hide results

    Mega-Guide by Wolf Feather

    Version: Final | Updated: 10/15/02 | Printable Version | Search This Guide

    LE MANS 24 HOURS: MEGAGUIDE
    
    by
    
    Wolf Feather/Jamie Stafford
    FEATHER7@IX.NETCOM.COM
    
    
    
    
    Initial Version Completed: October 3, 2002
    FINAL VERSION Completed:   October 15, 2002
    
    ====================================
    ====================================
    ====================================
    
    CONTENTS
    Spacing and Length
    Permissions
    Introduction
    Game Modes
    The Circuits
    Tips for Championships
    Championships And Set-Ups
    Time Trial Tips
    Time Trial Goal Times
    Time Trial Circuit-Specific Tips
    Tires
    General Tips
    Surviving an Endurance Race
    Le Mans 2000: Time Compression
    Le Mans 2000: Suggested Car Set-ups
    Le Mans 2000: General Tips
    Le Mans 2000: Circuit Overview
    Petit Le Mans: Time Compression
    Petit Le Mans: Suggested Car Set-ups
    Petit Le Mans: General Tips
    Petit Le Mans: Circuit Overview
    Strategy for Unlocking All Elements in Le Mans 24 Hours
    Team Information
       Audi Sport Team Joest
       Audi Sport UK
       BMW Motorsport
       Bonnet Didier
       Carsport Holland
       Chamberlain Engineering
       Corvette Racing
       Courage Competition
       Freisinger Motorsport
       GTC Competition
       Jaguar
       JMB Competition
       Joest Racing
       Johansson Matthews Racing
       Konrad Motorsport
       Kremer Racing
       La Filiere ELF
       Lancia
       Larbre Competition
       Mopar Team Oreca
       Multimatic Motorsports
       Newcastle Lister Storm
       Nissan Motorsports
       Panoz Motorsports
       Paul Belmondo Racing
       Pescarolo Sport
       Peugeot Talbot Sport
       Pilot Racing
       Riley & Scott Europe
       ROC
       Roock Racing
       Sauber
       SMG
       Team Augusta Racing
       Team Cadillac
       Team Dams
       Team Den Bla
       Team Goh
       Team Marcos
       Team Oreca
       Team Rafanelli
       Thomas Bscher Promotion
       TV Asahi Team Dragon
       Welter Gerard
    Details: Le Mans
    Details: Bugatti
    Details: Brno
    Details: Donington National
    Details: Donington Grand Prix
    Details: Catalunya National
    Details: Catalunya Grand Prix
    Details: Suzuka East
    Details: Suzuka West
    Details: Suzuka Grand Prix
    Details: Road Atlanta
    Details: Road Atlanta National
    Details: Reverse Courses
    Completely Subjective Section
    Unlocking Circuits (Spoilers!!!!!)
    Unlocking Cars (Spoilers!!!!!)
    Information on the Web (Le Mans 2000 and Petit Le Mans)
    Wish List
    Contact
    
    ====================================
    
    SPACING AND LENGTH
    For optimum readability, this driving guide should be
    viewed/printed using a monowidth font, such as Courier.
    Check for appropriate font setting by making sure the numbers
    and letters below line up:
    
    1234567890123456789012345678901234567890123456789012
    ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz
    
    This guide is more than 130 pages long in the Macintosh
    version of Microsoft Word 98 using single-spaced Courier 12
    font.
    
    ====================================
    
    PERMISSIONS
    This guide may ONLY be posted on FeatherGuides, GameFAQs.com,
    PSXCodez.com, Cheatcc.com, Absolute-PlayStation.com,
    InsidePS2Games.com, RedCoupe, gamesover.com, CheatPlanet.com,
    The Cheat Empire, a2zweblinks.com, Gameguru,
    GameReactors.com, cheatingplanet.com, vgstrategies.com,
    CheatHeaven, IGN, hellzgate, Games Domain, RobsGaming.com,
    ps2fantasy.com, and neoseeker.com.
    
    Permission is granted to download and print one copy of this
    game guide for personal use.
    
    ====================================
    ====================================
    ====================================
    
    INTRODUCTION
    This Le Mans 24 Hours: Megaguide comprises much of the
    information available in my several smaller guides, plus new
    information and a few corrections.  This is THE guide readers
    should read/download/print to gain all the information
    possible for Le Mans 24 Hours.
    
    ====================================
    ====================================
    ====================================
    
    GAME MODES
    Le Mans 24 Hours features five game modes:
    
    1.) Quick Race allows you to immediately get started racing.
    Only four courses are initially available, however, more
    courses (including the three reverse-direction courses, all
    unlocked simultaneously) will be unlocked as you win races;
    see Unlocking Circuits (Spoilers!!!!!) below for details.
    However, when first playing Le Mans 24 Hours (or ANY racing
    game with a Time Trial, Free Run, or similar mode), it would
    be best to start with Time Trail instead to learn the many
    courses.
    
    2.) Championship presents you with increasingly-difficult
    championship series; only the Rookie GT Championship is
    initially available, but winning each series unlocks the next
    series.  However, the circuits listed in the game manual for
    each championship series are not necessarily the same
    circuits actually used in the game.
    
    3.) Le Mans mode allows you to race for varying amounts of
    time in either Petit Le Mans (up to 10 hours at Road Atlanta)
    or Le Mans 2000 (up to 24 hours).  Winning at each race
    length (measured in time) unlocks more cars; see Unlocking
    Cars (Spoilers!!!!!) below for details.
    
    4.) Multiplayer allows for one-on-one competition.
    
    5.) Time Trial is a great place to begin, allowing you to
    learn the courses on your own pace, with no other vehicles on
    the circuits with you to distract you.  Once you learn the
    courses, this is where you can really work to improve your
    lap times.  Beat the Goal Time for each course (normally two
    to four seconds slower than the Record Time for each course)
    to unlock a bonus car.  Only four courses are initially
    available in Time Trial, but more will be opened as you win
    races in Quick Race mode; see Unlocking Circuits
    (Spoilers!!!!!) below for details.
    
    ====================================
    
    THE CIRCUITS
    Here are the circuits available in Le Mans 24 Hours, along
    with brief descriptions (see the detailed driving
    instructions near the end of the guide for information on
    safely and quickly navigating each circuit):
    
    Le Mans                    The longest circuit of the game,
                               Le Mans is quite challenging,
                               especially when approaching the
                               Pits and Front Straightaway. Keep
                               an eye on the tire and fuel
                               indicators; if you run out of fuel
                               or sufficient traction on the
                               back side of the circuit, you may
                               as well just quit the race.
    Bugatti                    This is the permanent section of
                               the Le Mans circuit.  High speeds
                               are not really effective here with
                               all the technical corners.
    Brno                       If not for the many hills, this
                               would be a really great circuit.
                               As it is, great speeds can be
                               achieved here, especially with a
                               low-downforce set-up, but
                               cornering can be somewhat
                               difficult.  This circuit would be
                               EXCEPTIONALLY FUN with a
                               motorcycle!!!!!
    Donington National         Good speeds can be achieved at
                               Donington, but there are several
                               tight corners which will really
                               challenge low-downforce cars.
    Donington Grand Prix       Identical to Donington National,
                               with the addition of a nasty
                               chicane and two tight hairpins.
    Catalunya National         A quick course, but the first turn
                               (a hairpin) is sharp.
    Catalunya Grand Prix       An excellent circuit with high
                               speeds possible.  This circuit
                               will be quite familiar to those
                               who have played F1-based games
                               such as F1 Championship Season
                               2000.
    Suzuka East                The Suzuka East circuit includes
                               the famous figure-eight crossover.
                               Good use of the draft can be very
                               beneficial here.
    Suzuka West                The S-curves can be quite
                               dangerous, but they do provide
                               excellent passing opportunities if
                               you can brake deeper than the cars
                               in front of you and/or have
                               superior acceleration for corner
                               exits.
    Suzuka Grand Prix          This circuit will also be quite
                               familiar to those who have played
                               F1-based and motorcycle-based
                               games.  This is the most famous
                               circuit in Japan, and perhaps in
                               all of Asia.
    Road Atlanta National      This course provides steep
                               elevation changes, tempering
                               significant straightaways with
                               blind corners.
    Road Atlanta               This course provides steep
                               elevation changes, tempering
                               significant straightaways with
                               blind corners.  This course has
                               been offered in other racing
                               games, so some players may
                               already be rather familiar with
                               the Road Atlanta circuit.
    
    There are also three official reverse courses: Reverse Brno,
    Reverse Donington National, and Reverse Donington Grand Prix.
    Of course, you can drive in reverse on any course at any
    time, but this is certainly NOT recommended, especially
    during a race!!!!!
    
    ====================================
    
    TIPS FOR CHAMPIONSHIPS
    In a Championship series, if you can win all the initial
    races, you may be able to win the series overall even if you
    decide not to participate in one of the final races of the
    series; similarly, you may be able to skip a race at a
    circuit you do not particularly like (or, depending on your
    point of view, which does not particularly like you) and
    still be able to win the overall series if you can win at
    most or all of the remaining circuits.  Unfortunately, Le
    Mans 24 Hours does not provide a Forfeit (or similar) option,
    so you are required to actually go out to the track; from
    here, press Start, select Quit, and confirm to cancel out of
    a race.
    
    For races with a standing start, DO NOT hold down the
    accelerator while you wait for the lights to change to green;
    this will not produce any benefits in Le Mans 24 Hours, and
    will actually put you far behind everyone else due to
    excessive wheelspin.  Instead, keep off the accelerator, and
    try to time its application with the exact millisecond the
    lights turn green.  This will reduce wheelspin due to
    excessive engine revs, thus applying all available power to
    the tires.  On some circuits, if you use this strategy from a
    starting position at the very back of the grid, you can pass
    up to half of your competitors before reaching the first
    corner!!!
    
    To the extent possible, keep to the approved racing surfaces
    (pavement, concrete, rumble strips).  Grass will slow you
    down greatly, and sand traps (a.k.a. 'kitty litter') will
    essentially bring you to an immediate halt.
    
    To pass, use the draft; this is especially effective in
    prototype cars.  Or, if you feel a bit rowdy, ram or
    sideswipe the car in front of you (especially on or just
    before corner entry) to knock it out of your way and send it
    careening off-course.  If you ram a car hard enough from
    behind, it is possible to send the other vehicle flipping
    end-over-end or into a continuous-roll accident; a 'good'
    place to do this is coming into the final chicane at Road
    Atlanta, sending cars into the barriers blocking any
    shortcutting of the chicane.
    
    If you do not choose to qualify, you will automatically start
    in last place; therefore, you have nothing to lose and A LOT
    to gain by qualifying.  If you can qualify on Pole, that can
    mean up to twenty-three FEWER passes you will need to make as
    a race progresses.  This may not be very significant in
    shorter races, but in the longer (Le Mans and Petit Le Mans)
    races, this could become a significant factor, especially in
    relation to Pit strategy.
    
    If you are in first place and begin lapping other cars, those
    cars one or more laps behind you will have blue indicators on
    the track map.
    
    Fortunately, should you run out of fuel, your race does not
    automatically come to an end like in some other racing games.
    Instead, you will simply start slowing, and will not be able
    to accelerate much unless you can convince gravity to help
    you - IF you are fortunate enough to be heading downhill.
    Therefore, always keep an eye on your fuel gauge and be
    constantly mindful of the on-screen information displays at
    the top-center of the screen.
    
    ====================================
    
    CHAMPIONSHIPS AND SET-UPS
    Here are the eight Championships included in Le Mans 24
    Hours, as well as suggested car set-ups for each race of each
    championship:
    
    Rookie GT (5 laps, GT class only, 11 competitors)
       Suzuka East (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Setting the Gear Ratio to Acceleration will help
                 with the many S-curves.
       Donington National
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Take caution when cornering, especially for the
                 chicane.
       Road Atlanta National (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
    
    Pro GT (5 laps, GT only, 11 competitors)
       Suzuka West (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Catalunya National (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Road Atlanta
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This set-up is great for the long stretches of
                 the circuit.  Extreme care must be taken with
                 the S-curves and the chicane.
    
    GT Endurance (10 laps, GT only, 11 competitors)
       Donington Grand Prix
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Care is required in cornering, especially at the
                 chicane.
       Bugatti
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
    
    Open Prototype (10 laps, Open Prototype only, 13 competitors)
       Brno
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This is a very high-speed circuit, which makes
                 cornering trickier than usual.  Beware other
                 cars in Turn 1, as some tend to go off-course
                 here.
       Catalunya Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Balance
          Engine:     Sprint
          Notes: Car set-up is tricky here; Pit Straight is so
                 long that it requires a low-downforce/high-speed
                 set-up, yet the rest of the circuit is rather
                 technical, needing a high-downforce/low-speed
                 set-up.
       Suzuka Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Care is required in the initial S-curves and the
                 chicane.  Note that shortcutting the chicane is
                 not possible due to the barriers.
    
    Closed Prototype (10 laps, Closed Prototype only, 10
                     competitors)
       Bugatti
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Donington Grand Prix
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Extreme care is required in the chicane and the
                 hairpins behind the main grandstands.
       Road Atlanta
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This set-up is great for the long stretches of
                 the circuit.  Extreme care must be taken with
                 the S-curves and the chicane.
    
    Prototype Endurance (15 laps, Open or Closed Prototype,
                        10 competitors)
       Catalunya Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Balance
          Engine:     Sprint
          Notes: Car set-up is tricky here; Pit Straight is so
                 long that it requires a low-downforce/high-speed
                 set-up, yet the rest of the circuit is rather
                 technical, needing a high-downforce/low-speed
                 set-up.
       Road Atlanta
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This set-up is great for the long stretches of
                 the circuit.  Extreme care must be taken with
                 the S-curves and the chicane.
       Suzuka Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Care is required in the initial S-curves and the
                 chicane.  Note that shortcutting the chicane is
                 not possible due to the barriers.
    
    Super Endurance (10 laps, any car class, 14 competitors)
       Suzuka Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Brno
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
       Catalunya Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Balance
          Engine:     Sprint
       Bugatti
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes:
       Donington Grand Prix
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
    
    Winter Challenge (15 laps, any car class, 14 competitors)
       Road Atlanta
          Downforce:  Medium
          Fuel:       Full
          Tires:      Wet
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This race takes place entirely in very wet
                 conditions.  The use of Top Speed for the Gear
                 Ratio setting will help to reduce wheelspin as
                 the car powers out of corners and also on the
                 standing start.  The initial S-curves can be
                 very tricky due to the very wet conditions.
       Brno
          Downforce:  Medium
          Fuel:       Full
          Tires:      Wet
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This race takes place entirely in very wet
                 conditions.  The use of Top Speed for the Gear
                 Ratio setting will help to reduce wheelspin as
                 the car powers out of corners and also on the
                 standing start.
       Suzuka Grand Prix
          Downforce:  High
          Fuel:       Full
          Tires:      Wet
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This race takes place entirely in very wet
                 conditions.  The use of Top Speed for the Gear
                 Ratio setting will help to reduce wheelspin as
                 the car powers out of corners and also on the
                 standing start.  The initial S-curves can be
                 very tricky due to the very wet conditions, but
                 cornering should be made easier by using a High
                 setting for Downforce; however, this will
                 seriously reduce top-end speed on the long
    
    ====================================
    ====================================
    ====================================
    
    TIME TRIAL TIPS
    In Time Trial mode, you will always begin from a standing
    start.  This means that it will not be possible to best the
    Goal Time on the initial lap.  However, take this opportunity
    to practice a standing start with no other vehicles on the
    starting grid to distract you.  Also, on this initial lap,
    brake VERY early and take corners VERY slowly to save the
    tires (see the next tip below); come up to full racing speed
    only in the final corner(s) of the circuit.
    
    While there are no tire wear indicators on the screen when in
    Time Trial mode, tire wear does indeed occur; this is
    especially noticeable if using soft tires (you should be
    using soft tires anyhow, as they provide the best traction,
    which you will definitely need to better the Goal Times).
    Once you have completed about six to eight laps, the tires
    will no longer be of benefit to you, and will likely be a
    detriment to you; since any trip to Pit Lane is drive-through
    only with no servicing permitted, you will be forced to quit
    Time Trial mode and return to gain fresh tires (and more
    fuel).
    
    The Goal Time for most circuits is set so low that ANY off-
    course excursion will almost automatically put you out of
    contention for besting the Goal Time in that lap.  In this
    case, get back on the pavement as quickly as possible, and
    drive slowly (like on the first lap) to save the tires,
    coming up to full racing speed only at the final corner(s) of
    the circuit in anticipation of your next 'hot lap.'
    
    For all attempts at besting the Goal Time for a course, make
    sure to use as little fuel as the CPU will allow
    (approximately 30% to start a Time Trial run); this will
    reduce the weight of the fuel, thereby reducing the weight of
    the car and improving handling, accelerating, and braking.
    If you think fuel weight is not an issue, consider this:  One
    gallon of water equals approximately eight poundsŠ and one
    gallon of fuel will NOT get you very far, especially not at
    Le Mans!!!!!
    
    You will likely need to experiment with the car settings to
    see which gives you the best chance at besting the Goal Time
    for each circuit.  I find that setting the Gear Box to
    Acceleration, the Engine to Sprint, and Downforce to Low is a
    good starting set-up from which to work; be sure to adjust
    for personal preference and driving style.
    
    Dry conditions and Soft Tires are the best combination to
    provide excellent grip of the pavement, resulting in faster
    lap times.  Also, set the Number of Laps to Continuous, as
    this will allow you to keep going as long as your fuel holds
    out - this is really just a means to keep from reloading a
    venue if the Goal Time cannot be bested within a set number
    of laps.
    
    ====================================
    
    TIME TRIAL GOAL TIMES
    In Time Trial mode, besting the posted Goal Times earns you a
    new car, except at the three reverse courses.  Here are the
    posted Goal Times (including listed Goal Times for the
    reverse courses), listed alphabetically for player
    convenience:
    
    Brno                                1:45.000
    Bugatti                             1:34.000
    Catalunya Grand Prix                1:34.000
    Catalunya National                  1:01.000
    Donington Grand Prix                1:21.000
    Donington National                  1:00.000
    Le Mans                             3:34.000
    Reverse Brno                        1:48.000
    Reverse Donington Grand Prix        1:23.000
    Reverse Donington National          1:02.000
    Road Atlanta                        1:09.000
    Road Atlanta National               0:46.000
    Suzuka East                         0:40.000*
    Suzuka Grand Prix                   1:07.000
    Suzuka West                         1:01.000
    
    * The Goal Time for Suzuka East is the same as the default
      Record Time.
    
    ====================================
    
    TIME TRIAL CIRCUIT-SPECIFIC TIPS
    This section presents specific tips for besting the posted
    Goal Time for each venue.  The circuits are listed here
    alphabetically.  Note that unless specified, I was able to
    beat the posted Goal Time for each circuit using Nissan
    Motorsports' Nissan R390 (Closed Prototype class, car #32; an
    identical car with the same team is identified as car #30,
    and both are won from the Open Prototype Championship) using
    absolute minimum starting fuel, lowest possible downforce,
    sprint engine, automatic transmission, top-speed gearbox, and
    soft tires.
    
    Brno
    - Hold 120MPH in Turn 1.  This will definitely require a car
      with excellent handling.
    - Many turns are essentially over-glorified chicanes.  Brake
      well entering the first corner, then power out of the first
      corner and completely through the second turn.
    
    Bugatti
    - Stay off the rumble strips at Dunlop Chicane, as the car
      will almost certainly bounce, likely sending one or more
      wheels into the sand and definitely causing the car to
      slow.
    - Keep off the grass and sand at hairpins.
    - Treat the final two corners as a single wide right-hand
      hairpin, but beware the sand and rumble strips.
    
    Catalunya Grand Prix
    - Keep tight to the apexes, especially through Turns 1 and 2.
    - Judicious use of rumble strips in final two corners key to
      gaining excellent top-end speed on Pit Straight.
    
    Catalunya National
    - Intimate familiarity with the circuit is required due to
      the dusk setting, creating long shadows to obscure much
      of the circuit.
    - Distance markers for Turn 1 are in 50-meter increments, NOT
      the 100-meter increments used at most venues.  This can be
      a potential cause for overshooting the corner for those who
      do not remember this point.
    - Judicious use of rumble strips in final two corners key to
      gaining excellent top-end speed on Pit Straight.
    
    Donnington Grand Prix
    * Medium downforce used to best the Goal Time for Donnington
      Grand Prix.
    - Stay off the rumble strips, as they are generally too
      short in length to adequately keep cars out of the grass
      and sand.
    - Treat Turn 8 (the sweeping J-turn) as a wide hairpin.  This
      will inherently create a single braking zone, allowing more
      time for use of the accelerator, and thus achieving faster
      speed along the ensuing straightaway toward the giant
      Dunlop Tire.
    - Remember that the Grand Prix course has a left-right
      chicane following the giant Dunlop Tire.
    - Keep a TIGHT apex on hairpins; swinging wide will both
      sacrifice time and increase change of sliding out into the
      grass and sand.  However, extreme care must be taken to NOT
      shortcut the hairpins, especially the final hairpin.
    - Excellent handling is required to power out of the final
      hairpin and still keep the car on the pavement.
    
    Donnington National
    * Medium downforce used to obliterate the Goal Time AND the
      Lap Record for Donnington National.
    - Stay off the rumble strips, as they are generally too
      short in length to adequately keep cars out of the grass
      and sand.
    - Treat Turn 8 (the sweeping J-turn) as a wide hairpin.  This
      will inherently create a single braking zone, allowing more
      time for use of the accelerator, and thus achieving faster
      speed along the ensuing straightaway toward the giant
      Dunlop Tire.
    - Remember that the Grand Prix course has a TIGHT right-left
      chicane following the giant Dunlop Tire.
    - Excellent handling is required to power out of the final
      chicane and still keep the car on the pavement.
    
    Le Mans
    - This is by far the most difficult Time Trial in the game.
      Plenty of patience is required here.
    - Stay off the rumble strips at Dunlop Chicane, as the car
      will almost certainly bounce, likely sending one or more
      wheels into the sand and definitely causing the car to
      slow.
    - Keep off the grass and sand at chicanes.
    - Try to keep above 90MPH at Motorola Chicane, and above
      70MPH at Michelin Chicane.
    - Treat Mulsanne Hump and Mulsanne Curve as one hairpin.  It
      helps to slightly shortcut Mulsanne Curve in this maneuver.
    - Try to keep off the rumble strips at Indianapolis and
      Arnage, as the car is likely to bounce, thus costing time.
    - Once you leave the public roads, it may help to VERY
      QUICKLY tap the brakes in each of the corners, just long
      enough so that the taillights barely illuminate.  This
      should slow the car just enough to make handling easier to
      help keep the car on the narrow pavement.
    - Judicious shortcutting of the curves in White House is key
      to good lap times.  Try to find the right angle to cut
      across each of the two chicanes while keeping at least
      three of the wheels on the rumble strips and pavement in
      the process.  Power out of the final chicane and HOPE that
      you can beat the posted Goal Time.
    
