Jamie Stafford/Wolf Feather

Initial Version Completed: August 1, 2002
FINAL VERSION Completed:   August 13, 2002


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Spacing and Length
Getting Started
Championship Mode
Driving Details: Houston Grand Prix
Driving Details: Laguna Seca
Driving Details: Long Beach
Driving Details: Mid-Ohio
Driving Details: Portland Raceway
Driving Details: Road America
Driving Details: Surfers Paradise
Driving Details: Toronto
Contact Information


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For those who love Indy-style racing, Newman-Haas Racing is
definitely a good game.  The graphics may not be as flashy as
for racing games on the PlayStation2, and there are certainly
not nearly as many tuning options as in the world-famous Gran
Turismo series, but Newman-Haas Racing does nonetheless have
an appeal all its own :-)   Also, the emphasis in this game
is NOT on oval-style racing; the oval Milwaukee Mile and
Brazil's trapezoidal Emmerson Fittipaldi Raceway (no longer
in use for CART or IRL racing) are included in the game, but
Newman-Haas Racing features four dedicated road courses (Mid-
Ohio, Laguna Seca, Portland Raceway, and Road America) and
four street circuits (Surfers Paradise, Toronto, Long Beach,
and Houston Grand Prix).

Newman-Haas Racing also provides multiple levels of gameplay
along with plenty of customization options.  This game can be
as easy or as difficult as a player wishes.  To that end,
this is a great game for both young children AND parents, and
the difficulty level can be gradually increased as players
hone their racing skills.

Interestingly, Qualifying and Race sessions can include
optional 'live' commentary by Danny Sullivan (who now - VERY
poorly - heads ABC Sports' F1 pre-race coverage for the 2002
races at Monaco, Canada, Italy, and United States) and Bob
Varsha (who in 2002 is the lead commentator for CART coverage
on Speed Channel, FOX, and CBS).

The final segment of this guide includes detailed driving
instructions for the road courses and street courses in
Newman-Haas Racing.  Some of these circuits have been
included in other racing games; for example, there is a
version of Houston Grand Prix in the PlayStation2 game CART
Fury, and Laguna Seca is included in both the
PlayStation/PSOne game Gran Turismo 2 and its PlayStation2
sequel Gran Turismo 3.


Once past the introductory animation, the player is presented
with what is essentially a large wheel.  Pressing the left
and right buttons on the D-pad will change the current
selection (at the bottom of the wheel); for some selections,
using the up and down buttons on the D-pad will make changes.
Explore each of these areas.

When the exploration is complete, go to Options and make
appropriate adjustments to the game-wide set-up (controller,
sound, etc.).  Also, save your selections once made, just in
case the electricity goes out or something else happens
before you are able to save game progress later.

With selections complete, go first to Car Setup and then to
Race Setup and make appropriate adjustments here.  I strongly
suggest also making use of the Test Facility (Firebird, in
Phoenix, Arizona) to become accustomed to the tuning options
and the controls for the game.  The Test Facility is done
entirely in the equivalent of other games' Free Run Mode,
with no other cars at the venue.

Upon leaving Test Facility, return to the game's main menu.
Select a Skill Level, then select a Track (Road America is
initially selected by default); return to the game's main
menu, then select Go! to head to the races :-)

Race weekends are held in three stages.  The first stage is
Practice, which allows the player to find the best possible
set-up for that track, without any interference from
competitors.  Next is Qualifying, where each driver has
twelve laps to post the best possible time - with all the
other competitors attempting the same feat at the same time,
so trying to find a clear section of track is key to success
here.  The final stage is the Race itself, where drivers
TRULY earn their money; those who elect to skip the
Qualifying stage will automatically start the race at the
back of the grid.


Cars in Newman-Haas Racing do have access to Turbo, but only
in Race.  There is also a very limited supply of Turbo, so
drivers must wisely select the areas of the track where Turbo
may produce the best advantage, as well as how long to leave
Turbo activated.  This is especially important in longer

In general, Turbo should only be used on long straightaways
to gain an advantage in straight-line speed.  It should also
be switched off well before the braking zone at the end of
the straightaway, as Turbo is really of little use when
cornering due to the extreme importance of turning ability
versus overall speed.

