/-------------------------------------\ | | | MM MM OOOOO NN N AAA CCCCC OOOOO | | M M M O O N N N A A C O O | | M M M O O N N N AAAAA C O O | | M M O O N N N A A C O O | | M M OOOOO N NN A A CCCCC OOOOO | | | | GGGGG RRRR AAA NN N DDDD | | G R R A A N N N D D | | G GG RRRRR AAAAA N N N D D | | G G R R A A N N N D D | | GGGGG R R A A N NN DDDD | | | | PPPPP RRRR IIIII X X | | P P R R I X X | | PPPPP RRRRR I X | | P R R I X X | | P R R IIIII X X | | | \-------------------------------------/ MONACO GRAND PRIX: DRIVING GUIDE By Jamie Stafford/Wolf Feather FEATHER7@IX.NETCOM.COM Initial Version Completed: July 26, 2002 FINAL VERSION Completed: August 13, 2002 ============================================== ============================================== ============================================== JOIN THE FEATHERGUIDES E-MAIL LIST: To be the first to know when my new and updated guides are released, join the FeatherGuides E-mail List. Go to http://www.coollist.com/group.cgi?l=featherguides for information about the list and to subscribe for free. ============================================== ============================================== ============================================== CONTENTS Spacing and Length Permissions Introduction Assumptions and Conventions Arcade Mode Single Race Mode Championship Mode Time Attack Mode Driving Instructions: Australia Driving Instructions: Brazil Driving Instructions: Argentina Driving Instructions: San Marino Driving Instructions: Spain Driving Instructions: Monaco Driving Instructions: Canada Driving Instructions: France Driving Instructions: England Driving Instructions: Austria Driving Instructions: Germany Driving Instructions: Hungary Driving Instructions: Belgium Driving Instructions: Italy Driving Instructions: Luxembourg Driving Instructions: Japan 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: 12345678901234567890123456 ABCDEFGHIJKLMNOPQRSTUVWXYZ This guide is approximately 50 pages in length using the Macintosh version of Word 98 with single-spaced Courier 12 font. Therefore, it may not be a good idea to print this guide in its entirety. ============================================== PERMISSIONS Permission is hereby granted for a user to download and/or print out a copy of this driving guide for personal use. This driving guide may only be posted on: FeatherGuides, GameFAQs.com, f1gamers.com, PSXCodez.com, Cheatcc.com, Games Domain, gamesover.com, Absolute-PlayStation.com, RobsGaming.com, InsidePS2Games.com, CheatPlanet.com, RedCoupe, The Cheat Empire, a2zweblinks.com, Gameguru, cheatingplanet.com, neoseeker.com, and vgstrategies.com. Please contact me for permission to post elsewhere on the Internet. Plagiarism is NOT tolerated!!!!! ============================================== ============================================== ============================================== INTRODUCTION Most likely, if you play Monaco Grand Prix, then you are at least a casual fan of Formula 1 racing, and have at least a basic knowledge of many or all of the currently-used F1 courses. That knowledge does indeed help when first playing Monaco Grand Prix, and vice versa - extensive gameplay helps in determining where the drivers are on each course when races are televised. The main part of this driving guide provides information to help you to cleanly drive each course. Even those who know the courses fairly well and/or play the game regularly can always use tips. ============================================== ASSUMPTIONS AND CONVENTIONS Several of the official course and segment names used in F1 racing include the use of characters which are not standard to the English language, on which the Internet and standard text-only documents are based. In order to eliminate the potential for 'strange characters' in a standard text-only document, these characters have not been used. This driving guide is designed with the assumption that you (the player) are playing with Dry Weather, Fuel Usage, Penalties, Equipment Failures, and Damage all activated. Most important here is Penalties; with the Penalties option activated, shortcutting corners, driving too far off-course, passing another car when the yellow flag is displayed, and reckless driving (including driving backward during a race) will instigate a ten-second Stop-Go Penalty; driving backward results in an immediate Black Flag, ending your race). It is not possible to 'accumulate' multiple outstanding Stop-Go Penalties and then serve them all at once; if more than one Stop-Go Penalty is outstanding, you will be shown a Black Flag and be forced to end the race prematurely. Most racetracks outside the United States name the corners and even some straightaways. Where these names are known, they will be included in parentheses and referenced in the explanatory text. 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 the TV sportscasters, and/or from the Training mode of F1 Championship Season 2000 (the follow-up game to F1 2000, also by EA Sports). To the extent possible, these names have been translated into English. ============================================== ============================================== ============================================== ARCADE MODE This is the easiest gameplay mode in Monaco Grand Prix. There are extremely few variables affecting car control in Arcade Mode, which makes this mode quite forgiving should the player make a mistake. For example, braking late for a corner does not necessarily mean that the car will slide off the outside of the turn; in fact, it is often possible to keep to the pavement in this situation and continue cornering. In another example, should the car get speared from behind and start to spin, it is TOO easy to 'catch' the vehicle and point the car back in the correct direction of travel. Shortcutting is not an issue in Arcade Mode, as Penalties is deactivated by default. Each race here is three laps at a player-selected venue. Initially, only the Germany, Hungary, and Italy circuits are available; winning at all three venues opens a new circuit, and winning there opens another circuit, and on and on and on until all sixteen circuits are available. Here is a list of the venues and how to open each: Australia Win at San Marino Brazil Win at England Argentina* Win at Austria San Marino Win at Germany, Hungary, AND Italy Spain Win at Argentina Monaco Win at Japan Canada Win at Australia France Win at Luxembourg England Win at France Austria Win at Brazil Germany Initially available Hungary Initially available Belgium Win at Spain Italy Initially available Luxembourg Win at Canada Japan Win at Belgium *This is the only race venue in Monaco Grand Prix which is not currently in use (as of the final writing of this guide in August 2002). Also, two new F1 race venues have been added since this game was released: Malaysia (held at Sepang/Kuala Lampur), and United States (held at Indianapolis). Please see my game guides for F1 2000, F1 Championship Season 2000, F1 2001, F1 2002, and/or the World- famous Racing Circuits Guide for details (including complete driving instructions) for the Sepang and Indianapolis venues. Note that winning at ALL these race venues results in a trophy presentation. ============================================== SINGLE RACE MODE Using the available venues in the game (unlocked in Arcade Mode), Single Race Mode presents more of a challenge. Races are customizable in terms of weather and length; further, the player can specify a starting position on the grid as well as the number of competitors. Finally, the player can elect to