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    Challenge Mode Guide by Wolf Feather

    Version: Final | Updated: 08/16/02 | Printable Version | Search Guide | Bookmark Guide

    LE MANS 24 HOURS: CHALLENGE MODE GUIDE
    
    by
    
    Wolf Feather/Jamie Stafford
    FEATHER7@IX.NETCOM.COM
    
    
    Initial Version Completed: July 10, 2002
    FINAL VERSION Completed:   August 16, 2002
    
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    CONTENTS
    Spacing and Length
    Permissions
    Introduction
    Tips
    Championships And Set-Ups
    Details: Le Mans
    Details: Bugatti
    Details: Brno
    Details: Donington National
    Details: Donington Grand Prix
    Details: Catalunya National
    Details: Catalunya Grand Prix
    Details: Suzuka East
    Details: Suzuka West
    Details: Suzuka Grand Prix
    Details: Road Atlanta
    Details: Road Atlanta National
    Unlocking Cars (Spoilers!!!!!)
    Contact
    
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    SPACING AND LENGTH
    For optimum readability, this driving guide should be
    viewed/printed using a monowidth font, such as Courier.
    Check for appropriate font setting by making sure the numbers
    and letters below line up:
    
    1234567890123456789012345678901234567890123456789012
    ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz
    
    This guide is well over 40 pages in length using single-
    spaced Courier 12 font in the Macintosh version of Microsoft
    Word 98.  It may not be a good idea to print this guide in
    its entirety.
    
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    PERMISSIONS
    This guide may ONLY be posted on FeatherGuides, GameFAQs.com,
    PSXCodez.com, F1Gamers, Cheatcc.com, Absolute-
    PlayStation.com, InsidePS2Games.com, RedCoupe, gamesover.com,
    CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
    cheatingplanet.com, vgstrategies.com, hellzgate, Games
    Domain, RobsGaming.com, ps2fantasy.com, and neoseeker.com.
    
    Permission is granted to download and print one copy of this
    game guide for personal use.
    
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    INTRODUCTION
    The purpose of this game guide is to provide potential car
    set-ups for each race in the Championship Mode of Le Mans 24
    Hours.  Note that the listing for Tires is intended for dry-
    conditions racing unless listed as Wet.  Also included are
    detailed driving instructions for each of the circuits in Le
    Mans 24 Hours, as virtually all these circuits are used in
    Championship Mode; note that none of the reverse circuits are
    used in Championship Mode.  This guide also includes now to
    unlock every car in the game, as winning Championships
    unlocks new vehicles.
    
    Advancing through Championship Mode will unlock new cars
    should players win each Championship.  Note that it is NOT
    required to win all races in a Championship; it will suffice
    to simply have more overall points than any of the
    competitors at the end of a Championship.
    
    Please note that some parts of this guide are imported from
    my Le Mans 24 Hours Game Guide, with appropriate
    modifications.
    
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    TIPS
    In a Championship series, if you can win all the initial
    races, you may be able to win the series overall even if you
    decide not to participate in one of the final races of the
    series; similarly, you may be able to skip a race at a
    circuit you do not particularly like (or, depending on your
    point of view, which does not particularly like you) and
    still be able to win the overall series if you can win at
    most or all of the remaining circuits.  Unfortunately, Le
    Mans 24 Hours does not provide a Forfeit (or similar) option,
    so you are required to actually go out to the track; from
    here, press Start, select Quit, and confirm to cancel out of
    a race.
    
    For races with a standing start, DO NOT hold down the
    accelerator while you wait for the lights to change to green;
    this will not produce any benefits in Le Mans 24 Hours, and
    will actually put you far behind everyone else due to
    excessive wheelspin.  Instead, keep off the accelerator, and
    try to time its application with the exact millisecond the
    lights turn green.  This will reduce wheelspin due to
    excessive engine revs, thus applying all available power to
    the tires.  On some circuits, if you use this strategy from a
    starting position at the very back of the grid, you can pass
    up to half of your competitors before reaching the first
    corner!!!
    
    To the extent possible, keep to the approved racing surfaces
    (pavement, concrete, rumble strips).  Grass will slow you
    down greatly, and sand traps (a.k.a. 'kitty litter') will
    essentially bring you to an immediate halt.
    
