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    FAQ/Driving Guide by Wolf Feather

    Version: Final | Updated: 08/20/01 | Search Guide | Bookmark Guide

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    =       F1 CHAMPIONSHIP SEASON 2000 DRIVING GUIDE       =
    =                                                       =
    =                            By                         =
    =               Jamie Stafford/Wolf Feather             =
    =                 FEATHER7@IX.NETCOM.COM                =
    =                                                       =
    =    ===============================================    =
    =                                                       =
    =    Initial Version Completed January 25, 2001         =
    =                                                       =
    =    FINAL VERSION Completed: August 20, 2001           =
    =                                                       =
    =========================================================
    
    
    UPDATE NOTE
    According to workers at a local mall gaming store, F1 2001 is
    now set for release September 25 - go to your favorite gaming
    store and reserve your copy now!!!!!  However, I understand
    that Sony will finally be releasing its own popular European
    F1-based game (Formula1 2001) in the States about the same
    time, so when you place your reservation, make sure it is a
    reservation for the EA Sports game.
    
    Given that F1 2001 is about to be released and that this
    particular game guide has been greatly expanded since its
    initial release seven months ago, this is the FINAL VERSION
    of the F1 Championship Season 2000 Driving Guide.  I would
    like to take this opportunity to thank all of those who have
    sent me e-mails, initiated conversations concerning tires and
    wheelspin, and just even wrote to thank me for my efforts.
    
    Finally, if you are looking for the perfect racing game to
    fill your time until F1 2001 is released, I strongly suggest
    Le Mans 24 Hours (for PS2).  It is certainly a very different
    experience from driving open-wheel cars, but the semi-
    simulation game is both fun and challenging, and gives
    players a chance to experience endurance racing.  For those
    skeptics who remember Test Drive: Le Mans, rest assured that
    Le Mans 24 Hours is FAR superior!!!  Also, the game focuses
    on more than simply the famous annual Le Mans race, adding
    the Petit Le Mans (held annually at Road Atlanta), as well as
    several world-famous circuits (including Suzuka, Catalynua,
    and Donington) and their variations.  Le Mans 24 Hours was
    just released this past week, and I already have a driving
    guide prepared for it, available at FeatherSites
    (http://www.angelcities.com/members/feathersites/) and many
    of the same Web sites where this guide is located.
    
    ==============================================
    ==============================================
    ==============================================
    
    CONTENTS
    Spacing and Length
    Permissions
    E-mail List
    Introduction
    Assumptions and Conventions
    Car Set-ups
    Completely Subjective Section
    General Tips
    The 2000 Courses
    Course Difficulty and Drivability Rankings
    Differences and Additions
    Training Mode
    Scenario Mode
    Grand Prix of Australia: Albert Park
    Grand Prix of Brazil: Interlagos
    Grand Prix of San Marino: Imola
    Grand Prix of Great Britain: Silverstone
    Grand Prix of Spain: Catalunya
    Grand Prix of Europe: Nurburgring
    Grand Prix of Monaco: Monte Carlo (Temporary Street Circuit)
    Grand Prix of Canada: Gilles Villeneuve
    Grand Prix of France: Nevers Magny-Cours
    Grand Prix of Austria: A1-Ring
    Grand Prix of Germany: Hockenheim
    Grand Prix of Hungary: Hungaroring
    Grand Prix of Belgium: Spa-Francorchamps
    Grand Prix of Italy: Monza
    Grand Prix of the United States: Indianapolis
    Grand Prix of Japan: Suzuka
    Grand Prix of Malaysia: Sepang
    Wish List
    Wrap-up
    Contact Information
    
    ==============================================
    ==============================================
    ==============================================
    
    SPACING AND LENGTH
    For optimum readability, this driving guide should be
    viewed/printed using a monowidth font, such as Courier.
    Check for font setting by making sure the numbers and letters
    below line up:
    
    1234567890123456789012345678901234567890123456789012
    ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz
    
    Note that this driving guide is well over 70 pages long using
    Courier 12 font with single-spacing in Microsoft Word.
    
    ==============================================
    
    PERMISSIONS
    Permission is hereby granted for a user to download and/or
    print out a copy of this driving guide for personal use.
    However, due to the extreme length, printing this driving
    guide may not be such a good idea.
    
    This driving guide may only be posted on: FeatherGuides,
    GameFAQs.com, f1gamers.com, PSXCodez.com, Cheatcc.com,
    Absolute-PlayStation.com, RedCoupe, InsidePS2Games.com,
    CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
    cheatingplanet.com, neoseeker.com, ps2fantasy.com, and
    vgstrategies.com.  Please contact me for permission to post
    elsewhere on the Internet.
    
    Should anyone wish to translate this driving guide into other
    languages (F1 Championship Season 2000 is also optimized for
    French and Spanish), please contact me for permission(s) and
    provide me with a copy when complete (especially important so
    that I can improve my French and Spanish skills).
    
    Remember:  Plagiarism in ANY form is NOT tolerated!!!!!
    
    ==============================================
    
    E-MAIL LIST
    I have also decided to implement an e-mail list, to notify
    others when this driving guide is updated (which seems to be
    at least monthly).  I do plan on writing a driving guide for
    F1 2001, so those on this list will be automatically included
    in the list for the F1 2001 driving guide.
    
    Interested persons should send an e-mail to me at
    FEATHER7@IX.NETCOM.COM and ask to be included in this list.
    As always, general comments, concerns, questions, rants,
    raves, etc., can also be sent to me at this same e-mail
    address.
    
    ==============================================
    ==============================================
    ==============================================
    
    INTRODUCTION
    Most likely, if you play F1 Championship Season 2000, then
    you are at least a casual fan of Formula 1 racing, and have
    at least basic knowledge of many or all of the currently-used
    F1 courses.  That knowledge does indeed help when first
    playing F1 Championship Season 2000, and vice versa -
    extensive gameplay helps in determining where the drivers are
    on each course when races are televised.
    
    The main part of this driving guide provides information to
    help you to cleanly drive each course.  Even those who know
    the courses fairly well and/or play the game regularly can
    always use tips.
    
    Please note that much of this information comes from the
    driving guide I wrote for F1 2000 (the predecessor to F1
    Championship Season 2000), also by EA Sports.  Those who have
    read and/or downloaded the driving guide for F1 2000 will
    already have the same basic information covered in this
    driving guide.  This driving guide has been modified and
    expanded to reflect the differences between the two games,
    and I am periodically adding more details to the circuit
    information (especially where there are some minor
    differences between the two games) as well as a Wish List in
    case anyone from EA Sports is reading this document.
    
    The information within this driving guide is based on the
    PSX/PS1 version of F1 Championship Season 2000.  I have not
    had the chance (i.e.: funds) to acquire the PS2 version, but
    I have been told by a local gaming store employee that the
    only real difference between the two versions is a richer
    overall color in the PS2 version.  Then again, the March 2001
    issue of _PSM_ royally panned the PS2 version for its
    'cartoony graphics' (page 42).
    
    ==============================================
    
    ASSUMPTIONS AND CONVENTIONS
    Several of the official course and segment names used in F1
    racing include the use of characters which are not standard
    to the English language, on which the Internet and standard
    text-only documents are based.  In order to eliminate the
    potential for 'strange characters' in a standard, text-only,
    Internet-distributed document, these characters have
    purposely not been used - much to the consternation of
    language purists, including myself.
    
    This driving guide is designed with the assumption that you
    (the player) are playing with Dry Weather, Fuel Usage, Flags,
    Equipment Failures, and Damage all activated.  (Weather is
    randomized if Realistic Weather is chosen.)  Most important
    here is Flags; with the Flags option activated, shortcutting
    corners, driving too far off-course, passing another car when
    the yellow flag is displayed, and reckless driving (including
    driving backward during a race) will instigate a ten-second
    Stop-Go Penalty; driving backward results in an immediate
    Black Flag, ending your race).  It is not possible to
    'accumulate' multiple outstanding Stop-Go Penalties and then
    serve them all at once (that would be far too easy!!!); if
    more than one Stop-Go Penalty is outstanding, you will be
    shown a Black Flag and be forced to end the race prematurely.
    
    According to the FIA's rules for F1 competition, a driver may
    make no more than three complete laps before serving a Stop-
    Go Penalty once one has been assigned, or else the driver is
    shown the Black Flag.  However, if a Stop-Go Penalty is
    issued in the last five laps of a race and is unserved, the
    driver is instead penalized by adding twenty seconds to his
    or her overall time.  F1 Championship Season 2000 also
    follows the twenty-second penalty in this case, but only if
    the Stop-Go Penalty was assigned with less than three
    complete laps remaining in the race.
    
    Also, F1 Championship Season 2000 gives a driver the Black
    Flag for entering Pit Lane from the wrong direction (Pit
    Exit).
    
    Most racetracks outside the United States name most corners
    and even some straightaways.  Where these names are known,
    they will be included in parentheses and referenced in the
    explanatory text.  These names have been gathered from course
    maps available on the courses' official Web sites, my memory
    of how F1 races have been called by American TV sportscasters
    (Fox Sports Net and SpeedVision, in 1999 and 2000), and/or
    from the Training Mode of F1 Championship Season 2000
    (corner/segment names are listed at the bottom of the
    screen).  To the extent possible, these names have been
    translated into English.
    
    ==============================================
    
    CAR SET-UPS
    First, these set-ups are for the PSX and PS2 versions of F1
    Championship Season 2000.  It was recently brought to my
    attention that the PC version of the game uses a different
    set-up configuration.  Unfortunately, I cannot provide any
    assistance here, as I own a Mac, only use PCs on rare
    occasions on campus, and do not have access to a PC on which
    I can play games.  Gomen nasaiŠ
    
    During the Test Day, Practice, and Qualifying sessions,
    sitting in the Pits and pressing the Start button brings up
    an options screen.  Selecting 'Car Setup' brings up dialogues
    to change Front Downforce, Rear Downforce, Gear Ratios,
    Steering Lock, and other car settings (press the up, down,
    and circle buttons to switch between these dialogues).  For
    convention, this driving guide will use the following system
    to show these settings:
    
    Ground Clearance: -1
    
    These dialogues show seven small boxes.  The centermost box
    means a neutral (zero) setting.  The three boxes to the left
    mean progressively lower settings (negative), while the three
    boxes to the right mean progressively higher settings
    (positive).  The number indicates how many boxes in each
    direction the red square should move.
    
    Each course will have suggested settings to help stabilize
    the car chosen for that circuit.  These are simply
    suggestions, largely based upon my rather aggressive driving
    style, with the car truly on the hair-thin edge of its
    limits.  Experiment and find the car set-up which works best
    for your driving style for each course.  I would assume that
    the bulk of any individual player deviations will be made to
    the Front Downforce, Rear Downforce, and Rear Diffuser
    settings.
    
    If this makes any difference, these car set-ups were all
    specifically set playing as Michael Schumacher (Ferrari) in
    Practice Mode, with dry weather, no damage, no flags, no tire
    wear, and no failures.  The car set-ups presented here are
    essentially the same ones that I use in actual races, just
    more fine-tuned with several laps in Practice Mode.
    
    Also related to the suggested set-ups, I recently received an
    e-mail from a highly-observant player asking why I use a Gear
    Ratio of -3 (fastest acceleration) on every circuit.  While I
    replied to him directly, I assumed others might also be
    wondering about this consistent setting, to which I can only
    reply in a two-part answer.  First, this was originally an
    unconscious 'holdover' from playing other racing games, such
    as the Gran Turismo series.  Most importantly, however, it
    fits my aggressive driving style quite well, providing
    quicker acceleration - which is especially useful for passing
    in turns, or for recovering quickly when I brake too deep
    into a corner.  (For those wondering about this last
    statement, the driving tips for each course are for more
    'standard' driving styles, not for highly-aggressive driving
    styles like mine.)  While Gear Ratio of -3 produces fastest
    acceleration, using the suggested car set-up for each course
    (except perhaps for Monaco) will still allow players to drive
    faster than any CPU-controlled vehicle on the track; on long
    straightaways (such as at Monza and Indianapolis, and
    especially at Hockenheim), speeds of well over 200MPH/320KPH
    (even approaching 220MPH/350KPH) are quite commonŠ and isn't
    that really fast enough!?!?!?!?!?!?!?!
    
    ==============================================
    
    COMPLETELY SUBJECTIVE SECTION
    My favorite courses are:
       Albert Park
       Imola
       Monaco (to watch a race, not to actually race - especially
          since I was able to visit Monaco in 1991)
       Hockenheim
       Spa-Francorchamps
       Monza
       Suzuka
    
    My least favorite courses are:
       Interlagos (but NOT because of any falling billboards!!!)
       Nurburgring
       Monaco (to race)
       A1-Ring
       Sepang
    
    My favorite corners:
       Albert Park: Turns 11 and 12
       Silverstone: Copse and Stowe
       Monaco: The Tunnel, and the entry to the Swimming Pool
          Chicane
       Circuit Gilles-Villeneuve: Nurburgring and Turns 12 and 13
       Hockenheim: The Stadium and the Ayrton Senna Chicane
       Spa-Francorchamps: La Source, Pouhon, and Blanchimont
       Monza: Curva Parabolica
       Indianapolis: Turn 13 (Indy/NASCAR Turn 1)
       Suzuka: Degner and 130R
    
    My least favorite corners are:
       Monaco: Everything but The Tunnel and the entry to the
          Swimming Pool Chicane
       Spa-Francorchamps: Bruxelles
       Most hairpins (especially at Nurburgring)
    
    My favorite Pit Lanes (based on Pit Entry) are at:
       Imola
       Spa-Francorchamps
       Monza
       Indianapolis
    
    My least favorite Pit Lanes (based on Pit Entry) are at:
       Albert Park
       Interlagos
       Monaco
       A1-Ring
       Hungaroring
       Sepang
    
    My least favorite Pit Lane (based on Pit Exit) is at:
       Interlagos
    
    My favorite teams are:
       Ferrari
       Prost
       Jaguar
    
    My least favorite team is:
       McLaren
    
    ==============================================
    
    GENERAL TIPS
    Knowing each circuit extremely well is essential to success
    in F1 Championship Season 2000Š as it is an any racing game.
    This is especially important when driving in overcast/wet
    conditions at circuits with significant numbers of trees near
    the track itself, such as at Hockenheim and at Spa-
    Francorchamps, as the numerous trees will cast dark shadows
    across much of the visible track ahead.  Also, in any weather
    condition, The Tunnel at Monaco is a lengthy stretch of
    darkness despite the view of the water to the left.  These
    shadows can obscure not only changes in track elevation and
    the placement of corners, but also the position of vehicles
    ahead (especially darker-colored vehicles, such as the Prost
    and McLaren cars).
    
    Also important for wet racing conditions, look for the single
    red taillight on the back of each car.  In wet and other
    poor-visibility conditions, F1 cars are required to turn on
    the taillight so that the vehicles can be seen by those
    behind them.  Especially in wet conditions, this is extremely
    helpful, as it is not always possible to see the actual car
    ahead and judge its distance from you as it kicks up a large
    'rooster tail' of spray, especially when on lengthy
    straightaways.
    
    In general, bumping other cars is a bad thing:  You might
    damage your own car, and, if it occurs too much, you will
    likely be assigned a Stop-Go Penalty.  If you ram another
    car's backside at full speed, you will almost definitely
    receive a Stop-Go Penalty.  The best way to avoid Stop-Go
    Penalties is to keep at least two wheels on the approved
    driving surfaces (pavement, rumble strips, and the rare
    green-colored concrete swing-out extensions) at all times,
    and to refrain from colliding with other cars.  Remember that
    you need only be 'out of bounds' by ONE PIXEL to receive a
    Stop-Go Penalty, and the 'out of bounds' lines rarely
    coincide with actual physical features (rumble strips,
    different types of grass, etc.).
    
    The rumble strips can be your friends or your enemies.  If
    you attempt to drive across rumble strips at a near-
    perpendicular angle (such as shortcutting Chicane at Suzuka),
    they will almost certainly be your enemies, causing your car
    to slide, spin violently, and/or even throw your vehicle into
    the air.  If driving in wet conditions, even using rumble
    strips as intended can be dangerous, as the water greatly
    reduces the amount of grip they will provide for your tires.
    
    Normally, the best way to approach a turn is from the
    outside.  At the apex of the turn, your car should be as
    close as possible to the inside of the turn.  As you leave
    the turn, edge back toward the outside.  This is obviously
    made more difficult on really tight and/or blind corners,
    especially at Monaco.  An excellent way to learn how to
    navigate various types of corners is to complete all the
    license tests in any game of the Gran Turismo series.
    