have Penalties activated or deactivated. Next, the player can customize the car set-up. Tuning can be done to the fuel load, turning angle, tire compound, downforce (wings), brake balance, gear ratios, ride height, and springs. Careful consideration is required before fiddling with any of these tuning options; blindly changing settings will almost certainly result in a poor-handling car which is difficult to keep on the pavement. Braking especially takes on much more importance here than in Arcade Mode. Car handling is now somewhat unforgiving - but the level of unforgiveness really depends on how well the car is set for the circuit and the player's driving style. ============================================== CHAMPIONSHIP MODE This is where F1 drivers truly earn their money!!! Here, players compete in an entire sixteen-race season. As in Single Race Mode, car set-up is key to success. Tuning can be done to the fuel load, turning angle, tire compound, downforce (wings), brake balance, gear ratios, ride height, and springs. Careful consideration is required before fiddling with any of these tuning options; blindly changing settings will almost certainly result in a poor-handling car which is difficult to keep on the pavement. Fortunately, unlike in Time Attack Mode, changes CAN be made to the car upon entering Pit Lane in Practice or Qualifying. Changes can be made to the car in long races upon entering Pit Lane. ============================================== TIME ATTACK MODE This is perhaps the best place to discover the best possible car set-up for each circuit. Certainly, there is something to be said about setting the fastest possible lap times. However, there is no one else on the circuit. Time Attack Mode does have one major disadvantage, however, for finding proper set-ups: The car will not stop in Pit Lane, meaning that changing tuning settings requires leaving the circuit and going back to the Time Attack Menu, then making changes before returning to the circuit. There are two kinds of Time Attack: Free Run and Ghost. In Free Run, the player simply runs around the track. In Ghost, a ghost image of the player's best time will always be available, thus giving the player a visual representation of how the current lap compares with the fastest lap. ============================================== ============================================== ============================================== DRIVING INSTRUCTIONS: AUSTRALIA This course is built around the beautiful Albert Park Lake. As you drive around the eastern shore of the lake, you can see people enjoying themselves on the lake to your right. There are usually plenty of trees on both sides of the track, with a nice view of Melbourne's buildings as you come through Turns 12 and 13. The Albert Park circuit features many long, gentle, no-braking corners, allowing for incredible top-end speed. However, these are tempered with several moderate- and hard-braking corners. Pit Straight: The front straight is fairly long, following a light-braking corner (Turn 16). However, Turn 1 requires an early braking zone. Turn 1: A moderate-braking right-hand corner. If you miss the braking zone here, there is a wide area in which you can recover, and a long run-off area. Traffic will often bunch up entering Turn 1. Turn 2: Immediately following Turn 1, this is a gentle left- hand turn which can be taken at full speed. Excellent acceleration out of Turn 1 makes the exit of Turn 2 and the ensuing straightaway a prime passing zone. Turn 3: This is a hard-braking right-hand corner following a long straightaway. Again, there is a wide recovery area here, as well as an extended run-off lane. A little speed can be made coming out of Turn 3, but the straightaway is virtually non-existent, requiring moderate braking for Turn 4. This is definitely NOT a place to pass (safely). Traffic tends to bunch up here for Turns 3 and 4. Turn 4: A left-hand corner requiring at least moderate braking. To the outside of the corner is a wide, paved recovery area; however, driving too far out to the right will result in a Stop-Go Penalty. Good acceleration out of Turn 4 can set up a good passing opportunity. Turn 5: A gentle right-hand corner through the trees which leads to a nice straightaway. No braking is necessary here. Turn 6: A semi-hidden moderate-braking right-hand corner. Traffic will sometimes bunch up here, as drivers try to spot the corner. A wide recovery zone is available here as well. Turn 7: Immediately following Turn 6, Turn 7 is a very gentle left-hand corner which brings you alongside the northernmost end of Albert Park Lake. Turn 8: This is almost not a turn at all, as it curves extremely gently along the shoreline. Turn 9: The first piece of pavement to the right is NOT the official corner; taking this bypass area results in a Stop-Go Penalty. The official corner is a tight right-hand turn which requires moderate or hard braking. Traffic almost always bunches up here. Turn 10: This is almost not a turn at all, as it curves extremely gently to the left and back along the shoreline. There is absolutely NO room for error on the right side of the track, as the pavement runs directly up against the barrier. The view of Albert Park Lake is quite serene from here, but don't take your eyes off the course!!! Turns 11 and 12: If you are not navigating traffic, Turns 11 and 12 can be taken at full speed, although some drivers may feel more comfortable with tapping the brakes once in each turn. However, sliding even one pixel across the rumble strips on either side of the road results in a Stop-Go Penalty. Straightaway: The pavement runs directly up against the barrier on he left side of the course here, creating problems for cars on the left whose engines suddenly expire. Turn 13: This is a semi-blind right-hand corner requiring moderate braking if you are alone; traffic tends to bunch up here. The recovery area again is quite wide, with an extremely long run-off area if needed. This leads to a short straightaway which can be a prime passing zone if acceleration out of Turn 13 is strong. Turn 14: A light-braking, right-hand corner with a wide recovery area. This is a good place to pass on braking upon entering the corner. Turn 15: Do not be fooled by the run-off lane which goes directly ahead into an unforgiving barrier; there IS a turn to the left here requiring moderate braking. This is also a good place to pass on braking when entering the corner. Note that the Pit Entry is immediately to the right upon exiting the corner, to be sure to look for cars moving slower than expected as they enter Pit Lane. Turn 16: Without traffic, this right-hand corner can be taken at full speed if you slowed enough in Turn 15. But, be careful with the approach and exit angles for this turn, as the barrier (and a grandstand) is just a few feet off the pavement on the left as you exit the corner. This leads onto the Pit Straight. Pit Entry: The Pit Lane begins immediately after Turn 15. It is possible to enter at a fairly high speed, but there will be a turn to the right very quickly, requiring moderate braking. Before entering the main Pit area, however, is a right-left chicane, so be prepared to truly slam on the brakes, or else the nose of your car will slam into the Pit Lane barrier. ============================================== DRIVING INSTRUCTIONS: BRAZIL Most F1 courses are driven clockwise; built on a steep hillside, Interlagos is driven counter-clockwise. There are two main set-up options here: low-downforce for high speeds, and high-downforce for better cornering. The upper part of the course features long segments of flat-out, full-throttle, top-speed driving, which is prime for low-downforce set-ups. However, the lower part of the course (where the most clock time is spent) features tight corners and several significant elevation changes, so high-downforce set-ups are highly beneficial here. 