    Reverse Brno
    - See Brno
    
    Reverse Donnington Grand Prix
    - See Donnington Grand Prix
    
    Reverse Donnington National
    - See Donnington National
    
    Road Atlanta
    - Brake slightly before Turn 1, then stagger the throttle
      throughout the corner to keep from losing too much speed.
      This should help to keep the car from sliding off the
      pavement when cornering.
    - Turn 8: Keep about 105MPH with a tight line at the apex.
    - Turns 9 and 10 (the top of the circuit): Brake early and
      hard, but DO NOT shortcut or drift off-course into the sand
      and the grass.  Due to the barrier on the right side of the
      pavement, these are semi-blind corners, so flawless
      knowledge of the circuit here is required.
    - Chicane: Brake HARD early, shortcutting the first corner of
      the chicane and powering the accelerator to Turn 1.
    
    Road Atlanta National
    - Brake slightly before Turn 1, then stagger the throttle
      throughout the corner to keep from losing too much speed.
      This should help to keep the car from sliding off the
      pavement when cornering.
    - Turn 8: Approach from the left, braking only slightly while
      hitting the apex.  Hold a tight line to the right side of
      the pavement until the straightaway.
    - Chicane: Brake HARD early, shortcutting the first corner of
      the chicane and powering the accelerator to Turn 1.
    
    Suzuka East
    * Medium downforce and Gearbox set to Acceleration used to
      best the Goal Time for Suzuka East.
    - Keep tight to the apexes in the S-curves.
    - Approach the final hairpin from hard left; drift to hard
      right for exit.
    
    Suzuka Grand Prix
    * Medium downforce used to best the Goal Time for Suzuka
      Grand Prix.
    - Keep tight to the apexes, especially through S-curves and
      Chicane.  The medium downforce set-up will certainly help
      with the S-curves and Chicane, although overall top-end
      speed will be sacrificed on the straightaways.
    
    Suzuka West
    * Medium downforce used to best the Goal Time for Suzuka
      West.
    - Strong familiarity with the circuit is required, as the
      dusk setting and the bright lights make some corners
      somewhat difficult to see.
    
    ====================================
    ====================================
    ====================================
    
    TIRES
    A very important issue in tire selection actually involves
    horsepower.  The chosen tires need to have some measure of
    durability, or else you will be stopping in Pit Lane to
    change tires extremely often.  In other words, do not allow
    the car's horsepower to overdrive the tires' ability to
    function properly.
    
    In the event that the chosen tires wear out too much,
    cornering at any respectable speed will be virtually
    impossible, instead causing a nearly-uncontrollable slide
    into a barrier or into another vehicle.  Strong acceleration
    will likely cause the vehicle to spin.  A good driver will
    not let this happen very often; an expert driver will NEVER
    let this happen.  Always keep an eye on your tire indicators,
    and plan ahead.  If possible, choose tires which will last as
    least as long as your fuel load.
    
    When the tire indicators are green, the tires provide you
    with the best possible grip for that set of tires.  The
    amount of time the tire indicators remain in the green color
    range depends on your driving style, the amount of time off-
    course (in the grass or sand) or banging the barriers (or
    other cars), and the selection of tire compound.
    
    As the tire indicators switch to yellow, you need to start
    taking better care of your tires.  You will likely experience
    slides when cornering.
    
    One of the best ways to reduce the durability of the tires is
    to corner at high speeds.  The manual for Gran Turismo 3
    gives an excellent, detailed, highly-technical description of
    what occurs with the tires when cornering.  In short,
    cornering at high speeds causes a high percentage of the tire
    to be used for speed, and a low percentage to be used for the
    actual cornering.  To combat this and thus extend the
    durability of the tires, try to brake in a STRAIGHT line
    before reaching a turn, thus reducing overall speed,
    resulting in a lower percentage of the tires to be used for
    speed and a greater percentage instead used for cornering.
    
    Note that if the percentage of the tires used for speed is
    too high compared to the percentage used for cornering, the
    car will slide and/or spin.
    
    ====================================
    
    GENERAL TIPS
    For those not accustomed to racing games, Time Trial mode is
    by far the best place to start.  This will allow you to try
    out cars in all three race categories, and also to learn the
    many courses without the distraction of other cars on the
    circuit with you; note that only four courses are initially
    available in Time Trial mode until other tracks are opened in
    Quick Race mode.  Only really adept racing gamers (especially
    those who mostly play simulations) will be able to jump into
    a race on an unknown/unseen course and still perform fairly
    well.
    
    For races with a standing start, DO NOT hold down the
    accelerator while you wait for the lights to change to green;
    this will not produce any benefits in Le Mans 24 Hours, and
    will actually put you far behind everyone else.  Instead,
    keep off the accelerator, and try to time its application
    with the exact millisecond the lights turn green.  This will
    reduce wheelspin due to excessive engine revs, thus applying
    all available power to the tires.  On some circuits, if you
    use this strategy from a starting position at the very back
    of the grid, you can pass up to half of your competitors
    before reaching the first corner!!!
    
    To the extent possible, keep to the approved racing surfaces
    (pavement, concrete, rumble strips).  Grass will slow you
    down greatly, and sand traps (a.k.a. 'kitty litter') will
    essentially bring you to an immediate halt.
    
    To pass, use the draft; this is especially effective in
    prototype cars.  Or, if you feel a bit rowdy, ram or
    sideswipe the car in front of you (especially on or just
    before corner entry) to knock it out of your way and send it
    careening off-course.  If you ram a car hard enough from
    behind, it is possible to send the other vehicle flipping
    end-over-end or into a continuous-roll accident; a 'good'
    place to do this is coming into the final chicane at Road
    Atlanta (full circuit).
    
    If you do not choose to qualify, you will automatically start
    in last place; therefore, you have nothing to lose and A LOT
    to gain by qualifying.  If you can qualify on Pole, that can
    mean up to twenty-three FEWER passes you will need to make as
    a race progresses.  This may not be very significant in
    shorter races, but in the longer (Le Mans and Petit Le Mans)
    races, this could become a significant factor, especially in
    relation to Pit strategy.
    
    If you are in first place and begin lapping other cars, those
    cars one or more laps behind you will have blue indicators on
    the track map.
    
    Fortunately, should you run out of fuel, your race does not
    automatically come to an end like in some other racing games.
    Instead, you will simply start slowing, and will not be able
    to accelerate unless you can convince gravity to help you -
    IF you are fortunate enough to be heading downhill.
    Therefore, always keep an eye on your fuel gauge and be
    constantly mindful of the on-screen information displays at
    the top-center of the screen.
    
    In a Championship series, if you can win all the initial
    races, you may be able to win the series overall even if you
    decide not to participate in one of the final races of the
    series; similarly, you may be able to skip a race at a
    circuit you do not particularly like (or, depending on your
    point of view, which does not particularly like you) and
    still be able to win the overall series if you can win at
    most or all of the remaining circuits.  Unfortunately, Le
    Mans 24 Hours does not provide a Forfeit (or similar) option,
    so you are required to actually go out to the track; here,
    press Start, select Quit, and confirm.
    
    If your goal is to unlock every possible car in the game,
    keep checking back to Progress (first select Options at the
    Main Menu).  Use the left and right directional buttons to
    page through the various modes.  Locked cars are silhouetted,
    while unlocked cars are shown in full color.  Note that not
    all game modes provide the chance to unlock cars.
    
    ====================================
    ====================================
    ====================================
    
    SURVIVING AN ENDURANCE RACE
    While most of the races in Le Mans 24 Hours are relatively
    short by racing standards, some races are extremely long
    (especially the full Le Mans or Petit Le Mans races, at
    twenty-four and ten hours, respectively).  Even the 'short'
    100-minute Petit Le Mans race is relatively survivable.
    
    However, the longer races require even more focus and
    concentration.  Fatigue really begins to set in, especially
    for those not habituated to playing full-length races in non-
    endurance racing games such as F1 2001.  While Le Mans 24
    Hours allows for progress in longer races to be saved when in
    Pit Lane, you really lose the 'flow' of a given race if you
    save your progress and shut off the console after one stint
    in the car, making such a start-and-stop 'method' of racing
    quite a fragmented, arguably 'postmodern' method of racing.
    
    For those who prefer to race for multiple stints at a time,
    here are some tips to help you keep your concentration and
    focus:
    
    1.) Make sure you are well-rested and have plenty of time for
    driving multiple consecutive stints.  To give you a
    benchmark, I average about forty-five minutes per stint at Le
    Mans (240 minutes) using full fuel and hard tires in a Closed
    Prototype vehicle.  For the Petit Le Mans, I generally race a
    Closed Prototype car with fifty-percent fuel and soft tires,
    for thirty to forty minutes per stint.
    
    2.) Make sure you are as comfortable as possible.  Real-world
    race drivers often have specifically-molded seat cushions to
    help in this endeavor.  While such specialized equipment is
    far too expensive to be used when playing console racing
    games, the concept is the same:  Make sure you are in a
    comfortable chair, with appropriate cushions if necessary.
    If you like to have a footrest, make sure it is in place
    before beginning a race.
    
    3.) While Le Mans 24 Hours does include music, it can quite
    easily become too repetitive to help you keep your
    concentration.  If you have a stereo or radio separate from
    the sound system of your console and television, put on other
    music, perhaps a favorite CD (Lords of Acid, anyone???????).
    
    4.) Adjust for real-world lighting before beginning a race.
    This is especially important for those - like myself - who
    have the console and television placed directly in front of a
    window due to the configuration of a small apartment or dorm
    room.  Adjust the blinds or curtains to your liking so that
    any light coming in will not bother your eyes, especially
    when racing through the nighttime portion of races.  Also,
    turn off or move lights whose shine reflects off the
    television screen.
    
    5.) Have a drink handy.  To be more realistic in relation to
    actual race drivers, only make use of the drink while in Pit
    Lane, thus simulating a driver receiving a small water bottle
    while the team handles car servicing.  Or, simply have the
    drink next to you on a table so that you can quickly reach it
    for a quick sip down a straightaway; this would more or less
    simulate the in-helmet drink system used by some real-world
    race-drivers.  (Of course, you could always 'cheat' and
    simply pause the game whenever you need a quick drink.)  Note
    that drinks with high caffeine content (such as Jolt, sold in
    select markets in the States) may not be a good choice; if
    you run out of the drink well before the end of a stint, or
    long before you finish your planned multiple stints, you
    could experience a rather severe caffeine crash, which will
    adversely affect your driving performance and your
    concentration.
    
    6.) Real-world drivers generally do not get a chance to eat
    during the race, except perhaps while the car is in Pit Lane
    for fuels and tires.  A small plate or bowl of small snack
    foods might be useful.  Small candies, crackers, cheeses,
    etc., may be good choices.  If you are on a diet, first
    consult with your doctor or nutritionist for some good snack
    food possibilities.
    
    7.) If you often download images, sounds, movies, etc., from
    the Internet and have a computer close to the console, set
    the computer to download a massive number of files before
    starting the game.  Occasionally (preferably when alone on a
    long straightaway), glance over at the computer to check on
    the progress of the download.  This will subconsciously keep
    your mind occupied on more than simply racing, thus forcing
    yourself to remain focused via extra effort.  (And if you
    want to download a flood of Sailor Moon images from Usenet,
    this will save time, as you are obviously not using the
    computer personally while you race!!!)
    
    8.) Avoid racing at times of the day (or night) when your
    body naturally tends to shut down.  This applies to life in
    general, including choosing times between three-hour grad
    classes!!!!!
    
    9.) Try to internalize the basics of racing before beginning
    an endurance race.  If you can instinctively handle a J-turn,
    for example, the mechanics of safely navigating the corner
    will require less concentration.  Perhaps the best possible
    means to learn the basics of racing with 'hands-on'
    experience is to complete ALL the license tests of any game
    in the Gran Turismo series; I particularly suggest the
    license tests in Gran Turismo 2.
    
    10.) Simulate an actual Le Mans or Petit Le Mans race,
    without pausing or saving the game to continue later.  Gather
    together several friends, and take turns doing the driving,
    changing drivers only at the Pit Stops as in an actual
    endurance race.  Of course, this will give you an advantage
    over real-world endurance race drivers:  They do not
    generally get to have good (or boring) conversations with
    friends while driving.
    
    11.) If your car is lightning-fast compared to the other
    vehicles in the race, then after the first or second stint,
    always use 50% fuel.  This should also allow you to use soft
    tires (if in dry conditions), as soft tires will generally
    begin to really wear out after about half of a fuel tank has
    been depleted (even faster if you have had many off-course
    excursions).  This method will obviously have you sitting in
    Pit Lane more often, but that will give you more short breaks
    to catch your breath and let your adrenaline simmer for a
    moment.
    
    12.) If playing with randomized weather, always be prepared
    to stop in Pit Lane to change tires.  I have been able to run
    a number of laps successfully at Le Mans with soft tires when
    I should have been using intermediate tires, but my lap times
    were slower than if I had been using intermediate tires.
    Also, note that it takes approximately thirty minutes for the
    pavement to dry off after a long, hard, soaking rain, so this
    may well play into your choice of tires in a long endurance
    race.
    
    13.) EVERY time you come to Pit Lane, SAVE YOUR PROGRESS!!!!!
    You never know when some fool will drive into a nearby
    telephone pole and cut off your electricity.
    
    ====================================
    
    LE MANS 2000: TIME COMPRESSION
    Players can compete in Le Mans 2000 at four different time
    increments: 10 minutes, 24 minutes, 240 minutes, and the full
    24-hour race.  At each time increment, the race begins at 4PM
    on Saturday and ends at 4PM on Sunday, including the
    appropriate transition from daylight to darkness to daylight.
    Except for the full 24-hour race, this means that time must
    be compressed.  For those interested, the time compression
    works in this manner (if my math is correct):
    
    Interval:   10 minutes     24 minutes  240 minutes  24 hours
    1 second =  14 min 24 sec  1 minute    6 seconds    1 second
    1 minute =  2 hr 24 min    1 hour      6 minutes    1 minute
    1 hour =    N/A            N/A         6 hours      1 hour
    
    ====================================
    
    LE MANS 2000: SUGGESTED CAR SET-UPS
    Le Mans 24 Hours provides only two car classes for Le Mans
    2000: Open Prototype and GT.  A suggested car set-up is
    provided for each car class.  These suggestions are for dry-
    conditions racing; wet-conditions racing requires Wet or
    Intermediate Tires, and a raise in downforce if needed to
    suit your personal driving style.  First, however, an
    explanation of the set-up options is needed.
    
    Explanations
       Fuel:        Lower fuel loads will provide a faster
                    overall top speed initially due to the lesser
                    overall weight of the car.  Conversely, a
                    higher fuel load will slow the car initially
                    while allowing the car to stay on the circuit
                    for a longer period of time.  Unfortunately,
                    it is impossible to adjust initial fuel load
                    for the races :-(   In a four-hour race at Le
                    Mans, a typical lap will consume
                    approximately 8% of the fuel; a 24-hour race
                    will have approximately 4% fuel consumption
                    per lap.
       Downforce:   Low downforce provides a faster top-end
                    speed while making cornering more difficult.
                    High downforce gives easier cornering while
                    lowering overall top-end speed.
       Tires:       Soft Tires provide the most grip of the
                    pavement, but wear out faster than other
                    tires, resulting in more trips to Pit Lane to
                    change tires.  Hard Tires provide the least
                    grip of the dry-conditions tires while
                    lasting the longest, resulting in fewer trips
                    to Pit Lane.
                       Should the track become damp or wet,
                    'slick' (Soft and Hard) tires quickly become
                    useless.  Wet Tires are for very wet
                    conditions, when your car emits a 'rooster
                    tail' of spray at high speeds.  If it has
                    been raining or has just started to rain and
                    there is no 'rooster tail' behind your car,
                    Intermediate Tires are a good choice;
                    however, do not waste the time changing to
                    and from Intermediate Tires unless your
                    opinion of the clouds is that Intermediate
                    Tires will be needed for more than one or two
                    laps.
       Gear Ratio:  An Acceleration setting will provide maximum
                    acceleration for the car; at Le Mans, this
                    would really only be useful in the final
                    fifth of the circuit.  Top Speed provides
                    slower acceleration, but the car's top-end
                    speed will be much higher.  Balance is the
                    'middle ground' setting.
       Engine:      A Sprint Engine will help boost your car
                    through the field in shorter races, and can
                    be useful in the 10-minute, 24-minute, and
                    4-hour Le Mans race.  However, for the full
                    24-hour race, only an Endurance Engine will
                    provide the long-lasting power required to
                    finish the race.  Balance is a 'middle
                    ground' position, and is also a good choice
                    for the 4-hour race at Le Mans.
    
    Open Prototype Class
       Fuel:        50%
       Downforce:   Low
       Tires:       Soft
       Gear Ratio:  Top Speed
       Engine:      Sprint for the 4-hour race; Endurance for the
                    full 24-hour race
       Notes:       Prototype cars are inherently faster than GT
                    cars.  The suggested settings will help to
                    quickly pass the Open Prototype cars as well,
                    especially when taking on only a 50% fuel
                    load.  The low downforce setting will provide
                    excellent top-end speed on the lengthy
                    Hunaudieres Straight (Parts I, II, and III)
                    and the long 'straightaway' between Mulsanne
                    Curve and Indianapolis Curve, but the
                    chicanes and the Indianapolis-Arnage complex
                    will be rather tricky, especially in wet
                    conditions.  The 50% initial fuel load fits
                    well with Soft Tires, as Soft Tires will
                    start giving out about the time you will
                    need to return to Pit Lane to refuel anyhow.
    
    GT Class
       Fuel:        80%
       Downforce:   Low
       Tires:       Hard
       Gear Ratio:  Top Speed
       Engine:      Sprint for the 4-hour race; Endurance for the
                    full 24-hour race
       Notes:       In general, see the notes for the Open
                    Prototype Class, above.  However, I find that
                    GT cars have better handling with more fuel,
                    thus making the car a bit heavier.  Hard
                    Tires will then allow the car to stay on the
                    circuit longer, as the car will begin with a
                    heavier fuel load; however, Hard Tires
                    provide the least amount of grip, so more
                    care must be given early in a run, especially
                    when cornering.
    
    Note #1: It is not impossible for a GT Class car to win a
    full Le Mans 2000 race outright, beating even all the Open
    Prototype Class cars.  This will depend upon the settings
    selected for a GT Class car, pit strategy, and the game
    parameters (in terms of driving aids and AI Skill).
    
    Note #2: Both Open Prototype and GT Class cars tend to
    fishtail; this is especially significant in GT Class
    vehicles.  As such, heavier fuel loads tend to reduce the
    fishtail effect.  Unless extreme care is afforded the tires,
    the rear tires will wear out faster, which can itself aid the
    fishtailing effect.  Be especially wary of fishtailing when
    running over rumble strips while turning (and when cornering
    at fast speeds, especially in wet conditions).
    
    ====================================
    
    LE MANS 2000: GENERAL TIPS
    After driving all night long (especially in the full 24-hour
    race), the transition to daylight driving (especially under
    clear skies) can result in poor visibility of cars far ahead
    of you until your eyes adjust.  Be wary of your closing rate
    on slower, 'unseen' cars far ahead, as you can suddenly find
    your front bumper banging the rear end of another vehicle.
    
    Lights are used for nighttime driving and other poor
    visibility conditions (primarily constant rain).  While the
    lights are great in poor visibility conditions, do not allow
    yourself to become too reliant upon them.  Once clear
    visibility returns, the lights are turned off (approximately
    6:30AM in the full 24-hour race if rain is not present).
    
    ALWAYS keep an eye on your fuel usage.  If you run out of
    fuel somewhat early in a lap, you may not make it back to Pit
    Lane without placing yourself just right to be bumped from
    behind or making use of a downhill slope to help gain speed.
    
    Tire selection is extremely important at Le Mans because of
    the immense length of the circuit; if your tires wear out in
    the early portion of the circuit, you may well find yourself
    sliding around in corners later in the lap.  Many of the
    turns at Le Mans can be taken at full throttle; however, the
    slower, tighter corners - especially the Indianapolis-Arnage
    complex and the final double-chicane at White House - can be
    absolutely brutal on tires, especially if cornering at a too-
    high speed for the condition of the tires.  For more specific
    tips on tire usage, please read the full Le Mans 24 Hours
    Game Guide, and/or also look at my Gran Turismo 3: Tires
    Guide.
    
    To pass, use the draft; this is especially effective in
    prototype cars.  The Le Mans circuit has numerous long
    straightaways and sections with gentle, full-throttle curves,
    providing plenty of opportunity to make use of a competitor's
    draft.  On the wide public roads, CPU-controlled cars almost
    always straddle the center line, so this is a great place to
    be to make use of another car's draft as you approach.
    
    If you do not choose to qualify, you will automatically start
    in last place; therefore, you have nothing to lose and A LOT
    to gain by qualifying.  If you can qualify on Pole, that can
    mean twenty-three FEWER passes you will need to make as a
    race progresses.  In the longer (4-hour and 24-hour) Le Mans
    races, this could become a significant factor, especially in
    relation to Pit strategy.
    
    If you are in first place and begin lapping other cars, those
    cars one or more laps behind you will have blue indicators on
    the track map.
    
    If at all possible, do not go to Pit Lane with a pack of
    competitors.  If there is another car directly in front of
    you, the CPU will slow you to a near halt while that car
    slots into its Pit Stall.  Similarly, once your Pit Stop has
    been completed, if there are any cars passing your position,
    the CPU will hold you there until they ALL pass, even if it
    appears that there is plenty of room for you to slot into the
    line of cars.
    
    ====================================
    
    LE MANS 2000: CIRCUIT OVERVIEW
    The Le Mans circuit has seen numerous changes throughout its
    vast and storied history (detailed at some of the Web sites
    in the Information on the Web section).  The 2000
    configuration (used in Le Mans 24 Hours) is 8.454 miles in
    length; as such, the circuit has numerous long straightaways
    and sections with gentle, full-throttle curves.  A small part
    of the circuit shares pavement with the permanent Bugatti
    circuit (also part of the game), while much of the Le Mans
    circuit makes use of local public roads.  The potential irony
    of racing at this circuit is that approximately fifty seconds
    into a lap, racers will pass an Elf gas station on the right;
    if a car is low on fuel, this is simply a nasty reminder that
    there is still at least three minutes remaining in the lap
    before finding Pit Lane :-(
    
    In clear daylight, this circuit is a beauty.  Much of the
    circuit is surrounded very closely by tall trees, which -
    depending on the position of the sun and the portion of the
    circuit you may be in at a particular moment - can produce
    some rather long shadows across the circuit, potentially
    obscuring a view of the cars (especially darker-colored
    vehicles) or the pavement ahead.  Fortunately, most of the
    tight corners have wide recovery areas lined with grass
    and/or sand.
    