    If playing with Fuel Usage activated, it may be a good idea
    to set your Pit Stops for late in the race.  This way, should
    you need to pit early to repair damage or replace worn tires,
    you can also take on 'extra' fuel at that time and eliminate
    a later-scheduled Pit Stop.  Note that this is not possible
    when serving a Stop-Go Penalty, as the Pit Crew is not
    permitted to touch the vehicle while the Penalty is being
    served (although in actual races, the Pit Crew will often
    surround the car for a visual inspection, taking care not to
    touch the vehicle).
    
    Braking is of utmost importance, especially when approaching
    a tight chicane or a blind corner.  If you are not sure of
    where a corner is (especially with other cars in front of
    you), brake early.  For a real-world example of what can
    happen by missing a braking zone, refer to the 2000 Grand
    Prix of Italy at Monza (Lap 1, Roggia Chicane; this is the
    massive accident in which the resultant flying debris struck
    and killed a volunteer corner worker).
    
    If you come into a (tight) corner too fast, several things
    may happen.  First, if you slam hard on the brakes, you may
    have brake-lock (the white-gray smoke coming up from one or
    more of the wheels) and slide straight ahead into whatever is
    there to stop you - hopefully sand or grass, but perhaps a
    barrier or (worse) one or more cars.  Second, if you keep
    your speed up and try to take the corner anyhow, you will
    likely spin and/or slide the car.  With the new physics
    engine of F1 Championship Season 2000, spins and/or slides
    are far more likely now than in the preceding version of the
    game.  This second scenario is also (subjective statement
    coming) 'more true' to actual F1 racing, as the line between
    maintaining and losing control of the vehicle - especially at
    the incredibly high average speeds of most of the circuits -
    is not only gray and hazy, but thinner than a strand of Homer
    Simpson's hair.  This further demonstrates the importance of
    early braking (again, refer to the 2000 Grand Prix of Italy).
    
    There are a number of corners with uphill or downhill slopes
    in F1 racingŠ and even a banked corner (Turn 13 at
    Indianapolis).  At Indianapolis, the Turn 13 banking
    fortunately keeps the cars from mowing down the fans in the
    grandstands and should prevent vehicles from going airborne.
    However, most sloped corners do not have such "nice"
    barriers, so if you speed through one of these corners and
    hit the rumble strip(s) at the right angle (or wrong angle,
    depending on your point of view), your will certainly spin,
    slide, and/or flip the vehicle.  Are you wearing your seat
    belt and helmet?
    
    Activating the Flags option in F1 Championship Season 2000
    causes the game to use the same flags and related rules as an
    actual F1 race.  If shown a Blue Flag, you are to allow the
    car(s) behind you to pass.  When shown a Yellow Flag, you are
    to slow down and not pass anyone until you see a Green Flag
    (normal racing conditions); however, when the Yellow Flag is
    displayed, you are certainly permitted to pass a vehicle with
    obvious problems, such as a car with a blown engine.
    
    Amazingly, in F1 Championship Season 2000, a car can still be
    driven even after a wheel has fallen off!!!!!  If you do lose
    a wheel, it will usually be on the front of the car, due to
    bumping another car or smashing against a barrier.  Turning
    the car toward the missing wheel (i.e., turning left if the
    left front wheel is missing) is not very difficult, but
    turning away from the missing wheel (turning right in this
    example) is nearly impossible at any speed faster than a
    crawling snail.  Fortunately, this means that you can drive
    back to the Pits for repairs, so long as you drive slow
    enough to keep the engine revs down so it doesn't expire.
    However, once any two wheels have separated from the car,
    your race immediately ends.
    
    It is rare that your rear wing will ever be damaged; the most
    probable means of damaging the rear wing is spinning and
    hitting a barrier or another car with the backside of your
    vehicle.  However, if you are too aggressive or are not
    careful entering the Pit Lane (especially if coming in at
    full speed at Monza, with a rather narrow Pit Lane Entry),
    you may damage your front wing.  If a wing only has 'a slight
    knock' and is labeled yellow in the damage indicator, you can
    still drive normally, although serious caution must be taken
    on downhill turns (such as the first corner at Hungaroring).
    One significant change from F1 2000 is that, should you lose
    a wing, your car still handles as if the wing was still
    intact, which reduces the realism of the game, but does allow
    you to stay out of the pits, which is highly important in a
    close race.
    
    Also concerning the front and rear wings, it takes
    approximately twenty seconds to change a wing.  If both wings
    are damaged, expect to sit in the Pits for about forty
    seconds before you are able to rejoin the race.  TAKE CARE OF
    THE WINGS!!!!!
    
    If a car is trying to pass, there are several methods to keep
    from losing a position (as long as you are not shown a Blue
    Flag).  If the pass attempt is in or near an upcoming corner,
    take away the inside or outside line, depending on where the
    opposing vehicle is in relation to yours.  If the other car
    does get a wheel in front of you, edge TOWARD the opposing
    vehicle, and eventually, the other car will be out in the
    grass or sand and will fall back.  Aggressive drivers may
    simply wish to bump wheels, causing the other car to spin
    and/or crash, especially if there is a barrier on the
    opposite side of the opposing vehicle; however, you may
    damage your own car, particularly the wheels and/or the
    suspension.  While not particularly successful, those driving
    with automatic transmissions can quickly switch to Neutral
    (Shift Down button) and then back to the previous gear (Shift
    Up button), creating a 'smokescreen' cloud as brake dust
    flies out from behind the car; however, this can cause flat-
    spotting and undue tire wear on your own car, as well as
    potential damage to the engine and/or transmission,
    especially when this maneuver is performed in top gear on a
    truly quick straightaway (such as most of Hockenheim).
    
    If playing Championship Mode, points are awarded for the top
    six cars at the end of the race; these points are given to
    the driver (for the Drivers Championship) and the team (for
    the Constructors Championship).  The points are awarded as
    follows, in accordance with FIA regulations:
    
       First Place:    10 points
       Second Place:    6 points
       Third Place:     4 points
       Fourth Place:    3 points
       Fifth Place:     2 points
       Sixth Place:     1 point
    
    Each team has two cars starting each race; a team could
    conceivably receive a maximum of 16 points in a given race.
    Thus, if you are concerned about winning the Constructors
    Championship, race as a driver for an historically good team,
    such as Ferrari or McLaren.
    
    Whichever driver and team you select to represent you in the
    race, you will periodically be given radio updates as to your
    teammate's status during the race (i.e., if you race as Jean
    Alesi, you will be given status updates on Nick Heidfeld's
    track position and pitting schedule).  It is extremely
    important to listen to this information, especially during
    the window(s) for pit stops, as each team can only service
    one car at a time in Pit Lane.  If you come into Pit Lane
    while your teammate is being serviced, you cannot pit and
    will be forced to drive straight through Pit Lane without
    receiving serviceŠ which itself will likely set you back
    severely in track position, but you will also be set back
    even further when you come around again to make your true pit
    stop.
    
    If racing in wet conditions using a chase-view camera,
    looking behind you is practically useless due to the 'rooster
    tail' of spray kicked up behind your car.  To get a clear
    view of traffic behind you, first change quickly to driver
    view or front-wing view, then use the rear view button.  When
    finished, release the rear view button and quickly return to
    your favorite chase view position.  This 'stunt' is best
    performed on a straightaway with no cars immediately in front
    of you.
    
    Also important for racing in wet conditions, brake earlier
    than usual.  If you continue to use the same 'dry conditions'
    braking, you will likely slide and/or spin the car as you
    attempt to navigate (sharp) corners.  It may also help to
    pump the brakes through tight corners, especially for
    hairpins such as 'Mickey' and 'Mouse' at Indianapolis.
    
    If you are a visually-oriented person, it may help you to go
    to the FIA's official Web site (http://www.fia.com/ - the
    site is available in both English and in French) and go to
    the current season's race schedule.  From here, the official
    Web sites (available in at least English and the host
    country's official languages; sometimes other language
    options are also available) of most of the race circuits can
    be accessed, and course maps can be downloaded and printed
    for you to study.  Note that some online course maps are in
    very high resolution, thus file size is large; this may be a
    concern for those using a slow computer and/or modem.
    
    Always use caution when passing, cornering, or even
    breathing, as auto racing is an inherently dangerous sport!!!
    
    ==============================================
    
    THE 2000 COURSES
    F1 Championship Season 2000 presents the courses in the order
    in which they were presented for the 2000 Formula 1 season.
    This driving guide will follow the same convention, which
    will be especially useful for those playing in Championship
    Mode or Scenario Mode.
    
    F1 Race Schedule, 2000 Season:
       March 12      Australia      Albert Park
       March 26      Brazil         Interlagos
       April 9       San Marino     Imola
       April 23      Great Britain  Silverstone
       May 7         Spain          Catalunya
       May 21        Europe         Nurburgring
       June 4        Monaco         Unnamed (Street Circuit)
       June 18       Canada         Gilles Villeneuve
       July 2        France         Nevers Magny-Cours*
       July 16       Austria        A1-Ring
       July 30       Germany        Hockenheim
       August 13     Hungary        Hungaroring*
       August 27     Belgium        Spa-Francorchamps
       September 10  Italy          Monza*
       September 24  USA            Indianapolis
       October 8     Japan          Suzuka
       October 22    Malaysia       Sepang
    *These circuits are not used in Scenario Mode.
    
    NOTE: The 2001 F1 race schedule is available at the official
    FIA Web site (http://www.fia.com/). The race schedule also
    has links to the official Web sites of most of the permanent
    and temporary (street) circuits hosting F1 races.  Please
    note that the 2001 race schedule uses the same courses as the
    2000 season (on which F1 Championship Season 2000 is based),
    but in a different order.  For example, the Grand Prix of
    Malaysia was the final race of the 2000 season, but is the
    second race of the 2001 season.
    
    ==============================================
    
    COURSE DIFFICULTY AND DRIVABILITY RANKINGS
    This section is highly subjective - take this information
    with several grains of salt.  The courses here are listed by
    their order in the 2000 F1 racing season.
    
       Australia           Easy       Extreme fun, extreme SPEED
       Brazil              Medium     Lower course frustrating
       Imola               Medium     Fun and FAST
       Silverstone         Medium     Good
       Catalunya           Easy       Fun
       Nurburgring         Medium     Somewhat frustrating
       Monaco              Difficult  Highly annoying (tightness)
       Gilles Villeneuve   Medium     Fun
       Nevers Magny-Cours  Easy       Quite fun, quite fast
       A1-Ring             Medium     Very challenging
       Hockenheim          Easy       Fun and EXTREMELY FAST
       Hungaroring         Medium     Upper course challenging,
                                      but fun overall
       Spa-Francorchamps   Medium     Enjoyably challenging
       Monza               Easy       Fun and FAST
       Indianapolis        Medium     Depends on set-up
       Suzuka              Medium     Fun challenge
       Sepang              Medium     Not too bad, but not my
                                      favorite
    
    ==============================================
    
    DIFFERENCES AND ADDITIONS
    There are some notable differences from F1 2000, as well as
    significant additions.
    
    The first major difference is the sleeker design of the
    game's menus.  I have been playing F1 Championship Season
    2000 (PSX version) on a PlayStation 2, and the colors are
    also much more vivid; whether this is due to the game itself
    and/or the PS2 I do not know.  The video footage of actual F1
    races is also much better on the eyes than in the original
    game.
    
    Along the same lines, the opening video of actual F1 races is
    much nicer than the opening of F1 2000, although the original
    game's initial focus on a particular driver in its opening
    video certainly helped to position the player within the F1
    environment.
    
    The music is also different, as one would probably expect.
    The music is good overall, but I personally do prefer the
    music from F1 2000.
    
    The physics model has been modified for this newer game.
    This is especially good for racing on the streets of Monaco,
    as the newer physics model makes simple survival at Monaco
    MUCH easier!!!!!!!!!
    
    Speaking of Monaco, the chicane after leaving The Tunnel now
    has only rumble strips marking the official course; the
    barrier used in F1 2000 has thankfully been removed.  Even
    better, the CPU does not assign a Stop-Go Penalty for driving
    in a straight line over the rumble strips and bypassing the
    chicane, so this is a new passing zone.  However, if you
    blast through here at top speed, the angle of the rumble
    strips will almost certainly force your car into a spinŠ and
    an inevitable collision with the barrier(s) and/or other
    cars.
    
    The car set-up options have been expanded.  However, it is
    unrealistically possible to drive at top speed with a missing
    wing.
    
    The most significant additions for F1 Championship Season
    2000 are Training Mode and Scenario Mode.  Training Mode
    allows you to learn each course's intricacies by using
    colored cones to mark braking, turning, apex, and exit for
    each corner, and by providing interactive commentary.
    Scenario Mode presents realistic racing situations which
    range from fairly easy to expert.  Training Mode and Scenario
    Mode are both discussed further below.
    
    Another set of additions to this newer game is the new
    potential problems you can face.  The original game's
    problems of a blown engine and lost and damaged wing(s) and
    tire(s) are still available, but new problems have been
    added: brake failure, suspension failure, engine misfire,
    missing gears, punctured tire(s), etc.  Some of these
    problems can be fixed in a Pit Stop, but each fixable problem
    takes approximately twenty seconds to repair or replace.  For
    example, if you have damaged both wings and the engine has a
    minor misfire, expect to spend a full minute sitting in your
    pit stall.  These problems are most significant in Scenario
    Mode.
    
    As you progress through Championship Mode, you may be given
    the option to change the difficulty setting of Championship
    Mode based upon your performance.  You are also given the
    opportunity to view the race analysis (lap-by-lap positions
    of each car/driver, with crashes and pit stops marked) after
    each race.
    
    Finally, the engines sound a bit closer to realistic than
    they did in F1 2000.  The sounds are more piercing, and carry
    very well through the air - to the point that if you are
    driving all alone in one section of the course, you are far
    more likely to hear the competitors driving on the opposite
    side of the course.  This can also make it difficult in some
    instances to determine exactly where the next batch of
    traffic is on the course, especially at a circuit as small as
    A1-Ring, or at Suzuka due to its figure-eight formation.
    
    ==============================================
    
    TRAINING MODE
    Risking to make this driving guide obsolete is the Training
    Mode, which was not available in F1 2000.  Even expert-level
    drivers from F1 2000 should begin here, as the physics engine
    of F1 Championship Season 2000 is somewhat different, thus
    the overall handling of the cars is also a little different.
    The biggest driving change between F1 2000 and F1
    Championship Season 2000 is that this newer game requires
    more use of the brakes, especially for aggressive drivers.
    
    Training Mode uses the following colored cones to help you
    see how to handle each corner of a given course:
    
       Blue Cone     Begin braking here
       Orange Cone   Begin cornering here
       Yellow Cone   This is the apex; begin acceleration
       White Cone    This is the exit; accelerate hard
    
    Note that after a quick combination of corners or a chicane,
    there will not be a white exit cone for each corner.
    Instead, the white cone will follow that segment of the
    course.
    
    ==============================================
    
    SCENARIO MODE
    One of the more interesting aspects of the 'upgrade' to F1
    Championship Season 2000 is the new Scenario Mode.  There are
    fourteen total scenario races, each progressing in the level
    of difficulty.  Each scenario race takes place at a different
    course, so it would be wise to become quite familiar with ALL
    the courses before attempting Scenario Mode. Note that the
    initial scenarios are set at the same level of difficulty as
    Championship Mode.
    
    Each scenario presents a realistic F1 situation, ranging from
    simply finishing at or above a certain position, to simple
    survival.  As you progress through Scenario Mode, you will
    also be presented with different types of weather, thus
    affecting your driving and your overall strategy.  Further,
    for each Scenario race, you race as a different driver from
    the 2000 F1 season (some drivers are 'repeated;' see below).
    Many of these Scenario races are 'simple,' in that you need
    to just drive and finish at or above a certain position.
    However, some of the later Scenario races require quite a bit
    of strategy, especially to receive a Gold Award; here, it
    might be best to read the scenario, then wait and consider
    the potential strategies for several hours first.
    
    The initial Scenario races are fairly short, and can be
    completed well within thirty minutes.  The later Scenario
    races will likely take longer.  The fourteenth and final
    Scenario race is a FULL race, so do not even attempt the
    final scenario unless you have about two hours during which
    you will not be interrupted by siblings, telephones, bathroom
    breaks, hyperactive pets, etc.
    