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. This is also the fastest portion of the course, leading into the most dangerous corner at Interlagos. 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. The Pit Entrance is also to the left, and cars may enter here at top speed. 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. 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 sizeable patch of kitty litter, but there is also a two-level barrier; the first barrier is a short segment, so it is possible (if necessary) to drive behind this first barrier and come out on the other side in the middle of Turn 3. Turn 2 (S do Senna): This follows immediately after Turn 1. This right-hand corner can be taken at full speed (unless slower traffic blocks the path) to set up prime passing opportunities in Curva du Sol or along the following straightaway. Amazingly, there is a small paved path between the main track and the Pit Lane where the old Pit Lane met the course (drivers used to rejoin the race at the outside of Turn 2). F1 2000 does not penalize you for leaving the main course via this short piece of pavement and driving along the rest of the Pit Lane, which makes this a great method for passing a large group of cars at once (the Pit Lane rejoins the course just beyond the exit of Turn 3); however, extreme caution must be taken not to ram the barrier on the left of the Pit Lane when attempting this maneuver at full speed. 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 yet another long straightaway. Turn 4 (Lago): This corner 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. Good acceleration out of Lago sets up great passing in the next corner and along the following straightaway. Turn 5: A gentle left-hand turn, this can be taken at full throttle. The course begins to slope upward again. 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 right-hand corner requires moderate 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 for the sharp left-hand Pinheirinho. This is potentially a good place to pass other cars, especially if using a high-downforce set-up. Turn 9 is a long corner, however, so it is important to hug the apex longer than usual. 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. 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 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 flat-out to provide good speed along the next (very short) straightaway. Good acceleration out of Turn 10 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 run-off relief here. This corner leads to the incredibly long Pit Straight. 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 longä and F1 2000 refuses to give you control of your car until you are effectively past Turn 2. This fact makes it extremely important to select your pit strategy carefully in long races. ============================================== DRIVING INSTRUCTIONS: ARGENTINA Argentina's Autodromo Oscar Alfredo Galvez circuit is fun, but tricky. There are several blind corners and chicanes, usually involving hillsides, which can force the unwary driver into a sand trap or a barrier. High speeds can be attained here, but cornering ability is a generally better choice. Pit Straight: A moderate Pit Straight, this area allows for good passing opportunities. Be careful for Turn 1, however, as the main course turns to the right, whereas there is an access road which continues straight ahead. Turns 1-2: This right-hand U-shaped double-apex section is a prime passing zone entering Turn 1. Moderate braking is best for Turn 1; those not immediately jamming on the accelerator should be able to keep slowly applying the throttle all the way through Turn 2. Turn 3 (Confiteria): After a brief straightaway, this left- hand J-turn will require moderate braking, but late braking and a tight entry can provide good passing opportunities, especially if combined with swinging far out on exit to avoid being repassed by competitors. Turn 4 (Curva del Ornbu): This long left-hand corner requires only light braking, and may be best taken single-file if in traffic due to the upcoming corner. Turn 5: Very quickly beyond Curva del Ornbu, this right-hand corner is a bit sharper than Turn 4 and requires light or perhaps moderate braking. Good power out of Turn 5 sets up good passing opportunities all the way down to Extrada a los Mixtos. Turn 6 (Curvon): This long sweeping right-hand hairpin will require either light braking or good throttle management. In either case, if a car can perform adequately on the outside racing line, this is a good place to pass slower cars. Strong acceleration out of Curvon is required to maximize passing opportunities. Straightaway: This is a significant straightaway, and drafting tactic are key to passing the frontrunners here. Turn 7 (Ascari): This gentle right-hand corner can generally be taken at full speed. As on the previous straightaway, drafting is very important to making passes here. Turn 8 (Extrada a los Mixtos): After a long run of full- throttle racing, it is very easy to miss the braking zone for this tight right-hand hairpin. The course also climbs a bit in elevation here, which can make the hairpin even trickier. Turns 9-10 (Viborita): Just beyond the hairpin, this quick- flick left-right chicane can be taken at full throttle unless encumbered by traffic. Keep a solid racing line to avoid dropping a wheel off the rumble strips at the apexes. However, begin braking immediately upon corner exit. Turns 11-12: This left-hand double-apex U-shaped formation immediately follows Viborita. Moderate braking is required upon exiting Viborita to keep from overrunning Turn 11 and getting caught out in the kitty litter. Light or moderate braking is also required for Turn 12. Turns 13-14: This is the trickiest area of the circuit. This left-right chicane is entirely on a downhill slope, and because of the angle of the hill, the pavement's turns are almost impossible to see until it is too late to avoid an off. Moderate braking is definitely needed to keep on the pavement, but even more important - especially if there is not traffic ahead to indicate the chicane - is to have a perfectly flawless knowledge of this area of the circuit. There is a quick fade to the right on exiting this chicane, making the entire complex potentially even trickier. Straightaway: This is a fairly brief straightaway, with Pit Entry on the right near its end. Turn 15 (Horquilla): This final corner of the circuit is a low-speed right-hand J-turn requiring moderate or heavy braking on entry. Passing here can be difficult. Strong power out of Horquilla and through the following gentle left- hand fade will provide good passing opportunities along Pit Straight. ============================================== DRIVING INSTRUCTIONS: SAN MARINO 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, and 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 end 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. There is slight tolerance for cutting the corners here, but not much. 