Note that even without using Turbo, cars can easily reach
190MPH on long straightaways; at Milwaukee Mile, cars can
easily top 200MPH without using Turbo.  Use of Turbo will
allow cars to reach a higher top-end straight-line speed
faster, but the advantages of this higher/faster combination
need to seriously be weighed against the disadvantages
(namely, not necessarily having enough Turbo left at the end
of a race, when it is most likely to be needed).


This is where players can compete in an entire season of
racing.  While winning a race is great, consistency in
finishing with a good placing in each race is what will earn
the most points to win the championship.  Championship points
are awarded in this manner:

   First Place            20 points
   Second Place           16 points
   Third Place            14 points
   Fourth Place           12 points
   Fifth Place            10 points
   Sixth Place            8 points
   Seventh Place          6 points
   Eighth Place           5 points
   Ninth Place            4 points
   Tenth Place            3 points
   Eleventh Place         2 points
   Twelfth Place          1 point
   Thirteenth Place       0 points
   Fourteenth Place       0 points
   Fifteenth Place        0 points
   Sixteenth Place        0 points


Set in Houston, Texas, this venue features mostly
perpendicular corners - not surprising for a circuit set
within a city.  The back straight is the longest straightaway
of the circuit, lasting for a full seven city blocks.  Most
corners have rumble strips and paved mini-recovery areas, but
some apexes have only unforgiving barriers, so make sure the
first laps at this venue are nice and slow to become familiar
with where one can and cannot clip the inside rumble strips.

Turn 1: This is a left-hand perpendicular corner, with
shortcutting possibilities by crossing the rumble strips.
Immediately after the corner itself, the road fades to the

Turn 2: Immediately after the fade, the course turns sharply
to the right in a J-turn.  Moderate braking is needed here,
although light braking can be used if shortcutting the

Turn 3: This left-hand perpendicular corner does not have
shortcutting possibilities, so moderate or heavy braking AND
a solid racing line are required to safely clear this corner.

Turn 4: Two city blocks beyond Turn 3, Turn 4 is a
shortcuttable left-hand perpendicular corner.  Light or
moderate braking can be used here.

Straightaway: This is the longest straightaway of the Houston
circuit, covering a total of seven city blocks.  Speeds
approaching 200MPH are quite possible here, even without

Turn 5: After the long back straightaway, moderate or even
heavy braking will be required here to keep from banging the
barriers on this left-hand perpendicular corner.
Shortcutting is possible here.

Turn 6: Very quickly after Turn 5, this left-hand right-angle
turn requires light braking.  Shortcutting is possible.

Turn 7: Moderate braking is needed for this right-angle
right-hand corner; shortcutting is possible.

Turn 8: Immediately after Turn 7, the course makes a right-
hand bend.  Braking should not be needed here.

Turn 9: This left-hand perpendicular corner required moderate
braking and does not have the possibility of shortcutting.

Turn 10: Light braking should be used for this final left-
hand corner, also a right-angle corner with shortcutting


This is the home of the world-famous Corkscrew, the nasty
left-right chicane on a steep downhill slope.  Plenty of
speed can be achieved at Laguna Seca, but severely high
downforce is really key to safely navigating the Corkscrew (a
solid racing line is also quite important).

Turn 1: This is actually just a slight 'kink' to the left
just underneath the pedestrian bridge at the Start/Finish
Line.  On exiting this 'corner,' Pit Exit rejoins the main
circuit from the left.  From here, the circuit slopes gently
downhill to Andretti Hairpin.

Turn 2 (Andretti Hairpin): This hairpin is actually a little
more than the standard 180 degrees.  Moderate or heavy
braking will be required on approach.  The best racing line
is to approach from far-right, roll the left-side tires on
the rumble strip at the apex, then drift back to the right on
exit.  The cones here block the old Pit Exit, which used to
rejoin the main circuit at the exit of Andretti Hairpin.
Cars which overshoot Andretti Hairpin will find themselves
beached in the vast expanse of kitty litter to the outside of
the hairpin.