    Without giving away the challenges presented in Scenario
    Mode, this is where the Scenario races are held, and the
    driver you will be playing as:
    
       1.)  Grand Prix of Australia            Villeneuve
       2.)  Grand Prix of Brazil               Gene
       3.)  Grand Prix of San Marino           Coulthard
       4.)  Grand Prix of Great Britain        Button
       5.)  Grand Prix of Spain                Trulli
       6.)  Grand Prix of Europe               Coulthard
       7.)  Grand Prix of Monaco               Hakkinen
       8.)  Grand Prix of Canada               Wurtz
       9.)  Grand Prix of Austria              Verstappen
       10.) Grand Prix of Germany              Alesi
       11.) Grand Prix of Belgium              M. Schumacher
       12.) Grand Prix of the United States    Irvine
       13.) Grand Prix of Japan                Salo
       14.) Grand Prix of Malaysia             M. Schumacher
    
    In most of the Scenario races, obtaining the Gold Award is
    fairly easy, so long as you keep the car on the track and in
    good condition, and fix any initial problems at a strategic
    time.  However, a few races present significant challenges,
    as you will start having already been lapped once by the race
    leader.  In order to win these races and obtain their Gold
    Awards, two potential tactics come into play:
    
       1.) Hope (pray to every deity you know, wish upon a star
           before beginning the Scenario race, etc.) for the race
           leader to retire early, or at least experience a
           serious problem slowing him significantly and forcing
           him into the Pits for servicing.
       2.) Drive aggressively and get into position to unlap
           yourself, then purposely try to knock the leading car
           off the track and into a barrier, hoping that a major
           mechanical failure will cause him to retire early.
           This tactic will likely need to be used several times
           in a single race.
    
    Of course, the latter option also presents a serious risk of
    eliminating YOU from the race; similarly, the race stewards
    (i.e., the CPU) may well assign you a Stop-Go Penalty for
    unsportsmanlike driving.  Note that you will likely need
    multiple tries to obtain a Gold Award when you start a
    Scenario race one lap behind, so prepare to be highly
    frustrated, and try not to throw the controller/wheel through
    the television screen!!!!!!!!!
    
    ==============================================
    ==============================================
    ==============================================
    
    GRAND PRIX OF AUSTRALIA: ALBERT PARK
    The 2000 F1 racing season begins with a set of 'flyaway'
    (non-European) races.  This fast, attractive circuit is built
    around Melbourne's beautiful Albert Park Lake, using actual
    city streets which generally receive little traffic.  There
    are usually plenty of trees on both sides of the track, with
    a nice view of Melbourne's buildings as you come through
    Turns 12 and 13.  The Albert Park circuit features many long,
    gentle, no-braking corners, allowing for incredible top-end
    speed all around this completely-flat circuit.  However,
    these are tempered with several moderate- and hard-braking
    corners, and dark shadows (especially in wet conditions)
    obscuring long stretches of the pavement.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: -3
       Ride Height: -3*
       Rear Diffuser: +3
    *This is an ABSOLUTELY FLAT circuit, so the only reason to
    raise ride height is to slow the car for better cornering.
    At Albert Park, this is really only an issue at Turns 3 and
    15, and in the odd-formation Pit Lane Entry.
    
    Pit Straight: The front straight is fairly long, following a
    light-braking corner (Turn 16).  However, Turn 1 requires an
    early braking zone.
    
    Turn 1: A moderate-braking right-hand corner.  If you miss
    the braking zone here, there is a wide area in which you can
    recover.  Traffic will often bunch up entering Turn 1.
    
    Turn 2: Immediately following Turn 1, this is a gentle left-
    hand turn which can be taken at full speed.  Excellent
    acceleration out of Turn 1 makes the exit of Turn 2 and the
    ensuing straightaway a prime passing zone.  Beware the
    barrier on the right on exiting Turn 2.
    
    Turn 3: This is a hard-braking right-hand corner following a
    long straightaway.  Again, there is a wide recovery area
    here.  A little speed can be made coming out of Turn 3, but
    the straightaway is virtually non-existent, requiring
    moderate braking for Turn 4.  This is definitely NOT a place
    to pass (safely) unless you have EXCELLENT brakes and little
    or no tire wear.  Traffic tends to bunch up here for Turns 3
    and 4.
    
    Turn 4: A left-hand corner requiring at least moderate
    braking.  To the outside of the corner is a wide, paved
    recovery area; however, driving too far out to the right or
    remaining on this paved area beyond the painted advertisement
    will result in a Stop-Go Penalty.  The inside of Turn 4 is
    also a wide paved zone, but short-cutting Turn 4 by more than
    one car length will also result in a Stop-Go Penalty.  Good
    acceleration out of Turn 4 can set up a good passing
    opportunity.
    
    Turn 5: A gentle right-hand corner through the trees which
    leads to a nice straightaway.  No braking is necessary here.
    
    Turn 6: A semi-hidden moderate-braking right-hand corner.
    Traffic will sometimes bunch up here, as drivers try to spot
    the corner.  A wide recovery zone is available here as well,
    but take care not to shortcut the corner.  While it is
    possible to blast through Turn 6 without braking, doing so
    will almost certainly result in loss of control (with
    subsequent spinning, sliding, and/or crashing) due to the
    angle of the rumble strips.
    
    Turn 7: Immediately following Turn 6, Turn 7 is a very gentle
    left-hand corner which brings you alongside the northernmost
    end of Albert Park Lake.
    
    Turn 8: This is almost not a turn at all, as it curves
    extremely gently along the shoreline, but the course map on
    the race's official Web site lists this as a corner.
    
    Turn 9: The first piece of pavement to the right is NOT the
    official corner; taking this bypass area results in a Stop-Go
    Penalty if playing with Flags activated.  The official corner
    is a tight right-hand turn which requires moderate or hard
    braking.  Traffic almost always bunches up here.
    
    Turn 10: This is almost not a turn at all, as it curves
    extremely gently to the left and back along the shoreline.
    There is absolutely NO room for error on the right side of
    the track, as the pavement runs directly up against the
    barrier.  The view of Albert Park Lake is actually quite
    serene from here (and the water is oh-so-blueŠ), but don't
    take your eyes off the course!!!  Once you pass underneath
    the second pedestrian bridge and see the grandstands ahead on
    the right, drift to the right to set up the best racing line
    for Turns 11 and 12.
    
    Turns 11 and 12: If you are not navigating traffic, Turns 11
    and 12 can be taken at full speed (even at 200+ MPH),
    although some drivers may feel more comfortable with tapping
    the brakes once in each turn.  However, sliding even one
    pixel across the rumble strips on either side of the chicane
    results in a Stop-Go Penalty.  It is very easy to slide off
    the pavement exiting this chicane if taken at top speed, so a
    flawless racing line is crucial.
    
    Straightaway: The pavement runs directly up against the
    barrier on the left side of the course here, creating
    problems for cars on the left whose engines suddenly expire.
    
    Turn 13: This is a semi-blind right-hand corner requiring
    moderate braking if you are alone; traffic tends to bunch up
    here.  The recovery area again is quite wide, with a long
    run-off strip if needed.  This leads to a short straightaway
    which can be a prime passing zone if acceleration out of Turn
    13 is strong.  Note that is you were able to take Turns 11
    and 12 without braking or navigating traffic, you can reach
    over 210MPH just before entering Turn 13, making braking even
    more important.
    
    Turn 14: A light-braking, right-hand corner with a wide
    recovery area.  Experts should be able to take this corner at
    top speed (if not in traffic) with a flawless racing line, or
    by dropping the right-side tires onto the grass.  This is a
    good place to pass on braking upon entering the corner.
    
    Turn 15: Do not be fooled by the run-off lane which proceeds
    directly ahead into an unmoving barrier; there IS a turn to
    the left here, requiring moderate braking.  This is also a
    good place to pass on braking when entering the corner.  Note
    that the Pit Entry is immediately to the right upon exiting
    the corner, so be sure to look for cars moving slower than
    expected as they enter Pit Lane.
    
    Turn 16: Without traffic, this right-hand corner can be taken
    at full speed if you slowed enough in Turn 15.  But, be
    careful with the approach and exit angles for this turn, as
    the barrier (and a grandstand) is just a few feet off the
    pavement on the left as you exit the corner.  This leads onto
    the Pit Straight.
    
    Pit Entry: The Pit Lane begins to the right immediately after
    Turn 15. It is possible to enter at a fairly high speed, but
    there will be a sharp turn to the right very quickly,
    requiring moderate or heavy braking.  Before entering the
    main Pit area, however, is a tight right-left chicane, so be
    prepared to truly slam on the brakes, or else the nose of
    your car will slam into the Pit Lane barrier.
    
    Special Note: It is possible to start down Pit Lane and then
    return to the main course, or vice-versa.  However, depending
    on where you attempt to make this transition, you may be
    given a Stop-Go Penalty.
    
    ==============================================
    
    GRAND PRIX OF BRAZIL: INTERLAGOS
    Most F1 courses are driven clockwise; built on a steep
    hillside, Interlagos is driven counter-clockwise, which I
    understand causes 'undue' fatigue to drivers' necks as the
    race progresses.  The upper part of the course features two
    extensive segments of flat-out, full-throttle, top-speed
    driving.  However, the lower part of the course (where the
    most clock time is spent) features tight corners and several
    significant elevation changes.  However, despite these two
    very different sections of the circuit, the car set-up is not
    quite as key here as at Indianapolis.  Also, this is the
    circuit where an advertisement billboard fell on a Prost car
    in 2000.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: +1
       Rear Downforce: +1
       Ride Height: -1
       Rear Diffuser: +2
    Note: This set-up is designed to take advantage of the lower
    portion of the circuit.
    
    Pit Straight: This is the highest point of the course in
    terms of elevation.  There is no room to pull off the course
    here if there is a problem with a car, as the barriers rub
    against the pavement on both sides of the track.  This is
    also the fastest portion of the course, leading into the most
    dangerous set of corners at Interlagos.  There are several
    left-hand fades along the 'Pit Straight.'  This
    'straightaway' is the longest stretch of flat-out
    acceleration of this course.  The optimal racing line is hard
    to the left, so be careful not to rub the left-side tires
    against the barriers, especially when passing the Pit Lane
    Entry.  The Pit Entrance is also to the left, and cars may
    enter here at top speed.
    
    Turn 1 (S do Senna): Especially since this corner follows an
    incredibly long and fast 'Pit Straight,' this is by far the
    most dangerous turn on the course, and thus perhaps the most
    dangerous corner in all of F1 racing.  This is a tight, left-
    hand, semi-blind, downhill corner requiring severe braking
    long before reaching the turn.  Unless you have PERFECT
    confidence in your car's braking AND turning ability, this is
    definitely NOT a place to pass!!!  For those who overrun the
    corner, there is a continent-size patch of kitty litter, but
    there is also a two-level barrier; the first barrier is a
    short segment, so it is possible (if necessary) to drive
    behind this first barrier and come out on the other side in
    the middle of Turn 3.
    
    Turn 2 (S do Senna): Following immediately after Turn 1, this
    right-hand corner can be taken at full speed (unless slower
    traffic blocks the path) to set up prime passing
    opportunities in Curva du Sol or along the following
    straightaway.  Amazingly, there is a small paved path between
    the main track and the Pit Lane where the old Pit Lane met
    the course (drivers used to rejoin the race at the outside of
    Turn 2).  F1 Championship Season 2000 does not penalize you
    for leaving the main course via this short piece of pavement
    and driving along the rest of the Pit Lane, which makes this
    a great method for passing a large group of cars at once (the
    Pit Lane rejoins the course just beyond the exit of Turn 3)
    or for just reducing lap times; however, extreme caution must
    be taken not to ram the barrier immediately on the left of
    the Pit Lane when attempting this maneuver at full speed.
    (Historical note: The Pit Lane used to rejoin the main course
    at the exit of Turn 2, but FIA and the drivers deemed that
    this was too dangerous.)
    
    Turn 3 (Curva du Sol): Immediately following S do Senna, Turn
    3 is a gentle left-hand corner which can also be taken at top
    speed.  Just beyond the exit of Turn 3, the Pit Lane rejoins
    the main course on the left.  Curva du Sol leads into the
    second-longest straightaway of the circuit.
    
    Straightaway: This long straightaway presents a gentle
    downhill slope leading to the lower portion of the course.
    
    Turn 4 (Lago): This corner truly begins the lower portion of
    the course in terms of elevation.  Lago is a semi-hidden
    left-hand corner with a slight downward slope.  Moderate
    braking is necessary here to keep from sliding the car into
    the recovery zone, especially if the track is wet.  Good
    acceleration out of Lago sets up great passing in the next
    corner and along the following straightaway.  Do not overrun
    the course, or you will be slowed by the sand and grass.
    
    Turn 5: A gentle left-hand turn, this can be taken at full
    throttle.  The course begins to slope upward again.
    
    Straightaway: This is effectively the last straightaway
    before the Pit Straight at the beginning of the course.  The
    course here slopes upward, so cars with excellent
    acceleration out of Turns 4 and 5 can pass those with poor
    uphill speed.
    
    Turn 6 (Laranjinha): This is the beginning of a pair of
    right-hand corners which effectively form a 'U' shape.  The
    entry of this corner can be taken at full throttle, but be
    ready to touch the brakes at the exit of this corner.  Turn 6
    is also on the crown of a hill.
    
    Turn 7 (Laranjinha): The final corner of a 'U' shape in the
    course, this is a right-hand decreasing-radius corner with a
    gentle downward slope.
    
    Turn 8 (Curva do S): After an almost negligible straightaway,
    this right-hand corner requires moderate braking.  The course
    also begins to slope downhill at the beginning of Turn 8.
    Pinheirinho immediately follows.
    
    Turn 9 (Pinheirinho): Immediately upon exiting Turn 8, slam
    on the brakes again for the sharp left-hand Pinheirinho.
    This is potentially a good place to pass other cars.  Turn 9
    is a long corner, however, so it is important to hug the apex
    much longer than usual.  Extreme caution must be taken here
    if racing in wet conditions, or you will find yourself
    sliding into the sand.  The exit of Pinheirinho leads to an
    upward-sloping straightaway.
    
    Turn 10 (Bica do Pato): The entrance of Turn 10 begins the
    final downward slope of the course, making this right-hand
    corner even more difficult to navigate.  Heavy braking and
    excellent hands are required to maneuver the car safely
    through this corner, especially in the rain.  Good
    acceleration is needed exiting Bica do Pato to pass traffic
    in the next corner and ensuing straightaway.  The kitty
    litter is available if you overshoot the corner, but then you
    will quickly find yourself rubbing against a barrier.
    
    Turn 11 (Mergulho): This left-hand corner almost immediately
    follows Bica do Pato and can be taken flat-out to provide
    good speed along the next (very short) straightaway.  Good
    acceleration out of Bica do Pato makes this a good passing
    zone if you have a decent racing line, otherwise you may find
    yourself off the course on the outside of the corner.
    
    Turn 12 (Juncao): This is a tight left-hand corner requiring
    moderate to heavy braking.  The final, steep uphill slope
    begins here, and the exit of the corner is hidden (even in
    chase view).  It is extremely easy to run off the outside of
    the corner here, but a small patch of grass and another paved
    lane provide some run-off relief here.  This corner leads to
    the incredibly long Pit Straight.
    
    Pit Entry: As you climb the long 'Pit Straight,' the Pit Lane
    begins on the left.  It is possible to fly into Pit Lane at
    high speed.
    
    Pit Exit: The Pit Lane once emptied onto the exit of Turn 2;
    it now rejoins the main course just after the exit of Curva
    du Sol.  This makes Pit Lane extremely longŠ and F1
    Championship Season 2000 refuses to give you control of your
    car until you are effectively past Turn 2.  This fact makes
    it extremely important to select your pit strategy carefully
    in long races.
    
    ==============================================
    
    GRAND PRIX OF SAN MARINO: IMOLA
    The Imola circuit is challenging but rather fun.  Again, this
    is a 'counterclockwise' circuit, but, oddly, the Pits and
    Paddock are located on the outside of the circuit and not on
    the inside.  There is extremely little tolerance for
    shortcutting the chicanes.  Due to the slope of the grass on
    the inside of the corner, Turn 6 (Tosa) is essentially a
    blind corner unless traffic is present to mark the course for
    you.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: -3
       Ride Height: -1
       Rear Diffuser: +3
    
    Pit Straight: This is a long straightaway, which enables high
    speeds as the cars cross the Start/Finish Line.  Good exit
    speed out of the final chicane makes for prime passing and a
    good show for the spectators.  The Pit Straight fades to the
    left at the exit of Pit Lane (which is aligned with the
    Start/Finish Line).  Once past the Pits, there is a barrier
    directly against the right side of the track.
    