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, Tamburello is a soft left-hand corner which can be taken at full speed. Good acceleration out of Turn 1 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. Without traffic to navigate, this chicane can be taken at top speed with no braking and without risk of shortcutting either corner, but care must be taken not to slide off the course at the exit of Turn 5. The course slopes upward at the exit of this chicane. Turn 6 (Tosa): This is a 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 grandstands. Traffic is actually a benefit in approaching this corner, as the course is largely hidden from view, but other cars are easy to see. If any mistake is to be made here, it is to shortcut the corner, as the CPU is actually quite tolerant on this corner. Straightaway: The course continues up the hill here, cresting underneath the overhead Firestone advertisement. Just beyond the ad, 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 done 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 as the track passes under an Arexons banner. This is a full-speed 'corner.' Turns 9 and 10 (Mineralli): This is a pair of right-hand corners which effectively function as a decreasing-radius 'U' formation. Turn 9 can be taken at full speed, but upon exit to the outside of Turn 9, heavy 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. If you do find yourself off-course, you MUST turn sharply to the right to get back onto the pavement, as Turn 11 immediately follows and the CPU allows virtually no tolerance here for shortcutting. Turn 11 (Mineralli): Immediately following Turn 10, the left- hand Turn 11 continues the upward slope of the course. There is almost no CPU tolerance for shortcutting here, to it is very important to remain on-course here. Care must be taken not to slip off to the right of the track as you pass underneath the EA Sports banner. Turns 12-13 (Alta Chicane): This is a right-left chicane, beginning underneath the EuroBusiness banner. Although there is NO tolerance for shortcutting here, this chicane can be easily taken at full speed; however, other cars generally slow significantly for this chicane, so a full-speed maneuver here in traffic is not advised. The barrier to the outside of Turn 13 is very close to the track, so be careful not to slip of the course. 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, 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. There is no tolerance for shortcutting here. 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 can usually be taken at full speed onto the Pit Straight. ============================================== DRIVING INSTRUCTIONS: SPAIN The Catalunya circuit is challenging, especially the two hairpins and the 'J' turns. For observers and drivers alike, plenty of action can be found at the Spanish Grand Prix. Pit Straight: As usual, incredible speeds can be attained here. Watch for cars rejoining the race from the right side of the straightaway. Turn 1 (Elf): This is a right-hand corner which can only be taken flat-out if using a high-downforce set-up, which is not advisable for the Catalynua circuitä even then, it requires quick reflexes and a flawless racing line to keep from sliding off the course. Otherwise, light braking is required here. 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. 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, this is also a good place to pass slower cars. 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. This can actually be a good place to pass, but only with extreme caution. 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 you are 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 be using the recovery area. Straightaway: This straightaway fades to the left. Good 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 left-hand turn. Beware the barrier on the inside of the corner. The angle of the rumble strip along the apex in relation to the short patch of grass is rather odd; if you roll your left-side tires onto the grass, you may quickly lose control of the car, causing the vehicle to slide or even spin. The exit of Wuth has an immediate fade to the right. Turn 7 (Campsa): This right-hand corner can be taken at full speed. Note that the official circuit is to the right; do not drive directly ahead on 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. If you need a recovery area anywhere on the course, it will most likely be here. 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 likely damage the front of the car on a barrier. ============================================== DRIVING INSTRUCTIONS: MONACO 'To finish first, first you must finish.' The Monaco circuit is a highly daunting temporary street course, especially from the Driver View or the Front Wing 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 pull off the course, so all drivers must be 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!!!!! 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. The uphill portion of the course begins here. Straightaway (Beau Rivage): Not really straight with its varying-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. Turn 2 (Massanet): This is a sweeping left-hand blind corner requiring moderate braking on entry and light braking 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 point on the courseä which has only just begun, even if it IS all 'downhill' from here!!! Turn 3 (Casino): Light or 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. Turn 4 (Mirabeau): Following a long downhill straightaway, heavy braking is needed for this right-hand blind 'J' turn. A small pull-off area is provided on the left on entry. 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. 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. 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 on the left is a pull-off area, 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 view of the track. Accelerating too soon out of Turn 7 means banging the left side of the car against yet another immovable barrier. Straightaway (The Tunnel): This 'straightaway' is actually a very long right-hand fade in a semi-tunnel (the left side provides a clear 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. Start braking shortly after breaking back out into the sunlight (assuming Dry Weather is active), or you will break the front end of the car at the chicane. Chicane (Nouveau Chicane): This would not be so bad, except that F1 2000 puts both rumble strips AND a nasty barrier here to mark the chicane; some other F1 games (including the follow-up game to F1 2000) use only rumble strips here. With the barrier here to impede your progress, braking is of utmost importance. The course narrows as you come around the chicane, but then 'widens' back to 'normal' at the exit. Turn 8 (Tobacco): This left-hand corner is best taken with light braking, although it can be cleared with no braking with sufficient downforce, no traffic, and a FLAWLESS racing line. Turns 9-12 (Swimming Pool): This is essentially a double chicane around the swimming pool. Turns 9 and 10 form a tight left-right combination, for which moderate braking is required. After an extremely short straightaway, Turns 11 and 12 form the opposite configuration (right-left), but are even tighter. 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 the 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. ============================================== DRIVING INSTRUCTIONS: CANADA 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 again to the outside of the course, 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 Pin (Turn 10), the westernmost corner of the course. 