Turn 3: This right-hand corner will require moderate braking.
Beware of sliding outward on exit, as the barrier is not very
far off the pavement.

Turn 4: Another right-hand corner, this turn can be taken
with slight braking, dependent upon a solid racing line.
Again, beware of drifting off the pavement on exit, as the
barrier is not very far off the pavement.

Straightaway: About two-thirds of the way along this
straightaway (just past the end of the grandstands), the
circuit bends very gently to the right.  This can be a good
place to judge the braking zone for Turn 5.

Turn 5: Moderate braking will definitely be required here for
this left-hand corner, unless you really want to slide out
into the sand on the outside of the corner and into the
nearby concrete and tires.

Turn 6: A bridge marks the entry of Turn 6, which is a good
reference point in case the distance-to-corner markers are
knocked down or out of position during a race.  The left-hand
Turn 6 can be taken flat out by experts by using the rumble
strips at the apex and exit, IF a pristine racing line can be
held at full throttle.  On both sides of the pavement on
exit, sand awaits those who slide off the circuit or misjudge
this corner.  A long uphill climb begins here.

Turn 7: Literally a few meters from the highest point of the
circuit, this extremely gentle right-hand 'kink' could be
taken flat-out if not for the upcoming Corkscrew.  For most
cars, braking must begin no later than Turn 7 to avoid
colliding with the barrier entering the Corkscrew.

Turns 8 and 8A (Corkscrew): This is the world-famous
Corkscrew, one of the trickiest sections of racetrack on the
planet.  There is little run-off room through the Corkscrew,
which is a moderate left-right chicane on a steep downhill
mini-mountain which takes cars from the highest to the lowest
point on the circuit in very little clock time.  If the tires
are worn, expect plenty of trouble here.

Turn 9 (Rainey Curve): This left-hand corner at first appears
to be only a perpendicular corner, but continues on beyond
the pedestrian bridge, making this corner trickier than one
might assume.  A solid racing line is key here, but may be
hard to set up at high speeds coming off the Corkscrew.
Those who overrun Rainey Curve will be in the grass, but the
barrier is not very far away.

Turn 10: After a brief straightaway, this right-hand turn is
bounded by a barrier, obscuring a clear view of traffic
around the corner and blocking any shortcutting.  Moderate
braking is required here, although plenty of sand-infested
recovery room is available to the outside of the pavement.
If heading to Pit Lane, it is possible to keep up a rather
fast speed to Pit Entry by purposely swinging out into the
sand and passing slower cars keeping to the pavement.

Turn 11: This 125-degree left-hand corner is bounded on the
inside by a concrete barrier.  Those who overshoot this tight
turn will be in the sand to the outside of the corner, then
banging the barrier beyond.  Strong acceleration out of Turn
11 will allow for good passing opportunities along Pit
Straight and down to the entry of Andretti Hairpin.

Pit Entry: This begins to the left just before the entry to
Turn 11.  However, there is virtually no deceleration room
before Pit Entry has its own nasty tight left-hand corner, so
adequate deceleration is a MUST while still on the main
circuit or else the vehicle WILL ram the barrier in Pit Lane.


The Long Beach circuit has seen a facelift since the time
that Newman-Haas Racing was released; specifically, the front
straightaway has been lengthened and cars make a large circle
(more or less) before returning to the 'old' part of the
circuit on the back side of the venue,  As a street circuit,
this is fairly wide, with three-wide racing quite possible on
the straightaways (but really not recommended).

Pit Straight: This is not straight at all.  Roughly halfway
along its length, there is a significant full-throttle bend
to the right, with the Start/Finish Line approximately
located well before the apex of the bend.