    To pass, use the draft; this is especially effective in
    prototype cars.  Or, if you feel a bit rowdy, ram or
    sideswipe the car in front of you (especially on or just
    before corner entry) to knock it out of your way and send it
    careening off-course.  If you ram a car hard enough from
    behind, it is possible to send the other vehicle flipping
    end-over-end or into a continuous-roll accident; a 'good'
    place to do this is coming into the final chicane at Road
    Atlanta, sending cars into the barriers blocking any
    shortcutting of the chicane.
    
    If you do not choose to qualify, you will automatically start
    in last place; therefore, you have nothing to lose and A LOT
    to gain by qualifying.  If you can qualify on Pole, that can
    mean up to twenty-three FEWER passes you will need to make as
    a race progresses.  This may not be very significant in
    shorter races, but in the longer (Le Mans and Petit Le Mans)
    races, this could become a significant factor, especially in
    relation to Pit strategy.
    
    If you are in first place and begin lapping other cars, those
    cars one or more laps behind you will have blue indicators on
    the track map.
    
    Fortunately, should you run out of fuel, your race does not
    automatically come to an end like in some other racing games.
    Instead, you will simply start slowing, and will not be able
    to accelerate much unless you can convince gravity to help
    you - IF you are fortunate enough to be heading downhill.
    Therefore, always keep an eye on your fuel gauge and be
    constantly mindful of the on-screen information displays at
    the top-center of the screen.
    
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    CHAMPIONSHIPS AND SET-UPS
    Here are the eight Championships included in Le Mans 24
    Hours, as well as suggested car set-ups.
    
    Rookie GT (5 laps, GT class only, 11 competitors)
       Suzuka East (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Setting the Gear Ratio to Acceleration will help
                 with the many S-curves.
       Donington National
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Take caution when cornering, especially for the
                 chicane.
       Road Atlanta National (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
    
    Pro GT (5 laps, GT only, 11 competitors)
       Suzuka West (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Catalunya National (dusk)
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Road Atlanta
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This set-up is great for the long stretches of
                 the circuit.  Extreme care must be taken with
                 the S-curves and the chicane.
    
    GT Endurance (10 laps, GT only, 11 competitors)
       Donington Grand Prix
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Care is required in cornering, especially at the
                 chicane.
       Bugatti
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
    
    Open Prototype (10 laps, Open Prototype only, 13 competitors)
       Brno
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This is a very high-speed circuit, which makes
                 cornering trickier than usual.  Beware other
                 cars in Turn 1, as some tend to go off-course
                 here.
       Catalunya Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Balance
          Engine:     Sprint
          Notes: Car set-up is tricky here; Pit Straight is so
                 long that it requires a low-downforce/high-speed
                 set-up, yet the rest of the circuit is rather
                 technical, needing a high-downforce/low-speed
                 set-up.
       Suzuka Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Care is required in the initial S-curves and the
                 chicane.  Note that shortcutting the chicane is
                 not possible due to the barriers.
    
    Closed Prototype (10 laps, Closed Prototype only, 10
                     competitors)
       Bugatti
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Donington Grand Prix
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Extreme care is required in the chicane and the
                 hairpins behind the main grandstands.
       Road Atlanta
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This set-up is great for the long stretches of
                 the circuit.  Extreme care must be taken with
                 the S-curves and the chicane.
    
    Prototype Endurance (15 laps, Open or Closed Prototype,
                        10 competitors)
       Catalunya Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Balance
          Engine:     Sprint
          Notes: Car set-up is tricky here; Pit Straight is so
                 long that it requires a low-downforce/high-speed
                 set-up, yet the rest of the circuit is rather
                 technical, needing a high-downforce/low-speed
                 set-up.
       Road Atlanta
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This set-up is great for the long stretches of
                 the circuit.  Extreme care must be taken with
                 the S-curves and the chicane.
       Suzuka Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes: Care is required in the initial S-curves and the
                 chicane.  Note that shortcutting the chicane is
                 not possible due to the barriers.
    