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. Turn 1: This left-hand corner will require moderate braking, and immediately flows into the Senna Curve. There is a patch of extra pavement before entering Turn 1, but it is set too far back to be useful in attempting to gain a better racing line. Turn 2 (Senna Curve): This is a right-hand hairpin corner requiring heavy or severe braking. It is very easy to run too wide here, slipping off into the grass. Likewise, it is rather easy to overcompensate and cut the corner, which can result in a Stop-Go Penalty. 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. If you overshoot the entry to the chicane, you will be given a Stop-Go Penalty if you attempt to simply edge back onto the main course. Straightaway: At the end of this moderate straightaway, the course fades to the left, followed by Turn 5. Light braking may be required at the fade if navigating traffic. 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 corner too tightly, or your right-side tires will be on the grass here. Turn 6: This left-hand corner will require moderate braking, or you will be flying through the grass toward the spectators in Grandstand 33. Minor shortcutting of this corner is allowed by the CPU, which may be beneficial here for passing on braking. This leads out to a very short straightaway. Turn 7: Following a very short straightaway, Turn 7 is a light-braking right-hand corner. The outside of Turn 7 is a short, steep hillside with a barrier, so DO NOT run wide entering the corner!!! 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 viewä which actually forces your eyes to be transfixed on the road and other cars ahead. Once you pass underneath the pedestrian bridge, begin braking for the next 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 course to the right 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 The Pin. Nowhere on the course is there less CPU tolerance for shortcutting than in this chicane; if you overshoot the first corner, you can certainly expect to receive a Stop-Go Penalty. 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 slip through the sand trap; braking after passing underneath the second pedestrian bridge may be 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. 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; a car with a low- downforce set-up will perform quite well along the Casino Straight. The Casino Straight leads to the final (right- left) chicane of the course, as well as the entry for Pit Lane. 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. With a high-downforce set-up, this chicane can be taken at full speed and no braking, but only by those with a flawless racing line and a perfect knowledge of the corners. The exit of Turn 13 has a wide odd-colored Lane of concrete to allow for some swing-out, but 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. 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 right-left chicane, so it is very important to slow down on Casino Straight before the Pit Entry. Keep to the left when slowing on Casino Straight, allowing other cars to keep to the right as they prepare for the final chicane. ============================================== DRIVING INSTRUCTIONS: FRANCE 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 rivals the Turn 1 (La Source) hairpin at Spa-Francorchamps as the slowest corner in all of 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 straightaways are almost exactly parallel to each other, 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. The circuit also has extremely wide areas along most of the main course to pull aside should your car have a major malfunction. 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 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 wide left-hand corner which can be taken flat-out. Turn 2 (Estoril): Depending on your set-up, 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 in Estoril. It is quite easy to roll the right-side tires off onto the grass, and it is just as easy to slip off on the grass on the outside of Estoril. 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. 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. If using a high-downforce set-up, it is possible to fly through Nurburgring without braking by making use of the bright-green extension on the inside of Turn 5. However, if you remain on the bright-green extension for too long, you will be assigned a Stop-Go Penalty. 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. 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 high-downforce set-ups and a flawless racing line. A short straightaway out of Imola sets up the Water Castle curve. There is not much CPU tolerance for running off the course here. Turn 9 (Water Castle): Somewhere between a '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. The official chicane requires light braking on entering, and allows for a VERY short burst of acceleration on exit. There is yet another bright-green extension on the inside of Turn 10, but taking this risks acquiring a Stop-Go Penalty. If you completely miss this chicane, you will both accumulate a Stop-Go Penalty and blast through the sand trap and break the front end on a barrier blocking 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. If you miss the corner, you will blast through the all-too-brief sand trap and ram directly against a barrier. If you roll up on the inside of the corner, the angle of the rumble strips to the pavement will almost certainly cause your car to spin. Pit Entry: The Pit Lane begins to the left at the entry of Turn 12. The Pit Lane has its own sharp corner almost immediately, so it is best to begin slowing (or rather, barely accelerating) as you leave the High School chicane. ============================================== DRIVING INSTRUCTIONS: ENGLAND Built on an airport site, this historic course features wide run-off areas in most places. 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 and 4 can be taken at full speed, but Turns 3 and 5 require moderate or even heavy braking. 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 the longest straightaway of the course. Good acceleration out of Turn 5 (the final 'S' curve) can lead to good passing opportunities along Hangar Straight and/or entering the braking zone for Turn 7 (Stowe). To your left is the Roger Clark Circuit, owned and operated by the same organization which owns and operates this Grand Prix Circuit. Turn 7 (Stowe): If you have sufficient downforce, this corner can be taken at full speed; otherwise, light or moderate braking will be required here in order to remain on the pavement. This is a sweeping right-hand corner followed immediately by a left-hand semi-corner. This is the southernmost point of the course. Straightaway (Vale): If you use a high-downforce set-up and can successfully navigate Turn 7 (Stowe) without braking, then you should be able to continue passing others fairly easily along Vale, especially if they use a low-downforce set-up and had to brake through 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 light-braking Turn 11, a right-hand corner. Be careful not to slip off the course and rub the nearby barrier on exiting Turn 11. Straightaway (Farm Straight): With good acceleration out of Abbey, good passing opportunities can be made here. 