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    FAQ/Driving Guide by Wolf Feather

    Version: Final | Updated: 08/13/02 | Printable Version | Search This Guide

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    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
    
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    JOIN THE FEATHERGUIDES E-MAIL LIST: To be the first to know
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    ==============================================
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    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
    
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    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!!!!!
    
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    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.
    
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    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.
    
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    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 longŠ 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 circuitŠ 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
    courseŠ 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 viewŠ 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 LaneŠ 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 chicaneŠ 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 chicaneŠ
    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 hereŠ 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
    mustŠ 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.
    
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    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.
    
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    CONTACT INFORMATION
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    regularly-scheduled posting updates.
    
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