Turns 1-2: On approach, look for the small pull-off area on
the left side of the track, and use this to judge your
braking zone.  Turn 1 will require moderate or heavy braking
for this right-hand corner; this is followed immediately by
the left-hand Turn 2, which can be taken at full acceleration
if slowed enough from braking entering Turn 1.  This is a
tricky chicane nonetheless, especially in traffic.  The
inside of Turn 2 is grassy, so shortcutting the corner will
likely result in loss of car control.

Turn 3: Shortly after the initial chicane, this right-hand
perpendicular corner can be shortcut somewhat, as the
barriers are set back from the actual corner itself.  Light
or moderate braking is needed here to safely clear the
corner.  Swing wide to the outside on corner exit to prepare
for Turn 4.

Turn 4: This is similar to Turn 3, and shortcutting is again
possible (although the barriers are not set nearly as far
back here).  With an approach from the very far left side of
the course on corner entry, it is possible to speed through
Turn 4 without braking, but this should probably only be
attempted by experts.

Turn 5: Almost immediately after Turn 4, the circuit bends to
the left.  This can be taken at full acceleration, although
the barrier to the left makes this a semi-blind corner from
driver view.

Turn 6: Almost immediately after Turn 5, the circuit bends to
the right.  This can also be taken at full acceleration.

Straightaway: This is the other long straightaway of the
circuit, running down Seaside Way.  There are small pull-off
areas on the right and the left; use the one on the left to
judge the braking zone for Turn 7.

Turn 7 (Firestone Turn):  This hard right-hand corner is very
difficult to see on approach.  It can be shortcut somewhat,
but moderate braking will still be required.  Even after
clearing Firestone Turn, be prepared to brake even more.
There is extremely little recovery room for those who miss
the corner altogether, resulting in broken front wings.

Turn 8: This long 130-degree left-hand decreasing-radius J-
turn is very tricky, which can fool newcomers to the Long
Beach venue.  Carrying a lot of speed in this narrow section
of the circuit will result in the car sliding into a barrier
or the back end spinning; either scenario can quickly end any
chances of placing high on the final roster at the end of a
race here.

Turn 9 (Auto Club Hairpin): This tight right-hand hairpin
requires moderate braking in addition to the constant slowing
through the previous J-turn.  There is some swing-out room,
but not much, so expect traffic to bunch up here, especially
if there are cars off the lead lap.

Pit Entry: Almost immediately upon exiting Auto Club Hairpin,
Pit Entry is to the right.  Pit Entry itself is a tight
right-left chicane, so when exiting Turn 9, be especially
wary of VERY slow cars preparing to enter Pit Lane.


This world-famous racing venue hosts numerous forms of
motorsport, from CART to Speed World Challenge to various
motorcycle events.  The track design is somewhat weird,
especially since Pit Straight is one of the shortest
straightaways at Mid-Ohio.  Many corners have off-color
strips of pavement, so these can help to mark corners on

Pit Straight: Pit Straight is actually rather brief; however,
strong acceleration out of the final corner and drafting
along Pit Straight can create great passing opportunities
entering and exiting Turn 1, especially if no braking is

Turn 1: This semi-gentle left-hand corner can possibly be
taken at full speed, especially if making use of the Pit Exit
pavement as Pit Lane rejoins the main circuit.  If at all
possible, remain heavy on the throttle throughout Turn 1, as
this will create great speed (especially if combined with
drafting tactics) along the ensuing straightaway.

Straightaway: This is the second-longest straightaway at Mid-
Ohio.  If no braking was required in Turn 1, then slower cars
can be passed with ease along this straightaway.  Near its
end, look for the chicane pavement on the right; while it is
not used, this comes directly at the end of the straightaway,
so this is an excellent means to mark the braking zone for
Turn 2.

Turn 2: This second-gear right-hand hairpin can be trickier
than the standard hairpin in part due to the tremendous
speeds coming off the previous straightaway.  Similarly, it
is also a very important corner because it empties out onto
the single longest straightaway at Mid-Ohio; therefore, it is
necessary to carry as much speed as possible in the hairpin
without sliding or spinning the car (and this is a difficult
feat to accomplish) combined with powerful acceleration
exiting the hairpin.