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 be taken at full speed with almost all set-ups. Turn 13 (Priory): With the suggested race set-up, this left- hand corner will require light braking. With a high- downforce set-up, no braking should be necessary. Turn 14 (Brooklands): Another left-hand corner, this one requires moderate braking with any set-up. There is a small sand trap for those who miss the braking zone. Turn 15 (Luffield): This set of right-hand corners essentially form a 'U' shape, and both require 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 3. The entry to Pit Lane is on the left shortly leaving Luffield. Turn 16 (Woodcote): Barely a corner but more than a fade, the course eases to the right here. At the exit of the corner is the Start/Finish Line, and the right-side barrier begins abruptly here (be careful not to hit it). In F1 2000, be careful not to drive to the right of the official course; you will not be given a Stop-Go Penalty here, but if you drive over the painted advertisement, your car will slow noticeably. ============================================== DRIVING INSTRUCTIONS: AUSTRIA This course may only have seven corners, the fewest of the circuits used in the 1999 racing season, but it is still quite challenging for the drivers. The course itself is built on a hillside, with the Paddock area and the Pit Straight located at the lowest elevation of the course. Pit Straight: Long and straight; main grandstands to the left, Pit Lane to the right. Rather mundane, except that the entire Pit Straight has a slow uphill climb into the Castrol Curve. Turn 1 (Castrol Curve): After a rather mundane Pit Straight, the Castrol Curve is anything but mundane. This is a right- hand uphill corner which requires moderate braking. The Pit Lane rejoins the main course on the right at the exit of the corner, but the Pit Lane barrier ends just before the entrance to Castrol Curve, meaning that if you really need to avoid an accident (or a large group of cars) on Castrol, you can suddenly jump over to the end of the Pit Laneä without a Stop-Go Penalty. Because of the steep slope of the hill, it is all too easy to drive off the outside of the corner and into a sand trap. Straightaway: There are a few fades in the straightaway as the course continues its uphill climb. The end of the straightaway (approaching Remus Curve) has a suddenly steeper grade. Turn 2 (Remus Curve): This is a TIGHT right-hand 'J' turn requiring heavy or even severe braking. The uphill climb of the course continues through most of the turn, making high or even moderate speeds impossible here. Even worse, this is a blind corner due to the barrier. Aggressive drivers will certainly end up overrunning the Remus Curve on exit and find themselves in the kitty litter. Straightaway: Located at the highest elevation of the course, this straightaway has a fade to the right, then another to the left. After the second fade, prepare for braking before arriving at the Gosser Curve. Turn 3 (Gosser Curve): Another tight right-hand corner, moderate braking will be required here to avoid sliding off the course and into yet another sand trap. This is also a blind corner, due to the barrier on the inside of Gosser. The course begins to slowly descend in elevation here. Straightaway: This is actually NOT a straightaway at all; the course map does not list the right-hand turn, but it is definitely more than just a fade. Is you overrun this, you will end up in the same sand trap as before - it is simply extended along the left side of the course from the outside of Gosser until well beyond the unofficial corner. Turn 4 (Niki Lauda Curve): This is a wide left-hand corner which will require light or moderate braking; even if you slow greatly before entering the corner, you will likely be tapping the brakes as you progress through Niki Lauda. There is another wide patch of sand on the outside of the corner, stretching almost all the way to the entrance of the Gerhard Berger Curve. A short straightaway separates Turns 4 and 5. Turn 5 (Gerhard Berger Curve): This is almost identical to the Niki Lauda Curve, but with an additional sand trap which begins on the inside of the corner. Straightaway: Again more than a fade but not listed as an official corner, there is a 'turn' to the right shortly after exiting the Gerhard Berger Curve. About two-thirds of the way along, the course enters a forested area. Turn 6 (Jochen Rindt Curve): This is a semi-hidden right-hand corner which can be taken with light braking unless using a low-downforce set-up. Another sand trap awaits those who run off the outside of the corner. A short straightaway follows Jochen Rindt. Turn 7 (Mobilkom Curve): This is a right-hand corner which will require light or moderate braking. The Pit Lane begins on the right just before the entry to Mobilkom, so be careful not to bump cars slowing before going to the pits. The Pit Lane barrier does not begin until shortly after the exit of Mobilkom, and the CPU does not assign a Stop-Go Penalty for taking the Pit Lane and rejoining the course (slightly downhill) before reaching the barrier. Pit Entry: Located just before the entrance to the Mobilkom Curve, the Pit Lane is to the right. This is a long pit lane, so plan to stay out of here as much as possible!!! ============================================== DRIVING INSTRUCTIONS: GERMANY Surrounded by multitudes of trees, this is the fastest course used for F1 racing in 1999. 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). The three chicanes have paved shortcuts, but taking these will certainly amass a Stop-Go Penalty each time. Except 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. Special Note: To truly discover the speeds and the lap times once possible before the chicanes were added to Hockenheim, turn off the Penalties option (if necessary) and purposely drive on the old course pavement through each of the chicanes. Pit Straight: The entire left side of the Pit Straight has a rumble strip, the only course with this design. This is an extremely short straightaway compared to the rest of the course. Turn 1 (North Curve): This right-hand corner can be taken with no or little braking. The Pit Lane rejoins the course from the right at the exit of North Curve. If you are not at full acceleration exiting this corner, you will definitely be passed in the long sweeping straightaway leading to the Jim Clark chicane. 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): DO NOT keep driving straight ahead here; the mandatory chicane is a right-left pair of corners. Moderate braking should be required for Turn 2, but full acceleration can be taken leading out of the chicane. Straightaway: Yet another long, sweeping straightaway which fades calmly to the right. Again, drift to the left before entering the Brems 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. However, the official course currently in use advances slightly from the old course, suddenly cuts tightly to the right and crosses the old pavement, 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. 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 important 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 serve a Stop-Go Penalty. The official course turns to the left, cuts tightly to the right, and eases left again. It is actually possible to speed into Turn 7 at top speed, then slam HARD on the brakes through Turn 8, and accelerate quickly out of the chicaneä but this is not recommended. Straightaway: The final long straightaway of the course has extra pavement on the left, 'blocked' only by a line of orange cones. Surprisingly, the CPU does not assign a Stop- Go Penalty for driving to the left of these cones, so 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 clearly navigate the corner without braking. 