    During a star-filled night, the Le Mans circuit can be a
    massive beast compared to the beauty of the sky above.  While
    four of the corners and the immediate entrance to Pit Lane
    are marked by bright red lights which can be seen at a long
    distance (which is not true to reality), the tightest corners
    of the circuit are NOT lit in the same manner; the taillights
    of any cars ahead will certainly help to mark the corners,
    but intimate familiarity is required to successfully navigate
    these tight, unmarked corners.  However, the bright red
    lights can also obscure your view of cars ahead, as
    competitors' taillights often 'disappear' into the bright red
    corner indicators on approach.
    
    In a rainstorm, whether during the day or at night, the
    circuit can quickly turn into a sheet of ice.  The trick in
    wet conditions is to expertly regulate the use of both the
    brakes and the accelerator, especially in the Indianapolis-
    Arnage complex and the double-chicane at White House.  Just
    as important is pit strategy to change to/from Wet or
    Intermediate Tires; therefore, if playing with Weather set to
    Random, always keep an eye on the sky, especially at the
    eastern and western ends of the circuit, to better anticipate
    how the weather may change.
    
    ====================================
    ====================================
    ====================================
    
    PETIT LE MANS: TIME COMPRESSION
    Players can compete in the Petit Le Mans at four different
    time increments: 10 minutes, 30 minutes, 100 minutes, and the
    full ten-hour race.  At each time increment, the race begins
    at 12:30PM and ends at 10:30PM, including the appropriate
    transition from daylight to darkness.  Except for the full
    ten-hour race, this means that time must be compressed.  For
    those interested, the time compression works in this manner
    (if my math is correct):
    
    Time Interval:  10 minutes  30 minutes  100 minutes  10 hours
    1 second =      1 minute    20 seconds  6 seconds    1 second
    1 minute =      1 hour      20 minutes  6 minutes    1 minute
    1 hour =        N/A         N/A         6 hours      1 hour
    
    ====================================
    
    PETIT LE MANS: SUGGESTED CAR SET-UPS
    Le Mans 24 Hours provides three car classes for Petit Le
    Mans: Open Prototype, Closed prototype, and GT.  A suggested
    car set-up is provided for GT class cars, and both Open and
    Closed Prototype class cars combined (as I find very little
    difference between Closed prototype and Open Prototype cars
    in terms of handling).  These suggestions are for dry-
    conditions racing; wet-conditions racing requires Wet Tires,
    and a raise in downforce if needed to suit your personal
    driving style.  First, however, an explanation of the set-up
    options is needed.
    
    Explanations
       Fuel:        Lower fuel loads will provide a faster
                    overall top speed initially due to the lesser
                    overall weight of the car.  Conversely, a
                    higher fuel load will slow the car initially
                    while allowing the car to stay on the circuit
                    for a longer period of time.  Unfortunately,
                    it is impossible to adjust initial fuel load
                    for the races :-(   In a four-hour race at
                    Petit Le Mans, each lap will consume
                    approximately four percent of the fuel load;
                    each lap in a full ten-hour race requires
                    two percent of fuel.
       Downforce:   Low downforce provides a faster top-end
                    speed while making cornering more difficult.
                    High downforce gives easier cornering while
                    lowering overall top-end speed.
       Tires:       Soft Tires provide the most grip of the
                    pavement, but wear out faster than other
                    tires, resulting in more trips to Pit Lane to
                    change tires.  Hard Tires provide the least
                    grip of the dry-conditions tires while
                    lasting the longest, resulting in fewer trips
                    to Pit Lane.
                       Should the track become damp or wet,
                    'slick' (Soft and Hard) tires quickly become
                    useless.  Wet Tires are for very wet
                    conditions, when your car emits a 'rooster
                    tail' of spray at high speeds.  If it has
                    been raining or has just started to rain and
                    there is no 'rooster tail' behind your car,
                    Intermediate Tires are a good choice;
                    however, do not waste the time changing to
                    and from Intermediate Tires unless your
                    opinion of the clouds is that Intermediate
                    Tires will be needed for more than one or two
                    laps.
       Gear Ratio:  An Acceleration setting will provide maximum
                    acceleration for the car.  Top Speed provides
                    slower acceleration, but the car's top-end
                    speed will be much higher.  Balance is the
                    'middle ground' setting.
       Engine:      A Sprint Engine will help boost your car
                    through the field in shorter races, and can
                    be useful in the 10-minute, 30-minute, and
                    100-minute Petit Le Mans race.  However, for
                    the full 10-hour race, only an Endurance
                    Engine will provide the long-lasting power
                    required to finish the race.  Balance is a
                    'middle ground' position, and is also a good
                    choice for the 100-minute race at Petit Le
                    Mans.
    
    Open Prototype Class AND Closed Prototype Class
       Fuel:        50%
       Downforce:   Low
       Tires:       Soft
       Gear Ratio:  Top Speed
       Engine:      Sprint for the 100-minute race; Endurance for
                    the full 10-hour race
       Notes:       Prototype cars are inherently faster than GT
                    cars.  The suggested settings will help to
                    quickly pass the Prototype cars as well,
                    especially when taking on only a 50% fuel
                    load.  The low downforce setting will provide
                    excellent top-end speed through the S curves,
                    and down the 'back side' of the circuit
                    toward the chicane.  The 50% initial fuel
                    load fits well with Soft Tires, as Soft Tires
                    will start giving out about the time you will
                    need to return to Pit Lane to refuel anyhow.
    
    GT Class
       Fuel:        80%
       Downforce:   Low
       Tires:       Hard
       Gear Ratio:  Top Speed
       Engine:      Sprint for the 100-minute race; Endurance for
                    the full 10-hour race
       Notes:       In general, see the notes for the Prototype
                    Class, above.  However, I find that GT cars
                    have better handling with more fuel, thus
                    making the car a bit heavier and the back end
                    less likely to slide around on cornering at
                    high speeds.  Hard Tires will then allow the
                    car to stay on the circuit longer, as the car
                    will begin with a heavier fuel load; however,
                    Hard Tires provide the least amount of grip,
                    so more care must be given, especially when
                    cornering.
    
    Note #1: It is not impossible for a GT Class car to win a
    full Petit Le Mans race outright, beating even all the Open
    Prototype Class AND Closed Prototype Class cars.  This will
    depend upon the settings selected for a GT Class car, pit
    strategy, and the game parameters (in terms of driving aids
    and AI Skill).
    
    Note #2: Cars in all classes do tend to fishtail; this is
    especially significant in GT Class vehicles.  As such,
    heavier fuel loads tend to reduce the fishtail effect.
    Unless extreme care is afforded the tires, the rear tires
    will wear out faster, which can itself aid the fishtailing
    effect.  Be especially wary of fishtailing when running over
    rumble strips while turning (and when cornering at fast
    speeds, especially in wet conditions).
    
    ====================================
    
    PETIT LE MANS: GENERAL TIPS
    ALWAYS keep an eye on your fuel usage.  If you run out of
    fuel somewhat early in a lap, you may not make it back to Pit
    Lane without placing yourself just right to be bumped from
    behind or making use of a downhill slope to help gain speed.
    Pit Lane is at the lowest elevation on the circuit, which
    keeps climbing uphill all the way to the Pit Lane (not used
    for Petit Le Mans) on the opposite end of the circuit.
    
    Petit Le Mans features both full-throttle straightaways and
    S-Curves tempered with tight technical corners and slopes.
    As such, tire wear is a critical issue, especially in wet
    conditions - poor tire grip means sliding off the pavement in
    tight corners or driving too fast through the S-Curves for
    the tires to adequately grip the pavement.  For more specific
    tips on tire usage, please read the full Le Mans 24 Hours
    Game Guide, and/or also look at my Gran Turismo 3: Tires
    Guide.
    
    To pass, use the draft; this is especially effective in Open
    Prototype and Closed Prototype cars.  The best place to draft
    other cars is along the 'back stretch' of the circuit, from
    the alternate Pit Lane (not used in Petit Le Mans) to the
    chicane.
    
    If you do not choose to qualify, you will automatically start
    in last place; therefore, you have nothing to lose and A LOT
    to gain by qualifying.  If you can qualify on Pole, that can
    mean twenty-three FEWER passes you will need to make as a
    race progresses.  In the longer (100-minute and 10-hour)
    Petit Le Mans races, this could become a significant factor,
    especially in relation to Pit strategy.
    
    If you are in first place and begin lapping other cars, those
    cars one or more laps behind you will have blue indicators on
    the track map.
    
    If at all possible, do not go to Pit Lane with a pack of
    competitors.  If there is another car directly in front of
    you, the CPU will slow you to a near halt while that car
    slots into its Pit Stall.  Similarly, once your Pit Stop has
    been completed, if there are any cars passing your position,
    the CPU will hold you there until they ALL pass, even if it
    appears that there is plenty of room for you to slot into the
    line of cars.
    
    The CPU-controlled cars can and DO make mistakes.  In their
    battles against each other for position, they often trade
    paint, and sometimes even run each other off the track.  The
    most common area for this latter is the top of the circuit,
    between Turns 9 and 10; this is especially important to
    remember at night, when visibility can be tricky.
    
    ====================================
    
    PETIT LE MANS: CIRCUIT OVERVIEW
    The full Road Atlanta circuit combines long fast segments
    with technical corners and slopes.  Part of the mystique of
    the circuit is its construction; similar to A1-Ring in
    Austria, Pit Straight is the lowest elevation of the circuit,
    with the beginning and end of the circuit both on steep
    slopes.  The first twenty seconds of a hot lap are spent in a
    forested area; the rest of the lap features rather open space
    to the inside of the circuit, providing plenty of natural
    light on a cloudless day or a moonlit night.  However, the
    forested section can also produce some nasty shadows, making
    the nearly-blind corners even more difficult to spot if there
    is no traffic just ahead.
    
    In a rainstorm, whether during the day or at night, the
    circuit can quickly turn into a sheet of ice.  The trick in
    wet conditions is to expertly regulate the use of both the
    brakes and the accelerator, especially on the steep slopes.
    Just as important is pit strategy to change to/from Wet or
    Intermediate Tires; therefore, if playing with Weather set to
    Random, always keep an eye on the sky, especially at the
    upper and lower ends of the circuit, to better anticipate how
    the weather may change.
    
    ====================================
    ====================================
    ====================================
    
    STRATEGY FOR UNLOCKING ALL ELEMENTS IN LE MANS 24 HOURS
    First, circuits and cars are unlocked by simply winning
    races; the CPU does not care whether this is done on Easy,
    Intermediate, or Hard difficulty.  Therefore, those wishing
    to unlock the many elements as quickly as possible will
    likely wish to use Easy difficulty; after all, it would be a
    real shame to spend twenty-four hours in the full Le Mans
    2000 race and end up losing by less than a lap on Hard
    difficulty :-(
    
    As with all other games, the first thing a player should do
    is to go to the Options menu and make sure controls and game
    settings are to the player's liking.  Note here that of the
    race-related settings, only Quick Race settings cannot be
    changed before entering a race in Quick Race Mode, so it is
    important to make sure these settings are to the player's
    liking (note that the default race length is three laps).
    
    While in Options, take note of Progress.  This section gives
    a quick visual reference as to which races/events have been
    completed, and - except for Quick Race Mode, which only
    unlocks circuits - also shows which cars have been unlocked.
    
    Once ready to begin racing, the player needs to first sweep
    through Quick Race Mode - again, the settings for Quick Race
    Mode can ONLY be adjusted in the Options menu.  Only four
    circuits (Le Mans, Suzuka East, Donington National, and Road
    Atlanta National) are initially available; winning at each of
    these circuits will unlock another circuit, winning at the
    unlocked circuits will unlock more circuits, etc.  Finally,
    once the player has won at least one race at all twelve
    circuits in Quick Race Mode, the three reverse circuits will
    open; this is essentially optional, as there are no bonus
    cars to be unlocked at the reverse circuits in Time Trial
    Mode.  Note that players will be racing against nineteen
    competitors in Quick Race Mode.
    
    While Quick Race Mode only unlocks circuits, it is important
    in he overall scheme of the game, as Time Trial Mode only
    allows players to race at the four initially-available
    circuits plus those unlocked in Quick Race Mode.  However,
    the few initially-available cars simply CANNOT be used to
    best the posted goal times in Time Trial Mode (thus unlocking
    new cars), so once Quick Race Mode has been completed,
    players need to progress to Championship Mode.
    
    Championship Mode consists of several points-based series
    (Rookie GT, Pro GT, GT Enduro, Open Prototype, Closed
    Prototype, Prototype Enduro, Super Enduro, and Winter
    Challenge).  Winning each championship depends upon having
    the most points at the end of each championship.
    Unfortunately, should a player wish to skip a race in a
    championship, the only way to do this is to actually enter
    the race, then cancel out (and confirm) just as the race
    begins.  The championships themselves begin with fairly few
    races with just a few laps each, but then add more and more
    races of longer and longer length, with the final
    championship (Winter Challenge) adding the nuisance of
    constant rain; however, those who can drive well and still
    maintain a fast speed in wet conditions will note just how
    much the CPU-controlled cars slow down in wet conditions.
    Note that the medium- and long-length championship races will
    each require at least one trip to Pit Lane to refuel and
    (likely) to change tires, although double-stinting the tires
    (i.e., changing the tires after every other Pit Stop) may be
    possible for really good drivers.
    
    Winning each championship unlocks another car.  These
    unlocked cars are all better than the initially-available
    cars in some respect, but GT cars are still slower than Open
    Prototype and Closed Prototype vehicles.
    
    Once a player has unlocked several prototype cars, they
    should be viable enough to unlock more cars in Time Trial
    Mode (which, again, depends upon the initially-available
    circuits and those circuits previously unlocked in Quick Race
    Mode).  The trick is finding the right car with the right
    set-up and the right racing line for an entire hot lap around
    the chosen circuit.  While Time Trial Mode does not show the
    tire indicators (which theoretically means that tire wear is
    not an issue), this mode DOES include tire wear - which is
    quite noticeable for those using Soft Tires and running for
    more than about six laps.
    
    As more and more cars are unlocked in Time Trial Mode, the
    player will gain greater familiarity with the various
    circuits.  If there are any championships to be completed,
    the time spent in Time Trial Mode will be greatly beneficial;
    also, the player will have access to more and better cars to
    use in completing Championship Mode.
    
    The final set of races to complete is in Le Mans Mode.  Here,
    the player can participate in Le Mans 2000 or Petit Le Mans.
    There are four time intervals for races at each circuit
    (remember the Petit Le Mans is held at the full Road Atlanta
    circuit).  With the many cars unlocked previously in the
    game, players should be able to either blow away the
    competition (especially if using Easy difficulty) or at least
    be very competitive for race wins.  Winning each event at
    each time interval unlocks one more car; winning Le Mans 2000
    at the full 24-hour time interval unlocks TWO cars.  Note
    that those cars unlocked by winning at the four time
    intervals in Le Mans 2000 can ONLY be used in Le Mans Mode.
    
    If the player still has Challenges to win or cars to unlock
    in Time Trial Mode, the cars won at the 10-hour and 24-hour
    time intervals in Le Mans Mode should help nicely :-)
    
    Total minimum game completion time estimate: SIXTY HOURS.
    
    ====================================
    ====================================
    ====================================
    
    TEAM INFORMATION
    This section will present each team alphabetically, the
    car(s) for each team, and some team information.  In some
    cases, teams use multiple cars of the same model; these are
    differentiated by racing number in the game (but are not
    listed here.
    
    Audi Sport Team Joest
       Cars - Audi R8
       Web Site - http://www.audi.com/com/en/experience/
                  motorsport/background/team_joest/team_joest.jsp
       Joest Racing was founded in 1978. Since , Reinhold Joest's
       team has won a large number of important titles and races
       - among them seven Le Mans 24 Hour triumphs in 1984, 1985,
       1996, 1997, 2000, 2001 and 2002. Since Audi races the R8,
       Joest Racing is preparing the cars.
    
       Based at Ingolstadt and Neckarsulm, Audi Sport is
       responsible for the ongoing development of the
       Infineon Audi R8, Joest Racing in Germany's region
       "Odenwald" for the racing. Both partners contribute
       knowledge and their experience in all areas. "We
       can only be strong together", knows Team Director
       Reinhold Joest, who has already guided his team to
       seven Le Mans victories. Prior to that Joest had
       climbed the Le Mans podium also as a driver.
    
       When Audi looked for a suitable team to run the Le
       Mans 24 Hour race, Joest Racing was first choice.
       Right from the start, Joest was involved in the
       project of the Infineon Audi R8. The joint successes
       at Le Mans and at the races of the American Le
       Mans Series (ALMS) are the product of perfect team
       work.
    
    Audi Sport UK
       Cars - Audi A8C
       Web Site - http://www.audi.com/com/en/experience/
                  motorsport/background/audi_sport/audi_sport.jsp
       Audi Sport can look back on a long-standing
       tradition in motorsport, with experience in almost
       every type of racing. No matter where the team
       from Ingolstadt has competed, it has been
       amongst the winners. Around 100 people are
       employed by Audi Sport in Ingolstadt and
       Neckarsulm. Here, under the leadership of Dr
       Wolfgang Ullrich, the Infineon Audi R8 was also
       developed.
    
       Following Audi Sport tradition, everything is
       developed in-house: from chassis to the 610 hp V8
       twin-turbo power units. Success at Audi Sport is not
       by chance, rather it is the result of immense
       experience - in cooperation with reliable partners.
    
    BMW Motorsport
       Cars - BMW V12 LMR
       Web Site - http://www.bmw-motorsport.com/session:
                  ca6p8ku1w1/ms/en/index.html
       In 1954, BMW continued its motorsport activities with as
       much enthusiasm and success as ever.
    
       Alex Von Falkenhausen, BMW engine chief of the time and
       friend of German motorsport legend Hans Joachim Stuck
       still competes in races. Firstly with the BMW 507 V8
       sportscar and more recently with the BMW 700. Soon
       afterwards, a whole armada of BMW 700s would be competing
       with great success in different motorsport categories.
       Even at the age of 60, Hans Stuck continued his career in
       the 700 and won the 1960 German hillclimb championship.
    
       Then the mid-range BMW was launched, first as the BMW 1500
       and later as the 1800 and 2000. Von Falkenhausen had
       wanted to enter touring car racing for a long time, and
       this car was perfectly suited to his plans. At this point
       there was no separate motorsport department  at BMW, so
       the racing engines were developed in the same department
       as the production engines. This allowed von Falkenhausen
       to personally push the development programme forward.
    
       The project proved to be another BMW motorsport success
       story. Hubert Hahne won he 1964 German Circuit
       Championship in a BMW 1800ti, while two years later Josef
       Schnitzer took his BMW 2000ti to the German Touring Car
       crown.
    
       "Our activities of those days were far away from the
       meticulously organised motorsport programme of today",
       explains former BMW racing engine director Paul Rosche.
       "In those days we carried out lots of experiments, working
       mainly using the principle of 'trial and error'. There was
       a motorsport budget at BMW, but we worked like real
       privateers."
    
       In between, engine designer Ludwig Apfelbeck is determined
       to construct a four-valve engine for BMW. Supported by
       Rosche he gained authorisation to design a 500cc single
       cylinder engine.
    
       "This engine already produced 57bhp," Rosche remembers.
       "This meant 114bhp per litre, while our 1800 didn't
       produce more than 90bhp per litre."
    
       Von Falkenhausen was convinced by the concept and
       instructed his engine specialists to build a two-litre
       version for hillclimbs and a 1.6-litre version for Formula
       2. With the BMW Brabham BT 7, he set up several world
       records with the aid of a four-valve Apfelbeck engine. The
       BMW Monti sportscar was used for hillclimbs.
    
       In the following decades BMW was massively successful with
       normally aspirated two and four valve engines in touring
       car racing and Formula 2. At the same time, BMW was
       entering a new era - the turbo era.
    
       In 1968 Dieter Quester won the European Touring Car
       Championship in a BMW 2002, but the competition was
       getting stronger and stronger. In a bid to keep BMW at\
       the top, Alex von Falkenhausen instructed his team of
       engine experts to build a turbocharged engine for the 1969
       season.
    
       "We had never worked on turbo engines before," Paul Rosche
       recalls. "This was a brand new experience for us. So we
       took a turbocharger and installed it on one of our
       production engines."
    
       Three months, many experiments and many exploded engines
       later, the first turbocharged BMW touring car made its
       debut at Snetterton in  England. This first race ended
       with an early retirement, but the turbo principle proved
       its worth during the course of the season and Quester duly
       delivered another European Touring Car title, this time in
       a BMW 2002 turbo.
    
       It would be 1978 before the BMW turbo concept could
       achieve more success. The German Racing Championship
       regulations were opened up to allow turbo engines, albeit
       restricted to 1.42 litres. Harald Ertl's BMW 320 Turbo
       still produced a massive 550bhp however, and took the
       championship in its very first year.
    
       It was this engine that made BMW first think about Formula
       1. The normally-aspirated three litre Cosworth engines
       that dominated F1 at the time produced just 500bhp. In
       1980 this idea became a serious project. A contract was
       signed with Brabham, the team supplied BMW with a test car
       and the development was intensified.
    
       "We were travelling week-by-week from one track to the
       next", Rosche says. "We had plenty of power right from the
       start. But the driveability and the reaction of the engine
       had to be improved."
    
       Again BMW would pioneer the use of new technology during
       the F1 test programme, using telemetry to improve
       motorsport performance for the first time. At this point
       electronic memory had not been created, so the reams of
       data were printed out on paper. Only when a clever
       electronic engineer developed the first electronic data
       store were mountains of paper made a thing of the past.
    
       Another innovation duly followed. Electronic engine
       management was designed to cure the engine of its bad
       habits and warn of impending problems. "A turbo engine
       being run on poor fuel, or with too much turbo pressure
       will soon start to struggle, and then it won't survive
       much longer," explains Rosche.
    
       The first analogue control unit was an instant improvement
       over the existing technology, but the real breakthrough
       came when electronics company Bosch supplied BMW with a
       digital unit in 1981.
    
       The turbocharged BMW F1 engine was finally ready to race
       at the start of 1982. There were still plenty of problems
       hampering the project however, and its future was put into
       question when reigning champion Nelson Piquet's Brabham
       BMW failed to qualify for the US Grand Prix in Detroit.
    