Straightaway: This is the single longest straightaway at Mid-
Ohio, so powerful acceleration out of Turn 2 is required to
set up the best passing opportunities.  This straightaway is
about 1-2/5 times as long as the previous straightaway, with
a very gentle fade to the right roughly halfway along its

Turn 3: After the high speeds attained on the prior
straightaway, this right-hand heavy-braking corner will be
even trickier due to the excessive speeds (upward of 200MPH)
on the previous straightaway.

Turn 4: Almost immediately after Turn 3, the left-hand Turn 4
will require at least light braking to keep off the too-near
barrier.  There is a brief straightaway between Turns 4 and 5
which can afford some passing opportunities, so powerful
acceleration out of Turn 4 is needed.

Turn 5: This right-hand corner needs moderate braking to keep
to the pavement.

Turn 6: Almost immediately after Turn 5, this left-hand
corner requires at least light braking to keep out of the
kitty litter.

Turns 7-8: This fast right-hand double-apex complex requires
light braking to stay on the pavement.

Straightaway: Not really straight at all, the course takes an
uphill climb on a long right-hand fade.

Turn 9: Continuing the uphill climb, this left-hand corner
requires moderate braking to keep to the pavement.  The
course crests on corner exit, making Turn 10 even trickier.

Turn 10: Just beyond the crest of the circuit, this moderate
right-hand hairpin requires moderate braking to keep on the
pavement.  Pit Entry is a straight run after the first ninety
degrees of the corner; the main course makes a full 180-
degree turn.

Turn 11: Just beyond Turn 10, this final left-hand corner can
be taken at full speed with enough slowing through the
previous hairpin.  Powerful acceleration is required coming
out of Turn 11, as experts will not need to brake again until
Turn 2 (the tight hairpin).


A look at a track map reveals a few slow corners and two
high-speed runs at Portland Raceway.  However, a typical
track map will NOT show the elevation changes, which are what
make a given lap at Portland so tricky.  The elevation
changes create many blind corners, especially those corners
just beyond the crest of a hill.  Intimate knowledge of this
venue is a requirement for success... or else the corner
workers will be scraping the car off the barriers.

Pit Straight: Pit Straight is fairly long, and has somewhat
of an uphill climb, significant enough to make Turn 1
extremely dangerous and unexpected.  The Start/Finish Line is
approximately located at Pit Exit.

Turns 1-3 (Festival Curves): This nasty chicane is
practically unsighted on approach, with Turn 1 just beyond
the crest of Pit Straight.  The chicane itself is located in
a natural dip, which makes hard braking even more of a
requirement to keep from banging the barrier blocking a
shortcut of Festival Curves.  This right-left-right chicane
will require braking through Turns 1 and 2, but Turn 3 can be
taken at full throttle due to the slow speed required for the
first two corners.  The course returns uphill exiting Turn 2.

Turns 4-5: This is a long sweeping right-hand hairpin-plus
corner (at a little more than 180 degrees in total angle).
While really just one corner, this is given two corner
numbers in the same fashion as the banked turns of oval
tracks.  Light braking should be used for Turn 4, but a
little beyond the first ninety degrees of the corner, the
radius suddenly decreases, requiring moderate braking to keep
the car on the track and out of the kitty litter.

Turn 6: This left-hand 135-degree J-turn quickly follows Turn
5 and renews the circuit's uphill climb, making the corner a
little trickier than it appears.  The hill crests at the exit
of Turn 6, but those who begin braking for Turn 7 AT the
crest will likely overshoot the next corner.

Turn 7: This right-hand corner immediately follows the crest
at the exit of Turn 6.  As such, this corner is truly only
seen (especially from driver view) when it is too late to
brake properly for the turn.  Turn 7 is also the valley
between two hills.