    Turns 1 and 2 (Tamburello): This is a left-right chicane.
    Turn 1 requires moderate braking, but if you slow enough in
    Turn 1, you should be able to drive at full throttle through
    Turn 2 and beyond.  There is slight tolerance for cutting the
    corners here, but not much.  If you try to take the entire
    chicane at full speed, you can make it through Turn 1 fairly
    well, but you will quickly find yourself in the grass on the
    outside of Turn 2 and banging against the nearby barrier.  If
    you completely miss the braking zone for Turn 1, there is a
    huge sand trap to help you recover.
    
    Turn 3 (Tamburello): Immediately following Turn 2, Turn 3 is
    a soft left-hand corner which can be taken at full speed.
    Strong acceleration out of Turn 1 makes this a good passing
    zone.  Following this corner is a significant straightaway.
    
    Turns 4 and 5 (Villeneuve): This is another left-right
    chicane, but not as lengthy as the first.  Care must be taken
    not to slide off the course at the exit of Turn 5.  It is
    possible for experts to fly through this chicane at top speed
    (if not encumbered by traffic) by rolling up on the rumble
    strips, but doing so produces a significant chance of losing
    control of the car.  The course slopes upward at the exit of
    this chicane.
    
    Turn 6 (Tosa): This is a semi-blind left-hand corner which
    continues the upward slope of the course.  Moderate or even
    severe braking is required here, or else your car will be in
    the kitty litter and headed toward the spectators.  Traffic
    is actually a benefit in approaching this corner, as the
    course is largely hidden from view given the slope of the
    grass on the inside of the corner, but other cars are easy to
    see.
    
    Straightaway: The course continues up the hill here, cresting
    underneath the overhead Firestone advertisement.  Just beyond
    the ad, the track fades to the right as it begins its gentle
    downward slope, but then leads directly into Piratella.
    
    Turn 7 (Piratella): The course continues downward here, with
    the slope increasing.  This is a left-hand semi-blind corner.
    It is rather easy to slip off the pavement here and into the
    kitty litter on the outside of the corner.  Any passing here
    is best made tight to the apex of the corner, perhaps with
    only the right-side wheels on the pavement or rumble strip.
    
    Turn 8: Barely a corner at all but more than a fade, the
    course gently turns to the left here as the track passes
    under an Arexons banner.  This is a full-speed 'corner.'
    
    Turns 9 and 10 (Mineralli): This is a pair of right-hand
    corners which effectively function as a decreasing-radius 'U'
    formation and are best taken in this manner.  Turn 9 can be
    taken at full speed, but upon exit to the outside of Turn 9,
    heavy braking is needed and extra steering to the right is
    required to safely navigate around the decreasing-radius Turn
    10.  The track begins another (steep) uphill slope in Turn
    10.  Tightly hugging the apex allows for prime passing
    through Turn 10.  Care must be taken not to enter Turn 10 too
    fast, or else you will be off the course on the left.  If you
    do find yourself off-course, you MUST turn sharply to the
    right to get back onto the pavement, as Turn 11 immediately
    follows and the CPU allows virtually no tolerance here for
    shortcutting.
    
    Turn 11 (Mineralli): Immediately following Turn 10, the left-
    hand Turn 11 continues the upward slope of the course.  There
    is almost no CPU tolerance for shortcutting here, so it is
    very important to remain on-course here.  Care must be taken
    not to slip off to the right of the track as you pass
    underneath the EA Sports banner.
    
    Turns 12-13 (Alta Chicane): This is a right-left chicane,
    beginning underneath the EuroBusiness banner.  There is NO
    tolerance for shortcutting here.  Other cars generally slow
    significantly for this chicane, so a full-speed maneuver here
    in traffic is not advised.  In fact, attempting to take this
    chicane at top speed will require rolling up on the rumble
    strips, and you will likely lose control and either spin or
    collide with the all-too-close barrier to the right side of
    the course.  The barrier to the outside of Turn 13 is very
    close to the track, so be careful not to slip off the course.
    
    Straightaway: The course begins its final downhill slope
    here, fading gently first to the left, then to the right.
    
    Turns 14 and 15 (Rivazza): This is a left-hand 'U' formation.
    Moderate braking is required entering Turn 14, but then Turn
    15 can be taken at full speed (if you slowed enough in Turn
    14), although some may feel more comfortable lightly tapping
    the brakes here.  Caution must be taken to use enough braking
    entering the 'U' formation, or else you will end up in the
    sand on the right side of the track.
    
    Straightaway: This is the final long straightaway before
    reaching the Pit Straight.  However, the official course
    fades to the right just after passing underneath the Helix
    banner; driving straight ahead (the pavement of the old
    course) and thus missing the entire final chicane results in
    a Stop-Go Penalty.  The end of this straightaway provides two
    options: 1.) Keep driving straight ahead onto Pit Lane; 2.)
    Turn left for the final chicane.
    
    Turns 16 and 17 (Bassa Chicane): This is the final chicane
    (left-right) of the course.  There is NO tolerance for
    shortcutting here.  To the outside of Turn 16 is the Pit Lane
    entry, so be mindful of slower cars entering Pit Lane as you
    approach the chicane.  Moderate braking is required entering
    Turn 16, but then Turn 17 requires light braking.
    
    Pit Entry: Instead of turning left for Turn 16, keep driving
    directly ahead.  However, there is no room for slowing once
    you leave the main course, so stay tight to the right side of
    the pavement as you slow to enter Pit Lane.
    
    ==============================================
    
    GRAND PRIX OF GREAT BRITAIN: SILVERSTONE
    For the 2000 F1 season, the British Grand Prix was moved up
    in the racing calendar, and resulted in a very wet weekend
    (although the race itself was semi-sunny).  Built on an
    airport site, this historic course features wide run-off
    areas in most places.  At last, this course is a return to
    normal, 'clockwise' racing.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -2
       Rear Diffuser: +3
    
    Pit Straight: The Start/Finish Line is directly at the
    beginning of the Pit Straight.  There is no room for error on
    the right side of the track, as the Pit Lane barrier is
    directly against the pavement.
    
    Turn 1 (Copse): This is a moderate right-hand corner which
    can be taken at full speed, but be careful to not run off the
    course at the exit of the turn.  The best racing line is to
    tightly hug the apex, but the Pit Lane barrier is right there
    against the pavement, so it is imperative to keep the right-
    side tires from rubbing the barrier.  Turn 1 exits onto a
    long straightaway.
    
    Straightaway: The Pit Lane rejoins the main course from the
    right about 1/3 of the way along the straight.
    
    Turns 2-5 (Bechetts): This is a set of left-right-left-right
    'S' curves. Turns 2 and 4 can be taken at full speed or with
    very quick tapping of the brakes, but Turns 3 and 5 require
    moderate or even heavy braking.  If using the suggested car
    set-up, EACH corner of Bechetts will require braking.
    
    Turn 6 (Chapel): This is a gentle left-hand corner which can
    be taken at full speed.  This opens onto Hangar Straight.
    
    Straightaway (Hangar Straight): At 738.28m, this is the
    longest straightaway of the course.  Good acceleration out of
    Turn 5 (the final corner of Bechetts) can lead to good
    passing opportunities along Hangar Straight and/or entering
    the braking zone for Turn 7 (Stowe).  To your left is the
    Roger Clark Circuit, owned and operated by the same
    organization which owns and operates this Grand Prix Circuit.
    
    Turn 7 (Stowe): Light or moderate braking will be required
    here in order to remain on the pavement.  This is a tricky,
    sweeping, right-hand corner followed immediately by a left-
    hand semi-corner.  This is the southernmost point of the
    course.
    
    Straightaway (Vale): If you can somehow successfully navigate
    Turn 7 (Stowe) without braking, then you should be able to
    continue passing others fairly easily along Vale, especially
    if they had to brake heavily in Stowe.
    
    Turns 8 and 9 (Club): There is a stretch of pavement to the
    left, but that is NOT the official course; in fact, it has a
    tall barrier blocking a clear path for those who wish to
    accumulate a Stop-Go Penalty.  The official corner is a tight
    left-hand turn followed by the increasing-radius right-hand
    Turn 9, leading out onto another long straightaway (Abbey
    Straight).
    
    Turns 10 and 11 (Abbey): Like the previous set of corners,
    there is another stretch of pavement to the left which is not
    part of the official course; as before, this patch of
    pavement is blocked by a tall barrier, and taking this route
    will accumulate a Stop-Go Penalty.  The official Turn 10 is a
    tight left-hand corner, but not as tight as Turn 8.  This is
    immediately followed by a light-braking Turn 11, a right-hand
    corner.  Be careful not to slip off the course and rub the
    nearby barrier on exiting Abbey.
    
    Straightaway (Farm Straight): With good acceleration out of
    Abbey, good passing opportunities can be made here.
    
    Turns 12-16: This final segment of the circuit is very
    similar to The Stadium at Hockenheim.  However, these similar
    segments cannot be approached in the same manner.
    
       Turn 12 (Bridge): Immediately after passing underneath the
       pedestrian bridge, you will enter a complex similar to The
       Stadium at Hokkenheim.  This is a right-hand corner which
       can likely be taken at full speed.
    
       Turn 13 (Priory): This left-hand corner will require light
       or moderate braking.
    
       Turn 14 (Brooklands): Another left-hand corner, this one
       requires moderate braking.  There is a small sand trap for
       those who miss the braking zone.
    
       Turn 15 (Luffield): This set of right-hand corners
       essentially form a 'U' shape, and both require moderate or
       severe braking to avoid sliding off into the kitty litter.
       The exit of Luffield can be taken flat-out all the way to
       Turn 2.  The entry to Pit Lane is on the left shortly
       leaving Luffield.
    
       Turn 16 (Woodcote): Barely a corner but more than a fade,
       the course eases to the right here.  At the exit of the
       corner is the Start/Finish Line, and the right-side
       barrier begins abruptly here (be careful not to hit it).
    
    Pit Entry: The Pit Lane begins to the right between Luffield
    and Woodcote.  The new Pit Lane has a gentle right-hand
    swing, so you can come into Pit Lane at top speed and have
    plenty of room to slow.
    
    ==============================================
    
    GRAND PRIX OF SPAIN: CATALUNYA
    The Catalunya circuit is challenging, especially the two
    hairpins and the final corners of the race.  For observers
    and drivers alike, plenty of action can be found at the
    Spanish Grand Prix.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: -3
       Ride Height: -2
       Rear Diffuser: +3
    
    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 damage your right-side tires
    on the barrier.  Strong acceleration out of Turn 1 creates
    great passing opportunities all the way to Repsol.
    Attempting to take Turn 1 at top speed will either cause you
    to lose control as you run up on the rumble strips, or send
    you too far off course to survive Turn 2.
    
    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.
    
    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, 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 angle of the rumble strip along the apex in relation to
    the short patch of grass is rather odd; if you roll your
    left-side tires onto the grass, you may quickly lose control
    of the car, causing the vehicle to slide or even spin.  The
    exit of Wuth has an immediate fade to the right.
    
    Turn 7 (Campsa): This right-hand corner can be taken at full
    speed, 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 be assigned a
    Stop-Go Penalty.
    
    Turn 8 (La Cacsa): Severe braking is required for this left-
    hand corner.  While not suggested, you may be able to pass
    other cars on braking here.  As with Wuth, stay off the
    rumble strips and grass on the inside of the turn, or you
    will risk losing control of the car.  This is a 'J' turn, and
    the corner seems to go on forever before you reach the exit.
    
    Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or
    heavy braking will be needed here for the right-hand, upward-
    sloping corner.  This is also a 'J' turn which is nearly a
    double-apex corner.  If you need a recovery area anywhere on
    the course, it will most likely be here.  It is possible to
    pass slower cars here by tightly hugging the inside of the
    turn, even running the right-side tires on the rumble strips.
    
    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.
    
    ==============================================
    
    GRAND PRIX OF EUROPE: NURBURGRING
    >From a driving standpoint, the hilly Nurburgring circuit is
    very much characterized by its tight corners.  Thus, tire
    wear is a definite issue in long races here, especially in
    wet conditions.  Even more important, however, is braking
    early for almost every corner; perhaps only the streets of
    Monaco require more braking than does the Nurburgring
    circuit.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -1
       Rear Diffuser: -3
    
    Pit Straight: This straightaway is fairly long, but the
    Start/Finish Line is near the exit of the final corner.  The
    Pit Lane rejoins the course near the end of the Pit Straight,
    just before the Castrol S.
    
    Turns 1 and 2 (Castrol S): Light or moderate braking is
    required before entering the right-left 'S' curve.  It is
    quite easy to miss seeing the entry to the Castrol S unless
    traffic is present to mark the corner for you.  Until you
    know the course really well, expect to find yourself driving
    straight ahead into the recovery area.  Also, be careful not
    to drive too wide exiting the Castrol S.  Caution must be
    taken here on the first lap of a race, as the traffic truly
    bunches up here.
    
    Turn 3: Light braking will be necessary for this left-hand
    corner.  However, hard braking will be required for the Ford
    Curve ahead.  Beginning at the top of Turn 3, the course
    moves downhill.
    
    Turn 4 (Ford Curve): This is a hard right-hand corner,
    practically a 'J' curve.  The course resumes an uphill slope
    here.  Braking too late here means a trip through the kitty
    litter, while riding up on the inside rumble strips usually
    means losing control of the car.  This is definitely NOT a
    place to pass unless absolutely necessary.
    
    Straightaway: The course fades to the left here.  If you can
    accelerate well out of the Ford Curve, you should be able to
    pass several cars here.
    
    Turn 5 (Dunlop Curve): Severe braking for this hairpin is a
    mustŠ unless you really want to drive through the sand.
    Again, rolling up on the rumble strips on the inside of the
    curve will likely cause you to lose control of the car.  The
    course continues gently uphill here toward the Audi S.
    
    Turns 6 and 7 (Audi S): Entering the left-right Audi S, the
    uphill slope of the course increases, making it very
    difficult to see the course more than a few feet ahead.  The
    exit of Turn 6 is the crest of this hill; Turn 7 begins a
    slight downhill slope.  Unless traffic blocks your racing
    line, the entire Audi S section can be taken at top speed, so
    good acceleration out of the Dunlop Curve will be very
    beneficial for passing entering Turn 6 and/or exiting Turn 7.
    
    Turn 8 (RTL Curve): With the rise in the course entering the
    left-hand RTL Curve, this appears to be identical to Turn 6
    on approach.  However, you MUST use moderate braking entering
    the RTL Curve, of you will definitely be in the grass on the
    outside of the curve.  This corner is followed by the gentler
    BIT Curve.
    
    Turn 9 (BIT Curve): This right-hand curve quickly follows the
    RTL Curve, forming an 'S' curve.  If you have a good racing
    line exiting the RTL Curve, you should be able to speed
    through the BIT Curve without any problem.
    
    Turn 10 (Bilstein-Bogen): This is a gentle right-hand semi-
    corner which can be taken at full throttle.  From here to the
    Veedal S, the course makes its final and steepest upward
    slope.
    
    Turns 11 and 12 (Veedal S): This is an extremely tight left-
    right made even worse for the drivers by its placement at the
    very crest of the hill.  For those who overshoot the chicane,
    there is a patch of pavement which bypasses the chicane and
    rejoins the main course, but those taking this route are
    greeted with a Stop-Go Penalty.  Only experts can fly through
    the Veedal S at full speed; even then, the car is very likely
    to spin or careen straight into a barrier.
    
    Turn 13 (Coca-Cola Curve): A 'J' turn to the right, moderate
    braking is required here to keep from sliding off the course.
    The entry of the Coca-Cola Curve is also where the Pit Lane
    begins, so cars may be slowing on approach to go to the pits
    for servicing.  This is the final corner of the circuit.
    
    Pit Entry: The Pit Lane begins at the entry of the final
    corner.  It is extremely important to slow down before
    entering Pit Lane; if you come in too fast, you will
    certainly damage the front of the car on the barrier.
    