       At the next grand prix in Montreal, Brabham designer
       Gordon Murray wanted to abandon the turbo project. A
       compromise was found: Piquet would continue with the BMW
       turbo but his team-mate Riccardo Patrese would use the
       normally-aspirated Cosworth. But the BMW was plagued by a
       misfire throughout Friday and Saturday. Bernie Ecclestone,
       then the boss of Brabham, demanded that Piquet's car was
       also fitted with the Cosworth. BMW race director Dieter St
       appert reacted in uncompromising style, threatening to
       cancel the whole project if Ecclestone carried out his
       threat. Ecclestone gave in, but during the Sunday warm-up
       Piquet's engine continued to misfire. "So we checked the
       engine, changed the complete electronics, and won the
       race," recalls Rosche. "But we never really found out what
       had gone wrong before and why it worked during the race."
    
       At the end of the turbo era, there was a group at BMW that
       wanted to keep on racing in Formula 1. The group was
       headed by Paul Rosche and a member of the board, Dr
       Wolfgang Reitzle. The F1 department was reduced, but a
       group of 20 men called the 'E-90-Team' got the permission
       to design a V12 engine conforming to the new 3.5-litre
       regulations. Although it gave permission for the group to
       carry out the work, the board still did not show great
       interest, and the engine was used as a test-bed for new
       developments.
    
       The next major racing engine project was the BMW M3, which
       was to race in series such as the German Touring Car
       Championship (DTM). This project proved to be a huge
       success. The car won championships around the world and
       collected more than 50 titles. At the end of 1992 BMW
       developed the BMW 320i for the new class two Super Touring
       regulations. The car won 29 championship titles around the
       world.
    
       The 12-cylinder engine for the McLaren F1 sportscar was
       also developed under the supervision of Paul Rosche. This
       engine proved extraordinarily successful. It had such
       reliability that most of the McLaren F1 GTRs entered in
       the FIA GT Championship only needed a single engine change
       during a complete season.
    
       "At the beginning, we had planned to use our production
       V12 with a four valve head," said Rosche. "But during the
       course of the development it became a complete new engine,
       only the distance of the cylinders stayed the same. This
       engine wasn't supposed to be a race engine, that's why it
       had to stand tough reliability tests in the development
       phase. The power of the engine was heavily reduced by an
       air restrictor. Without the air restrictor, the engine
       would have produced some 800bhp for sure. But then it
       wouldn't have been able to survive so long."
    
       At the same time the Motorsport GmbH became the M GmbH,
       which did not do much with the motorsport activities of
       BMW. M GmbH was occupied with developing the sports
       production models of BMW.
    
       Then in 1995, a new motorsport company was founded -
       Motorsport Limited. Paul Rosche, then the managing
       director of the M GmbH, got the task of running the new
       company. Two years later, a new BMW Formula 1 project was
       launched.
    
       "This meant that I had to solve three different tasks at
       the same time," said Rosche. "The formation of Motorsport
       Ltd, the design of a new F1 engine and the employment of
       the new personnel that we needed."
    
       Rosche did almost all the interviews himself and nearly
       all the staff he employed were signed from other BMW
       departments. Only 20 of the new Motorsport Ltd employees
       were from outside the marque, and these newcomers all
       brought with them fresh F1 experience and knowledge.
    
       Rather than entering a full works team and designing both
       the car and engine in-house, BMW opted to become an engine
       partner with the WilliamsF1 team. The new engine first hit
       the track in 1999 and made its race debut at the start of
       2000.
    
       The goal for the first year was simply to finish races and
       gather information. Despite these cautious objectives, the
       new BMW WilliamsF1 Team finished on the podium in its
       first race - one of the most successful debuts made by a
       manufacturer in grand prix history. By the end of the
       season, the team had clinched third place in the
       constructors' championship.
    
    Bonnet Didier
       Cars - Debora LMP2000-BMW
       Web Site - Unable to find information online
    
    Carsport Holland
       Cars - Chrysler Viper GTS-R
       Web Site - http://www.hezemans.nl/GT2001/NL/index.htm
       Unfortunately, this site is entirely in Dutch... a
       language I cannot read :-(
    
    Chamberlain Engineering
       Cars - Chrysler Viper GTS-R
       Web Site - http://www.chamberlain.cc/history.htm
       Hugh Chamberlain, a former policeman in the UK, spent six
       years working for the Radial motor component manufacturing
       company before forming Chamberlain Engineering in 1972.
       The company concentrated on repairing and servicing
       commercial engines and raced a Jaguar XK120 for fun.
       Later Hugh bought a Cooper-Jaguar, then a Mallock U2 Mk6,
       which he raced until 1982.
    
       As a result of the Clubman's racing, Chamberlain
       Engineering, as the team was known until 1999, initially
       began preparing racecars for young men in the UK like Will
       Hoy, Creighton Brown and Nick Adams each of whom went on
       to successful careers in motorsport.
    
       But Hugh found it increasingly difficult to both compete
       and run a race team and so concentrated his efforts on
       running the team.
    
       Since 1985 the team has competed in a number of endurance
       formulas, winning 2 World Championships, the C2 class Le
       Mans 24 hour race and nine National Championships.
    
       Since 1999, Jack Cunningham has been Chief Executive, and
       with the Team under new ownership and with a new
       management team in place Hugh Chamberlain subsequently
       left the company.
    
       The Team's management and technical expertise has been
       strengthened considerably with new appointments being made
       at all levels.  The Team has prospered as a result,
       participating successfully in major international
       endurance events around the world.
    
       The Team were runners-up in the 1999 FIA GT Championship,
       the first non-manufacturer Team at Daytona in 2000 and, in
       2001, were selected to test and race the MG EX257 cars at
       Le Mans and other events on behalf of the manufacturer for
       two seasons.
    
       With the organisation now having been involved in motor
       racing for over 25 years, it is acknowledged as one of the
       world's most experienced sports car and GT racing teams.
    
    Corvette Racing
       Cars - Chevrolet Corvette C5-R
       Web Site - http://www.corvetteracing.net/race_history/
                  race_history_set.htm
       Corvette Racing's latest addition to its stable, the
       Corvette C5-R, continues a decade long tradition of
       exciting Corvette road racers. Under the guiding hand of
       engineering genius Zora Arkus-Duntov, Chevrolet first
       thrust its sports car into competition in 1956.
    
       In 1960 a trio of Corvettes was brought to Le Mans by team
       owner Brigs Cunningham. With a remarkable demonstration of
       endurance and speed, the #3 car, driven by John Fitch and
       Bob Grossman, finished eighth overall, well ahead of many
       of the finest sports and all-out racing cars of the era.
    
       The third-generation Corvette, introduced in 1968,
       continued the winning ways of its predecessors. In fact,
       Corvettes were totally dominant in the late 60's and 70's,
       winning sixteen SCCA national A-and B-Production titles
       and finishing as high as third overall at both Daytona and
       Sebring.
    
       In the Late 70's and early 80's Corvettes went Trans-Am
       racing and though the competition was formidable,
       Corvettes continued to finish in front. In addition to
       racing in production classes as it had done for decades, a
       more exotic Corvette-based car took to the track in the
       late 80's. The incredible IMSA GTP Corvettes reached
       speeds well in excess of 200 mph by virtue of their 1200
       horsepower, turbocharged Chevrolet engines and thrilled
       fans from coast to coast.
    
       In the early 90's Corvettes were again provided an
       opportunity to race against and defeat some of the world's
       most sophisticated and most expensive cars in the
       Bridgestone Potenza Super Car Series. Corvette once again
       set new marks for speed and durability.
    
       For 2001 Chevrolet introduced the new ZO6, a production
       vehicle with 385-hp and 385-ft.lbs. of torque that's ready
       for the racetrack. Based on the former hardtop model
       already the lightest, stiffest and quickest corvette- it
       is a car aimed directly at the diehard performance
       enthusiasts at the upper end of the high-performance
       market.
    
    Courage Competition
       Cars - Courage C 52
       Web Site - http://www.sportscarchampionship.com/cgi-bin
                  entrantsdetails.cgi?category=teams&ID
                  Courage+Competition
       Between 1982 et 2001, Courage has left his mark on the
          history of the Le Mans 24 Hours, with notably :
       - The record number of entries by a French car maker (47)
       - Two winner stands: 3rd in 1987, 2nd in 1995.
       His cars have crossed the finish line twenty-two times,
          thirteen times ranked in the top ten. An overview of
          the team's racing highlights:
       1982 The first Courage-Ford Cosworth entered in Le Mans.
       1985 First year with a Porsche engine.
       1987 First winner's stand in Le Mans (3rd place of C 20
            Porsche).
       1989 Le Mans : win in the C2 category, after 20 years of
            British supremacy. Entry in the Protoype Sport
            Championship
       1990 Entry in the Protoype Sport Championship
       1991 Entry in the Protoype Sport Championship
       1992 Entry in the Daytona 24 Hours. Le Mans : 6th place.
       1994 Le Mans : pole position and 7th place.
       1995 Courage officially represents Porsche in Le Mans, and
            registers his best result to date : 2nd (1er in
            prototype).
       1996 Entry in the Daytona 24 Hours. Le Mans : 7th
            Start of customer program.
       1997 Entry in the ISRS championship. 2 pole positions and
            1 win.Le Mans : 4th (2nd prototype).
       1998 Nissan partnership (engines)
       1999 Le Mans : 3 Courage chassis on the starting line and
            3 at the finish : 6th
            8th (only Nissan mechanics to finish), and 9th .
       2000 Le Mans : 4th place of a Courage Peugeot (Pescarolo
            Sport)
       2001 3 Courage chassis entered in Le Mans (2 Pescarolo
            Sport, 1 SMG).
            Pescarolo-Sport wins at Estoril and Magny-Cours, 2nd
            place in Nürburgring ( FIA championship).
       2002 FIA Sportscar Championship and Le Mans 24 Hours.
    
    Freisinger Motorsport
       Cars - Porsche 911 GT2
       Web Site - http://www.superracingweekends.com/
                  fiagtmg2002/Teams/FreisingerMotorsport.htm
       1993 2nd in the Nürburgring 24 Hours
       1994 BPR GT Series; 2nd at Paul Ricard
       1995 Le Mans with Porsche 993 biturbo, 19th
       1996 BPR GT Series
       1997 FIA GT Championship
       1998 GTR series, 2 wins. GT2 class winner at Petit Le
            Mans.
       1999 2nd at 12 Hours of Sebring; winner of the Suzuka
            1000km; 3rd and 1st Porsche in FIA GT Championships,
            including 3rd at Monza
       2000 4th in FIA GT Championship Teams Classification:
            winner at the Lausitzring, 2nd at Monza. 2nd in ELMS
            at Silverstone and 1000km Suzuka
       2001 3rd overall at Rolex 24 Daytona. 2nd, 24 Hours of Le
            Mans, LM GT; 3rd, FIA GT Championship, N-GT
            Classification - second at Spa, Austria, Nürburgring
            and Zolder
    
    GTC Competition
       Cars - LMGTP
       Web Site - http://www.gtc-mirage.com/NewFiles/intro.html
       Upon the request of the Ferrari Factory, Grand Touring
       Cars, Inc. (GTC, Inc.) was first incorporated in Chicago,
       Illinois in 1972, by Harley E. Cluxton III, who became the
       youngest exclusive Authorized Ferrari Dealer in the United
       States. It relocated to Phoenix, Arizona in 1973, and the
       dealership has been in Scottsdale, Arizona ever since.
       GTC, Inc. was awarded the Lamborghini importership for the
       Western United States from 1973 through 1977.
    
       In late 1975 John Wyer, the guru of LeMans (with World
       Championships for Aston Martin, Porsche, Ford, and Mirage)
       approached Mr. Cluxton as to whether he would be
       interested in purchasing his Mirage Team from the Gulf Oil
       Corporation in Pittsburgh. Mr. Cluxton had competed
       against John while he was racing for Ferrari and had
       struck up a close friendship with both John and his
       drivers. Mr. Cluxton purchased the Mirage Team from Gulf
       in early 1976. By June of 1976, he had become a team
       owner, hired John as a consultant, retired from driving,
       hired drivers, found the sponsorship and achieved team
       finishes of 2nd and 5th behind the factory 936 Porsche!
    
       Mr. Cluxton directed the extremely successful GTC-Mirage
       two-car team from 1976-1982 in the F.I.A. World Sportscar
       Championship. In 1982, Mario and Michael Andretti, sixth
       on the grid out of 58 cars, the only American owned,
       American manufactured and American driven Group C car was
       excluded 20 minutes before the start of the race for a 2
       centimeter infraction. The Mirage team has not been back
       to Le Mans since. But that is not to say GTC has been
       dormant in the world racing arena. Quite the opposite.
    
       GTC developed and manufactured 2.65 c.i. turbo charged
       Indy motors for Renault. We continue to represent,
       unabated from 1978, Formula 1 drivers, CART drivers and
       selected Sportscar drivers in sponsorship, legal and
       management matters. We have and continue to provide these
       services to major Formula 1 teams, CART teams,
       manufactures and Fortune 500 corporations.
    
    Jaguar
       Cars - Jaguar XJR9 LM
       Web Site - http://www.jaguar-racing.com/
       Jaguar Racing extends a long and distinguished motorsport
       tradition with its entry into the 2002 Formula One World
       Championship. The company has been involved in motorsport
       since it was founded in 1922. Seven times it has won the
       world's toughest endurance race at Le Mans, been World
       Sports Car Champions three times and in 1956 won both Le
       Mans and the Monte Carlo Rally in the same year.
    
       The roll call of drivers who have raced Jaguars during the
       past 50 years reads like a Who's Who of motorsport. In the
       Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
       Stirling Moss were regulars with the Jaguar team. Jackie
       Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
       Cuningham and Graham Hill all drove Jaguars during
       successful racing careers. In more recent times, Martin
       Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
       John Watson, Eddie Cheever and Jan Lammers all drove for
       Jaguar.
    
       The lessons learned on the race tracks will benefit the
       Company's customers around the world as Jaguar prepares to
       expand its model range. This will extend the appeal of the
       marque to new sectors of the premium car market.
    
    JMB Competition
       Cars - LMP
       Web Site - http://www.superracingweekends.com/
                  FIAGTmg/Teams/JMBCompetition.htm
        1997 FIAGT Championship and 24 Hours of Le Mans with a
             Porsche 911 GT1
        1998 winner of the Sports Racing World Cup with Emmanuel
             Collard and Vincenzo Sospiri, in a Ferrari 333 SP,
             and the 24 Hours of Le Mans
        1999 winner of the Sports Racing World Cup with Emmanuel
             Collard and Vincenzo Sospiri, in a Ferrari 333 SP,
             and the 24 Hours of Le Mans
        2000 Winner of the Sports Racing World Cup with David
             Terrien and Christian Pescatori, in a Ferrari 333
             SP; selected rounds of the FIA GT Championship with
             two Ferrari Modena 360s; 2nd in the N-GT category of
             the 6 Hours of Vallelunga with a Ferrari Modena 360
        2001 FIA N-GT Champions, 5 wins; Champion of the FFSA
             category in the FFSA French GT Championship; winner
             of the N-GT category of the Vallelunga 6 Hours with
             a Ferrari Modena 360
    
    Joest Racing
       Cars - LMP
       Web Site - http://www.joest-racing.de/
       Reinhold Joest's eyes are gleaming when he reports from
       the 24 hours of Le Mans. "For me, Le Mans is the biggest
       challenge existing in motorsports." He knows what he is
       talking about: Scarcely anybody knows the perfidies of the
       French classic long-distance race as well as him. Joest
       has experienced the race as driver and as a team owner.
    
       The numerous victories are the results of meticulous
       preparations. "Everyone asks for the mystery of Joest
       Racing", says Reinhold Joest. "But there is no mystery.
       Everything that counts are perfect preparations, ideal
       manpower planning and the right strategy. The basic
       requirement is a steady car. The team has to work
       perfectly, the drivers must not make mistakes."
    
       In the years 1996 and 1997 everything worked right in the
       Joest Racing team: With an open Porsche sports car
       prototype, the Joest team managed to take the checkered
       flag twice in a row. Thus being the second 1-2 victory
       after the years 1984 and 1985 - at this time with the
       Porsche 956.
    
       The team's strength is based on a long-lasting experience.
       The bulk of the crew, which attended the group C-Porsche
       cars in the 80ies, is still on board. "The core crew is
       the same", proudly says Reinhold Joest, who is looking
       back on over 20 years as a race driver. "For this reason
       the important know-how and many rules of thumb get stuck
       in the team.
    
    Johansson Matthews Racing
       Cars - Reynard 2KQ-Judd
       Web Site - Unable to find information online
    
    Konrad Motorsport
       Cars - GT2
              Lola B2K10-Ford
              Porsche 911 GT2
       Web Site - http://www.konradmotorsport.com/
       Konrad Motorsport was founded by Franz Konrad in 1976
       and is now based in Verl, Germany, where Konrad and his
       engineers, mechanics, and administrative staffs oversee
       the production of high-class racecars, including Porsche,
       Lamborghini, Lola, and Saleen which are prepared for
       numerous racing series.
    
    Kremer Racing
       Cars - LMP
       Web Site - http://www.kremer-racing.net/
       2000 - Participant at the European Le Mans Series and the
              Sportsracing Worldcup with the Lola B98/K2000 ,
              Winner of the last World-Cup-Race in Kyalami with
              Gary Formato and Ralf Kelleners
       1999 - Participant at the International Sports Racing
              Series (ISRS), 30 years Le Mans with the Lola
              B98/10 with Roush-Ford-Power
       1998 - 2nd Sportsprototype in Le Mans (12.th overall)
              Participant at the ISRS with the K8 Sypder
       1997 - Overall-Winner of the 1000km Monza with the Kremer
              Spyder K8. Participant at the FIA-GT-Championship
              with Porsche GT1 and GT2
       1996 - Participant at the 24h Le Mans & the BPR-Series,
              Winner of the 4h of Le Mans, international GT-Race
              of Shah Alam & the Oldtimer Grand Prix at the
              Nürburgring
       1995 - Winner of the 24h of Daytona with the Kreme
              Porsche Spyder K8 (Jürgen Lässig, Christophe
              Bouchut, Giovanni Lavaggi & Marco Werner), Porsche-
              Works supported participation at the 24h  Le Mans
              (K8) : 6th overall. Participant at the BPR
              Championship  with Porsche 911 GT2
       1994 - Kremer Racing is Honda-Worksteam, Vice-Champion in
              the ADAC-GT-Cup, 25 years of Kremer Racing in Le
              Mans: 3 Honda NSX GT in the team & at the finish
              line! Additional 6.th overall with Kremer Porsche
              Spyder K8
       1993 - Interserie-Champion with Giovanni Lavaggi,
              Interserie Vice Champion with Thomas Saldana, both
              on Kremer Porsche K7
       1992 - Interserie-Champion with Manuel Reuter on Kremer
              Porsche Spider K7, Vice-Champion in the Porsche Cup
       1991 - Best Porsche-team in the Group C Sportscar
              Championship
       1990 - Winner of Porsche-Cup & Interserie Champion with
              Bernd Schneider, 6.th in the Group C Championship\
       1989 - 2.nd in Porsche-Cup and  in Interserie, 3.rd in
              Japanese Endurance-championship, 8.th in the Group
              C Championship
       1988 - 3.rd in Porsche-Cup and Interserie, 3.rd in
              Japanese Endurance-championship,  8.th in the Group
              C Championship, Mario and Michael Andretti are
              Kremer-Racing Team-pilots
       1987 - Winner of Porsche Cup with Volker Weidler, 6.th in
              the Group C Championship, 5th. in Super-Cup, 4.th
              in Interserie, 7th in All Japan Sportscar
              Championship
       1986 - Participation at the Group C Sportscar World
              Championship, Supercup & Interserie
       1985 - Winner of 1000km in Monza (Group C) and 200 Meiles
              of Norisring
       1984 - Winner of the 200 Meiles of Norisring with Manfred
              Winkelhock
       1983 - With Alan Jones, Mario Andretti and Keke Rosberg 3
              former F1-Champions as Kremer-Team-drivers.  Mario
              and Mike Andretti, & Phillipe Alliot gain a 3rd
              overall at Le Mans
       1982 - Vice-Champion in the german Racecar-Championship
       1981 - Winner of Porsche-Cup with Bob Wollek, Vice
              Champion and best Porsche in the german Racecar
              Championship
       1980 - A customer- Kremer Porsche 935 K3 winns IMSA
              championship and Porsche Cup
       1979 - Overall-Winner of the 24 hours of Le Mans with
              Kremer Porsche K3 and  Klaus Ludwig, Bill & Don
              Whittington, Winner of the german Racecar
              Championship and Porsche-Cup with Klaus Ludwig
       1978 - Winner of Porsche-Cup with Bob Wollek, Krremer
              helps Porsche to win World Championship for makes,
              Group 5 -class winner in Le Mans with Porsche 935
              and the drivers Jim Busby, Rick Knoop and Chris
              Cord.
       1977 - Winner of Porsche-Cups with Bob Wollek, Vice
              Champion of german Racesportchampionship, Group 4
              class-win in Le Mans with Porsche 934 and  Bob
              Wollek, Phillipe Gurdjian and "Steve"
       1976 - Winner of Porsche Cup with Bob Wollek, best
              Porsche-team of german Racesportchampionship
       1975 - Best Porsche-team of german Racesportchampionship
       1974 - Winner of Porsche-Cup and GT-Europe-championship
              with John Fitzpatrick
       1973 - Winner of Porsche-Cup and GT-Europe-championship
              with Clemens Schickendanz
       1972 - Winner of Porsche-Cup and GT-Europe-championship
              with John Fitzpatrick
       1971 - Winner of Porsche-Cup with Erwin Kremer, winner in
              5. International 1000km-Races
       1970 - GT-Winner in the  3000ccm-class with Erwin Kremer
              and Nicolas Koob on Porsche 911S at the 24h of Le
              Mans
       1969 - Helped to win the GT-Worldcup for Porsche
       1968 - Winner of Europe-Touringcar-championship with Erwin
              Kremer on Porsche
    
    La Filiere ELF
       Cars - Courage C 36
       Web Site - Unable to find information online
    
    Lancia
       Car: Lancia LC2
       Web Site - http://www.lancia.com/
       History section not currently online
    
    Larbre Competition
       Cars - GT2
       Web Site - http://www.larbre-competition.com/
       Founded in 1998 by Jack Leconte, Leconte was able to
       create and develop the Larbre Competition team even while
       overseeing his own transport and logistic company.  In
       2000, Leconte decided to devote himself full-time to auto
       racing to secure the position of the team as a major
       player in motorsport.
    
    Mopar Team Oreca
       Cars - Reynard 2KQ-Mopar
       Web Site - http://www.orecaracing.com/
       No history available on this French-language site
    
    Multimatic Motorsports
       Cars - Lola B2K40-Nissan
       Web Site - http://www.multimatic.com/
       Multimatic Motorsports has enjoyed significant success
       since its inception in 1992. Two Canadian national
       championships, strong debuts in all new endeavours and a
       continuous string of podium finishes has established
       Multimatic Motorsports as a leading North American racing
       organization.
    
