'shortcutting' the corner... but then
drivers risk ramming the Pit Lane barrier by 'shortcutting'
the corner too much.
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/
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Wolf Feather Jamie Stafford
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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_
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What isn't remembered never happened. - _Serial Experiments Lain_
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