Straightaway/Turns 8-9: Not straight at all, this long,
gentle uphill climb includes a fade to the left almost
immediately after Turn 7.  There are two other gentle fades,
this time to the right, and both of these are indicated as
official corners on the course map.  Along much of this
straightaway/Turns 8-9, the right-side barrier rests directly
or almost directly against the pavement, so it is important
to not get squeezed here on the right side while trying to
make passes, especially in the area of Turns 8 and 9.  This
high-speed section of the circuit crests around Turn 9 and
dips again, with another uphill segment beginning at the
left-hand fade before Turn 10.

Turn 10: The slope of the climb lessens in this right-hand
corner, making light or moderate braking very important.

Turn 11: Almost immediately upon exiting Turn 10, the course
returns downhill for the final time, making light or (more
likely) moderate braking key to staying on the track as the
pavement turns right again.

Turn 12: This is really non-existent, but the official course
map indicates that there IS a right-hand corner here.  It is
so slight that it is not even a fade.  Pit Entry is on the
right on corner exit, with both Pit Straight and Pit Lane
heading up the long hill climb toward the Start/Finish Line.


This popular racing venue is both insanely fast and insanely
tricky, making car set-ups rather difficult to achieve the
right balance between speed and cornering.

Pit Straight: This is by far the longest straightaway of the
circuit, leading down into a TIGHT Turn 1.  Drafting tactics
are extremely beneficial here to achieving low lap times and
gaining valuable race positions.  Pit Straight crests about
halfway alongside Pit Lane, with the Start/Finish Line near
the end of Pit Lane.

Turn 1: This right-hand near-perpendicular corner will
require moderate or (most likely) heavy braking after
reaching close to 200MPH on Pit Straight.

Turn 2: There really is not even a corner here, but more of a
VERY slight bend to the right, but this is listed in Road
America's official brochure as a corner.  This actually runs
over Briggs & Stratton Tunnel, which allows teams to get to
and from the Paddock areas.

Turn 3: After a short straightaway, this right-hand J-turn
leads onto another significant straightaway.  Moderate
braking will likely be required for Turn 3, but powerful
acceleration on exit provides for good drafting/passing
opportunities along the ensuing straightaway.

Straightaway (Turns 3A and 4): At approximately 85% of the
length of Pit Straight, this straightaway provides invaluable
opportunities for drafting and passing numerous cars.  There
are extremely gentle fades to the right and the left,
officially marked as Turn 3A and Turn 4, respectively.

Turn 5: This nasty left-hand J-turn requires moderate or
(most likely) heavy braking after achieving close to 200MPH
on the previous straightaway.  This is the entrance to the
technical portion of the circuit, where cars with high-
downforce set-ups will likely benefit greatly.

Turn 6: After a brief straightaway, this left-hand
perpendicular corner immediately follows Toyota Bridge.
Moderate braking is needed to keep to the pavement here.

Turn 7 (Hurry Downs): After another brief straightaway, the
course makes about a fifty-degree right-hand turn here.
Light braking - if any - is used here; the key is to keep up
as much speed as possible to pass slower cars on exit.

Turn 8: After a slightly longer straightaway, this left-hand
perpendicular corner requires moderate braking.  This is a
prime place to pass on braking, especially if using a high-
downforce set-up.

Turns 9-10 (The Carousel): This is essentially one long
seemingly-neverending hairpin corner.  Light braking is
almost certainly required on entry, and likely throughout The
Carousel; however, a good amount of speed can usually be
carried here.  Take care in passing slower cars on the racing
line, as such passes require using the outside line, and The
Carousel is just long enough to trick drivers into believing
that they can carry more speed here than the laws of physics
are willing to allow.  Carrying strong speed out of The
Carousel is key, as it is possible to power down to Canada
Corner without ever tapping the brakes.  Especially here in
The Carousel, it is very important to remember that if the
tires start squealing and producing whitish-grey smoke, the
car is cornering too quickly and loss of control is quite
likely if speed is not quickly reduced.

Turn 11 (The Kink): This obtuse-angle right-hand corner can
generally be carried at full throttle, unless there are
several slower cars blocking the pavement as they race each
other for position.  Mind the racing line here, however, so
as to not drop a wheel off the circuit.