       Scott Maxwell is the team's lead driver and brings a
       wealth of motor racing experience, in a wide range of
       classes and formulae, to the organization. Scott was part
       of the group that conceived Multimatic Motorsports and he
       continues to play a prominent role in the planning and
       organization of the team. He is also a key member of
       Multimatic's ride and handling development organization
       that offers services to the global automotive industry.
    
    Newcastle Lister Storm
       Cars - Lister Storm GTL
       Web Site - http://www.listerstorm.com/
       The first Lister sports racer was designed in 1954 by
       Brian Lister,and the cars competed against Jaguar D-types
       and Aston Martins throughout the 1950's. The '54 season
       initially featured a Lister MG, which scored five wins and
       eight second places in the hands of Archie Scott-Brown.
       This was followed in June of that year by the Lister
       Bristol, which won its class in the supporting race to the
       British Grand Prix ahead of the works Jaguars and Aston
       Martins. A further 13 victories were recorded that year.
    
       Scott-Brown went on to dominate the British sports-racing
       car season in 1957, winning 11 out of 14 races in total
       and the prestigious British Empire Trophy Race, aboard a
       Lister Jaguar. Just to underline its place in the history
       books, Archie's Lister Jaguar also notched up many lap
       records on his successful rampage.
    
       As a result of this success Brian Lister attracted
       customer orders for an improved 1958 version of the car,
       which conformed to international regulations; this car was
       to be known as the 'Knobbly' Lister-Jaguar (a Centenary
       Edition of this car was built to celebrate 100 years of
       the Lister company in a joint venture between Brian and
       current Lister helmsman, Laurence Pearce, in 1990).More
       success followed with Stirling Moss winning the support
       race for the British Grand Prix and Lister Chevrolets
       dominating the American sportscar scene. This year also
       marked the debut of Lister Jaguar at Le Mans, where two
       cars competed in the French classic and one placed 15th.
    
       Lister Jaguar returned to Le Mans a year later, again with
       a two car squad. Glory was not to come their way, however,
       as both cars retired with engine problems. The lead car
       showed that the British racing combination had unfinished
       business at Le Mans, however, as it was running in fourth
       place at the time of its retirement.
    
       From 1959 until the early 1980's, Lister Cars retired from
       competitive racing. However, the name was revived
       following the involvement of engineer Laurence Pearce and
       a new car was designed to take part in a series of races
       for Jaguar sports cars known as the Lister Challenge.
       During this decade Laurence, in association with Brian
       Lister, was responsible for the rebirth of the company as
       a producer of performance road cars. This then led to the
       design in 1991 of an all-new supercar, as opposed to the
       Jaguar conversions that had previously been produced under
       the Lister name; the Storm.
    
       With the Storm road car being launched in 1993, Laurence
       and Lister then had the perfect machine to rekindle the
       works Lister Cars racing team of the 1950's. The emergence
       of GT racing as the world's top sportscar arena over the
       past few years had provided ideal timing for a Lister
       Storm GT1 contender to return to the international
       competition stage. Now Lister has the experience of three
       Le Mans 24 Hours, three Daytona 24 Hours, selected races
       in the 1996 BPR International GT Series where the car
       always ran in a podium position, the 1997 and 1998 BRDC
       Privilege Insurance GT Championships (finishing second in
       the GT1 Championship in 1998), the American SportsCar
       racing series and the FIA Global GT Championship.
    
       In 1999 the Storm won both classes of the Privilege
       Insurance GT Championships with Julian Bailey and Jamie
       Campbell-Walter in the GT1 car and David Warnock in the
       GT2 car. Julian Bailey and Jamie Campbell-Walter also won
       the Royal Automobile Club Tourist Trophy and the Oulton
       Park Gold Cup. Julian and Jamie won seven out of the
       eleven British rounds, David Warnock won all six races
       entered in the Lister Storm GT2. The Storm GT2 also
       competed in four rounds of the FIA Championship achieving
       2 pole positions and one 2nd position on the grid,
       finishing 2nd at Donington, 3rd at Zolder and 4th at
       Hockenheim. Thorkilld Thyrring won the Danish Grand Prix
       in a Lister Storm and Peter Hardman and Nicolaus Springer
       came 2nd in the final two races of the Spanish GT
       Championship.
    
    Nissan Motorsports
       Cars - Nissan R390, Nissan R391
       Web Site - http://www.nismo.co.jp/
       Unfortunately, this site is entirely in Japanese... a
       language I cannot read :-(
    
    Panoz Motorsports
       Cars - Panoz Esperante GTR
              Panoz LMP Spyder
              Panoz LMP-1
              Panoz LMP07
       Web Site - http://www.panozmotorsports.com/
       1997
          Formed by entrepreneurial businessman, Donald E Panoz,
          and based in Braselton, Georgia alongside the Road
          Atlanta track.
    
          Four Panoz GTR-1 cars were designed and developed for
          the company by Reynard Motorsport's special projects
          division, RSVP. One was run in the Professional Sports
          Car Series by Panoz, and three were represented in the
          FIA GT Championship by two teams - the French DAMS and
          British DPR teams. The front-engined cars with the
          rumbling 6.0 liter Ford V8 engines attracted a great
          deal of attention.
    
          Victory at Road Atlanta in the team's second ever race,
          2nd place overall in the Manufacturers' points
          standings in the US PRSCC.
    
          First time at the Le Mans 24 Hour race - retired due to
          mechanical failure after 17 hours while running in the
          top ten.
    
       1998
          Two GTR-1s entered in the two leading US sports car
          series and one in the FIA GT Championship, run by DAMS.
    
          Multiple class victories and winners of the Team and
          Drivers Championship titles in the Professional Sports
          Car series.
    
          At the pre-qualifying sessions for the Le Mans 24
          Hours, an electric-hybrid version of the GTR-1 - the
          Panoz Q9 - was entered. Unfortunately the car was not
          among those to line up on the grid for the race itself.
    
          First running of the 10-hour Petit Le Mans event at
          Road Atlanta. Q9 was entered with the two factory GTR
          1s and finished 2nd in the GT1 class - the first
          electric hybrid vehicle to race in an international
          event.
    
       1999
          The Panoz LMP-1 Roadster S, new open-cockpit cars, run
          in the American Le Mans Series - a new racing series
          founded by Don Panoz using ACO (Le Mans) regulations.
    
          Victories at Mosport Park, Portland and the Petit Le
          Mans races.
    
          Winners of the Teams and Manufacturers' Championship
          titles, David Brabham and Eric Bernard 2nd in Drivers'
          points standings.
    
       2000
          Using an evolution version of the LMP-1 Roadster S, the
          team continue in the American Le Mans Series powered by
          Elan Power 6L8 engines, built and prepared by Panoz's
          own engine company, Elan Power Products. Panoz chassis
          have also been sold as customer cars for entry at the
          Le Mans 24 Hour race and the Sportsracing World Cup
          Series.
    
          Victory at the Nurburgring in Germany, 3rd place in the
          Teams and Manufacturers Championships.
    
       2001
          Introduction at the beginning of the year of the all
          new Panoz LMP 07 prototype powered by the Panoz V8 4
          liter engine. After six months of technical troubles
          and unreliability, the decision was taken after the 24
          Hours of Le Mans in June to re-introduce the 2000 LMP-1
          Roadster. Since that time, the team took two victories,
          plus a 2nd and 3rd placing.
    
    Paul Belmondo Racing
       Cars - Chrysler Viper GTS-R
       Web Site - http://www.paul-belmondo-racing.com/
       Web site currently under reconstruction
    
    Pescarolo Sport
       Cars - Courage C 52-Peugeot
       Web Site - http://www.pescarolo.com/
       Web site does not contain historical information on the
          team
    
    Peugeot Talbot Sport
       Cars - Peugeot 905
       Web Site - http://www.peugeot-avenue.com/
       A generalist manufacturer, Peugeot has always been
       involved in motor racing and has for the last fifteen
       years or so demonstrated the importance of high level
       sport for its image.
    
       Crowned World Rally Champion twice, in 1985 and 1986, with
       the 205 Turbo 16, the Lion trademark dominated long
       distance rallying from 1987 to 1990.
    
       Turning to the motor racing circuits, Peugeot won the Le
       Mans 24 hours in 1992 and 1993, and was crowned World
       Champion in the 1992 Sports Car championships with the
       905. Entering F1 in 1993 as an engine manufacturer,
       Peugeot partnered McLaren, Jordan then Prost Grand Prix.
       Supplying an engine considered to be one of the best in
       F1, Peugeot did not however obtain the results it had
       hoped for and withdrew from F1 in 2000, directing its
       efforts to running the totally new 206 WRC in the World
       Rally Championship, with which it scooped the dual crown
       of World Champion Constructor and Driver in 2000, its
       first full year of competition.
    
    Pilot Racing
       Cars - LMP
       Web Site - http://www.pilotrc.ee/
       Unfortunately, this site is entirely in a Scandinavian
          language I cannot read :-(
    
    Riley & Scott Europe
       Cars - Riley & Scott MKIII S2
       Web Site - http://www.rileyscott.com/
       Riley & Scott was founded in May 1990 with a contract for
       a single Trans-Am chassis. Today, more than seventy-five
       complete racing cars have been delivered to loyal
       customers. It began with George Robinson, a Texas-based
       businessman/driver who bought the first Mk I Trans-am
       chassis, and also bought the first Hunter (the Mk II), and
       a Mk III and a Mk III C, to earn a place in the customer
       Hall of Fame.
    
       General Motors began its long involvement with R&S by
       purchasing Mk I chassis nos. 2, 3 and 5. In its first
       season, the Mk I began its domination with the first of
       three successive championships. Scott Sharp won in 1991
       and 1993; Jack Baldwin won in 1992. Between 1991 and 1997,
       40 of the Mk I chassis were built and sold, and the
       company was established as a brand in major professional
       road racing.
    
       R&S began racing as a company in 1996. Before that, the
       company supported its customers in Trans-Am and World
       Sports Car, but did not race its own products.
    
       That changed when GM tapped R&S to introduce its Aurora
       4.0 L engine to World Sports Car competition. In 1995, the
       R&S MK III began a hugely successful run that continues
       today. The first customer was Dyson Racing, which used
       Ford power.
    
       In February 1996, R&S and Doyle Racing debuted for GM at
       the "Rolex 24 at Daytona" in spectacular fashion. Drivers
       Wayne Taylor, Jim Pace and Scott Sharp brought home Mk III
       chassis no. 004 first in the closest race ever at Daytona.
       After 24 hours, Wayne brought the car home less than one
       minute in front of a Ferrari 333 SP driven by Max Papis.
    
       At the 1996 Twelve Hours of Sebring a month later, the
       team steamrollered to its second straight endurance
       classic win. Wayne Taylor, Jim Pace, and endurance maestro
       Eric van de Poele combined for the win. Competing against
       the Ferraris and a number of customer Mk IIIs, the factory
       effort won again at Texas World Speedway on May 5th. After
       a third-place at Watkins Glen, the team flew to France for
       the 24 hours of Lemans with high hopes. These were brought
       to earth by a gearbox failure in the 14th hour.
    
       The team returned to the US and won again that year at
       Sears Point. Wayne Taylor finished 1996 as the IMSA World
       Champion sports car driver. Between the Dyson team and the
       factory effort, R&S Mk IIIs won 7 of the 10 races for the
       championship.
    
       In 1997, the factory effort returned as a two-car team.
       Peruvian ace Eduardo Dibos had purchased chassis no. 006,
       and R&S ran that car and the Doyle Racing entry. The
       season was a disappointment however, as the Aurora motors
       that had been so reliable the year before suddenly began
       to experience mechanical failures. At Daytona, the
       defending champion had a three-lap lead at 3 a.m. when the
       motor self destructed (the Dibos car finished third in the
       race, which was won by Dyson Racing's Mk III). In the
       eleven-round championship, the team's best finish was a
       second at Pikes Peak International Raceway in September.
    
       As the success of the Mk I attracted attention, other
       opportunities arose. Long-time sports car team owner Rob
       Dyson asked R&S to improve his Spice/Ferrari WSC car in
       1994. The experience gave him the confidence to order two
       of the Mk III WSC prototypes Bob Riley was ready to
       design.
    
       Ready because WSC was the perfect opportunity for the
       company. Created as a reaction to the collapse of the IMSA
       GTP class when manufacturers (Nissan, Toyota, Jaguar)
       determined GTP no longer met their marketing goals, WSC
       was designed to make prototype sports car competition
       affordable for "privateer" entrants like Dyson Racing.
    
       The car debuted in the Rolex 24 at Daytona in February
       1995. After DNFs at Daytona and Sebring, it began a string
       of successes against the Ferrari 333 SP and other rivals
       that continues even today. From round 3 of the IMSA
       championship at Road Atlanta to the season finale at New
       Orleans, a Dyson Mk III won 5 of the 8 races and finished
       on the podium in every race.
    
       Following the factory team's win at Daytona in 1996, the
       Dyson team won the race in 1997, and followed that with a
       second at Sebring. The Dyson team won four of the eight
       rounds of the IMSA series and the team and driver's
       championship (Butch Leitzinger) that year.
    
       In 1998, six Mk IIIs took the green at Daytona, but the
       Ferrari 333SP scored its first and only 24 hour win in
       that event. Jim Matthews, Intersport, Transatlantic
       Racing, Support Net Racing, and BMW Team Rafanelli all
       competed in various events in Mk IIIs that year. The BMW
       Team Rafanelli entry won its first event, at Laguna Seca
       in October.
    
       Despite the increased competition, the Dyson Team remained
       dominant, winning the Team and Driver's Championships
       (Butch Leitzinger, again) in the USRRC Can-Am series.
    
       A WSC series known as the ISRS (International Sports
       Racing Series) began in 1998, and grew into the FIA Sports
       Car Championship by 2001. Bill Riley had established Riley
       & Scott Europe in 1998 to service the growing number of
       customers in that series. As many as four R&S Mk IIIs
       started ISRS events that year, fielded by Solution F,
       Target 24, and BMW Team Rafanelli.
    
       After the Rafanelli car secured the Mk III's first
       European pole in the 5th of eight rounds, the Solution F
       car, piloted by Gary Formato and Jerome Pollicand, won the
       final race of the year at Kylami in South Africa.
    
       In August 1997, the company introduced its first IRL
       chassis, the Mk V. Two of the cars raced in the final IRL
       event of 1997 at Las Vegas, driven by owner/driver Stan
       Wattles and Mike Shank for Neinhouse Racing. The winner of
       that event was Eliseo Salazar, who even then was in
       negotiations with R&S to race the Mk V in a factory effort
       in 1998.
    
       That team was sponsored by Reebok. R&S brought the shoe
       giant to the IRL in the League's first non-automotive
       primary sponsorship. The season reached its zenith on the
       morning of Pole Day, May 15, 1998. After a promising week
       of practice for the Memorial Day classic, Salazar was 5th
       quickest in the morning warm-up, with a realistic chance
       for the pole later that day.
    
       The afternoon brought disaster. Eliseo crashed hard in
       turn one on the first lap of what should have been a four
       lap qualifying run. Not seriously injured, Salazar
       returned to the track for practice in the backup car just
       hours later. But the damage was done, and the team's
       backup qualified weakly on Bump Day. At 5:43 PM that day,
       Billy Roe bumped Salazar from the field and the season was
       effectively over.
    
       At Dover in July, Salazar was severely injured in a
       practice crash. He recovered well and is still a force in
       the IRL today.
    
       After Reebok, the team found support from Brant
       Motorsports. The Brants were West Virginia-based aviation
       and real estate entrepreneurs with a background as NASCAR
       sponsors. They bought the team cars and motors after the
       1998 season in preparation for the 1999 campaign.
    
       1999 was more successful, in that driver Raul Boesel
       qualified for and finished 12th in the Indy 500 that year.
    
       When GM ended the Aurora program in 1997, two others were
       in the works. The Corvette C-5R began testing in 1998 and
       first raced at Daytona in 1999. Those cars were built by
       and have been raced very successfully by Pratt & Miller
       Engineering. However, R&S played a role in the development
       of the car and throughout its first season on the track.
       Bill Riley managed a hand-picked crew from R&S to race one
       of the two cars at Daytona, Sebring, and Petit Lemans that
       year.
    
       R&S was already building the first Cadillac Northstar LMP
       prototype in 1999. That car first tested in September 1999
       and debuted at Daytona in February of 2000. After
       exhibiting typical teething issues at Daytona, the cars
       struggled for results against the dominant Audis at
       Sebring and Lemans.
    
       In its fifth appearance in the Rolex 24 at Daytona, the Mk
       III reached a high water mark. Eight cars, with a total of
       thirty drivers, took the green. Two new teams, TRV
       Motorsport and Hybrid R&D, entered the race. At the
       checker, Dyson Racing's chassis 002 took the win, driven
       by Andy Wallace, Elliot Forbes-Robinson, and team owner
       Rob Dyson.
    
       American sports car racing remained splintered that year.
       The American Lemans Series and the USRRC both staged
       championships again. For the first and only time, one
       driver, Dyson's Elliot Forbes-Robinson, won both. The
       Dyson team also won the USRRC championship.
    
       Sebring in 1999 also set a record for Mk III
       participation. Eleven chassis started the race, which
       marked the debut of Robinson Racing as well as new entries
       from Nygmatech, Autoexe, and the Whittington Brothers.
       After 12 hours, Dyson's chassis 002 was second to the
       winning BMW by the closest margin in the long history of
       that race.
    
       Team Rafanelli also won that year, at Road Atlanta with
       drivers Eric van de Poele and Mimo Schiattarella. This
       time, the car was powered by a Judd engine.
    
       In Europe, four chassis competed regularly in the ISRS.
       Nicola Larini in the Target 24 Judd-powered posted the
       best finish, a second, after winning the pole at Pergusa.
       Three R&S also started at Lemans that year, but all
       retired early with motor problems.
    
       When GM ended the Aurora program in 1997, two others were
       in the works. The Corvette C-5R began testing in 1998 and
       first raced at Daytona in 1999. Those cars were built by
       and have been raced very successfully by Pratt & Miller
       Engineering. However, R&S played a role in the development
       of the car and throughout its first season on the track.
       Bill Riley managed a hand-picked crew from R&S to race one
       of the two cars at Daytona, Sebring, and Petit Lemans that
       year.
    
       R&S was already building the first Cadillac Northstar LMP
       prototype in 1999. That car first tested in September 1999
       and debuted at Daytona in February of 2000. After
       exhibiting typical teething issues at Daytona, the cars
       struggled for results against the dominant Audis at
       Sebring and Lemans. R&S and GM parted ways at the end of
       the year.
    
       Riley & Scott produced the Mk VIII IRL racing car in 1999
       and 2000. The first customer, Hemelgarn Racing, had
       finished 3d in the IRL championship in 1999 (the team,
       with driver Buddy Lazier, won the Indianapolis 500 in
       1996). Other Mk VII customers included Walker Racing (for
       driver Sarah Fisher) and Team Cheever (1998 Indy 500
       winner Eddie Cheever).
    
       At the opening race of the 2000 championship at Orlando,
       Buddy and Eddie were running 1-2 with 5 laps remaining. An
       historic debut was spoiled by backmarkers, as Robby Buhl
       expertly used traffic to pass both R&S cars.
    
       That misfortune was righted at the next race in Phoenix.
       After an unsatisfying qualifying effort, Hemelgarn elected
       to withdraw its primary car and start Buddy in the backup
       R&S from the very back of the grid. Buddy carved his way
       through the field to win the race, the first and only time
       an IRL driver has gone "worst to first".
    
       Although Buddy went on to win the championship, the R&S
       proved insufficiently developed for the Speedway. The
       teams shelved their R&S chassis, qualified for the 500 in
       other cars, and R&S was once more out of the IRL.
    
       The story of sports car racing in the last two years is
       simple - Audi. Audi's commitment, F1-level budgets, and
       the results that they have achieved have all been
       chronicled elsewhere.
    
       Among privateers, however, the Mk III has persisted and
       continued to win. 2000 brought the inaugural season of the
       Grand American Road Racing Association, founded on
       principles of lower-cost, more-equal competition.
       Dyson Racing (6) and Robinson Racing (1) each won Grand Am
       races in 2000. Dyson was team champion, and James Weaver
       was driver champion. Grand Am also established a
       manufacturer's championship, which was won by Riley &
       Scott.
    
       In 2001, the Mk III remained a vital part of the Grand Am
       series. Seven of the chassis were on the grid at Daytona,
       including chassis 001, an amazing six years after it first
       competed in that event. Although motor woes again dropped
       the cars from the overall podium at Daytona, they
       continued to dominate in the series.
    
       Dyson Racing won the team championship, and James Weaver
       and Butch Leitzinger won five races and finished first and
       second in the driver's championship. Riley & Scott won the
       manufacturer's championship over Lola and Ferrari.
    
       Heading into 2002, there is no doubt that Grand Am races
       will once again feature Riley & Scott Mk IIIs at the front
       of the grid and on the podium - joined this time by
       younger siblings.
    
       In both Grand Am and ALMS, the new Mk IIIC, which Dyson
       debuted at Sebring in 2001, will compete for race wins and
       championships. This site will chronicle the story of the
       Jim Matthews Racing/ Riley & Scott partnership as the
       factory returns to prototype racing in 2002.
    
       After the completion of our work with GM, longtime
       customers saw an opportunity to engage R&S in new
       projects. A new Mk III, the Series C, was designed and
       production began on cars for Dyson Racing and Robinson
       Racing. Tom Gloy, who had purchased one of the first R&S
       Mk I chassis, asked the company to design and build a new
       car for that series. The car was ready in July and
       competed in the last three rounds of the championship,
       beginning at Mid-Ohio in August.
    
       Bill Riley accompanied the Tom Gloy Racing team to each
       event. At Mid-Ohio, Tony Ave drove the new car as an
       "extra" TGR entry. Tony qualified third and was running
       top five when the gearbox broke.
    
       Defending Series champion Brian Simo drove the car for the
       first time in the next race at Laguna Seca. Brian's
       qualifying time was disallowed on a technicality, and he
       was forced to start in the rear of the grid. Brian cut
       through the field of 24 cars to finish second to Justin
       Bell. The car had proven its superiority. At the season
       closer in the streets of Houston, Brian again finished
       second to Justin Bell.
    