    ==============================================
    
    GRAND PRIX OF MONACO: MONTE CARLO (TEMPORARY STREET CIRCUIT)
    'To finish first, first you must finish.'  The Monaco circuit
    is a highly daunting temporary street course, especially from
    the Driver View or the Front Wing View, as the barriers are
    FAR too close for comfort, and passing is virtually
    impossible for even expert drivers.  If there is a problem
    with a car, there are extremely few places to safely pull
    aside, so all drivers must be constantly wary of damaged
    vehicles, especially slow or stationary cars around the many
    blind corners.  The most significant key to simply finishing
    a race at Monaco is SURVIVAL, which means a slow, methodical,
    patient race.  Aggressive drivers (like myself) would almost
    certainly end up dead - or at least driving an extremely
    beat-up vehicle - driving the Monaco circuit for real!!!  For
    a comparison, the Surfer's Paradise circuit in Newman-Haas
    Racing is a sweet dream compared to the Monaco circuit!!!!!
    Fortunately, the new physics engine of F1 Championship Season
    2000 makes the Monaco circuit a little easier than the same
    course in F1 2000, but this is still - by far - the most
    challenging circuit in the game.  While driving this circuit,
    players may want to have "I Will Survive" playing on auto-
    repeat!!!
    
    Tip: F1 Championship Season 2000 allows you to toggle the
    Fuel/Damage Indicator on and off at will.  When driving at
    Monaco, this Indicator should be on at all times.  This
    course is so unbelievably TIGHT that even the most cautious
    of drivers will likely bump a barrier (or another car) fairly
    oftenŠ and all those bumps WILL eventually take their toll.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +3
       Side Pod Radiators: +3
       Front Downforce: +3*
       Rear Downforce: +3*
       Ride Height: -2
       Rear Diffuser: +3
    *The downforce options are purposely set much higher than at
    other circuits to assist in cornering.  The Monaco circuit
    simply does not allow for a high-speed set-up.
    
    Pit Straight: Not straight at all, the 'Pit Straight' fades
    to the right along its entire length.  Near the end, the Pit
    Lane rejoins the main course from the right.
    
    Turn 1 (Sainte Devote): This is a tight right-hand semi-blind
    corner; heavy braking is required long before reaching Sainte
    Devote.  To the left on entering this corner is one of the
    few areas to pull off the course if there is a problem.
    Overshooting the corner results in smashing the front wing
    against the unmoving barrier.  The uphill portion of the
    course begins here.
    
    Straightaway (Beau Rivage): Not really straight with its
    varying-direction fades, the circuit climbs steeply uphill
    here.  Because of the fades, this is actually NOT a passing
    zone; you may think you have enough room to pass a slower car
    and actually pull up alongside it, but then you and the
    slower vehicle will end up bumping each other and/or a
    barrier because of a fade.
    
    Turn 2 (Massanet): This is a sweeping decreasing-radius left-
    hand blind corner requiring moderate braking on entry and
    light braking as you continue through the turn.  If you come
    in too fast, the corner workers will be scraping the right
    side of your car off the barrier at the end of the race; if
    you take the corner too tightly, the same will happen for the
    left side of the car.  The exit of Massanet is the highest
    elevation of the circuitŠ which has only just begun, even if
    it IS all 'downhill' from here!!!
    
    Turn 3 (Casino): Light or moderate braking will be needed for
    the right-hand Casino.  This corner almost immediately
    follows Massanet, and begins the long downward trajectory of
    the course.  This corner is actually wider than most, to the
    extent that a car in trouble may be parked along the barrier
    on the outside of the corner.  Be careful not to scrape the
    left-side barrier while exiting Turn 3; similarly, do not
    overcompensate and scrape the right-side barrier at the apex
    of Casino.
    
    Turn 4 (Mirabeau): Following a long downhill straightaway,
    heavy braking is needed for this right-hand blind 'J' turn.
    A small pull-off area is provided on the left on entry.  If
    you miss the braking zone, your front end will be crushed up
    against yet another barrier. This corner continues the
    course's downhill slope, which adds to the difficulty of the
    turn.
    
    Turn 5 (Great Curve): Following an extremely short
    straightaway, this left-hand hairpin is one of the slowest in
    all of F1 racing.  If you have excellent braking ability, you
    can actually PASS (a rarity!!!) by taking the tight inside
    line; otherwise, it would be best to drive through the Great
    Curve single-file.
    
    Turns 6 and 7 (Portier): This pair of right-hand corners form
    a 'U' shape, but neither can be taken at any respectable
    speed.  Between these two corners is a pull-off area on the
    left, with another to the left on exiting the 'U' formation.
    Turn 7 is the slowest of the two corners, and is the most
    difficult in terms of the almost-nonexistent view of the
    track.  Accelerating too soon out of Turn 7 means banging the
    left side of the car against yet another immovable barrier.
    
    Straightaway (The Tunnel): This 'straightaway' is actually a
    very long right-hand fade in a semi-tunnel (the left side
    provides a clear view of the water).  However, even on a
    sunny day, visibility here is poor due to the sun being at a
    'wrong' angle compared to the circuitŠ and made even worse
    should you be following a car with a malfunctioning or
    expired engine.  Start braking shortly after entering back
    into the sunlight (assuming Dry Weather is active) for the
    chicane.
    
    Chicane (Nouveau Chicane): The course narrows as you come
    around the chicane, but then 'widens' back to 'normal' at the
    exit.  Fortunately, F1 Championship Season 2000 has removed
    the barrier on the inside of the chicane which made this a
    treacherous configuration in F1 2000; however, if you attempt
    to speed in a straight line over the rumble strips, you are
    quite likely to lose control of the car and either careen
    into the right-side barrier following the chicane, or spin
    and hit barriers on both sides of the chicane's exit.
    
    Turn 8 (Tobacco): This left-hand corner is best taken with
    light braking, although it can be cleared with no braking
    (not suggested, even for experts) with sufficient downforce,
    no traffic, and a FLAWLESS racing line.
    
    Turns 9-12 (Swimming Pool): This is essentially a double
    chicane around the swimming pool in the classic 'bus stop'
    configuration.  Turns 9 and 10 form a tight left-right
    combination, for which moderate braking is required, although
    little or no braking can be used if you roll straight over
    the rumble strips.  After an extremely brief straightaway,
    Turns 11 and 12 form the opposite configuration (right-left),
    but are even tighter.  This opens out onto a short
    straightaway where you MIGHT be able to pass ONE car.
    
    Turns 13 and 14 (La Rascasse): This is a tight left-right
    chicane requiring moderate braking for Turn 13 and heavy
    braking for Turn 14.  Even worse, Turn 14 is a 'J' turn, so
    the racing line is also very important here.  The Pit Lane is
    to the right at the exit of this chicane.
    
    Turns 15 and 16 (Anthony Hoges): A tight right-left chicane,
    these are the final corners of the Monaco circuit.  The
    course narrows here through the chicane, then 'widens' to
    'normal' for the Pit Straight.
    
    Pit Entry: The entrance to the Pit Lane is to the right
    immediately after clearing La Rascasse.  Given that La
    Rascasse is a blind corner, on every lap, expect a slower car
    here headed for the pits.
    
    ==============================================
    
    GRAND PRIX OF CANADA: CIRCUIT GILLES VILLENEUVE
    This incredible circuit is built on an island, accessible to
    spectators only via subway.  Much of the course runs along
    the southern and northern shores of the island.  This course
    is also unusual in that the paddock area is to the outside of
    the course (as at Imola), along the northern shore of the
    island.  The long, sweeping straightaways provide for
    excellent top-end speed - a much-welcome change from the
    slow, tight corners and the many unforgiving barriers of the
    streets of Monaco (the previous race circuit in Championship
    Mode) - but there are several tight corners here to challenge
    both drivers and cars.  Mind the Casino Hairpin (Turn 10),
    the westernmost corner of the course.  Also tricky is the
    Senna Curve, as it immediately follows the first corner of
    the race.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -3*
       Rear Diffuser: +2
    *The Circuit Gilles Villeneuve is almost perfectly flat, so
    the only reason to raise ride height is for better cornering
    due to slower top-end speed.
    
    Pit Straight: This follows the final chicane of the circuit.
    As the Pit Lane rejoins the main course from the left, the
    Pit Straight fades to the right, setting up Turn 1.  If you
    were successful in flying through the final chicane at top
    speed without needing to navigate traffic, you will likely be
    pushing 200MPH at the Start/Finish Line.
    
    Turn 1: This left-hand corner will require moderate braking,
    and immediately flows into the Senna Curve.  There is a patch
    of extra pavement on the right before entering Turn 1, but it
    is set too far back to be useful in attempting to gain a
    better racing line.
    
    Turn 2 (Senna Curve): This is a right-hand hairpin corner
    requiring heavy or severe braking.  It is very easy to run
    too wide here, slipping off into the grass.  Likewise, it is
    rather easy to overcompensate and cut the corner, which can
    result in a Stop-Go Penalty or cause the car to spin if taken
    too fast.  Extreme caution is required here if racing in wet
    conditions, as the severity of the hairpin can itself cause
    the car to slide.  Perhaps the best tactic is to enter Turn 1
    from the extreme right of the pavement, and brake smoothly
    all the way through to just beyond the apex of Senna Curve
    before accelerating again.  A moderate straightaway follows
    the Senna Curve, so acceleration from the exit is important.
    
    Turns 3 and 4: This right-left chicane can provide a good
    passing zone.  Turn 3 is tight and semi-blind, but passing on
    braking is an option for those who know the chicane well.
    Turn 4 is an easier corner, allowing good acceleration on
    exit, but it is still easy to overshoot the exit of the
    chicane and bang the right side of the car against the nearby
    barrier.  If you overshoot the entry to the chicane, you will
    be given a Stop-Go Penalty if you attempt to simply edge back
    onto the main course.  Expert drivers can blast through this
    chicane at full acceleration by making judicious use of the
    rumble strips.
    
    Straightaway: At the end of this moderate straightaway, the
    course fades to the left, followed by Turn 5.  Light braking
    may be required at the fade if navigating traffic.
    
    Turn 5: This sweeping right-hand corner can be taken at full
    speed, unless you are coping with traffic.  Be careful not to
    hug the apex too tightly, or your right-side tires will be on
    the grass here.
    
    Turn 6: This left-hand corner will require moderate braking,
    or you will be flying through the grass toward the spectators
    in Grandstand 33.  Minor shortcutting of this corner is
    allowed by the CPU, which may be beneficial here for passing
    on braking.  This leads out to a very brief straightaway.
    
    Turn 7: Following a very short straightaway, Turn 7 is a
    light-braking right-hand corner.  On the outside of Turn 7 is
    a short, steep hillside with a barrier, so DO NOT run wide
    entering the corner, as it is possible to send the vehicle
    airborne!!!  It is easy to run wide on exit and slip off the
    course and into the barrier on the left, so be careful.
    
    Straightaway: The course runs along the southern shore of the
    island here.  Unfortunately, the extremely tall barrier
    prevents much of a viewŠ which actually forces your eyes to
    be transfixed on the road and any other cars ahead.  Once you
    pass underneath the pedestrian bridge, begin braking for the
    upcoming chicane.
    
    Turns 8 and 9: This right-left chicane is similar to Turns 6
    and 7 in that overrunning the chicane leaves you driving
    through the sand directly toward another grandstand full of
    spectators.  Moderate braking will be needed to safely enter
    the chicane's tight right-hand corner.  The second corner of
    the chicane is a gentler left-hand turn, but you might still
    run off the pavement on exit and grind the right side of the
    car against the barrier, or roll up on the rumble strips on
    the inside of the corner and lose control of the car.
    Accelerate strongly out of the chicane to set up passing
    possibilities along the following straightaway and into
    Casino Hairpin.  Nowhere on the course is there less CPU
    tolerance for shortcutting than in this chicane; if you
    overshoot the first corner, you can certainly expect to
    receive a Stop-Go Penalty.
    
    Straightaway: About two-thirds of the way along, the course
    fades to the left.  Begin braking early for Casino Hairpin
    unless you really want to slip through the sand trap; to
    begin braking after passing underneath the second pedestrian
    bridge is almost certainly too late for this braking zone.
    
    Turn 10 (Casino Hairpin): This is a tight right-hand hairpin
    requiring heavy or even severe braking, depending on when you
    begin braking for the corner.  Somehow, this corner seems to
    be longer than it really is, so be judicious with the
    accelerator until you see clear, straight track ahead.
    
    Straightaway: On exiting Turn 10, the course fades to the
    right, then back to the left.  However, no braking is
    required here.
    
    Turn 11: Officially marked on course maps as a corner, the
    course actually only fades to the right here, thus no braking
    is required.  You should be fairly high up in the gearbox by
    the time you reach Turn 11.
    
    Straightaway (Casino Straight): The Casino Straight (named
    for the casino in the middle of the island) runs parallel to
    the northern shore of the island on which the course is
    built; there is not much of a view to the left, but it is not
    very interesting anyhow (especially when compared to Albert
    Park Lake).  This is by far the longest straightaway of the
    entire course, so much of the time spent here will be in your
    car's top gear, quite possibly achieving speeds over 200MPH.
    The Casino Straight leads to the final (right-left) chicane
    of the course, as well as the entry for Pit Lane.  The Casino
    de Montreal is the grayish complex off the course to the
    right as you drive between the final two pedestrian bridges.
    
    Turns 12 and 13: This is a right-left chicane which can be
    cleared (without traffic) with light or moderate braking.
    For experts, this chicane can be taken at full speed and no
    braking, but only with a flawless racing line and a perfect
    knowledge of the corners.  The exit of Turn 13 has a wide
    odd-colored lane of concrete to allow for some swing-out;
    nonetheless, be careful not to bump the barrier.  The exit of
    the chicane flows onto the Pit Straight.  The Pit Lane entry
    runs straight ahead in line with the Casino Straight, so cars
    slowing on the left are likely heading in for servicing, and
    may block your optimal racing line if you are continuing on-
    course.
    
    Pit Entry: As you enter the final (right-left) chicane, the
    Pit Entry runs straight ahead.  Once clear of the main
    course, there is very little room for deceleration before the
    Pit Lane's own tight right-left chicane, so it is very
    important to slow down on Casino Straight before reaching the
    Pit Entry.  Keep as far to the left as possible when slowing
    on Casino Straight, allowing other cars to keep to the right
    as they prepare for the final chicane.
    
    ==============================================
    
    GRAND PRIX OF FRANCE: NEVERS MAGNY-COURS
    The Magny-Cours circuit is characterized by long, sweeping
    straightaways, and fairly quick corners. The Adelaide hairpin
    will almost definitely cause trouble, especially for
    aggressive drivers, and rivals the La Source hairpin at Spa-
    Francorchamps as the slowest corner in all of F1 racing.
    This is a very fun course to drive (admittedly a very
    subjective statement), but its layout can produce problems
    from the standpoint of hearing other cars: Three of its main
    straightaways are almost exactly parallel to each other with
    little distance and no large obstacles between them,
    sometimes making it difficult to determine where other cars
    are truly located around you as you try to anticipate where
    the next group of traffic that you will need to navigate is
    located.  The circuit also has extremely wide areas along
    most of the main course to pull aside should a car have a
    major malfunction.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: +3
       Ride Height: -3
       Rear Diffuser: -1
    
    Pit Straight: Following the tight High School chicane, strong
    acceleration through the Pit Straight creates good passing
    chances through Great Curve and into Estoril.  However, the
    tightness of the High School chicane and the incredibly close
    proximity of the Pit Lane barrier requires immense caution as
    you come onto the Pit Straight.  The Start/Finish Line is
    about halfway down the Pit Straight; the Pit Lane rejoins the
    course from the left at this point.
    
    Turn 1 (Great Curve): In accordance with its name, this is a
    sweeping left-hand corner which can be taken flat-out.
    
    Turn 2 (Estoril): Either light or moderate braking will be
    needed for entering the VERY long right-hand 180-degree
    Estoril; in either case, you will almost certainly be tapping
    the brakes repeatedly through Estoril.  It is quite easy to
    roll the right-side tires off onto the grass, and it is just
    as easy to slip off on the grass on the outside of Estoril -
    both can easily occur, whether navigating traffic or driving
    alone.
    
    Straightaway (Golf): The Golf Straight if by far the longest
    of the course and includes several fades to the right.
    
    Turn 3 (Adelaide): The right-hand Adelaide hairpin is
    EXTREMELY tight.  The key here is to brake EARLY, as you will
    be downshifting from your top gear to your lowest gear
    rapidly; if you begin braking too late, you will be off in
    the grass.  If you accelerate too soon out of Adelaide, you
    will be rolling through the kitty litter and losing valuable
    track position.
    