Straightaway (Kettle Bottoms, Turns 11A and 11B): This
straightaway contains a few gentle fades, officially labeled
as Turn 11A and Turn 11B, respectively.  This is a good
section of the course for drafting as the course slowly rises
in elevation.

Turn 12 (Canada Corner): This right-hand near-perpendicular
turn requires moderate braking on entry.  After the long
high-speed run from The Carousel through The Kink and Kettle
Bottoms, Canada Corner can be a great place to pass on
braking on corner entry.

Turn 13: Just beyond Canada Corner, the circuit fades to the
right.  While braking is not required here, the official Road
America brochure lists this as a corner.

Turn 13A: This IS a corner, a left-hand turn requiring light
braking to keep to the optimum racing line.

Turn 14: The final corner of the circuit, this right-hand J-
turn leads onto the super-long Pit Straight.  Strong
acceleration out of Turn 14 is required as cars climb the
hill toward the Start/Finish Line to pass and keep from being


This Australian race venue is very scenic, located very near
the Pacific Ocean; television coverage always includes plenty
of shots of people swimming, surfing, or tanning on the
beach.  However, the circuit itself is by far the trickiest
on the CART circuit.  A very interesting arcade-style version
of Surfers Paradise appears in the PlayStation2 game CART
Fury; however, the real venue and most other game renditions
are far less fun to drive.

Pit Straight: Like the Long Beach venue, Pit Straight is a
long gentle curve to the right, this time running along Gold
Coast Highway (which does not actually run along the coast).
Powerful acceleration out of Turn 11 is important to set up
passing opportunities along Pit Straight.  Pit Straight twice
passes over Nerang River, with the actual Paddock and Main
Grandstands located on Macintosh Island.

Turn 1 (Honda Chicane): This tight moderate-braking left-
right-left chicane is literally created in the middle of Gold
Coast Highway by rumble strips surrounding patches of grass.
In other words, the width of the available pavement narrows
significantly from three lanes to one here; single-file is
the ONLY way cars can pass through this area, so extremely
care must be taken here at the start of a race and on
restarts.  Smart drivers WILL NOT attempt to pass on braking
entering Honda Chicane.

Turn 2: This is another chicane, similar to Honda Chicane,
but only light braking is required.  Also, the chicane itself
is two lanes wide, although two-wide racing through this
chicane will almost certainly result in an accident.

Straightaway: The circuit continues its long gentle right-
hand fade.  This is a great passing zone for cars able to
keep up good speed through the Turn 2 chicane.

Turn 3 (Cellular One): This tight left-hand J-turn leads the
cars toward the Pacific Ocean and Surfers Paradise Beach.
Moderate braking is key here.

Turn 4: This left-hand perpendicular corner can likely be
taken with light braking only.  It is important to carry as
much speed as possible through Turn 4 and onto the back
straightaway to set up the best possible passing

Straightaway: To the right is Surfers Paradise Beach and the
Pacific Ocean... but the barriers block any views of bikini-
clad sunbathers :-(   The straightaway is three lanes wide,
allowing for ample racing room.

Turns 5-6 (Worldcom Beach Esses): This left-right chicane
narrows to two lanes, and is more or less constructed within
the straightaway with imported grass and rumble strips.
Generally, only light braking should be needed here, unless
encumbered by traffic.

Straightaway: The circuit eases gently back to the right (at
an angle) toward Surfers Paradise Beach again.  Those able to
keep good speed through the Worldcom Beach Esses can benefit
in terms of passing opportunities.