    Super Endurance (10 laps, any car class, 14 competitors)
       Suzuka Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
       Brno
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Top Speed
          Engine:     Sprint
       Catalunya Grand Prix
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Balance
          Engine:     Sprint
       Bugatti
          Downforce:  Medium
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
          Notes:
       Donington Grand Prix
          Downforce:  Low
          Fuel:       Full
          Tires:      Soft
          Gear Ratio: Acceleration
          Engine:     Sprint
    
    Winter Challenge (15 laps, any car class, 14 competitors)
       Road Atlanta
          Downforce:  Medium
          Fuel:       Full
          Tires:      Wet
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This race takes place entirely in very wet
                 conditions.  The use of Top Speed for the Gear
                 Ratio setting will help to reduce wheelspin as
                 the car powers out of corners and also on the
                 standing start.  The initial S-curves can be
                 very tricky due to the very wet conditions.
       Brno
          Downforce:  Medium
          Fuel:       Full
          Tires:      Wet
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This race takes place entirely in very wet
                 conditions.  The use of Top Speed for the Gear
                 Ratio setting will help to reduce wheelspin as
                 the car powers out of corners and also on the
                 standing start.
       Suzuka Grand Prix
          Downforce:  High
          Fuel:       Full
          Tires:      Wet
          Gear Ratio: Top Speed
          Engine:     Sprint
          Notes: This race takes place entirely in very wet
                 conditions.  The use of Top Speed for the Gear
                 Ratio setting will help to reduce wheelspin as
                 the car powers out of corners and also on the
                 standing start.  The initial S-curves can be
                 very tricky due to the very wet conditions, but
                 cornering should be made easier by using a High
                 setting for Downforce; however, this will
                 seriously reduce top-end speed on the long
    
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    DETAILS: LE MANS
    This is the longest circuit of the gameŠ and quite likely the
    reason players buy or rent this game!!!  It is IMPERATIVE to
    learn this circuit flawlessly during daylight conditions, as
    visibility is unbelievably poor at night and in wet-weather
    conditions (although better than in the old Test Drive: Le
    Mans).  The trick to successfully completing Time Trial here
    (and thus unlocking a car) is to find the best possible
    combination of small car size with strong acceleration and
    high top-end speed; however, you must begin Time Trial with
    at least 40% fuel, so you will certainly need to make a
    number of laps to reduce your fuel load - along with
    absolutely BETTER-THAN-FLAWLESS DRIVING - to even have a HOPE
    of besting the Goal Time of 3:34.000.
    
       SPECIAL NOTE 1: After driving all night long (especially
       in the full 24-hour race), the transition to daylight
       driving (especially under clear skies) can result in poor
       visibility of cars far ahead of you until your eyes
       adjust.  Be wary of your closing rate on slower, 'unseen'
       cars far ahead, as you can suddenly find your front bumper
       banging the rear end of another vehicle.
    
       SPECIAL NOTE 2: Lights are used for nighttime driving and
       other poor visibility conditions (primarily constant
       rain).  While the lights are great in poor visibility
       conditions, do not allow yourself to become too reliant
       upon them.  Once clear visibility returns, the lights are
       turned off (approximately 6:30AM in the full 24-hour
       race).
    
    Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
    which can be taken flat-out.  However, it may be a good idea
    to begin braking for Dunlop Chicane when exiting Dunlop
    Curve.  An elevation change begins here.
    
    Turns 2-4 (Dunlop Chicane): Given the continual upward slope
    through Dunlop Chicane, it is extremely easy to slip off the
    pavement on either side of the circuitŠ and both sides are
    filled with plenty of kitty litter.  Braking well before
    entering the Dunlop Chicane is of UTMOST importance as the
    corners of the chicane are rather tight.  At the beginning of
    a race, all the traffic can make this segment even more
    treacherous than it would be normally.
    
    Straightaway: The significant hill crests as you pass
    underneath the big Dunlop tire.
    
    Turns 5-6 (Red Mound S): This left-right chicane begins just
    after passing the Ferris Wheel on the left side of the
    course, and is a good reference point to use in picking your
    braking zone; note that the Bugatti circuit turns to the
    right here.  The barriers are rather close to the pavement on
    both sides through the chicane, so any off-pavement
    excursions will result in sliding along the rails; this is
    especially important in case you carry too much speed through
    this chicane.
    
    Turns 7-9 (Red Mound Curve): This is a set of three right-
    hand semi-corners which can usually be taken flat-out, unless
    you find yourself encumbered by traffic.  However, keep a
    tight line to the apex of each of the three semi-corners, or
    you may find yourself with a few wheels in the sand and grass
    on the outside of the course.  The outside of the final
    corner is actually paved (where the Le Mans circuit joins
    public roads come together), so this can be used as a good
    swing-out area if necessary, and can also be used to pass a
    small group of cars on the inside of the corner; beware the
    outside barrier here as you will be likely be carrying A LOT
    of speed.
    