    ROC
       Cars - Reynard 2KQ-Volkswagen
       Web Site - Unable to find information online
    
    Roock Racing
       Cars - GT2
       Web Site - http://www.roockusa.com/
       Founded in 1984, the ROOCK Sportsystem family business
       focuses entirely on Porsche. The Leverkusen, Germany (just
       outside of Cologne) based company specializes in racing,
       developing unique high quality products and performance
       tuning programs for several Porsche models. In 1999, ROOCK
       Sportsystem moved its operations to Braselton, Georgia
       (just outside of Atlanta) to form ROOCK North America,
       LLC.
    
       ROOCK Motorsport is Europe's most successful Porsche
       customer racing team, with five Championship titles in
       less than seven years and victories at 24 Hours of Le Mans
       and the Daytona 24 Hours. Our passion for racing is the
       main reason the company is conveniently located at the
       Road Atlanta race course.
    
       ROOCK has worldwide sales and distribution facilities in
       North America, Europe and Japan.
    
       It all began in 1990 when ROOCK Racing was approached by a
       customer to maintain his club racing Porsche. At the end
       of the season, the customer's car finished fifth in the
       championship and Michael and Fabian were hooked on racing.
       Not only were they passionate about the competitiveness,
       but they also has a vision for a future business
       opportunity.
    
       Fabian ROOCK intensified his links to motor racing. After
       each step on the ladder of success and victory, ROOCK
       Racing set out for new challenges and made it clear that
       ROOCK was a hungry new team with a great racing future
       ahead with victories at Le Mans 24 Hours, Daytona 24
       Hours, and FIA GT World Championships.
    
       In mid-1999, ROOCK ventured to step over to the United
       States to campaign in the  Le Mans Series.
    
    Sauber
       Cars - Sauber C9
       Web Site - http://www.sauber.ch/
       At first sight, the small town of Hinwil in the Zurich
       Highlands is probably not the place you would expect to
       find a highly developed Formula One centre, equipped to
       the finest technical detail. But appearances are
       deceptive: It is only a few steps from the workshop, in
       which the now 58-year-old Peter Sauber started his company
       in 1970, that the high-tech cars, which have been
       competing in the Formula One World Championship since
       1993, are built.
    
       The development of high technologies and their function
       under race pressure within the field of motor racing has
       always fascinated Peter Sauber. While back then three of
       his current competitors were already active in Formula
       One, Peter Sauber started off quite modestly by comparison
       with the sporting variation of the legendary Volkswagen
       Beetle.
    
    SMG
       Cars - Courage C 60-Judd
       Web Site - Unable to find information online
    
    Team Augusta Racing
       Cars - GT2
       Web Site - Unable to find information online
    
    Team Cadillac
       Cars - Cadillac N LMP
       Web Site - http://www.cadillaceurope.com/
       The new racing season is here and the Cadillac Team is
       excellently prepared for toughest competition in the ALMS
       on the race tracks of America and of course, Le Mans.
       Since the end of last season the team worked hard on the
       second generation Cadillac LMP 02. It was designed under
       the direction of GM Racing engineers by Nigel Stroud. Herb
       Fishel, executive director of GM racing comments: "Very
       seldom in racing can you talk about a program in its third
       year and say that you have an all-new race car, but that
       is exactly the case with the Cadillac LMP 02. The Cadillac
       LMP 02 marks a new beginning for Team Cadillac with a
       state-of-the-art race car."
    
       Two teams of three international endurance racing stars,
       each with Le Mans experience, have been named to drive the
       brand-new Cadillac Northstar LMPs in 2002. Team Cadillac
       is backed for the third straight year by a distinguished
       list of supporters, including: ACDelco, Bose HiFi systems,
       Compuware, GMAC Financial Services, Michelin, Mobil 1,
       Northstar System, Tehama and On Star.
    
       American Wayne Taylor, Italian Max Angelelli and Frenchman
       Christophe Tinseau will drive Cadillac Northstar LMP No.
       5. Finnish JJ Lehto will join Frenchmen Eric Bernard and
       Emmanuel Collard in the No. 6 Cadillac Northstar LMP.
    
       As final preparation for the start of the season the team
       will run a 26-day test schedule which includes several 24
       hour endurance tests. And on March 16th, the team and all
       six drivers will give the Cadillac Northstar LMP 02 its
       race debut.
    
    Team Dams
       Cars - Cadillac N LMP
       Web Site - http://www.dams.fr/
       The DAMS Formula 3000 and GT motor racing Team was the
       creation of Jean-Paul Driot, in 1998. Prior to this Jean
       Paul was a business partner with formula one driver Rene
       Amoux. At the start of the team very first season DAMS
       established that they were a top team with Eric Comas
       driving the DAMS Lola, equalling the points with Jean
       Alesi. With Comas and Alesi on equal points the
       Championship went to Jean Alesi because he had more wins.
    
       The next year the DAMS Team went on to become
       International Formula 3000 Champions with Eric Comas in
       only the teams third year.
    
       Today in 1998, DAMS obtained 3 World Championship Crowns
       in Formula 3000 with Comas, Olivier Panis, and Bouillon,
       and has a total of 20 wins. Also 8 of DAMS drivers have
       made the very difficult step up to the Formula One
       Championship.
    
       After the success of the Formula 3000 Racing Team DAMS
       commenced on a design and feasibility study to enter
       Formula One Grand Prix Racing. This project was the first
       engineering partnership between DAMS and Reynard Racing
       Cars. Unfortunately the project was stopped after two
       years because of lack of sponsorship in France.
    
       The next large step in the creation of DAMS was at the end
       of 1996 when Jean-Paul DRIOT signed a contract with Don
       PANOZ to run his Panoz GTI car for the next two years in
       the 171A World GTI Championship, and Le Mans. This is also
       a joint project with Reynard Racing Cars.
    
       After having made the big manufacturers tremble with the
       impressionable Panoz in the FIA-GT World Championships,
       DAMS Team took on a new challenge in 1999 with an open
       prototype. Having never worked on this particular kind of
       car, the technical team drew on its GT experience to give
       their drivers a very competitive LOLA T98/10 complete with
       JUDD motor. In his first run at the Monza Sport Prototype
       World Cup race, Eric BERNARD took the pole position and
       was quickly imitated by fellow team-mate, Jean-Marc
       GOUNON, one month later at Spa. The unreliability of this
       very young car eventually deprived DAMS of 2 assured
       victories at the end of races which were dominated mostly
       by DAMS. Race after race innovations and continuous
       development strengthened the reliability of the car and in
       the second half of the season DAMS took 4 victories, which
       did not go unnoticed by the world's first automobile
       constructor, General Motors, at the dawn of the 2000
       season....
    
       For 2 years, DAMS has joined General Motors Le Mans Sports
       Car program and runs the Cadillac LMP at Le Mans, FIA
       World Cup and American Le Mans Series.
    
       In 2000 the 2 Cadillac - DAMS Northstar LMP ran in 10
       races including the 24 Hours of Le Mans where the car of
       BERNARD/COLLARD/MONTAGNY held the 4th place until 3 hours
       before race finish when suspension broke.
    
       The Executive Management of General Motors who was
       impressed by the performances and the professionalism of
       the Team designated DAMS as the Cadillac Factory Team for
       Le Mans 2001. After making a great improvement of 5
       seconds in qualifying (compared to 2000 qualifying time),
       DAMS kept GM aim of being in the fastest Teams, inside of
       the top 5, until the last hour of the race when the clutch
       broke.
    
    Team Den Bla
       Cars - Panoz LMP-1
       Web Site - http://www.team.den-blaa-avis.dk/
       Team Den Blaa Avis Ltd. was established before the 1997
       season with the aim of placing Denmark on the map in the
       world of motorsports. It is Denmarks first truly
       professional racing team, and has managed to establish
       itself at the top of European motor racing in only four
       years. Together with Danish driver Jason Watt, the team
       succeded in winning two prestigius Formula 3000 races; Spa
       in 1997 and Imola in 1998, and in 1999, the team, now in
       the colours of partner Petrobras, took a fantastic 1-2 win
       at Hockenheim and finished third in the Teams Competition.
       This association continued in 2000 with even greater
       succes, as Brazilian Bruno Junqueira won the Championship
       in convincing style.
    
       In the year 2000 Team Den Blaa Avis also entered sportscar
       racing with two Panoz Roadsters in the classic Le Mans
       event. It was another highpoint for Team Den Blaa Avis
       Ltd., and is seen as a step in the teams efforts to
       consolidate itself in the highly-charged world of
       international motor racing The team has already proved
       that it posses the nessecery people, financial and
       techical means to succeed.
    
    Team Goh
       Cars - Chrysler Viper GTS-R
       Web Site - http://www.teamgoh.com/
       Unfortunately, this site is entirely in Japanese... a
       language I cannot read :-(
    
    Team Marcos
       Cars - Marcos Mantara LM600
       Web Site - http://www.marcosracingusa.com/
       Marcos Racing International brings style, speed and
       success to any racetrack. The stylish Marcos Mantis Plus
       draws a crowd in every paddock with its sleek, daring
       design. The 400 horsepower car is powered by a Ford 4.6
       litre V8 engine, making the Mantis Plus a fierce
       competitor on the track.
    
       The Marcos Mantis Plus is based on Marcos Cars' Mantis
       road car. With over 40 years of sports car development and
       production to support them, Marcos Racing has what it
       takes to build a successful racecar.
    
       The Mantis Plus is a more competitive model of the car
       that raced in Europe's Mantis Challenge. Marcos Racing has
       more than proven itself both in Europe and the United
       States, winning numerous championships and proving that
       Marcos can pose a formidable challenge to other popular
       manufacturers, including Porsche, BMW and Ferrari.
    
       In 2000, Marcos Racing won the British GT, Spanish GT
       championships and the Suzuka 1000K race in Japan. They
       continued their success the following season, beginning
       with a trip over to the United States to compete in one of
       the world's most famous endurance race the ROLEX 24 at
       Daytona.
    
       At the 2001 Rolex 24 Hours of Daytona, the two-car team of
       Marcos Racing finished fourth and fifth in the competitive
       GTS class. For the first several hours of the race, the
       team even challenged the overall race-winning Corvette
       team.
    
       The 2001 season was also a development year for Marcos
       Racing. A new version of the Marcos Mantara LM600 EVO was
       developed with the Marcos Mantis Plus GT in hopes of
       dominating both production classes in 2002.
    
       The Marcos Mantis Plus will find a new home with the
       Grand-American Road Racing Series in 2002. The car will
       compete in the challenging GT class.
    
       With such a successful history of racing, the Marcos
       Mantis Plus is sure to be a popular car with fans and
       racers alike in 2002. Fans in the United States will be
       delighted to see a car as exotic as the Mantis Plus at
       road courses that are famous for attracting the best
       sports cars in the world.
    
    Team Oreca
       Cars - Chrysler Viper GTS-R
              Chrysler Viper GTS-RT
       Web Site - http://www.orecaracing.com/
       No history available on this French-language site
    
    Team Rafanelli
       Cars - Lola B2K10-Judd
       Web Site - http://www.teamrafanelli.com/
       The team was created in 1987 as Team Bigazzi; its name
       was changed in 1998.  Major events:
       - 1992: Won 24 Hours of Spa-Francorchamps
       - 1994: Won 24 Hours of Spa-Francorchamps
       - 1995: Won 24 Hours of Nurburgring
       - 1996: Won 24 Hours of Spa-Francorchamps
               Won BPR GT Series
       - 1997: Won Brasilia 1000 Miles Race
               Won MACAU Guja Grand Prix
       - 2000: Started on Pole Position at 24 Hours of Spa-
                  Francorchamps
    
    Thomas Bscher Promotion
       Cars - BMW V12 LM
       Web Site - Unable to find information online
    
    TV Asahi Team Dragon
       Cars - Panoz LMP-1
       Web Site - Unable to find information online
    
    Welter Gerard
       Cars - WR LMP-Peugeot
       Web Site - Unable to find information online
    
    ====================================
    ====================================
    ====================================
    
    DETAILS: LE MANS
    This is the longest circuit of the gameŠ and quite likely the
    reason players buy or rent this game!!!  It is IMPERATIVE to
    learn this circuit flawlessly during daylight conditions, as
    visibility is unbelievably poor at night and in wet-weather
    conditions (although better than in the old Test Drive: Le
    Mans).  The trick to successfully completing Time Trial here
    (and thus unlocking a car) is to find the best possible
    combination of small car size with strong acceleration and
    high top-end speed; however, you must begin Time Trial with
    at least 40% fuel, so you will certainly need to make a
    number of laps to reduce your fuel load - along with
    absolutely BETTER-THAN-FLAWLESS DRIVING - to even have a HOPE
    of besting the Goal Time of 3:34.000.
    
       SPECIAL NOTE 1: After driving all night long (especially
       in the full 24-hour race), the transition to daylight
       driving (especially under clear skies) can result in poor
       visibility of cars far ahead of you until your eyes
       adjust.  Be wary of your closing rate on slower, 'unseen'
       cars far ahead, as you can suddenly find your front bumper
       banging the rear end of another vehicle.
    
       SPECIAL NOTE 2: Lights are used for nighttime driving and
       other poor visibility conditions (primarily constant
       rain).  While the lights are great in poor visibility
       conditions, do not allow yourself to become too reliant
       upon them.  Once clear visibility returns, the lights are
       turned off (approximately 6:30AM in the full 24-hour
       race).
    
    Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
    which can be taken flat-out.  However, it may be a good idea
    to begin braking for Dunlop Chicane when exiting Dunlop
    Curve.  An elevation change begins here.
    
    Turns 2-4 (Dunlop Chicane): Given the continual upward slope
    through Dunlop Chicane, it is extremely easy to slip off the
    pavement on either side of the circuitŠ and both sides are
    filled with plenty of kitty litter.  Braking well before
    entering the Dunlop Chicane is of UTMOST importance as the
    corners of the chicane are rather tight.  At the beginning of
    a race, all the traffic can make this segment even more
    treacherous than it would be normally.
    
    Straightaway: The significant hill crests as you pass
    underneath the big Dunlop tire.
    
    Turns 5-6 (Red Mound S): This left-right chicane begins just
    after passing the Ferris Wheel on the left side of the
    course, and is a good reference point to use in picking your
    braking zone; note that the Bugatti circuit turns to the
    right here.  The barriers are rather close to the pavement on
    both sides through the chicane, so any off-pavement
    excursions will result in sliding along the rails; this is
    especially important in case you carry too much speed through
    this chicane.
    
    Turns 7-9 (Red Mound Curve): This is a set of three right-
    hand semi-corners which can usually be taken flat-out, unless
    you find yourself encumbered by traffic.  However, keep a
    tight line to the apex of each of the three semi-corners, or
    you may find yourself with a few wheels in the sand and grass
    on the outside of the course.  The outside of the final
    corner is actually paved (where the Le Mans circuit joins
    public roads come together), so this can be used as a good
    swing-out area if necessary, and can also be used to pass a
    small group of cars on the inside of the corner; beware the
    outside barrier here as you will be likely be carrying A LOT
    of speed.
    
    Straightaway (Hunaudieres Straight - Part I): This is the
    longest straightaway of the circuit, and very good top-end
    speeds can be achieved here, especially if you were able to
    blast your way through Red Mound Curve without even tapping
    the brakes.  However, there is no room for error if you get
    involved in a three-abreast situation, as the barriers come
    almost directly up to the pavement.  During the day, look for
    the distance-to-corner markers or else you will miss Motorola
    Chicane (flashing red lights alert you to the chicane at
    night and in poor-visibility conditions).
    
    Turns 10-12 (Motorola Chicane): This is the same chicane
    format as the Dunlop Chicane (right-left-right), but wider
    and without the hill.  Beware the barriers.  In poor-
    visibility conditions, the first corner of the chicane is
    easily identifiable by the red lights; during the day,
    however, the chicane is very difficult to see from a
    distance, so be sure to look for the distance-to-corner
    markers.
    
    Straightaway (Hunaudieres Straight - Part II): Very good top-
    end speeds can be achieved here.  However, there is no room
    for error if you get involved in a three-abreast situation,
    as the barriers come almost directly up to the pavement.
    During the day, look for the distance-to-corner markers or
    else you will miss Michelin Chicane (flashing red lights
    alert you to the chicane at night).
    
    Turns 13-15 (Michelin Chicane): This is exactly like the
    Motorola Chicane, but is a left-right-left combination with a
    tighter initial turn.  In poor-visibility conditions, the
    first corner of the chicane is easily identifiable by the red
    lights; during the day, however, the chicane is very
    difficult to see from a distance, so be sure to look for the
    distance-to-corner markers.
    
    Straightaway (Hunaudieres Straight - Part III): Yet another
    long straightaway, but with a small fade to the right almost
    one-third of the way along its length.  After clearing the
    small rise (similar to a bridge over a small country stream,
    about two-thirds of the way along the straightaway), look for
    the distance-to-corner markers for Mulsanne Curve.
    
    Mulsanne: If you can carry enough speed and have sufficient
    tire grip, you can essentially treat both Mulsanne Hump and
    Mulsanne Curve as one long double-apex corner by riding up on
    the inside rumble strip of Mulsanne Curve.  Mulsanne Hump and
    Mulsanne Curve together essentially form a 135-degree
    (double-apex) megacorner.  It is very easy to go too wide
    exiting this megacorner, and CPU-controlled cars often will
    find themselves in the sand trap, so keep watch for such
    activity as you round Mulsanne Curve.
    
       Turn 16 (Mulsanne Hump): The distance-to-corner markers
       actually are for the following right-hand turn, but no one
       can afford to miss Mulsanne Hump, whose apex is almost
       exactly in line with the 100m marker and bounded on the
       left by a nasty barrier.
    
       Turn 17 (Mulsanne Curve): The distance-to-corner markers
       are actually for THIS corner.  This is a ninety-degree
       corner requiring moderate braking and a solid, clean
       racing line to keep out of the sand trap.
    
    Straightaway: This straightaway has three fades to the right
    along its length.  At the apex of the third fade, begin
    braking for the Indianapolis Curve.
    
    Turn 18 (Indianapolis Curve): This left-hand ninety-degree
    corner can easily be missed, so use plenty of braking
    beginning at the apex of the third fade along the previous
    straightaway.  Do not cut this corner too sharp or you will
    likely bang the barrier on the inside of the turn.
    
    Turn 19 (Arnage Curve): After a very brief straightaway, this
    is a right-hand right-angle corner.  The trick here is to NOT
    come up to full speed following the Indianapolis Curve, thus
    saving your brakes a little (which is extremely importance in
    endurance races).  Do not cut this corner too sharp or you
    will likely bang the barrier on the inside of the turn.  If
    you go wide, say 'Bonjour' (daytime) or 'Bonsoir'
    (evening/nighttime) to the outside barrier.  Likewise, if you
    carry too much speed over the inside rumble strip,
    countersteer immediately to avoid a spin (and that still may
    not help).
    
    Straightaway: This 'straightaway' has four fades (left-right-
    left-right).  After the fourth fade, get ready for the fast-
    approaching Porsche Curve.
    
    'Chicane:' This next segment essentially forms an extra-wide
    right-left-left-right ('bus stop') chicane as it leaves the
    public roads.  Extreme care is required here, as the pavement
    is extreme narrow.
    
       Turn 20 (Porsche Curve): Light braking will likely be
       needed here, although experts can probably blast through
       here at top speed if not encumbered by traffic.  An
       uphill rise begins here.
    
       Turn 21: The rise crests here as the course turns to the
       left.
    
       Turns 22-23: The course elevation drops at Turn 22 as the
       circuit turns to the left, making this corner more
       challenging than it would at first appear.  Turn 23
       follows immediately, turning to the right.
    
    Turns 24-27 (Prairie): There are four significant semi-
    corners (right-left-right-left) here.  Top speed can be
    carried all the way through Prairie, but only with a flawless
    racing line, else you risk dropping a wheel in the grass and
    slowing yourself down.  On exiting Turn 27, the single yellow
    line marking the Pit Entry begins on the right.
    
    Turns 28-31 (White House): These tight left-right-left-right
    S-curves are the finale of a rather lengthy lap of the Le
    Mans circuit.  The pavement here is extremely narrow, making
    safe passing impossible; if any passing is to be done here,
    it is only by ramming another car off the pavement and into
    the kitty litter.  The entire area is surrounded by massive
    sand traps, so if you slip off the pavement, you will be
    slowed almost to a snail's crawl, losing valuable time and
    allowing those behind you to pass with the greatest of ease.
    A VERY brief straightaway separates the first left-right
    combination from the second.  Note that to keep your time in
    this section to a minimum, you will need to make use of the
    rumble strips on the inside of each corner; however, if you
    come through ANY corner of White House carrying too much
    speed (especially in wet racing conditions), the car will
    bounce severely and perhaps spin or slide out into the kitty
    litter.
    
    ====================================
    
    DETAILS: BUGATTI
    This is the permanent section of the Le Mans circuit.
    Bugatti is a rather technical circuit, so top-end speed is
    generally not the best way to set up a car here.  Those
    familiar with the Nevers Magny-Cours F1 circuit will
    certainly appreciate its similarity to the four semi-parallel
    straightaways on the first half of the Bugatti circuit.
    
    Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
    which can be taken flat-out.  However, it may be a good idea
    to begin braking for Dunlop Chicane when exiting Dunlop
    Curve.  An elevation change begins here.
    
    Turns 2-4 (Dunlop Chicane): Given the continual upward slope
    through Dunlop Chicane, it is extremely easy to slip off the
    pavement on either side of the circuitŠ and both sides are
    filled with plenty of kitty litter.  Braking well before
    entering the Dunlop Chicane is of UTMOST importance as the
    corners of the chicane are rather tight.  At the beginning of
    a race, all the traffic can make this segment even more
    treacherous than it would be normally.
    
    Semi-parallel Straightaways: These four semi-parallel
    straightaways can produce an unexpected aural effect.  Once
    traffic stretches out all around the circuit, whenever you
    are on the middle straightaways, you will almost certainly
    hear cars speeding past you on the straightaways to either
    side of you.
    
       Straightaway: The significant hill crests as you pass
       underneath the big Dunlop tire.
    
       Turn 5 (Chapel): This is a rather tight right-hand hairpin
       which will require moderate breaking on entrance.  Chapel
       begins immediately after passing the tall Ferris Wheel on
       the left.
    
       Turn 6 (Museum Curve): This is a wide left-hand hairpin
       with an extensive sand trap to the outside of the
       pavement.  Of the three consecutive hairpins, this is by
       far the easiest to handle, allowing for most cars to still
       carry some considerable speed through the hairpin, but
       braking is still required before entry.
    
       Turn 7 (Green Garage): Yet another tight right-hand
       hairpin requiring harsh braking.  If you miss your braking
       zone, you will find yourself beached in the kitty litter
       to the outside of the hairpin.
    
    Turns 8-9 (Ox Way S): Hard braking is required here after the
    fourth of the semi-parallel straightaways.   Beware the sand
    traps to the outside of each corner, and make sure not to
    overcompensate and roll through the grass on the inside of
    the corners.  Turn 8 begins immediately after passing
    underneath the Bridgestone bridge.
    