    Straightaway: Acceleration out of Adelaide is important for
    passing other cars here.  There are a few fades in the course
    here.
    
    Turns 4 and 5 (Nurburgring): This is a right-left chicane
    which will require light braking.  It is possible to fly
    through Nurburgring without braking by making use of the
    bright-green extension on the inside of Turn 5; however, if
    you remain on the bright-green extension for too long, you
    will be assigned a Stop-Go Penalty.
    
    Turn 6 (180 Degrees): This is quite true - the official name
    of this corner is '180 Degrees' according to the official Web
    site of Magny-Cours.  This is a wide left-hand hairpin
    nestled well within the Estoril hairpin.  Running too wide
    here will put you out in the sand; running too close to the
    apex could put you up on the rumble strips and force you to
    lose control.
    
    Straightaway: The third of the three parallel-running
    straightaways, this 'straightaway' has several fades before
    the Imola chicane.
    
    Turns 7 and 8 (Imola): This right-left chicane should require
    light braking, except for cars with a flawless racing line.
    A short straightaway out of Imola sets up the Water Castle
    curve.  There is not much CPU tolerance for running off the
    course here.
    
    Turn 9 (Water Castle): Somewhere between a standard 'J' turn
    and a hairpin, this is an increasing-radius right-hand corner
    leading into the final straightaway of the circuit.
    
    Turns 10 and 11 (High School): There is a false line of
    pavement to the right as you near the official chicane; this
    false pavement runs directly up to an immovable barrier (I
    believe this is the Pit Entry for other forms of racing at
    the circuit).  The official chicane requires moderate braking
    on entering, and allows for a VERY short burst of
    acceleration on exit.  There is yet another bright-green
    extension on the inside of Turn 10, but taking this risks
    acquiring a Stop-Go Penalty.  If you completely miss this
    chicane, you will both accumulate a Stop-Go Penalty, and
    blast through the sand trap and break the front end on a
    perpendicular barrier blocking direct access to Pit Lane.
    
    Turn 12 (High School): On entry, the Pit Lane begins to the
    left.  The official corner is a TIGHT right-hand turn which
    requires moderate or even heavy braking; wheel lock is very
    much a possibility here, especially in wet conditions.  If
    you miss the corner, you will blast through the all-too-brief
    sand trap and ram directly against a barrier and bounce
    backward into any cars behind you.  If you roll up on the
    inside of the corner, the angle of the rumble strips to the
    pavement will almost certainly cause your car to spin.  Speed
    is an extreme concern here; it is virtually impossible to go
    too slow, but going too fast will definitely result in a
    crash (with great possibility of bouncing into follow-up
    crashes with other cars, or with another nearby barrier).
    
    Pit Entry: The Pit Lane begins to the left at the entry of
    Turn 12.  The Pit Lane has its own sharp right-hand turn
    almost immediately, so it is best to begin slowing (or
    rather, barely accelerating) as you leave the High School
    chicane.
    
    ==============================================
    
    GRAND PRIX OF AUSTRIA: A1-RING
    This course may only have seven corners, the fewest of the
    circuits used in the 2000 racing season, but it is still
    quite challenging for the drivers.  The course itself is
    built on a hillside, with the Paddock area and the Pit
    Straight located at the lowest elevation of the course.  The
    significant elevation changes and poorly-placed barriers make
    this a particularly challenging circuit to safely navigate
    for 90+ minutes.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -1
       Rear Diffuser: +2
    
    Pit Straight: Long and straight; main grandstands to the
    left, Pit Lane to the right.  Rather mundane, except that the
    entire Pit Straight has a slow uphill climb into the Castrol
    Curve.
    
    Turn 1 (Castrol Curve): After a rather mundane Pit Straight,
    the Castrol Curve is anything but mundane.  This is a right-
    hand uphill corner which requires moderate braking.  The Pit
    Lane rejoins the main course on the right at the exit of the
    corner, but the Pit Lane barrier ends just before the
    entrance to Castrol Curve, meaning that if you really need to
    avoid an accident (or a large group of cars) on Castrol, you
    can suddenly jump over to the end of the Pit LaneŠ without
    receiving a Stop-Go Penalty from the CPU.  Because of the
    steep slope of the hill, it is all too easy to drive off the
    outside of the corner and into the massive sand trap.  If you
    lose your concentration and forget even to slow down, you
    will certainly find yourself airborne once you hit the rumble
    strip; similarly, if you try to take this corner at top
    speed, you may find yourself looking up at the ground.
    
    Straightaway: There are a few fades in the straightaway as
    the course continues its uphill climb.  The end of the
    straightaway (approaching Remus Curve) has a suddenly steeper
    grade and demands total concentration.
    
    Turn 2 (Remus Curve): This is a TIGHT right-hand 'J' turn
    requiring heavy or even severe braking, and complete
    concentration to navigate safely (even when not dealing with
    traffic).  The uphill climb of the circuit continues through
    most of the turn, making high or even moderate speeds
    impossible here.  Rolling the right-side tires up on the thin
    patch of grass on the inside of the Remus Curve will almost
    definitely result in loss of control of your vehicle.  Even
    worse, this is a blind corner due to the barrier.  Aggressive
    drivers will certainly end up overrunning the Remus Curve on
    exit and find themselves beached in the kitty litter.
    
    Straightaway: Located at the highest elevation of the course,
    this straightaway has a fade to the right, then another to
    the left.  After the second fade, prepare for braking before
    arriving at the Gosser Curve.
    
    Turn 3 (Gosser Curve): Another tight right-hand corner,
    moderate braking will be required here to avoid sliding off
    the course and into yet another sand trap.  This is also a
    blind corner, due to the barrier on the inside of Gosser.
    The circuit begins to slowly descend in elevation here.
    
    Straightaway: This is actually NOT a straightaway at all; the
    course map does not list the right-hand turn, but it is
    definitely more than just a fade.  If you overrun this, you
    will end up in the same sand trap as before - it is simply
    extended along the left side of the course from the outside
    of Gosser until well beyond this unofficial corner.
    
    Turn 4 (Niki Lauda Curve): This is a wide left-hand corner
    which will require light or moderate braking; even if you
    slow greatly before entering the corner, you will likely be
    tapping the brakes as you progress through Niki Lauda.  There
    is another wide patch of sand on the outside of the corner,
    stretching almost all the way to the entrance of the Gerhard
    Berger Curve.  A short straightaway separates Turns 4 and 5.
    
    Turn 5 (Gerhard Berger Curve): This is almost identical to
    the Niki Lauda Curve, but with an additional sand trap which
    begins on the inside of the corner.
    
    Straightaway: Again more than a fade but not listed as an
    official corner, there is a 'turn' to the right shortly after
    exiting the Gerhard Berger Curve.  About two-thirds of the
    way along, the course enters a scenic forested area.
    
    Turn 6 (Jochen Rindt Curve): This is a semi-hidden right-hand
    corner which can be taken with light braking.  Another sand
    trap awaits those who run off the outside of the corner.  A
    short straightaway follows Jochen Rindt.
    
    Turn 7 (Mobilkom Curve): This is a right-hand corner which
    will require light or moderate braking.  The Pit Lane begins
    on the right just before the entry to Mobilkom, so be careful
    not to bump cars slowing before going to the pits.
    
    Pit Entry: Located just before the entrance to the Mobilkom
    Curve, the Pit Lane is to the right.  This is a long pit
    lane, so plan to stay out of here as much as possible!!!
    
    ==============================================
    
    GRAND PRIX OF GERMANY: HOCKENHEIM
    Surrounded by multitudes of trees which make much of the
    circuit rather dark in wet races, this is the fastest course
    used for F1 racing in 2000.  If not for the Jim Clark, Brems,
    and Ayrton Senna chicanes, cars would be flying around the
    course in top gear all the way from the North Curve (Turn 1)
    to the entry of the Stadium (Turn 10).  The three chicanes
    all have paved shortcuts, but taking these will amass a Stop-
    Go Penalty each time.  Except the right side of the Pit
    Straight, there is more than enough room to pull well off the
    pavement should a car have a serious problem on any part of
    the circuit.
    
    Special Note: To truly discover the speeds and the lap times
    once possible before the chicanes were added to Hockenheim,
    turn off the Flags option (if necessary) and purposely drive
    on the old course pavement through each of the chicanes.  Fun
    and fast!!!!!
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +3
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: -3
       Ride Height: -3*
       Rear Diffuser: -1
    *The Hockenheim circuit is almost perfectly flat, so the only
    reason to raise the Rear Height is for better cornering due
    to slower top-end speed.
    
    Pit Straight: The entire left side of the Pit Straight has a
    rumble strip, the only course with this design.  This is an
    extremely short straightaway compared to the rest of the
    course.
    
    Turn 1 (North Curve): This right-hand corner can be taken
    with no or little braking.  The Pit Lane rejoins the course
    from the right at the exit of North Curve.  Opening lap
    aside, if you are not at full acceleration exiting this
    corner, you will definitely be passed in the long sweeping
    straightaway leading to the Jim Clark chicane.
    
    Straightaway: Immensely lengthy and lined with trees, speed
    is of the utmost importance here.  The entire straightaway is
    an extremely gentle fade to the right.  Drift to the left
    when you reach the grandstands.
    
    Turns 2 and 3 (Jim Clark Chicane): DO NOT keep driving
    straight ahead here; the mandatory chicane is a right-left
    pair of corners.  Moderate braking should be required for
    Turn 2 (or light braking if not in traffic and using a
    FLAWLESS racing line which makes judicious use of the rumble
    strips), but full acceleration can be taken leading out of
    the chicane.
    
    Straightaway: Yet another long, sweeping straightaway which
    fades calmly to the right.  Again, drift to the left before
    entering the Brems Chicane, and begin braking much earlier
    than for the Jim Clark Chicane.
    
    Turns 4 and 5 (Brems Chicane): The original course
    configuration (used in older F1 racing games) did not have a
    chicane here, and the original pavement remains.  However,
    the official course currently in use advances slightly from
    the old course, suddenly cuts tightly to the right and
    crosses the old pavement, then cuts tightly to the left to
    rejoin the old pavement.  Moderate braking will be needed for
    Turn 4, and light braking for Turn 5.  Even with the Flags
    option disabled, the angle of the old pavement to the
    official chicane is such that it is impossible to blast
    through this segment at top speed without spinning the car
    through the kitty litter.
    
    Turn 6 (East Curve): This is a very wide right-hand corner
    which can be taken at top speed.  Strong acceleration out of
    Brems is important to assist in passing here.
    
    Straightaway: This is yet another long straightaway, but
    without any fades.  Drift to the right for the Ayrton Senna
    Chicane.
    
    Turns 7-9 (Ayrton Senna Chicane): DO NOT follow the old
    course pavement directly ahead unless you really WANT to
    serve a Stop-Go Penalty.  The official course turns to the
    left, cuts tightly to the right, and eases left again.  It is
    actually possible to speed into Turn 7 at top speed (making
    use of the thin patch of pavement to the left of the left-
    side rumble strip), then slam HARD on the brakes through Turn
    8, and accelerate quickly out of the chicaneŠ but this is
    certainly NOT recommended.
    
    Straightaway: The final long straightaway of the course has
    extra pavement on the left, 'blocked' only by a line of
    orange cones which unfortunately do not move should you hit
    them.  Surprisingly, the CPU does not assign a Stop-Go
    Penalty for driving to the left of these cones (nor can the
    cones be shoved out of place), so this could potentially be a
    place to pass large numbers of cars.  This extra pavement
    begins shortly after the exit of the Ayrton Senna Chicane,
    and ends at the entry of the Stadium; thus, if you are on
    this 'extra' pavement entering the Stadium, you will have a
    better racing line for Turn 10, allowing you to navigate the
    corner with less or no braking.
    
    Turns 10-13 (The Stadium): This is similar to the final
    segment of the Silverstone circuit.  However, do not expect
    to drive The Stadium the same way you would the final segment
    at Silverstone.
    
       Turn 10 (Entrance to the Stadium: Agip Curve): Light
       braking may be required here, but you should be able to
       pass through the Agip Curve without any braking at all
       (especially if your racing line began with the 'extra'
       pavement on the left before the Stadium).  A short
       straightaway follows.
    
       Turn 11 (Continuing through the Stadium: Sachscurve): This
       is a left-hand wide hairpin turn.  Be careful not to end
       up in the grass, either entering or exiting the corner.
    
       Straightaway (Continuing through the Stadium): This short
       straightaway has a fade to the left, followed by a fade to
       the right.
    
       Turns 12 and 13 (Exiting the Stadium: Opel): The first
       right-hand corner is somewhat tight, and moderate braking
       will be required here; the old course rejoins the current
       course from the left on exit, so if you run wide in this
       corner, you can likely recover here using the old
       pavement.  The final corner of the circuit is a right-hand
       turn which will require light braking.  The Pit Lane entry
       is to the right just before the official Turn 13.  Unless
       you are headed for the pits, you should be able to
       accelerate out of the Stadium here and stay on the
       accelerator all the way to the Jim Clark chicaneŠ which is
       quite a long time!!!!!
    
    Pit Entry: The Pit Lane begins to the right at the entry of
    Turn 13 (the final corner of the Stadium).
    
    ==============================================
    
    GRAND PRIX OF HUNGARY: HUNGARORING
    The Hungaroring circuit has wide run-off areas, which can be
    quite important, especially for Turn 1.  It is imperative to
    qualify near the top of the grid and be (one of) the first
    through this corner, as traffic backs up tremendously here at
    the start of a race - moreso than at most other circuits due
    to the nasty configuration of the first turn.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -2
       Rear Diffuser: +1
    
    Pit Straight: This is the highest point on the course and a
    very long straightaway.  Actually, the highest point is at
    the very end of the Pit Straight, at the entrance of Turn 1.
    
    Turn 1: It's all downhill from hereŠ almost literally.  This
    tight right-hand hairpin corner is downhill all the way
    through, making early braking a necessity; plus, you will
    certainly be tapping the brakes all the way through this
    important first turn.  If you do overrun the corner, there is
    a huge sand trap for your inconvenience.  However, if you
    roll up on the inside rumble strips, expect your car to spin
    violently and collide with anything nearby.
    
    Turns 2 and 3: After a short straightaway, Turn 2 is a left-
    hand 'J' turn requiring light braking; do not keep going
    straight ahead and miss the official corner, as that patch of
    pavement ends in an immovable barrier.  Turn 2 is quickly
    followed by Turn 3, a right-hand corner which must be taken
    at full throttle to set up passing opportunities through Turn
    3 and along the ensuing straightaway.
    
    Turn 4: This moderate left-hand corner may require light
    braking or may be taken flat-out.  Plenty of kitty litter
    awaits those who overrun the corner.
    
    Turn 5: Moderate braking is necessary for this right-hand 'J'
    turn.  Plenty of sand is available on both sides of the
    pavement here, just in case.
    
    Turns 6 and 7: The CPU is very touchy about this right-left
    chicane; virtually ANY short-cutting here results in a Stop-
    Go Penalty.  There is plenty of sand here as well, just in
    case.  Turn 6 is tight, requiring heavy braking.  Turn 7
    requires moderate braking, and beware the barrier on exit if
    you happen to swing out too wide.
    
    Turn 8: This moderate left-hand corner may require light
    braking, but may also be taken as a full speed passing zone
    if using rapid reflexes and a perfect racing line.
    
    Turn 9: Almost immediately following Turn 8, this right-hand
    corner definitely requires moderate braking to keep to the
    pavement.  Accelerate strongly out of Turn 9 to set up good
    passing opportunities.
    
    Turn 10: An easy left-hand corner which can be taken at top
    speed.  This is a prime place to pass if sufficient
    acceleration was made out of Turn 9.
    
    Turn 11: Shortly following Turn 10, the right-hand Turn 11
    requires moderate braking to stay out of the kitty litter on
    the outside of the corner, but can be taken at top speed with
    no traffic and a flawless racing line.
    
    Turns 12 and 13: This is a right-left chicane for which the
    CPU is again very touchy concerning shortcutting.  While
    slowing for the corner here is officially preferable, it is
    possible to speed through at full throttle by making use of
    the rumble strips; of course, this is virtually impossible to
    do safely if racing in wet conditions.
    
    Straightaway: The straightaway following Turn 13 has a small
    rise about halfway to Turn 14.  This rise can be a good point
    at which to measure your braking zone, which is very
    important for the upcoming corner.  Cars running a very high
    downforce set-up can especially benefit from braking at the
    crest of this small rise.
    