    Straightaway (Hunaudieres Straight - Part I): This is the
    longest straightaway of the circuit, and very good top-end
    speeds can be achieved here, especially if you were able to
    blast your way through Red Mound Curve without even tapping
    the brakes.  However, there is no room for error if you get
    involved in a three-abreast situation, as the barriers come
    almost directly up to the pavement.  During the day, look for
    the distance-to-corner markers or else you will miss Motorola
    Chicane (flashing red lights alert you to the chicane at
    night and in poor-visibility conditions).
    
    Turns 10-12 (Motorola Chicane): This is the same chicane
    format as the Dunlop Chicane (right-left-right), but wider
    and without the hill.  Beware the barriers.  In poor-
    visibility conditions, the first corner of the chicane is
    easily identifiable by the red lights; during the day,
    however, the chicane is very difficult to see from a
    distance, so be sure to look for the distance-to-corner
    markers.
    
    Straightaway (Hunaudieres Straight - Part II): Very good top-
    end speeds can be achieved here.  However, there is no room
    for error if you get involved in a three-abreast situation,
    as the barriers come almost directly up to the pavement.
    During the day, look for the distance-to-corner markers or
    else you will miss Michelin Chicane (flashing red lights
    alert you to the chicane at night).
    
    Turns 13-15 (Michelin Chicane): This is exactly like the
    Motorola Chicane, but is a left-right-left combination with a
    tighter initial turn.  In poor-visibility conditions, the
    first corner of the chicane is easily identifiable by the red
    lights; during the day, however, the chicane is very
    difficult to see from a distance, so be sure to look for the
    distance-to-corner markers.
    
    Straightaway (Hunaudieres Straight - Part III): Yet another
    long straightaway, but with a small fade to the right almost
    one-third of the way along its length.  After clearing the
    small rise (similar to a bridge over a small country stream,
    about two-thirds of the way along the straightaway), look for
    the distance-to-corner markers for Mulsanne Curve.
    
    Mulsanne: If you can carry enough speed and have sufficient
    tire grip, you can essentially treat both Mulsanne Hump and
    Mulsanne Curve as one long double-apex corner by riding up on
    the inside rumble strip of Mulsanne Curve.  Mulsanne Hump and
    Mulsanne Curve together essentially form a 135-degree
    (double-apex) megacorner.  It is very easy to go too wide
    exiting this megacorner, and CPU-controlled cars often will
    find themselves in the sand trap, so keep watch for such
    activity as you round Mulsanne Curve.
    
       Turn 16 (Mulsanne Hump): The distance-to-corner markers
       actually are for the following right-hand turn, but no one
       can afford to miss Mulsanne Hump, whose apex is almost
       exactly in line with the 100m marker and bounded on the
       left by a nasty barrier.
    
       Turn 17 (Mulsanne Curve): The distance-to-corner markers
       are actually for THIS corner.  This is a ninety-degree
       corner requiring moderate braking and a solid, clean
       racing line to keep out of the sand trap.
    
    Straightaway: This straightaway has three fades to the right
    along its length.  At the apex of the third fade, begin
    braking for the Indianapolis Curve.
    
    Turn 18 (Indianapolis Curve): This left-hand ninety-degree
    corner can easily be missed, so use plenty of braking
    beginning at the apex of the third fade along the previous
    straightaway.  Do not cut this corner too sharp or you will
    likely bang the barrier on the inside of the turn.
    
    Turn 19 (Arnage Curve): After a very brief straightaway, this
    is a right-hand right-angle corner.  The trick here is to NOT
    come up to full speed following the Indianapolis Curve, thus
    saving your brakes a little (which is extremely importance in
    endurance races).  Do not cut this corner too sharp or you
    will likely bang the barrier on the inside of the turn.  If
    you go wide, say 'Bonjour' (daytime) or 'Bonsoir'
    (evening/nighttime) to the outside barrier.  Likewise, if you
    carry too much speed over the inside rumble strip,
    countersteer immediately to avoid a spin (and that still may
    not help).
    
    Straightaway: This 'straightaway' has four fades (left-right-
    left-right).  After the fourth fade, get ready for the fast-
    approaching Porsche Curve.
    