    Turns 10-11 (Blues S): Brake early or Turn 10 will have you
    either out in the kitty litter or spinning around in the
    middle of the pavement.  The right-handed Turn 10 is rather
    straightforward.  However, there are then TWO pieces of
    pavement turning to the left.  The official Turn 11 is the
    SECOND pavement, so do not turn too soon.
    
    Turns 12-13 (Connection): Pit Entry is to the right
    immediately before entering Connection, so beware of slower
    cars here.  The Connection complex is extremely complex, as
    the final chicanes and the Pit Entry of the Le Mans course
    rejoin the Bugatti course here.  Just make two right-hand,
    ninety-degree turns at a moderate pace (likely making good
    use of the rumble strips) and you will soon find yourself
    safely back on the Pit Straight.  The pavement here is
    extremely narrow, making safe passing impossible; if any
    passing is to be done here, it is only by ramming another car
    off the pavement and into the kitty litter.
    
    ====================================
    
    DETAILS: BRNO
    Located in the Czech Republic, this is another rather
    technical circuit, with massive sand traps on the outside of
    every corner, and sand traps on the inside of many corners as
    well.  A reverse race configuration is also available at Brno
    (unlocked simultaneously with Reverse Donington National and
    Reverse Donington Grand Prix).  Fortunately, this is a rather
    wide circuit, so racing three-abreast is easily done without
    anyone endangering the other cars involved; four-wide racing,
    however, is certainly NOT recommended at Brno, especially
    when cornering!!!!!
    
    Pit Straight: The Pit Lane barrier is set just far enough
    away from the official course (marked by the white line on
    the right side) that an unofficial paved lane is created.
    You can make use of this unofficial lane to pass several cars
    at once, especially on a standing start.  However, beware of
    any cars exiting Pit Lane.
    
    Turn 1: This is a relatively-fast right-hand J-turn requiring
    light to moderate braking on entry.  For good lap times, a
    minimum speed of 100MPH/160KPH is required through Turn 1,
    but I have been able to successfully hold speeds over 110MPH
    before oversteering begins to take effect.  If you can
    successfully hold such speeds here, Turn 1 is a great place
    to pass other cars.  Do not drift off-course on the left, or
    you will be beached in the sand.  A gentle fade to the left
    occurs on corner exit.
    
    Turn 2: This left-hand corner will require moderate braking
    on entry to keep out of the sand.  Again, good speed can be
    held through this corner, allowing you to pass one or two
    cars.
    
    Turn 3: After a brief straightaway, this right-hand corner
    will require light braking to stay out of the sand.
    
    Straightaway: The circuit begins its downhill run here.
    
    Turn 4: Continuing downhill, this right-hand J-turn requires
    moderate braking as the car lightens.
    
    Turn 5: A right-hand corner requiring light braking as the
    course continues downhill.
    
    Turn 6: After a brief straightaway, the course continues
    downhill through this left-hand corner, which requires light
    braking.  Do not go wide on exit or you will be caught out in
    the kitty litter.
    
    Turn 7: Still continuing downhill, the course turns left
    here, requiring light braking.  If you go wide, you will be
    out in the sand.
    
    Turn 8: This right-hand J-turn requires moderate braking to
    keep from sliding out into the sand on the outside of the
    corner.  The inside of the corner also has a sand trap, so do
    not cut this corner too short if you need to pass other cars
    here.
    
    Turn 9: After a relatively long straightaway, the course has
    a right-hand downhill J-turn here requiring moderate braking.
    Drift left on exit, but do not go too wide or you will be
    beached in the sand.
    
    Turn 10: The course finally 'bottoms out' and begins a gentle
    uphill climb at the entrance of this left-hand corner.  Light
    braking is required here to keep from running out into the
    sand.
    
    Turn 11: Almost immediately following Turn 10, this right-
    hand corner continues the uphill climb.  Moderate braking is
    necessary here.
    
    Turn 12: Still continuing uphill, use moderate braking for
    this left-hand corner to keep out of the sand.
    
    Turn 13: The hill crests on entry to Turn 13.  Use light or
    moderate braking here to stay out of the kitty litter.  The
    single white line indicating Pit Entry begins just after the
    apex of Turn 13, so be mindful of cars slowing for Pit Entry.
    
    ====================================
    
    DETAILS: DONINGTON NATIONAL
    
    This popular British venue is the host of many events, and
    has been included in other racing games.  The outside of
    almost every corner has a very small strip of grass between
    the pavement and the sand trap.  The only difference from the
    Donington Grand Prix course is that the two straightaways
    behind the Paddock Suite are bypassed.
    
    Turn 1: This right-hand J-turn requires moderate braking, and
    plenty of patience at the start of a race as traffic really
    jams up here.
    
    Turn 2: This is a long, gentle right-hand semi-corner,
    sloping downhill along its entire length.
    
    Turn 3: Continuing downhill, this left-hand corner will only
    require light braking, if the brakes are needed at all.  Due
    to the downhill slope, it may be difficult to see the apex of
    the corner as you approach.
    
    Turn 4: Immediately after Turn 3, the course turns uphill to
    the right here, with light or moderate braking required.
    
    Turn 5: After passing underneath the pedestrian bridge, the
    course turns to the left here.  No braking is required.
    
    Turn 6: This is really just a left-hand fade.
    
    Turn 7: Moderate braking is necessary as the course continues
    uphill through this right-hand turn.  The barrier on the left
    comes rather close to the pavement, so there is not much
    grass and sand to stop you if you miss your braking zone.
    
    Turn 8: This lengthy, sweeping right-hand J-turn will require
    light braking to keep out of the grass and sand as the course
    continues slowly uphill.  This corner opens out onto the
    longest straightaway at Donington.
    
    Turns 9-10: Shortly after passing underneath the big Dunlop
    tire, begin braking for the chicane.  This is a tight right-
    left combination.  Barriers to the inside AND outside of Turn
    9 prevent any shortcutting.
    
    ====================================
    
    DETAILS: DONINGTON GRAND PRIX
    
    This popular British venue is the host of many events, and
    has been included in other games.  The outside of almost
    every corner has a very small strip of grass between the
    pavement and the sand trap.
    
    Turn 1: This right-hand J-turn requires moderate braking, and
    plenty of patience at the start of a race as traffic really
    jams up here.
    
    Turn 2: This is a long, gentle right-hand semi-corner,
    sloping downhill along its entire length.
    
    Turn 3: Continuing downhill, this left-hand corner will only
    require light braking, if the brakes are needed at all.  Due
    to the downhill slope, it may be difficult to see the apex of
    the corner as you approach.
    
    Turn 4: Immediately after Turn 3, the course turns uphill to
    the right here, with light or moderate braking required.
    
    Turn 5: After passing underneath the pedestrian bridge, the
    course turns to the left here.  No braking is required.
    
    Turn 6: This is really just a left-hand fade.
    
    Turn 7: Moderate braking is necessary as the course continues
    uphill through this right-hand turn.  The barrier on the left
    comes rather close to the pavement, so there is not much
    grass and sand to stop you if you miss your braking zone.
    
    Turn 8: This lengthy, sweeping right-hand J-turn will require
    light braking to keep out of the grass and sand as the course
    continues slowly uphill.  This corner opens out onto the
    longest straightaway at Donington.
    
    Turns 9-10: Shortly after passing underneath the big Dunlop
    tire, begin braking for the chicane.  This is a tight left-
    right combination with NO room for error.  The barrier on the
    inside of Turn 9 prevents shortcutting, and the sand trap to
    the inside of Turn 10 severely hinders anyone attempting to
    shortcut that corner.
    
    Turn 11: After a significant straightaway, this is a tight
    right-hand hairpin turn onto another significant straightaway
    behind the Paddock Suite.  Essentially, think of this as
    changing runways on an airport circuit (such as at Sebring)
    and you should do fairly well here.  Moderate braking is
    required here.  If you miss your braking zone, there is a
    wide patch of kitty litter to the outside of the corner.
    
    Turn 12: The final corner of the circuit is a left-hand tight
    hairpin.  Again, think of this as changing runways on an
    airport circuit.  Moderate braking will be needed here.
    
    ====================================
    
    DETAILS: CATALUNYA NATIONAL
    The Catalunya circuit is challenging, but good speeds can be
    carried along much of the circuit.  For observers and drivers
    alike, plenty of action can be found at the Catalunya
    National circuit.
    
    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: This right-hand hairpin is rather tight, and rejoins
    the Grand Prix circuit just short of Wuth.  Heavy braking
    will be needed to slow sufficiently for Turn 1 after the high
    speed attained on the Pit Straight.
    
    Turn 2 (Wuth): With a good racing line, you should be able to
    brake lightly to clear this semi-blind, slightly-downhill,
    left-hand corner.  Beware the barrier on the inside of Wuth.
    The exit of Wuth has an immediate fade to the right.
    
    Turn 3 (Campsa): This right-hand corner can be taken at full
    speed, although other cars will usually swing wide-left and
    brake slightly while rounding this corner.  Note that the
    official circuit is to the right; do not drive directly ahead
    onto another patch of pavement, or you will lose plenty of
    time.  Also, in a twilight or night race, Campsa is extremely
    difficult to see unless the taillights of other cars mark the
    corner for you, so approach Campsa with extreme caution.
    
    Turn 4 (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 5 (Banc Sabadeau): Shortly following Turn 4, moderate or
    heavy braking will be needed here for the right-hand, upward-
    sloping corner.  This is also a 'J' turn which is nearly a
    double-apex corner.  If you need a recovery area anywhere on
    the course, it will most likely be here.  It is possible to
    pass slower cars here by tightly hugging the inside of the
    turn, even running the right-side tires on the rumble strips.
    
    Turn 6: 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 7: 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.
    
    ====================================
    
    DETAILS: CATALUNYA GRAND PRIX
    The Catalunya circuit is challenging, especially the two
    hairpins and the final corners of the race.  Those who have
    played recent F1-based games will already have good
    familiarity with the Catalunya Grand Prix circuit.
    
    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 requires
    light braking.  Be careful not to hug the inside of the
    corner too tightly, or you will bang the right side of the
    car on the barrier.  Strong acceleration out of Turn 1
    creates great passing opportunities all the way to Repsol.
    Attempting to take Turn 1 at top speed will either cause you
    to lose control as you run up on the rumble strips, or send
    you too far off course to survive Turn 2 (IF you survive the
    kitty litter).
    
    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, especially if you have the inside line.
    If you were able to slow enough for Turn 1, you can begin
    acceleration exiting Turn 1 and keep standing on the
    accelerator all the way through Seat, giving you an excellent
    speed advantage over many other cars which might be in the
    area.
    
    Turn 4 (Repsol): This is a semi-blind right-hand hairpin
    corner which requires moderate or heavy braking.  The barrier
    on the inside of the corner rests almost directly against the
    track, and blocks your view around the corner.  This can
    actually be a good place to pass on braking, but only with
    extreme caution.  Don't come too hot into this corner or else
    you will find yourself in the sand.  After clearing the first
    90 degrees of Repsol, you should be able to accelerate fairly
    well if not encumbered by traffic.
    
    Turn 5: After a very short straightaway, this is a semi-blind
    left-hand hairpin, a bit tighter than Turn 4.  Moderate or
    heavy braking will be needed here, or you will definitely 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, slightly-downhill,
    left-hand corner.  Beware the barrier on the inside of Wuth.
    The exit of Wuth has an immediate fade to the right.
    
    Turn 7 (Campsa): This right-hand corner can be taken at full
    speed, although other cars will usually swing wide-left and
    brake slightly while rounding this corner.  Note that the
    official circuit is to the right; do not drive directly ahead
    onto another patch of pavement, or you will lose plenty of
    time.  Also, in a twilight or night race, Campsa is extremely
    difficult to see unless the taillights of other cars mark the
    corner for you, so approach Campsa with extreme caution.
    
    Turn 8 (La Cacsa): Severe braking is required for this left-
    hand corner.  While not suggested, you may be able to pass
    other cars on braking here.  As with Wuth, stay off the
    rumble strips and grass on the inside of the turn, or you
    will risk losing control of the car.  This is a 'J' turn, and
    the corner seems to go on forever before you reach the exit.
    
    Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or
    heavy braking will be needed here for the right-hand, upward-
    sloping corner.  This is also a 'J' turn which is nearly a
    double-apex corner.  If you need a recovery area anywhere on
    the course, it will most likely be here.  It is possible to
    pass slower cars here by tightly hugging the inside of the
    turn, even running the right-side tires on the rumble strips.
    
    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.
    
    ====================================
    
    DETAILS: SUZUKA EAST
    This is the initial section of the world-famous Suzuka Grand
    prix circuit.  One of the most famous sights of the 'circuit'
    is the large Ferris Wheel on the left behind the grandstands
    as cars pass along the Pit Straight.
    
    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 by far the hardest section of
    the course - tight left-right-left-right corners.  The first
    of the 'S' curves can likely be taken at full speed, with
    light or moderate braking for Turn 3.  Turn 4 can be taken
    either flat-out (not suggested) or with light braking.  No
    matter what, slam on the brakes for Turn 5, the tightest
    corner of the 'S' section.  This entire segment of the course
    continues the uphill climb, making Turn 5 particularly more
    difficult.  There is ample recovery room on either side of
    the course through the uphill 'S' section.  The 'S' section
    is a good place to pass slower cars, if you have enough
    confidence in your brakes to pass during corner entry.  No
    matter what, you will NOT be surviving the 'S' curves unless
    you use the brakes generouslyŠ or use only second or third
    gear (definitely not suggested if you want to win).
    
    Turn 6: The course continues gently uphill as it makes a wide
    hairpin turn back toward the Start/Finish Line.  It is very
    easy to slip off the outside of the pavement here, so
    exercise extreme caution here.  This is also a great place to
    pass other cars on braking on corner entry.  If your chosen
    car has great acceleration, it will certainly be of benefit
    here on exit.
    
    Turn 7: After a very brief straightaway, the circuit turns
    gently to the right.  No breaking is required here.
    
    ====================================
    
    DETAILS: SUZUKA WEST
    This is the latter two-thirds of the Grand Prix circuit, with
    its own Pit Lane which is not used for F1 Grand Prix
    competition.  This portion includes the world-famous figure-
    eight crossover.
    
    Pit Straight: The Pit Lane Entry is on the right just after
    exiting Spoon.
    
    Turn 1 (130R): Shortly after crossing the bridge, the course
    turns to the left.  Some braking is required here.  Prepare
    for the upcoming hairpin.
    
    Turn 2: This right-hand hairpin comes before what would be
    Chicane on the Grand Prix circuit, and brings you back out
    just short of Degner.  Moderate to heavy breaking will be
    required to successfully clear Turn 2.
    
    Turn 3 (Degner): Here, the course turns to the right in
    anticipation of the figure-eight pattern.  Light braking will
    likely be required, but it is possible to speed through here
    without braking.  To the outside of the course is a wide
    expanse of grass and kitty litter in case you overrun the
    corner.
    
    Turn 4 (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.
    Take care not to overrun Turn 8, as there is not much
    recovery room between the pavement and the barrier.
    
    Straightaway: Accelerate strongly out of Degner and you
    should be able to pass one or two cars as you race underneath
    the bridge.  The course fades to the right here before
    reaching the tight Hairpin.
    
    Turn 5 (Hairpin): This is a tight left-hand hairpin which
    begins the next uphill segment of the Suzuka circuit.  It is
    possible to shortcut a little here, but the grass combined
    with the angle of the hill here will really slow you down and
    perhaps cause you to spin and/or slide, especially in wet
    conditions.  Be careful not to accelerate too soon, or you
    will be out in the grass.  There is a sizeable patch of kitty
    litter for those who miss the hairpin completely.
    
    Turn 6: Continuing the uphill run, the course here makes a
    wide sweep to the right.  Any braking here means losing track
    positions.  The circuit here is rather bumpy, especially in
    wet conditions.
    
    Turns 7 and 8 (Spoon): This is a tricky pair of left-hand
    corners, in a decreasing-radius 'U' formation.  The first
    corner is fairly standard, requiring only a little braking.
    However, Turn 8 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 8; 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 8, as
    that will almost certainly cause you to lose control and
    likely spin.
    
    ====================================
    
    DETAILS: SUZUKA GRAND PRIX
    This world-famous circuit in figure-eight style is used for
    many forms of auto and motorcycle racing; as such, those who
    have played other racing games (such as Moto GP World Tour,
    or F1 Championship Season 2000) may already have some
    familiarity with the Suzuka circuit.  One of the most famous
    sights of the 'circuit' is the large Ferris Wheel on the left
    behind the grandstands as cars pass along the Pit Straight.
    
    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 by far the hardest section of
    the course - tight left-right-left-right corners.  The first
    of the 'S' curves can likely be taken at full speed, with
    light or moderate braking for Turn 3.  Turn 4 can be taken
    either flat-out (not suggested) or with light braking.  No
    matter what, slam on the brakes for Turn 5, the tightest
    corner of the 'S' section.  This entire segment of the course
    continues the uphill climb, making Turn 5 particularly more
    difficult.  There is ample recovery room on either side of
    the course through the uphill 'S' section.  The 'S' section
    is a good place to pass slower cars, if you have enough
    confidence in your brakes to pass during corner entry.  No
    matter what, you will NOT be surviving the 'S' curves unless
    you use the brakes generouslyŠ or use only second or third
    gear (definitely not suggested if you want to win).
    
    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 it is possible to speed through here
    without braking.  To the outside of the course is a wide
    expanse of grass and kitty litter 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.
    Take care not to overrun Turn 8, as there is not much
    recovery room between the pavement and the barrier.
    
    Straightaway: Accelerate strongly out of Degner and you
    should be able to pass one or two cars as you race underneath
    the bridge.  The course fades to the right here before
    reaching the tight Hairpin.
    
    Turn 9 (Hairpin): This is a tight left-hand hairpin which
    begins the next uphill segment of the Suzuka circuit.  It is
    possible to shortcut a little here, but the grass combined
    with the angle of the hill here will really slow you down and
    perhaps cause you to spin and/or slide, especially in wet
    conditions.  Be careful not to accelerate too soon, or you
    will be out in the grass.  There is a sizeable patch of kitty
    litter for those who miss the hairpin completely.
    
    Turn 10: Continuing the uphill run, the course here makes a
    wide sweep to the right.  Any braking here means losing track
    positions.  The circuit here is rather bumpy, especially in
    wet conditions.
    
    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 only a little braking.
    However, Turn 12 is both tighter AND slopes downhill, so
    judicious usage of brakes and a pristine racing line are both
    important here, especially if attempting to pass a slower
    vehicle.  If you misjudge any single corner at Suzuka, it
    will be Turn 12; fortunately, there is plenty of recovery
    room on both sides of the pavement here.  However, do not
    roll up on the rumble strips or the grass on the inside of
    Turn 12, as that will almost certainly cause you to lose
    control and likely spin.
    
    Straightaway: Power out of Spoon and rocket down the
    straightaway, passing multiple cars.  After you cross the
    bridge, start thinking about Chicane.
    
    Turn 13 (130R): Shortly after crossing the bridge, the course
    turns to the left.  Some braking is required here.  Also,
    look for cars on the right 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 empties out onto the Pit Straight.  The
    inside of the chicane is filled with sand AND barriers.  Be
    careful coming out of Turn 15 so that you don't go too wide
    and bump the right side of the vehicle on the Pit Lane
    barrier.
    
    Pit Entry: 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.
    
    ====================================
    
    DETAILS: ROAD ATLANTA
    This circuit is perhaps most famous for its final turns, a
    blind right-hand corner on a severe downhill slope beginning
    just as the cars pass underneath Suzuki Bridge, then a fast
    right-hand corner onto the Pit Straight.  Good speeds overall
    can be obtained at Road Atlanta, but there are still a number
    of challenging corners to tax the drivers and their cars.
    
    Pit Straight:  This is the point of lowest elevation on the
    circuit.
    
    Turn 1: This seemingly-neverending J-turn begins the
    circuit's long uphill climb; the first two-thirds of the turn
    is rather significant, with the radius slowly increasing for
    the last third of the corner as the course climbs steeply
    uphill.  Light braking is suggested here, and perhaps even
    moderate braking will be preferred by many players, but it is
    possible to speed through Turn 1 at top speed with NO
    braking.  However, with little or no braking, if you do not
    have sufficient tire grip, you will slide out into the grass
    and bang the barrier on the outside of Turn 1.  If you have
    an oversteer condition, expect to spin right at Pit Exit (at
    the end of the significant portion of the turn), and just
    hope that no one is coming out of Pit Lane at that very
    moment!!!  If competing in the Petit Le Mans, the light on
    the inside of Turn 3 can overpower the glare from
    competitors' taillights as you climb the steep hill out of
    Turn 1 and into Turn 2, thus causing you to misjudge the
    distance to the next vehicle in front of you and potentially
    contributing to an incident, so exercise great caution here
    (moreso than usual) when racing at night.
    
    Turns 2-4: At a momentary plateau in track elevation, the
    left-right-left semi-chicane can be a surprise.  The apex of
    Turn 2 is unsighted on entry.  Turn 2 requires at least light
    braking to keep on the pavement.  Turn 3 requires moderate
    braking, although light braking is possible if you drop the
    right-side tires in the small patch of sand on the inside of
    Turn 3.  Turn 4 can often be taken at top speed, although
    light braking may be necessary to stay on the pavement.  With
    fresh tires and excellent reflexes, this complex can be taken
    at top speed, but be ready to countersteer and/or slam on the
    brakes, especially when exiting Turn 4.  This complex is also
    one of the areas where CPU-controlled cars are likely to spin
    out or otherwise run off-course, so be constantly wary here.
    
    Turns 5-7 (S Curves): The course begins a gentle downhill
    slope just before the entry of Turn 5, a right-hand corner
    which can be taken flat-out.  Turn 6 begins the next uphill
    stage as the pavement turns to the left; again, this can be
    taken at top speed.  The right-hand Turn 7 can also be taken
    at top speed, however, it is best to begin braking for Turn 8
    here.
    
    Turn 8: This is the second-nastiest place on the Road Atlanta
    circuit.  This blind left-hand corner requires moderate or
    severe braking as the hill (now a mini-mountain) climbs
    steeply, cresting just beyond the exit of Turn 8.  If you
    miss the braking zone, you will find yourself in a sand trap.
    If you can get past that, however, there is another paved
    road which will rejoin the official course.  If you get
    beyond THAT, however, you will bang a barrier.  Only experts
    will be able to successfully clear this nasty corner (if not
    blocked by other cars) at over 100MPH/160KPH.
    
    Straightaway: The mini-mountain crests shortly beyond the
    exit of Turn 8.  In terms of elevation, this straightaway is
    essentially a roller-coaster ride, but the general trend is
    downhill.
    