Turn 7 (Fosters Chicane): This is a NASTY one-lane set of
consecutive chicanes built within the confines of the
straightaway with imported grass and rumble strips.  Moderate
or heavy braking will be required to enter this segment, and
only precision technical driving will allow drivers to safely
clear Fosters Chicane.  It may be best to treat Fosters
Chicane like a slalom, such as the slalom license tests in
Gran Turismo 2; in fact, the slalom tests from GT2 can
provide great benefits here for those able to keep up enough
speed to score a Gold Medal in one or both of those slalom

Straightaway: The course returns to three lanes here, so
faster cars exiting Fosters Chicane should be able to quickly
move around cars unable to keep up much speed in the tricky
slalom-like section.  Prepare for Turn 8 (Falken Tyres) when
entering the area with the skyscrapers at the end of the

Turn 8 (Falken Tyres): This left-hand corner can be tricky,
requiring moderate braking.  It is easy to miss seeing this
corner until it is too late to avoid the barriers due to the
color of the barriers all seemingly running together, so take
care on approach.  The exit of Turn 8 enters a section of
two-lane racetrack, so passing will be more difficult from
here to Pit Straight.

Turn 9: This left-hand turn onto Serisier Avenue requires
moderate braking.  Use the pedestrian bridge on approach to
judge the braking zone.

Turn 10: Turning right onto Hill Pde, moderate braking will
be needed.  The circuit is still just two lanes wide here,
yet high speeds can be attained, so take extreme care in

Turn 11 (Honda Hairpin and Hill): There is a nasty kink to
the right immediately before entering this left-hand double-
apex 'hairpin' corner.  Moderate braking will be needed
before the nasty kink, and full acceleration is best delayed
until at the second apex.  Powerful acceleration is required
to rocket out of Turn 11 and attain excellent passing
opportunities all the way along Pit Straight to Turn 1 (Honda


Toronto is a narrow street circuit - narrow enough that two-
wide racing is difficult, thus passing is generally quite
difficult.  Granted, passing here is far easier than at
Monaco, but it is still very important to qualify at the
front of the grid here and then have patience in passing cars
(especially slow backmarkers).  The circuit is generally
three lanes wide, but the high speeds and tight corners make
passing tough nonetheless.

Pit Straight: A moderate straightaway, those able to carry
good speed out of the final corner and NOT hit the outside
barrier protecting Pit Lane can create good passing
opportunities.  Pit Exit is just beyond the Start/Finish

Turn 1: This right-hand right-angle corner requires moderate
braking on entry, then powerful acceleration on exit, as the
brakes should not be used again until Dodge Corner.

Turn 2: Shortly after Turn 1, the course makes a wide right-
hand sweep onto the back straightaway.  Braking is not needed
here unless an accident occurs ahead.  This makes the area
between Turn 1 and Turn 3 (Dodge Corner) the fastest and
longest sustained acceleration zone of the Toronto venue.

Straightaway: There is a quick fade to the right about
halfway along the straightaway.  Cars can reach close to
200MPH before braking for Dodge Corner.

Turn 3 (Dodge Corner): This nasty right-hand 135-degree J-
turn requires moderate or even heavy braking after such a
long sustained acceleration zone.

Turn 4: Shortly after Dodge Corner, the circuit curves gently
to the left.  No braking should be needed here.

Turn 5: Moderate braking is needed for this tight left-hand
corner.  The ensuing straightaway is just long enough to pass
ONE car if it is going really slow.

Turn 6: Only experts completely clear of traffic can power
through the double-apex right-hand Turn 6 at full speed.
Otherwise, light braking will be needed to keep off the
barriers, as the turns here are just sharp enough to render
full-throttle driving quite dangerous.

Turn 7: This is really a high-speed right-hand kink; no
braking is needed.

Turn 8: Entering the trickiest section of the circuit, this
right-hand corner requires moderate braking and single-file

Turn 9: Almost immediately following Turn 8, the course makes
a left-hand right-angle turn which again requires single-file

Turn 10: This is almost a mirror image of Turn 8, with Pit
Entry to the right at the entry of Turn 10.

Turn 11: This is almost a mirror image of Turn 9, but
slightly higher speeds can be carried here with little
trouble.  Powerful acceleration out of Turn 11 can pay
dividends in terms of passing opportunities along Pit


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                   Wolf Feather    Jamie Stafford
Just as there are many parts needed to make a human a human, there's a
remarkable number of things needed to make an individual what they are.
                - Major Kusanagi, _Ghost in the Shell_
   What isn't remembered never happened. - _Serial Experiments Lain_