    'Chicane:' This next segment essentially forms an extra-wide
    right-left-left-right ('bus stop') chicane as it leaves the
    public roads.  Extreme care is required here, as the pavement
    is extreme narrow.
    
       Turn 20 (Porsche Curve): Light braking will likely be
       needed here, although experts can probably blast through
       here at top speed if not encumbered by traffic.  An
       uphill rise begins here.
    
       Turn 21: The rise crests here as the course turns to the
       left.
    
       Turns 22-23: The course elevation drops at Turn 22 as the
       circuit turns to the left, making this corner more
       challenging than it would at first appear.  Turn 23
       follows immediately, turning to the right.
    
    Turns 24-27 (Prairie): There are four significant semi-
    corners (right-left-right-left) here.  Top speed can be
    carried all the way through Prairie, but only with a flawless
    racing line, else you risk dropping a wheel in the grass and
    slowing yourself down.  On exiting Turn 27, the single yellow
    line marking the Pit Entry begins on the right.
    
    Turns 28-31 (White House): These tight left-right-left-right
    S-curves are the finale of a rather lengthy lap of the Le
    Mans circuit.  The pavement here is extremely narrow, making
    safe passing impossible; if any passing is to be done here,
    it is only by ramming another car off the pavement and into
    the kitty litter.  The entire area is surrounded by massive
    sand traps, so if you slip off the pavement, you will be
    slowed almost to a snail's crawl, losing valuable time and
    allowing those behind you to pass with the greatest of ease.
    A VERY brief straightaway separates the first left-right
    combination from the second.  Note that to keep your time in
    this section to a minimum, you will need to make use of the
    rumble strips on the inside of each corner; however, if you
    come through ANY corner of White House carrying too much
    speed (especially in wet racing conditions), the car will
    bounce severely and perhaps spin or slide out into the kitty
    litter.
    
    ====================================
    
    DETAILS: BUGATTI
    This is the permanent section of the Le Mans circuit.
    Bugatti is a rather technical circuit, so top-end speed is
    generally not the best way to set up a car here.  Those
    familiar with the Nevers Magny-Cours F1 circuit will
    certainly appreciate its similarity to the four semi-parallel
    straightaways on the first half of the Bugatti circuit.
    
    Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
    which can be taken flat-out.  However, it may be a good idea
    to begin braking for Dunlop Chicane when exiting Dunlop
    Curve.  An elevation change begins here.
    
    Turns 2-4 (Dunlop Chicane): Given the continual upward slope
    through Dunlop Chicane, it is extremely easy to slip off the
    pavement on either side of the circuitŠ and both sides are
    filled with plenty of kitty litter.  Braking well before
    entering the Dunlop Chicane is of UTMOST importance as the
    corners of the chicane are rather tight.  At the beginning of
    a race, all the traffic can make this segment even more
    treacherous than it would be normally.
    
    Semi-parallel Straightaways: These four semi-parallel
    straightaways can produce an unexpected aural effect.  Once
    traffic stretches out all around the circuit, whenever you
    are on the middle straightaways, you will almost certainly
    hear cars speeding past you on the straightaways to either
    side of you.
    
       Straightaway: The significant hill crests as you pass
       underneath the big Dunlop tire.
    
       Turn 5 (Chapel): This is a rather tight right-hand hairpin
       which will require moderate breaking on entrance.  Chapel
       begins immediately after passing the tall Ferris Wheel on
       the left.
    
       Turn 6 (Museum Curve): This is a wide left-hand hairpin
       with an extensive sand trap to the outside of the
       pavement.  Of the three consecutive hairpins, this is by
       far the easiest to handle, allowing for most cars to still
       carry some considerable speed through the hairpin, but
       braking is still required before entry.
    
       Turn 7 (Green Garage): Yet another tight right-hand
       hairpin requiring harsh braking.  If you miss your braking
       zone, you will find yourself beached in the kitty litter
       to the outside of the hairpin.
    
    Turns 8-9 (Ox Way S): Hard braking is required here after the
    fourth of the semi-parallel straightaways.   Beware the sand
    traps to the outside of each corner, and make sure not to
    overcompensate and roll through the grass on the inside of
    the corners.  Turn 8 begins immediately after passing
    underneath the Bridgestone bridge.
    