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. Be careful not to overrun the corner and 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): This first right-hand corner is somewhat tight, and moderate 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 recover here. The final corner of the circuit is a right-hand corner which will require light braking. The Pit Lane entry is to the right just before the official Turn 13. Unless you are headed for the pits, you should be able to accelerate out of the Stadium here and stay on the accelerator all the way to the Jim Clark chicaneä which is quite a long time!!!!! Pit Entry: The Pit Lane begins to the right at the entry of Turn 13 (the final corner of the Stadium). ============================================== DRIVING INSTRUCTIONS: HUNGARY 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. Pit Straight: This is the highest point on the course and a very long straightaway. Actually, the highest point is at the very end of the Pit Straight, at the entrance of Turn 1. Turn 1: It's all downhill from hereä almost literally. This 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. Turns 2 and 3: After a short straightaway, Turn 2 is a left- hand 'J' turn requiring light braking; do not keep going straight ahead and miss the official corner, as that patch of pavement ends in an immovable barrier. It is quickly followed by Turn 3, a right-hand corner which must be taken at full throttle 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 can be taken flat-out, depending on the downforce set-up of the car. 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 light braking, and beware the barrier on the right 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 at full speed if using sufficient downforce. 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 passing opportunities. Turn 10: An easy left-hand corner which can be taken at top speed. 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. Turns 12 and 13: This is a right-left chicane for which the CPU is again very touchy concerning shortcutting. While slowing for the corner here is officially preferable, it is possible with any downforce set-up to speed through at full throttle by making use of the rumble strips; of course, this is virtually impossible to do safely if racing in wet conditions. Turn 14: This is a wide '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 uphill trajectory here. A very short straightaway follows. Turn 15: At the entry of this final corner is the Pit Lane entry on the left, so beware of slower cars on the right. The official corner itself is an uphill, right-hand hairpin with little room for those who overrun the corner. Accelerate strongly out of this final corner to pass along the Pit Straight and put on a show for the spectators. Pit Entry: The Pit Lane begins at the entry of Turn 15 on the right; begin slowing (or do not accelerate much) at the end of Turn 14. ============================================== DRIVING INSTRUCTIONS: BELGIUM This is a well-storied course used for many forms of racing. One of the longer courses used in the 1999 F1 season, the forest setting is rather scenic. This is also home to the famous Turn 1 - the La Source hairpin - which is 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. Pit Straight: Strong acceleration out of the Bus Stop chicane allows SOME room for passing here, but only experts would ever consider waiting until after crossing the Start/Finish Line to brake for La Source, because the Line is so far down the Pit Straight. 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. The downward slope of the course is not much, 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. Passing can also occur here if you brake REALLY late (after crossing the Start/Finish Line) AND have a high-downforce set-up to allow for tighter cornering. Straightaway: Immediately at the exit of La Source is where the Pit Lane rejoins the main course, so try to keep away from the inside of the course here. To the right is the Pit Lane for the 24-hour races held at Spa-Francorchamps; take care not to smash into this Pit Lane concrete barrier. 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. 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. Cars can easily achieve speeds well over 180MPH and even surpassing 200MPH (depending on downforce set-up) by the end of this straightaway. 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. The Malmedy complex has plenty of run-off room, both sand and grass. 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 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. If any corner is to be overrun on a regular basis during the course of a race, this is it, 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. Turn 7: Shortly following Bruxelles, this left-hand corner requires light or moderate braking. Turn 8 and 9 (Pouhon): These two easy left-hand corners essentially form a wide 'U' shape. Unless traffic blocks the main racing line, top speed can be carried from Turn 7 all the way through Pouhon. There is plenty of run-off room here, if needed. Turns 10 and 11 (Fagnes): This right-left complex will require light 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 even tapping the brakes until the Bus Stop. 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!!!!! Turns 14-17 (Bus Stop Chicane): This is a tight left-right followed by a short straight 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 unless other cars are there to mark the course for you. Moderate braking should be used for both parts of the Bus Stop, but experts can semi-easily fly through the Bus Stop at top speed. The CPU has little tolerance for shortcutting here. Pit Entry: While the Bus Stop begins here with a tight left- hand corner, the Pit Lane continues straight ahead, with a quick right-left mini-chicane of its own. ============================================== DRIVING INSTRUCTIONS: ITALY This historic high-speed track hosts a highly partial pro- Ferrari crowd. Pit Straight: Strong acceleration out of the Parabolica can create prime passing opportunities alone the Pit Straight. The Pit Lane begins on the right shortly after exiting the Parabolica. All along the Pit Straight, take care not to rub the right-side tires against the barriers, which are practically flush up against the pavement. Turns 1-4 (Rettifilio): These are the aforementioned 'old' chicanes. This is a pair of consecutive tight left-right corners. The CPU does allow for some shortcutting here, but not much. The inside of each of these four corners has a straight line diagonal to the pavement where the different types of grass join together; cross this line by a single pixel and you will be serving a Stop-Go Penalty shortly. Turn 5 (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. Turns 6 and 7 (Roggia): 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 which even experts will rarely be able to handle at full speed; moderate braking is required by drivers of all levels of experience. The CPU has NO tolerance for shortcutting Roggia, so don't even try it!!!!! There is a large sand trap for those who miss the chicane altogether. Turn 8 (First Lesmo): This right-hand corner requires light or moderate braking. There is a wide sand trap on the outside of the corner. Turn 9 (Second Lesmo): This right-hand corner is a little tighter than the First Lesmo, and also has a significant area of kitty litter on the outside of the corner. Moderate braking will be needed here. Turn 10 (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 bridge. Turns 11-13 (Ascari): The Ascari chicane is more difficult than it seems. Turn 11 is a left-hand corner requiring at least light braking. This is followed immediately by a right-hand corner requiring moderate braking. Turn 13 can be taken at full acceleration if you slowed enough in Turn 12. Wide areas of grass and sand are available for those overruninng any part of the chicane, but those drivers will also be given a Stop-Go Penalty. Unfortunately, F1 2000 does not provide the real course's paved swing-out area on the exit of Ascari. Straightaway (Rettilineo Parabolica): This is a significant straightaway and a prime passing zone, especially with powerful acceleration out of Ascari. Turn 14 (Curva Parabolica): This final corner is a wide increasing-radius right-hand 'hairpin.' Light or moderate braking is required on entry, but once about one-third of the way around the 'hairpin,' stand on the accelerator all the way through to the Rettifilio. The outside of the Curva Parabolica has an immense expanse of kitty litter, but this should not be necessary. 