    Turn 14: This is a wide 'J' turn to the left.  At first,
    there is plenty of sand to the outside for those who overrun
    the corner, but then a metal barrier rubs up against the
    pavement beginning about halfway around the corner, so DO NOT
    overrun the corner if you like having the right side of the
    car intact.  The course begins its steep uphill trajectory
    here.  A very short straightaway follows.
    
    Turn 15: At the entry of this final corner is the Pit Lane
    entry, so beware of slower cars on the right.  The official
    corner itself is an uphill, right-hand hairpin with little
    room for those who overrun the corner.  Accelerate strongly
    (but not too early) out of this final corner to pass along
    the Pit Straight and put on a show for the spectators.
    
    Pit Entry: The Pit Lane begins at the entry of Turn 15 on the
    right; begin slowing (rather, do not accelerate much) at the
    end of Turn 14 (the left-hand 'J' turn).
    
    ==============================================
    
    GRAND PRIX OF BELGIUM: SPA-FRANCORCHAMPS
    This is a well-storied course used for many forms of racing.
    One of the longer courses used in the 2000 F1 season, the
    forest setting is rather scenic.  This is also home to the
    famous Turn 1 - the La Source hairpin - which is the slowest
    corner in all of F1 racing.  As at Hungaroring, it is very
    important to be at the front of the grid on the first lap to
    safely navigate the first turn.  Due to the forest setting,
    much of the circuit is perpetually shadowed, which is
    especially significant if racing in wet/overcast conditions.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -2
       Rear Diffuser: +1
    
    Pit Straight: Strong acceleration out of the Bus Stop chicane
    allows SOME room for passing here, but only experts (or those
    with a death wish) would ever consider waiting until after
    crossing the Start/Finish Line to brake for La Source,
    because the Line is so far down the Pit Straight.  The course
    also slopes downward here, all the way through La Source.
    
    Turn 1 (La Source): This is an incredibly tight right-hand
    hairpin.  Fortunately, there is plenty of swing-out room and
    plenty of recovery space, both paved, which can provide a
    great passing opportunity by taking an extremely wide racing
    line. The downward slope of the course is not much here, but
    it does add to the difficulty of this hairpin turn.  Brake
    lock-up and the resultant flat-spotting of the tires is quite
    easy to inadvertently accomplish here, especially in wet
    racing conditions, so caution is extremely important.  If a
    car in front of you takes the wrong racing line, passing here
    can be easy.  Passing can also occur here if you brake REALLY
    late (after crossing the Start/Finish Line), as CPU cars
    almost always begin braking well before the Line.
    
    Straightaway (Eau Rouge): Immediately at the exit of La
    Source is where the Pit Lane rejoins the main course, so try
    to keep away from the inside of the course here, especially
    since the barrier prevents cars exiting La Source to see cars
    exiting Pit Lane.  To the right is the Pit Lane for the 24-
    hour races held at Spa-Francorchamps; take care not to smash
    into this concrete Pit Lane barrier.  Immediately after
    passing the 'other' Pit Lane and entering Eau Rouge (Red
    Water), the straightaway has several fades during a semi-
    blind steep uphill climb into Turn 2.  It is all too easy to
    misjudge the racing line and wind up out in the sand and the
    grass on either side of the pavement here, so memorization of
    this segment of the circuit is important to keep to the
    pavement.
    
    Turn 2 (Eau Rouge): This is an easy right-hand corner at the
    top of the steep uphill climb.  The kitty litter on either
    side of the course fades away shortly after the corner.
    
    Straightaway (Kemmel): The course truly enters the forested
    area here, with trees lining both sides of the course and
    casting lengthy shadows which make this area of the circuit
    rather dark in wet conditions.  Cars can easily achieve
    speeds over 200MPH by the end of this straightaway.  The end
    of Kemmel is where Mika Hakkinen made 'The Pass' on Michael
    Schumacher in the 2000 Grand Prix of Belgium.
    
    Turns 3-5 (Malmedy): This is a right-left-right combination
    of corners.  Moderate or even heavy braking is necessary
    entering Malmedy (Turn 3), but little or no braking is needed
    for Turn 4.  After an almost non-existent straightaway, light
    braking is needed for Turn 5 to keep from running into the
    grandstand.  The Malmedy complex has plenty of run-off room,
    comprised of both sand and grass, with minor short-cutting
    permitted by the CPU.
    
    Straightaway: Between Malmedy and Bruxelles (the French
    spelling of 'Brussels,' the capital of Belgium), the course
    takes a steep downward trajectory.  This can be a good
    passing zone for those who did not need to use the brakes
    (much) leaving the Malmedy complex.
    
    Turn 6 (Bruxelles): The course continues downhill all the way
    through this right-hand hairpin, making heavy braking a
    necessity before the corner as well as light braking most of
    the way through Bruxelles, especially if the tires are rather
    worn.  If any corner is to be overrun on a regular basis
    during the course of the race, this is it, so the wide sandy
    recovery area may actually be a blessing in disguise.
    However, due to the slope of the hill, running up on the
    rumble strips on the inside of the turn may well result in a
    spin or other loss of control; if done 'right,' this may also
    result in launching the vehicle airborne.
    
    Turn 7: Shortly following Bruxelles, this left-hand corner
    requires light braking.
    
    Turn 8 and 9 (Pouhon): These two easy left-hand corners
    essentially form a wide 'U' shape.  Unless traffic blocks the
    main racing line, top speed can be carried from Bruxelles all
    the way through Pouhon to Fagnes.  There is plenty of run-off
    room here, if needed, on both sides of the pavement.
    
    Turns 10 and 11 (Fagnes): This right-left complex will
    require light braking on entry, and possibly tapping the
    brakes through Turn 11 as well.  Accelerate well out of
    Fagnes to pass one or two cars on the short straightaway
    which follows.
    
    Turn 12 (Stavelot): This is another right-hand corner,
    requiring light or moderate braking.  It is highly important
    to accelerate STRONG out of Stavelot, as you won't be using
    the brakes again until the Bus Stop Chicane.
    
    Turn 13 (Blanchimont): This is a long, sweeping, left-hand
    corner which must be carried at top speed (from Stavelot) or
    else you WILL be passed by others.  The trees here are
    pretty, but keep your eyes on the road, especially due to the
    shadows cast over the circuit.
    
    Turns 14-17 (Bus Stop Chicane): This is a tight left-right
    followed by a short straightaway and a tight right-left.  The
    beginning of the chicane is at the top of a small rise, so
    the first two turns are blocked from view on approach
    (especially from Driver View) unless other cars are there to
    mark the course for you.  Moderate braking should be used for
    both parts of the Bus Stop, but experts can semi-easily fly
    through the Bus Stop at top speed (but be prepared to save
    the car should the rumble strips cause you to lose control).
    The CPU has little tolerance for shortcutting here.
    
    Pit Entry: While the Bus Stop Chicane begins here with a
    tight left-hand corner, the Pit Lane continues straight
    ahead, with a quick right-left mini-chicane of its own.
    There is not much room in Pit Lane to slow down before
    reaching the Paddock, so slow on the main course, but keep to
    the right to allow cars remaining in the race to pass you on
    the left as they enter the Bus Stop Chicane.
    
    ==============================================
    
    GRAND PRIX OF ITALY: MONZA
    This historic high-speed track hosts a highly partial pro-
    Ferrari crowd - affectionately known as the 'tifosi.'
    Unfortunately, as with F1 2000, F1 Championship Season 2000
    uses the 'old' course configuration; for the 2000 incarnation
    of the Italian Grand Prix, the initial tight left-right-left-
    right chicanes used in previous races were removed and
    replaced instead with a gentler right-left-right chicane
    similar to the Jim Clark Chicane at Hockenheim, but slightly
    tighter in overall configuration.  The 2000 Italian Grand
    Prix is the race in which a volunteer corner worker was
    killed at the Roggia Chicane, due to all the flying debris
    from the first-lap multi-car collision caused by Heinz-Herald
    Frentzen missing his braking zone.  This is also the final
    race of the 'European' season; the final three races are all
    overseas, 'flyaway' races.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: -3
       Ride Height: -3*
       Rear Diffuser: -1
    *The Monza circuit is absolutely flat, so the only reason to
    raise the Ride Height is to sacrifice top-end speed for
    better cornering.
    
    Pit Straight: Strong acceleration out of the Curva Parabolica
    can create prime passing opportunities along the Pit
    Straight.  The Pit Lane begins on the right shortly after
    exiting the Parabolica.  All along the Pit Straight, take
    care not to rub the right-side tires against the barriers,
    which are practically flush up against the pavement.
    
    Turns 1-4 (Rettifilio): These are the aforementioned 'old'
    chicanes.  This is a pair of consecutive tight left-right
    corners.  The CPU does allow for some shortcutting here, but
    not much.  The inside of each of these four corners has a
    straight line diagonal to the pavement where the different
    types of grass join together; cross this line by a single
    pixel, and you will shortly be serving a Stop-Go Penalty.
    
    Turn 5 (Biassono): This sweeping right-hand corner among the
    thick trees can be taken flat-out.  To the left is a long,
    wide area of sand, but the corner is so extremely gentle that
    the sand should not be needed for any reason unless you blow
    an engine or severely puncture a tire.
    
    Turns 6 and 7 (Roggia): Despite the flatness of the Monza
    circuit, this chicane is extremely difficult to see on
    approach unless traffic is present to mark the pavement for
    you, so it is very easy to overrun the chicane (and be given
    a Stop-Go Penalty).  This is a very tight left-right chicane
    which even experts will rarely be able to handle at full
    speed; moderate or heavy braking is required by drivers of
    all levels of experience.  The CPU has NO tolerance for
    shortcutting Roggia, so don't even try it!!!!!  There is a
    large sand trap for those who miss the chicane altogether.
    Attempting to speed through the chicane at top speed will
    almost certainly result in a Stop-Go Penalty and/or severe
    loss of car control.
    
    Turn 8 (First Lesmo): This right-hand corner requires
    moderate braking.  There is a wide sand trap on the outside
    of the corner, just in case.
    
    Turn 9 (Second Lesmo): This right-hand corner is a little
    tighter than First Lesmo, and also has a significant area of
    kitty litter on the outside of the corner.  Moderate braking
    will be needed here.
    
    Straightaway/Turn 10 (Serraglio): This is really just a fade
    to the left, but the official course map lists this as a
    curve.  Counting this as a fade, this marks about the halfway
    point on the longest straightaway of the Monza circuit.
    There is sufficient room to pull off the course here on
    either side if necessary, except when passing underneath the
    bridge.
    
    Turns 11-13 (Ascari): The Ascari chicane is more difficult
    than it seems.  Turn 11 is a left-hand corner requiring at
    least light braking.  This is followed immediately by a
    right-hand corner requiring moderate braking.  Turn 13 can be
    taken at full acceleration if you slowed enough in Turn 12.
    Wide areas of grass and sand are available for those
    overruninng any part of the chicane, but those drivers will
    also be given a Stop-Go Penalty.  Unfortunately, F1
    Championship Season 2000 does not provide the real course's
    paved swing-out area at the exit of Ascari.
    
    Straightaway (Rettilineo Parabolica): This is a significant
    straightaway and a prime passing zone, especially with
    powerful acceleration out of Ascari.
    
    Turn 14 (Curva Parabolica): This final corner is a very-wide
    increasing-radius right-hand hairpin. Light or moderate
    braking is required on entry, but once about one-third of the
    way around the hairpin, stand on the accelerator all the way
    through to Rettifilio.  The outside of the Curva Parabolica
    has an immense expanse of kitty litter, but this should not
    be necessary.
    
    Pit Entry: Shortly after exiting the Curva Parabolica, the
    Pit Lane begins on the right.  This is perhaps the shortest
    Pit Lane in all of F1; there is virtually NO room for
    deceleration once leaving the main course, so cars going in
    for servicing will begin slowing at the exit of the Curva
    Parabolica.
    
    ==============================================
    
    GRAND PRIX OF THE UNITED STATES: INDIANAPOLIS
    The inaugural U.S. Grand Prix was significant for three
    reasons.  First, for the first time ever, cars were racing
    'backward' (clockwise) at Indianapolis.  Second, cars were
    racing in the rain, which is virtually unheard-of in American
    auto racing.  Third, FIA allowed Fox Sports Net, the American
    cable network which provided the world feed coverage of the
    race, to introduce the side-view of a driver (Michael
    Shumacher) at work.  Fortunately, except the Pit Straight,
    the course features wide run-off areas, especially along
    Hulman Blvd.  According to many of the drivers, part of the
    'mystique' of the U.S. Grand Prix at Indianapolis was the
    closeness of the spectators; at no other F1 circuit are the
    fans literally 'just across the wall' from the cars (the main
    grandstands at Albert Park would come closest).  The U.S.
    Grand Prix begins the final 'flyaway' (non-European) races of
    the 2000 season.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: -3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -3
       Rear Downforce: -3
       Ride Height: -3
       Rear Diffuser: +1
    Note that this is a low-downforce set-up designed
    specifically to take advantage of the Indy oval section of
    the course.  This set-up makes the infield segment rather
    tricky, especially 'Mickey' and 'Mouse.'  Extreme caution
    must be taken in the infield portion of the circuit,
    especially if playing with Tire Wear activated and/or in wet
    conditions.
    
    Pit Straight: This is the same as the Pit Straight used for
    the Indy and NASCAR races here, but the F1 cars drive in the
    'wrong' direction (clockwise).  Expect top speeds close to or
    even exceeding 200MPH.
    
    Turns 1 and 2: After more than 25 seconds at full throttle,
    this tight right-left combination can be deadly if you miss
    the braking zone.  Brake early and hard to safely navigate
    Turn 1 in first or second gear, then accelerate through Turn
    2.
    
    Turn 3: This is a sweeping right-hand corner which can be
    taken at top speed.
    
    Turn 4: This is a long right-hand 'J' turn requiring moderate
    braking to keep to the pavement.
    
    Turn 5: Another right-hand corner, this corner requires light
    or moderate braking, and can be a good passing zone with good
    braking on entry.
    
    Turn 6: This left-hand hairpin requires good braking
    throughout.  Accelerating too soon will certainly put you out
    on the grass.
    
    Turn 7: This is a right-hand 'J' turn onto Hulman Blvd.
    Moderate braking is need here, but there is fortunately a
    wide paved swing-out area on exit.
    
    Straightaway (Hulman Blvd.): This is the longest straightaway
    of the infield section of the Indianapolis F1 circuit, so
    strong acceleration exiting Turn 7 is key here.
    
    Turn 8: Turning a little to the left, this corner requires
    light or moderate braking, depending on your car's top speed
    on Hulman Blvd.  However, the following straightaway is
    extremely short, so do not expect to accelerate much (if at
    all) before 'Mickey' and 'Mouse.'
    
    Turn 9 ('Mickey'): This is a tight right-hand 'J' turn,
    nicknamed 'Mickey' by the sportscasters at the inaugural F1
    race at Indianapolis.  This is a second-gear corner at best,
    but first gear is probably a better choice here.
    
    Turn 10 ('Mouse'): This tight left-hand hairpin corner was
    nicknamed 'Mouse' by sportscasters.  Any dry-conditions speed
    above 45MPH will certainly force you off the course and into
    the grass.  A strong, short burst of acceleration out of
    'Mouse' can set up a good passing opportunity in Turn 11.
    
    Turn 11: This long right-hand corner is the final corner of
    the course requiring braking.  It is still fairly easy to
    slip off the course (especially in wet racing conditions), so
    be careful here.  From here all the way to the end of the Pit
    Straight, you should be fully on the accelerator for
    approximately 28 seconds before braking for the first corner.
    
    Turn 12: This right-hand corner brings the cars back out onto
    the oval used for Indy and NASCAR races, and coming back out
    onto the banking may be a little challenging at first.  No
    braking is required here.
    
    Turn 13: This is the banked 'Turn 1' of the Indy and NASCAR
    races here, but taken in reverse (clockwise) by the F1 cars.
    It is important to hug the apex of the corner tightly, but to
    keep off the infield grass.
    
    Pit Entry: The Pit Lane begins just before Turn 13, but in F1
    Championship Season 2000, the Pit Lane barrier doesn't begin
    until the exit of Turn 13.  This means that 1.) you can enter
    the Pit Lane 'late' if you suddenly have a problem, or 2.)
    you can use the beginning of the Pit Lane to pass slower cars
    on the main course, then cut back out to the Pit Straight
    just before the barrier; in either case, you are likely to
    cross the grass, although there is a short paved area
    immediately before the Pit Lane barrier.
    