    Turn 9: Moderate braking for this ninety-degree right-hand
    corner is required, but there is kitty litter to collect you
    if you miss the braking zone.  There are two pieces of
    pavement turning right here; the first is the sealed-off Pit
    Entry for other racing series, so do not use the first turn-
    off.
    
    Turn 10: After a very short straightaway, the course again
    makes a ninety-degree right-hand turn here.  Moderate braking
    is again required to keep out of the grassy recovery area.
    
    Straightaway: This 'straightaway' has several fades along its
    length.  After the first fade to the left, the course resumes
    an uphill slope.  Beginning with the repaved section just
    after the fade to the right, the course begins its overall
    downhill trend.
    
    Turns 11-12: This nasty left-right chicane requires plenty of
    advance braking, or you will be caught out in the
    grass/sand/barrier-filled zone on the inside of Turn 12.  Be
    careful not to run wide exiting Turn 12, as the outside of
    Turn 12 also has plenty of sand to stop runaway vehicles.
    
    Turn 13: This is by far the nastiest place on the circuit.
    As you pass underneath Suzuki Bridge, the course has its most
    significant elevation drop, resulting in cars lightening to
    the point that - depending on your speed and racing line -
    they may momentarily leave the ground!!!!!  This is a blind
    right-hand corner (due to the significant elevation drop)
    which can actually be taken at full-throttle, but light
    braking is really the preferred method of success here (at
    the very least, be prepared to suddenly jam on the brakes
    anyhow, just in case).  Edge to the right as you approach
    Suzuki Bridge and you should be okay; if you carry enough
    speed, by running your right-tide tires just off the
    pavement, the momentary lifting of your car will allow you to
    clear the small grass/sand patch without ever toughing the
    ground, thus without any loss of speed.  However, Pit Entry
    is on the right just beyond Suzuki Bridge, so beware of
    slowing cars.  If you do have trouble here, make use of the
    'extra' paved lanes on the left (which actually go to a Pit
    Lane used for other racing series) until you can edge back
    onto the official course.
    
    Turn 14: This is the final, right-hand corner of the circuit.
    Unless encumbered by traffic, this corner can be taken at top
    acceleration.
    
    ====================================
    
    DETAILS: ROAD ATLANTA NATIONAL
    This circuit is perhaps most famous for its final turns, a
    blind right-hand corner on a severe downhill slope beginning
    just as the cars pass underneath Suzuki Bridge, then a fast
    right-hand corner onto the Pit Straight.  Good speeds overall
    can be obtained at Road Atlanta National, but there are still
    a number of challenging corners to tax the drivers and their
    cars.
    
    Pit Straight:  This is the point of lowest elevation on the
    circuit.
    
    Turn 1: This seemingly-neverending J-turn begins the
    circuit's long uphill climb; the first two-thirds of the turn
    is rather significant, with the radius slowly increasing for
    the last third of the corner as the course climbs steeply
    uphill.  Light braking is suggested here, and perhaps even
    moderate braking will be preferred by many players, but it is
    possible to speed through Turn 1 at top speed with NO
    braking.  However, with little or no braking, if you do not
    have sufficient tire grip, you will slide out into the grass
    and bang the barrier on the outside of Turn 1.  If you have
    an oversteer condition, expect to spin right at Pit Exit (at
    the end of the significant portion of the turn), and just
    hope that no one is coming out of Pit Lane at that very
    moment!!!
    
    Turns 2-4: At a momentary plateau in track elevation, the
    left-right-left semi-chicane can be a surprise.  The apex of
    Turn 2 is unsighted on entry.  Turn 2 requires at least light
    braking to keep on the pavement.  Turn 3 requires moderate
    braking, although light braking is possible if you drop the
    right-side tires in the small patch of sand on the inside of
    Turn 3.  Turn 4 can often be taken at top speed, although
    light braking may be necessary to stay on the pavement.  With
    fresh tires and excellent reflexes, this complex can be taken
    at top speed, but be ready to countersteer and/or slam on the
    brakes, especially when exiting Turn 4.  This complex is also
    one of the areas where CPU-controlled cars are likely to spin
    out or otherwise run off-course, so be constantly wary here.
    
    Turns 5-7 (S Curves): The course begins a gentle downhill
    slope just before the entry of Turn 5, a right-hand corner
    which can be taken flat-out.  Turn 6 begins the next uphill
    stage as the pavement turns to the left; again, this can be
    taken at top speed.  The right-hand Turn 7 can also be taken
    at top speed, however, it is best to begin braking for Turn 8
    here.
    
    Turn 8: Moderate braking is heavily suggested here as you
    reach the top of the hill during a left-hand turn.
    
    Turn 9: After a short straightaway, Turn 9 is a gentle left-
    hand turn which requires no braking as the course rejoins the
    full Road Atlanta circuit.
    
    Straightaway: Beginning with the repaved section just after
    the fade to the right, the course begins its overall downhill
    trend.
    
    Turns 10-11: This nasty left-right chicane requires plenty of
    advance braking, or you will be caught out in the
    grass/sand/barrier-filled zone on the inside of Turn 11.  Be
    careful not to run wide exiting Turn 11, as the outside of
    Turn 11 also has plenty of sand to stop runaway vehicles.
    
    Turn 12: This is by far the nastiest place on the circuit.
    As you pass underneath Suzuki Bridge, the course has its most
    significant elevation drop, resulting in cars lightening to
    the point that - depending on your speed and racing line -
    they may momentarily leave the ground!!!!!  This is a blind
    right-hand corner (due to the significant elevation drop)
    which can actually be taken at full-throttle, but light
    braking is really the preferred method of success here (at
    the very least, be prepared to suddenly jam on the brakes
    anyhow, just in case).  Edge to the right as you approach
    Suzuki Bridge and you should be okay; if you carry enough
    speed, by running your right-tide tires just off the
    pavement, the momentary lifting of your car will allow you to
    clear the small grass/sand patch without ever toughing the
    ground, thus without any loss of speed.  However, Pit Entry
    is on the right just beyond Suzuki Bridge, so beware of
    slowing cars.  If you do have trouble here, make use of the
    'extra' paved lanes on the left (which actually go to a Pit
    Lane used for other racing series) until you can edge back
    onto the official course.
    
    Turn 13: This is the final, right-hand corner of the circuit.
    Unless encumbered by traffic, this corner can be taken at top
    acceleration.
    
    ====================================
    
    DETAILS: REVERSE COURSES
    I leave it to the reader to figure out how to handle the
    three reverse courses: Reverse Brno, Reverse Donington
    National, and Reverse Donington Grand Prix.  However, there
    are no (useful) distance-to-corner markers on the reverse
    courses, so players must make sure they TRULY know these
    courses in their normal configurations before attempting to
    compete in the reverse versions of these circuits.
    
    ====================================
    ====================================
    ====================================
    
    COMPLETELY SUBJECTIVE SECTION
    This will likely be utterly useless information for some
    (unless these items miraculously happen to become answers on
    Jeopardy!), so this section should be taken with several
    grains of salt and a large raw salmon.
    
    My Favorite Courses:
       Brno
       Catalunya Grand Prix
       Donington Park Grand Prix
       Le Mans
       Road Atlanta (full circuit)
       Suzuka Grand Prix
    
    My Least Favorite Courses:
       Bugatti
       Catalunya National
       Road Atlanta National
       Suzuka East
       Suzuka West
    
    My Favorite Corners:
       Brno: Turn 1
       Bugatti: Museum Curve
       Catalunya Grand Prix: Seat
       Le Mans: Mulsanne and Porsche Curve
       Road Atlanta: Turn 8 (the second-nastiest corner) and Turn
          13 (the nastiest corner, passing underneath Suzuka
          Bridge)
       Road Atlanta National: Turn 12 (the nastiest corner,
          passing underneath Suzuka Bridge)
       Suzuka Grand Prix: Degner
       Suzuka West: Degner
    
    My Least Favorite Corners:
       Bugatti: Dunlop Chicane
       Catalunya Grand Prix: Banc Sabadeau
       Catalunya National: Banc Sabadeau
       Donington Grand Prix: Turns 9-10
       Donington National: Turns 9-10
       Le Mans: Dunlop Chicane, White House
       Suzuka Grand Prix: Chicane
    
    My Favorite Driving Conditions:
       Broad daylight, dry weather conditions
       Complete darkness, clear sky, with few trees or other
          obstacles to block the view of the stars and moon
       Sunset with clear skies (especially in the Petit Le Mans
          at Road Atlanta coming down the back straight)
    
    My Least Favorite Driving Conditions:
       Early morning in Le Mans 2000
       Hour after hour after hour after hour of non-stop
          incessant neverending water droplets dripping
          continuously from the dark clouds above
    
    ====================================
    ====================================
    ====================================
    
    UNLOCKING CIRCUITS (SPOILERS!!!!!)
    Here is how to unlock new circuits.  Initially-available
    circuits are so indicated.  The following expanse of white
    space is to present a buffer so that those who wish to learn
    this on their own will not accidentally see it.
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    Note: The locked circuits were opened using a closed
    prototype car (the Audi RBC from Audi Sport UK) with
    Intermediate Handling and easy AI Driver Skill at 3 laps per
    race.  If your quest is to open all the courses as quickly as
    possible, why make it any harder on yourself than absolutely
    necessary?????
    
    Le Mans                    Initially available
    Bugatti                    Win at Le Mans in Quick Race
    Brno                       Win at Suzuka West in Quick Race
    Donington National         Initially available
    Donington Grand Prix       Win at Catalunya National in Quick
                                  Race
    Catalunya National         Win at Road Atlanta National in
                                  Quick Race
    Catalunya Grand Prix       Win at Road Atlanta in Quick Race
    Suzuka East                Initially available
    Suzuka West                Win at Donington National in Quick
                                  Race
    Suzuka Grand Prix          Win at Bugatti in Quick Race
    Road Atlanta National      Initially available
    Road Atlanta               Win at Suzuka East in Quick Race
    Reverse Courses:           Win at ALL normal-direction
       Brno                       circuits in Quick Race; all
       Donington National         three reverse Courses are
       Donington Grand Prix       unlocked at once
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    ====================================
    
    UNLOCKING CARS (SPOILERS!!!!!)
    Here is how to unlock all the cars in Le Mans 24 Hours.  The
    initially-available cars are so indicated.  Note that often,
    the same make and model of car is used by different teams
    (with different paint schemes and racing number).  A
    multiplier (such as 'x3') means that the stated team has more
    than one 'version' of the specified car, with each 'version'
    differentiated by racing number.
    
    Also, there are a few instances where identical cars (with
    different racing numbers) by the same team are not acquired
    together, but by completing separate sections of the game.
    In this case, these cars are listed on separate lines in the
    table below, with the notation 'different car' for all such
    lines after the first.
    
    The following expanse of white space is to present a buffer
    so that those who wish to learn this on their own will not
    accidentally see it.
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    Cars                  Teams             Procurement
    --------------------  ---------------   ---------------------
    Audi A8C              Audi Sport UK     Initially available
    Audi R8 (x3)          Audi Sport Team   Win Le Mans 2000 at
                             Joest             24 minutes
    Audi R8C              Audi Sport UK     0:40.000 or better at
                                               Suzuka East in
                                               Time Trial
    Audi R8R (x2)         Audi Sport Team   Win Super Enduro
                             Joest             Championship
    BMW V12 LM            Thomas Bscher     Win Petit Le Mans at
                             Promotion         30 minutes
    BMW V12 LMR (x2)      BMW Motorsport    Win Winter Challenge
                                               Championship
    Cadillac N LMP (x2)   Team Cadillac     Win Le Mans 2000 at
                                               10 minutes
    Cadillac N LMP (x2)   Team Dams         Win Le Mans 2000 at
                                               10 minutes
    Chrysler Viper GTS-R  Carsport Holland  Win Petit Le Mans at
                                               10 minutes
    Chrysler Viper GTS R  Chamberlain       Initially available
                             Engineering
    Chrysler Viper GTS R  Chamberlain       Win Rookie GT
       (different car)       Engineering       Championship
    Chrysler Viper GTS R  Paul Belmondo     Initially available
                             Racing
    Chrysler Viper GTS R  Team Goh          Initially available
    Chrysler Viper GTS R  Team Oreca        Win Pro GT
       (x2)                                    Championship
    Chrysler Viper GTS R  Team Oreca        1:00.000 or better at
       (different car)                         Donington National
                                               in Time Trial
    Chrysler Viper        Team Oreca        Win Petit Le Mans at
       GTS-RT (x3)                             10 minutes
    Chevrolet Corvette    Corvette Racing   Win Petit Le Mans at
       C5-R (x2)                               10 minutes
    Courage C 36          La Filiere ELF    1:34.000 or better at
                                               Bugatti in Time
                                               Trial
    Courage C 52          Courage           1:45.000 or better at
                             Competition       Brno in Time Trial
    Courage C             Pescarolo Sport   Win Le Mans 2000 at
       52-Peugeot                              24 minutes
    Courage C 60-Judd     SMG               Win Petit Le Mans at
                                               30 minutes
    Debora LMP2000-BMW    Bonnet Didier     Win Petit Le Mans at
                                               30 minutes
    GT2                   Konrad            0:46.000 or better at
                             Motorsport        Road Atlanta
                                               National in Time
                                               Trial
    GT2 (different car)   Konrad            1:01.000 or better at
                             Motorsport        Suzuka West in
                                               Time Trial
    GT2                   Larbre            1:01.000 or better at
                             Competition       Catalunya National
                                               in Time Trial
    GT2                   Roock Racing      Win Rookie GT
                                               Championship
    GT2                   Team Augusta      Initially available
                             Racing
    Jaguar XJR9 LM        Jaguar            Win Petit Le Mans at
                                               100 minutes
    Lancia LC2            Lancia            Win Le Mans 2000 at
                                               24 hours
    Lister Storm GTL      Newcastle         1:47.000 or better at
                             Lister Storm      Suzuka Grand Prix
                                               in Time Trial
    LMGTP (x2)            GTC Competition   Initially available
    LMP                   JMB Competition   Initially available
    LMP                   Joest Racing      1:09.000 or better at
                                               Road Atlanta in
                                               Time Trial
    LMP                   Kremer Racing     Initially available
    LMP                   Pilot Racing      1:34.000 or better at
                                               Catalunya Grand
                                               Prix in Time Trial
    Lola B2K10-Ford       Konrad            Initially available
                             Motorsport
    Lola B2K10-Judd       Team Rafanelli    Win Petit Le Mans at
                                               30 minutes
    Lola B2K40-Nissan     Multimatic        Initially available
                             Motorsports
    Marcos Mantara        Team Marcos       1:21.000 or better at
       LM600                                   Donington Grand
                                               Prix in Time Trial
    Nissan R390 (x2)      Nissan            Win Open Prototype
                             Motorsports        Championship
    Nissan R390           Nissan            Win Prototype Enduro
       (different car)       Motorsports        Championship
    Nissan R391           Nissan            Win Prototype Enduro
                             Motorsports        Championship
    Panoz Esperante GTR   Panoz             Initially available
       (x2)                  Motorsports
    Panoz LMP Spyder      Panoz             Win GT Endurance
       (x2)                  Motorsports       Championship
    Panoz LMP-1 (x2)      Panoz             Win Le Mans 2000 at
                             Motorsports       24 minutes
    Panoz LMP-1           Team Den Bla      Win Petit Le Mans at
                             Avis              30 minutes
    Panoz LMP-1           TV Asahi Team     Win Le Mans 2000 at
                             Dragon            10 minutes
    Panoz LMP07           Panoz             Win Le Mans 2000 at
                             Motorsports       240 minutes
    Peugeot 905           Peugeot Talbot    Win Le Mans 2000 at
                             Sport             24 hours
    Porsche 911 GT2       Freisinger        Initially available
                             Motorsport
    Porsche 911 GT2       Konrad            Initially available
                             Motorsport
    Reynard 2KQ-Judd      Johansson         Initially available
                             Matthews
                             Racing
    Reynard 2KQ-Mopar     Mopar Team Oreca  Win Le Mans 2000 at
       (x2)                                    24 minutes
    Reynard               ROC               Win Petit Le Mans at
       2KQ-Volkswagen                          30 minutes
       (x2)
    Riley & Scott MKIII   Riley & Scott     Initially available
       S2                    Europe
    Sauber C9             Sauber            Win Petit Le Mans at
                                               10 hours
    WR LMP-Peugeot        Welter Gerard     Win Petit Le Mans at
                                               30 minutes
    WR LMP-Peugeot        Welter Rachel     Initially available
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    ====================================
    ====================================
    ====================================
    
    INFORMATION ON THE WEB (LE MANS 2000 AND PETIT LE MANS)
    For more information on The 24 Hours of Le Mans, visit these
    Web sites:
    
       The Official Web Site of The 24 Hours of Le Mans:
          http://www.24h-le-mans.com/
    
       Automobile Club de l'Ouest (race organizers):
          http://www.lemans.org/
    
       GL24H:
          http://www.gl24h.fr.st/
    
       Le Mans Register:
          http://user.tninet.se/~aiq291w/
    
       Maison Blanche (named after the final segment of the Le
          Mans circuit):
          http://www.maisonblanche.co.uk/
    
       Mulsanne's Corner:
          http://www.mulsannescorner.com/
    
    For more information on Petit Le Mans, visit these Web sites:
    
       Petit Le Mans - Photo Flashbacks from '98/'99: From the
          FastDetails.com Web site
          http://www.fastdetails.com/alms/oldplmpics.htm
    
       Petit Le Mans Radio Web: Listed on Yahoo!, but the server
          does not respond as of the writing of this guide
          http://www.petitlemans.com/
    
       Professional Sports Car Racing, Inc.: Official Web site of
          the governing body for the American Le Mans Series
          (ALMS), which hosts Petit Le Mans
          http://www.professionalsportscar.com/
    
       Road Atlanta: Official Web site of the host circuit of
          Petit Le Mans
          http://www.roadatlanta.com/
    
    ====================================
    ====================================
    ====================================
    
    WISH LIST
    Here are some of the things I would personally like to see in
    future incarnation of the game:
    
    1.) The Melbourne House/Infogrames promo is definitely cute,
    but extremely out of place in a racing game with a real-world
    emphasis.  This promo desperately needs to be changed (or
    eliminated).
    
    2.) Faster loading times overall.  Many screens take an
    ENORMOUSLY long time to load, which can be rather
    frustrating.  Learn some tips from the programmers of Tokyo
    Extreme Racer Zero and F1 2002 and Kinetica!!!
    
    3.) More options for car set-up.  There is certainly no need
    for exact gear ratios, etc., but more modification
    possibilities would add another level of challenge to the
    game.
    
    4.) This is essentially a simulation game, so flags really
    should be added.  At the very least, local and global yellows
    should be included.
    
    5.) Add a/an (oval) test course.  This would allow players to
    experiment with different cars and set-ups to try to find the
    fastest possible speeds, which can be very important in
    certain modes of the game.
    
    6.) Damage modeling.  I realize this can be a sticky issue in
    receiving licenses from car manufacturers, but damage
    modeling adds a lot of realism to the game, and forces the
    player to be extremely careful with the cars - this is
    especially true in the full versions of the Le Mans and Petit
    Le Mans races.  Otherwise, bored players (like me!!!) are
    likely to purposely bang around the other cars on the
    circuit.
    
    7.) At the bare minimum, Pit Stop times should be given at
    the end of a Pit Stop.  Ideally, a Pit Stop Clock should be
    running when a car comes in for service.
    
    8.) After an off-course excursion, a longer trail of
    grass/sand debris should be left behind on the pavement.
    
    9.) In a Championship series, a Forfeit (or similar) option
    should be available in case the player wishes to skip a
    particular round.  This can be especially valuable if a
    player has already won all the initial races in a
    Championship series and will win the series overall even if
    forfeiting one or two rounds.
    
    10.) For those (like myself) with small television screens,
    much of the text-based information is FAR too small; numbers
    and letters run together, and the green and red colors also
    do not help much when trying to read specific information or
    numbers (with the lack of separation, 5 and 6 look too much
    alike, etc.).  A larger font needs to be used, and an
    additional one-point or two-point spacing between the
    characters would also help greatly.
    
    11.) When in a Pit Stop, why does rain 'fall' on the lens of
    the overhead camera!?!?!?!?!?!  I have never seen such a
    phenomenon except in the 1980s Dungeons and Dragons cartoon
    series!!!!!
    
    12.) Detail to corner workers.  With such exquisite detail
    given to weather and lighting effects, the cardboard cutouts
    representing corner workers is completely, totally,
    absolutely, inadequately sub-par.  (Note that this is most
    noticeable at Le Mans.)  Even if they never do anything but
    stand behind the guardrails and watch the race unfold, the
    corner workers should at least be afforded 3-D rendering.
    Fortunately, the trees do not look like cardboard cut-outs,
    but they could certainly use some fleshing out as well.
    
    13.) The Le Mans circuit needs MANY more timing points.
    
    14.) Why can I put my car directly in front of another, slam
    on the brakes, and bring us BOTH to a full stop?  Even worse
    in terms of realism, why can I then put us both IN
    REVERSE!?!?!?!?!?!  The is simply ignorance of basic laws of
    physics, and is NOT acceptable!!!!!
    
    15.) A brand-new, never-before-seen racing venue created by
    Infogrames would be a great addition to the game.  This
    should be an unlockable feature, perhaps contingent upon
    unlocking ALL other items in the game.
    
    16.) Unfortunately, every Pit Stop is the same.  Some degree
    of randomness or non-coordination should be introduced to
    make Pit Stops a bit more realistic.  For example, the tire
    changers rarely ever work exactly on the same cue; perhaps
    one tire changer is slightly slower on a given Pit Stop.
    
    17.) Le Mans 24 Hours is GREAT overall!!!  I strongly suggest
    that Infogrames do more endurance-racing games, perhaps one
    based on the American Le Mans Series (ALMS).  At the very
    least, a game not necessarily specific to a series but
    featuring endurance races at many circuits around the world
    (such as the 24 Hours of Daytona and the 24 Hours of Spa)
    would be very interesting.  Should this happen, advertise
    heavily on Speed Channel (in the States) during their
    coverage of such endurance races as the Petit Le Mans and the
    12 Hours of Sebring!!!
    
    ====================================
    ====================================
    ====================================
    
    CONTACT
    For rants, raves, etc., contact me at FEATHER7@IX.NETCOM.COM;
    also, if you have enjoyed this guide and feel that it has
    been helpful to you, I would certainly appreciate a small
    donation via PayPal (http://www.paypal.com/) using the above
    e-mail address.
    
    To find the latest version of this and all my other PSX/PS2
    game guides, visit FeatherGuides at
    http://www.angelcities.com/members/feathersites/
    
    ====================================
    ====================================
    ====================================