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. ============================================== DRIVING INSTRUCTIONS: LUXEMBOURG From a driving standpoint, the hilly Nurburgring circuit is very much characterized by its tight corners. Thus, tire wear is a definite issue in long races here. Even more important, however, is braking early for almost every corner; perhaps only the streets of Monaco require more braking than does the Nurburgring circuit. 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): Light or moderate braking is required before entering the 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. Also, be careful not to drive too wide exiting the Castrol S. Turn 3: Light braking will be necessary for this left-hand corner, unless using a high-downforce set-up. With any set- up, however, hard braking will be required for the Ford Curve. 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 resumes an uphill slope here. 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. Turn 5 (Dunlop Curve): Severe braking for this hairpin is a mustä unless you really want to drive through the sand. Again, rolling up on the rumble strips on the inside of the curve will likely cause you to lose control of the car. 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; Turn 7 begins a slight downhill slope. Unless traffic blocks your racing line, the entire Audi S can be taken at top speed, so good acceleration out of the Dunlop Curve will be very beneficial for passing 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, of you will definitely by on the grass on the outside of the curve. This corner is followed by the gentler BIT Curve. Turn 9 (BIT Curve): This right-hand curve quickly follows the RTL Curve, forming an 'S' curve. If you have a good racing line exiting the RTL Curve, you should be able to speed through the BIT Curve without any problem. 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 patch of pavement which bypasses the chicane and rejoins the main course, but those taking this route are greeted with a Stop-Go Penalty. Only experts can fly through the Veedal S at full speed; even then, this requires a high- downforce set-up which may not be very beneficial overall due to the course's long straightaways. 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 the pits for servicing. This is the final corner of the course. 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 almost certainly damage the front of the car on the barrier. ============================================== DRIVING INSTRUCTIONS: JAPAN This famous figure-eight circuit is used for many forms of auto and motorcycle racing. One of the most famous sights of the 'circuit' is the large Ferris Wheel on the left behind the spectator stands as cars pass along the Pit Straight. 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 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 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 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 a little 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. Turn 6 (Dunlop Curve): This sweeping left-hand corner is the crest of the initial uphill segment of the course, and can be taken at full acceleration. Turn 7 (Degner): Here, the course turns to the right in anticipation of the figure-eight pattern. Light braking will likely be required, but cars with sufficient high-downforce set-ups can 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 braking and a steady racing line will be required here. This is also another prime passing zone. Straightaway: Accelerate strongly out of Degner and you should be able to pass one or two cars as you drive underneath the bridge. The course fades to the right here before reaching the tight 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. 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. Turn 10: Continuing the uphill run, the course here makes a wide sweep to the right. 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 (if any) 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 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 fly along the straightaway, passing multiple cars, especially if you have a low-downforce set-up. After you cross the bridge, start thinking about the chicane. Turn 13 (130R): Shortly after crossing the bridge, the course turns gently to the left. No braking is required here, but look for cars slowing for the Pit Lane entry just before the chicane. Turns 14-16 (Chicane): This is a very tricky part of the course. 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 out onto the Pit Straight. Fortunately, the inside of the chicane is filled with sand and not barriers, but cutting the chicane results in a Stop- Go Penalty. Be careful coming out of Turn 15 that you don't go too wide and bump the right-front tire on the Pit Lane barrier. Pit Entry: The Pit Lane begins to the right just before Chicane. Note that the Pit Entry is the SECOND patch of pavement to the right coming off the main course. ============================================== ============================================== ============================================== CONTACT INFORMATION For questions, rants, raves, comments of appreciation, etc., or to be added to my e-mail list for updates to this driving guide, please contact me at: FEATHER7@IX.NETCOM.COM; also, if you have enjoyed this guide and feel that it has been helpful to you, I would certainly appreciate a small donation via PayPal (http://www.paypal.com/) using the above e-mail address. To find the latest version of this and all my other PSX/PS2 game guides, please visit FeatherGuides (http://www.angelcities.com/members/feathersites/). The latest version will always be posted at FeatherGuides, while other Web sites may lag behind by several days in their regularly-scheduled posting updates. ============================================== ============================================== ============================================== ======================================================================= Wolf Feather Jamie Stafford ======================================================================= Just as there are many parts needed to make a human a human, there's a remarkable number of things needed to make an individual what they are. - Major Kusanagi, _Ghost in the Shell_ ======================================================================= What isn't remembered never happened. - _Serial Experiments Lain_ =======================================================================