    ==============================================
    
    GRAND PRIX OF JAPAN: SUZUKA
    This world-famous circuit in figure-eight style is used for
    many forms of auto and motorcycle racing; as such, those who
    have played other racing games (such as Moto GP World Tour)
    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.  The Grand Prix of Japan is usually
    the last race of the F1 season, but was pushed ahead by one
    race for the 2000 season; it will once again be the final
    race of the season in 2001.  This is the circuit where
    Michael Schumacher won the 2000 Driver's Championship.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -3
       Rear Diffuser: +2
    
    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.
    
    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 sand in case you overrun the corner.
    
    Turn 8 (Degner): The final right-hand corner before passing
    underneath the bridge, this turn is tighter than the previous
    corner, thus moderate braking and a steady racing line will
    be required here.  This is also another prime passing zone.
    Take care not to overrun Turn 8, or your front-left tire will
    be damaged.
    
    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.
    
    Turns 11 and 12 (Spoon): This is a tricky pair of left-hand
    corners, in a decreasing-radius 'U' formation.  The first
    corner is fairly standard, requiring little (if any) braking.
    However, Turn 12 is both tighter AND slopes downhill, so
    judicious usage of brakes and a pristine racing line are both
    important here, especially if attempting to pass a slower
    vehicle.  If you misjudge any single corner at Suzuka, it
    will be Turn 12; fortunately, there is plenty of recovery
    room on both sides of the pavement here.  However, do not
    roll up on the rumble strips or the grass on the inside of
    Turn 12, as that will almost certainly cause you to lose
    control and likely spin.
    
    Straightaway: Power out of Spoon and rocket down the
    straightaway, passing multiple cars.  After you cross the
    bridge, start thinking about the chicane.
    
    Turn 13 (130R): Shortly after crossing the bridge, the course
    turns gently to the left.  No braking is required here, but
    look for cars 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.
    Fortunately, the inside of the chicane is filled with only
    sand, not barriers, but shortcutting the chicane results in a
    Stop-Go Penalty and a loss of control (due to the rumble
    strips and the kitty litter).  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.
    
    ==============================================
    
    GRAND PRIX OF MALAYSIA: SEPANG
    This is the second-newest F1 course currently in use, as its
    construction was completed just in time for the end of the
    1999 F1 season.  Sepang includes very wide recovery zones all
    along the course, on both sides of the pavement, with very
    few exceptions.  The main grandstands are nestled 'within'
    the course itself, as the 'back straight' and the 'Pit
    Straight' flank each side of the main spectator seats, linked
    by a tight left-hand hairpin.  While the pavement is rather
    wide for an F1 circuit, it is actually more difficult to
    drive than it appears on television, especially the 'back'
    part of the course (behind the main grandstands).  Ferrari
    secured the Constructor's Championship at this circuit in
    2000.
    
    Suggested Car Set-up:
       Gear Ratios: -3
       Steering Lock: +3
       Front Suspension: -2
       Rear Suspension: -2
       Brake Balance: -2
       Engine RPM: +2
       Side Pod Radiators: +3
       Front Downforce: -2
       Rear Downforce: -2
       Ride Height: -2
       Rear Diffuser: +2
    
    Pit Straight: The main grandstands are to the left as you fly
    down the Pit Straight.  There is a short bit of sand or grass
    to the right between the main course and the Pit Lane
    barrier, about enough room for a car to pull off should a
    problem arise.  Slam on the brakes at the end of the Pit
    Straight, as the first two corners are VERY tight.
    
    Turns 1 and 2: Turn 1 is a TIGHT right-hand corner, followed
    immediately by the not-as-tight-but-still-difficult left-hand
    Turn 2.  If there is traffic ahead of you, the cars will
    certainly bunch up here.  The first corner on the opening lap
    of any F1 race is characterized by cars bunching up together;
    given the downhill slope of Turns 1 (beginning at the exit)
    and 2, cars are even more likely than usual to bump each
    other and/or the barrier here.  Fortunately, the outside of
    Turn 2 has a wide (sand-filled) recovery area, so if a major
    accident takes place, it might be wise to (carefully) take to
    the sand to avoid the worst of the chaos and debris.
    
    Turn 3: Accelerate hard through this sweeping right-hand
    corner.  No braking is necessary here.  The course begins a
    gentle uphill climb here.
    
    Turn 4: It is easy to overrun this corner, either on entry or
    on exit, but the wide patch of sand is available to slow you
    down in these situations.  This right-hand corner is the
    crest of the uphill climb which began in Turn 3.  Moderate
    braking will be required here.
    
    Turns 5 and 6: Turn 5 is an easy left-hand corner, followed
    by the similarly-shaped right-hand Turn 6.  In Turn 5, the
    barrier comes very close to the pavement on the inside of the
    corner, so be careful not to roll up on the grass here.
    There is plenty of space for recovery on the outside of each
    corner, which may be important exiting Turn 6 as it is rather
    easy to run too wide on exit.  Both corners can be taken
    either flat-out or with simply a light tapping of the brakes.
    
    Turns 7 and 8:  These two right-hand corners are best taken
    in a wide 'U' formation.  It is possible to fly through these
    corners at top speed, but some may feel more comfortable by
    tapping the brakes very briefly at about the apex of each
    corner (especially in Turn 8).  There is plenty of kitty
    litter on the outside of the corners here should you lose
    concentration and drive off the pavement.
    
    Turn 9: This tight left-hand corner is made even more
    difficult by the brief uphill slope leading to the corner
    itself, which hides the view of the pavement as the course
    turns to the left here.  Early braking is key, or else you
    WILL be caught out in the sand trap.  Moderate or heavy
    braking will be needed here, depending on your top speed
    coming out of the 'U' formation of Turns 7 and 8.  If you
    have excellent confidence in your braking ability (especially
    with fresh tires after a pit stop), this is a great place to
    pass other cars on braking, but only if attempted near the
    inside of the corner - otherwise, you will be far off the
    racing line, and any car(s) you try to pass will force you
    out into the sand.
    
    Turn 10: After the tightness of Turn 9, Turn 10's right-hand
    corner can be taken at full throttle.  The course climbs
    gently uphill here, cresting shortly after the exit.
    
    Turn 11: The course begins a gentle downhill slope near the
    entry of Turn 11, then turns to the right as the downhill
    slope continues.  Light or moderate braking will be needed
    here.  This is also a good place to pass other cars on
    braking.  It is also easy to overrun the corner, so there is
    plenty of sand to the outside of the corner to slow you down
    in this instance.
    
    Turn 12: After a short straightaway, the course turns to the
    left.  If you hug the apex tightly, you should be able to
    take Turn 12 without braking.  Again, plenty of sand awaits
    those who slide off the pavement here.
    
    Turn 13: This is a right-hand decreasing-radius hairpin with
    no paved swing-out area on exit, making the corner more
    difficult than it at first appears.  The first 60 degrees can
    be taken at top speed, although some braking is greatly
    recommended here.  After that, moderate or heavy braking is
    required to keep from rolling out into the kitty litter.
    Strong acceleration is key on exit.
    
    Straightaway: This straightaway runs along the 'back side' of
    the main grandstands.  This is a very long straightaway, so
    powerful acceleration out of the Turn 13 hairpin can provide
    good passing opportunities here, especially for those using a
    low-downforce set-up.  Near the end of the straightaway, a
    line of pavement leaves to the right, but this is NOT the Pit
    Lane entry used for F1 races.
    
    Turn 14: This is the final corner of the course, and perhaps
    the most important in a close race.  Following the long
    straightaway on the 'back side' of the main grandstands, this
    is a left-hand hairpin, much tighter than Turn 13.  It is key
    here to approach from the extreme right side of the pavement,
    tightly hug the apex, and accelerate strongly while drifting
    back out to the right on exit.  The Pit Lane entry begins
    here about halfway through the hairpin, so beware of slower
    cars going in for servicing.  This is also a good place to
    pass on braking, especially for those with a high-downforce,
    fast-acceleration set-up.
    
    Pit Entry: The Pit Lane begins halfway through the Turn 14
    hairpin (the final corner of the course).  Keep to the right
    entering the hairpin, to allow those passing you to dive to
    the left-hand apex of the corner; after the first 90 degrees
    of the corner, drive straight ahead along the Pit Lane.
    However, you will quickly find the Pit Lane curving to the
    left, so make sure you have slowed enough to not bang the
    front wing or front-right tire against the barrier.
    
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    WISH LIST
    There are several additions and modifications I hope EA
    Sports makes in future versions of their F1 racing games.
    This is a highly subjective list, but I believe most readers
    of this driving guide will recognize that these changes will
    both add to the realism of the F1 games and also make the
    games more marketable with the proposed extra/bonus features.
    
    1.) When a player skips both Practice and Qualifying and
    begins instantly with a Race, it would be nice to have the
    opportunity to modify car settings.
    
    2.) More (single-player) scenarios would be niceŠ perhaps
    about thirty scenarios total.
    
    3.) Perhaps one or more bonus courses - courses designed
    entirely by EA Sports and which are (hopefully) more
    technical than anything used in current F1 racing, or real-
    world courses which have never hosted an F1 event - for
    achieving some fantastic feat, such as accumulating 125 or
    more total points in the Drivers Championship.
    
    4.) TRULY bring back the Front Downforce and Rear Downforce
    options - how can a car truly obey the laws of physics when
    one or both wings are missing and it is STILL DRIVING
    FLAWLESSLY!?!?!?!?!?!
    
    5.) Two-player competition scenarios - for example, Mika
    Hakkinen versus Michael Schumacher for the Drivers'
    Championship at the final course of the season, with only one
    point separating them at the beginning of the race.
    
    6.) Demolition Mode - this may also be an unlockable feature,
    one in which the object is to both survive an entire race
    (perhaps only eight laps) AND try to take out as many other
    cars as possible.  For an eight-lap race, any single car may
    be permitted to go to Pit Lane only twice.
    
    7.) Course Builder - Allow players to design their own
    fantasy F1 courses.  This may be best done via a separate
    game disc (sold separately to increase your profits!!!), but
    the main game would be able to import the data for the
    courses players have created.  Several standard templates
    should be available to give players a starting point.
    Several location options should also be available: seaside,
    mountains, plains, airport circuit, city circuit, etc.
    
    8.) History Mode - Perhaps also unlockable, allow players to
    race in versions of F1 cars from the 1950s to the present, on
    courses which have previously hosted F1 races (Adelaide,
    Detroit, etc.).
    
    9.) Future Mode - Perhaps also unlockable, allow players to
    race in potential futuristic versions of F1 cars.
    
    10.) Add hazards - oil on the course, spectators running
    amok, large pieces of debris following a major collision,
    etc.
    
    11.) Corner Workers - Instead of displaying flags at the top
    of the screen, force the player to look for the corner
    workers when entering each turn to see if a flag is being
    displayed.  The first time a particular flag is displayed by
    a corner worker, the team principal can still announce over
    the radio that a particular flag is being shown, and what it
    means; for all subsequent displays of that flag, no radio
    announcement should be given.
    
    12.) More frequent radio updates on teammate's race status,
    including approximately when he will be going to Pit Lane
    (i.e.: 'Pedro De La Rosa is scheduled to pit in two laps').
    
    13.) Periodic radio updates on the points-paying positions.
    
    14.) Leave the on-screen race updates (the TV-style
    information at the bottom of the screen) on-screen a few
    extra seconds.  If this is not possible (likely due to FIA
    standards), include a radio version of this same information
    (to the extent possible) simultaneously.
    
    15.) Start each race on the warm-up lap, and force players to
    correctly find their grid position for the Standing Start.
    (This may best be used only in Championship Mode.)
    
    16.) When lapping traffic or being lapped by the race
    leaders, it would be nice to have a second column on the top-
    left of the screen showing who is immediately in front of and
    immediately behind the player on the track.  This second
    column should be immediately to the right of the current
    column which shows the player's current race position, or
    underneath the lap counter.  Also, it would be beneficial if
    both columns showed the TWO cars immediately in front of and
    behind the player.
    
    17.) In long Championship Mode races (at least 16 laps), for
    one or two races during the season, have an incident which
    necessitates a Red Flag (in either qualifying or in a race),
    adding more realism to the game.  Similarly, one or two races
    during the season should have a Full-course Yellow situation.
    In both cases, the incidents causing these situations need
    not occur in the player's area of vision.
    
    18.) When another driver is forced to retire, the radio
    report should indicate who retired and WHY.  This could be
    especially important if the teammate just retired due to a
    mechanical problem, which may also happen with the player's
    car.
    
    19.) When there is an accident, a car has spun, debris is
    strewn across the track, etc., the radio report should notify
    the player of the particular situation and WHERE the
    potential hazard is on the track (i.e.: 'Jacques Villeneuve
    has spun out at Castrol-S').  Especially for courses which
    have named corners and straightaways, this can truly test a
    player's knowledge of each circuit.
    
    20.) When a player wants to come to the Pits for servicing,
    she or he should first be required to signal the team by
    pressing a button or combination of buttons on the controller
    (perhaps the Change View and Rear View buttons
    simultaneously) to ensure the team is ready.  Further, if the
    player makes this announcement of intent between the second
    timing point and the Start/Finish Line, the team will not be
    ready until the following lap.
    
    21.) On occasion during a season, replace a normally-
    scheduled driver with the official test driver for that team.
    
    22.) According to FIA regulations, a driver who cannot
    qualify within 107% of the fastest qualifying time is
    disqualified from the race.  Future incarnations of the game
    should also enforce this rule, even though it could result in
    one-car races if the difficulty is set to 'Easy' (yes, I have
    several times qualified so well that NONE of the other 21
    cars could qualify within the 107% window).
    
    23.) When entering Pit Lane, the player should also be
    allowed to CHOOSE to repair any damage or to ignore damage
    repair.  This can be especially important near the end of a
    race.  For example, if a wing is damaged but there are only
    three laps remaining in the race, repairing the damaged wing
    will likely cause the player to lose the race.  Similarly, if
    a wing is damaged and the player has been given a Stop-Go
    Penalty, the player should have the right to decide whether
    the damage is severe enough to be taken care of immediately,
    or whether it can be bypassed and the Penalty served.
    
    24.) While the physics engine of F1 Championship Season 2000
    is definitely better than that of its predecessor, there is
    NO way that a player should be able to qualify on Pole with a
    time of 1:15 at Albert Park, TEN SECONDS faster than the
    real-world drivers (2001 Grand Prix of Australia)!!!  The
    game's fastest qualifying/lap times should be much closer to
    real-world times.
    
    25.) Provide a separate "Map" option, which will allow
    players to scrutinize course maps.  This would be especially
    beneficial for visual learners.
    
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    WRAP-UP
    The official FIA Web site (http://www.fia.com/) has a lot of
    good information pertaining to F1 racing, including the
    current season's race schedule, rules and regulations, and
    links to the official Web sites of most of the courses used.
    The FIA Web site is available in both French and English.
    
    Most importantly, while plenty of people play this and other
    racing games (F1 and otherwise), our lives are not in
    jeopardy.  We must NEVER forget the risk of serious injury
    and death inherent in F1 and other forms of racing: for the
    drivers, the pit crews, the track personnel, the members of
    the media, and even the spectators.  Following the death of
    NASCAR driver Dale Earnhardt (2001 Daytona 500), I saw a TV
    interview in which a NASCAR spokesperson said that no one
    comes to races to see people die; they come to races to see
    people defy death.  We cannot ever forget the lives of the
    celebrities and the 'nameless' Everyman - including the
    spectators - which have been lost as people have defied and
    continue to defy death on the many race circuits of the
    world.
    
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    CONTACT INFORMATION
    For questions, rants, raves, comments of appreciation, etc.,
    or to be added to my e-mail list for updates to this driving
    guide, please contact me at: FEATHER7@IX.NETCOM.COM; also, if
    you have enjoyed this guide and feel that it has been helpful
    to you, I would certainly appreciate a small donation via
    PayPal (http://www.paypal.com/) using the above e-mail
    address.
    
    
    To find the latest version of this and all my other PSX/PS2
    game guides, please visit FeatherGuides
    (http://www.angelcities.com/members/feathersites/).  The
    latest version will always be posted at FeatherGuides, while
    other Web sites may lag behind by several days in their
    regularly-scheduled posting updates.
    
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