    Turns 10-11 (Blues S): Brake early or Turn 10 will have you
    either out in the kitty litter or spinning around in the
    middle of the pavement.  The right-handed Turn 10 is rather
    straightforward.  However, there are then TWO pieces of
    pavement turning to the left.  The official Turn 11 is the
    SECOND pavement, so do not turn too soon.
    
    Turns 12-13 (Connection): Pit Entry is to the right
    immediately before entering Connection, so beware of slower
    cars here.  The Connection complex is extremely complex, as
    the final chicanes and the Pit Entry of the Le Mans course
    rejoin the Bugatti course here.  Just make two right-hand,
    ninety-degree turns at a moderate pace (likely making good
    use of the rumble strips) and you will soon find yourself
    safely back on the Pit Straight.  The pavement here is
    extremely narrow, making safe passing impossible; if any
    passing is to be done here, it is only by ramming another car
    off the pavement and into the kitty litter.
    
    ====================================
    
    DETAILS: BRNO
    Located in the Czech Republic, this is another rather
    technical circuit, with massive sand traps on the outside of
    every corner, and sand traps on the inside of many corners as
    well.  A reverse race configuration is also available at Brno
    (unlocked simultaneously with Reverse Donington National and
    Reverse Donington Grand Prix).  Fortunately, this is a rather
    wide circuit, so racing three-abreast is easily done without
    anyone endangering the other cars involved; four-wide racing,
    however, is certainly NOT recommended at Brno, especially
    when cornering!!!!!
    
    Pit Straight: The Pit Lane barrier is set just far enough
    away from the official course (marked by the white line on
    the right side) that an unofficial paved lane is created.
    You can make use of this unofficial lane to pass several cars
    at once, especially on a standing start.  However, beware of
    any cars exiting Pit Lane.
    
    Turn 1: This is a relatively-fast right-hand J-turn requiring
    light to moderate braking on entry.  For good lap times, a
    minimum speed of 100MPH/160KPH is required through Turn 1,
    but I have been able to successfully hold speeds over 110MPH
    before oversteering begins to take effect.  If you can
    successfully hold such speeds here, Turn 1 is a great place
    to pass other cars.  Do not drift off-course on the left, or
    you will be beached in the sand.  A gentle fade to the left
    occurs on corner exit.
    
    Turn 2: This left-hand corner will require moderate braking
    on entry to keep out of the sand.  Again, good speed can be
    held through this corner, allowing you to pass one or two
    cars.
    
    Turn 3: After a brief straightaway, this right-hand corner
    will require light braking to stay out of the sand.
    
    Straightaway: The circuit begins its downhill run here.
    
    Turn 4: Continuing downhill, this right-hand J-turn requires
    moderate braking as the car lightens.
    
    Turn 5: A right-hand corner requiring light braking as the
    course continues downhill.
    
    Turn 6: After a brief straightaway, the course continues
    downhill through this left-hand corner, which requires light
    braking.  Do not go wide on exit or you will be caught out in
    the kitty litter.
    
    Turn 7: Still continuing downhill, the course turns left
    here, requiring light braking.  If you go wide, you will be
    out in the sand.
    
    Turn 8: This right-hand J-turn requires moderate braking to
    keep from sliding out into the sand on the outside of the
    corner.  The inside of the corner also has a sand trap, so do
    not cut this corner too short if you need to pass other cars
    here.
    
    Turn 9: After a relatively long straightaway, the course has
    a right-hand downhill J-turn here requiring moderate braking.
    Drift left on exit, but do not go too wide or you will be
    beached in the sand.
    
    Turn 10: The course finally 'bottoms out' and begins a gentle
    uphill climb at the entrance of this left-hand corner.  Light
    braking is required here to keep from running out into the
    sand.
    
    Turn 11: Almost immediately following Turn 10, this right-
    hand corner continues the uphill climb.  Moderate braking is
    necessary here.
    
    Turn 12: Still continuing uphill, use moderate braking for
    this left-hand corner to keep out of the sand.
    
    Turn 13: The hill crests on entry to Turn 13.  Use light or
    moderate braking here to stay out of the kitty litter.  The
    single white line indicating Pit Entry begins just after the
    apex of Turn 13, so be mindful of cars slowing for Pit Entry.
    
    ====================================
    
    DETAILS: DONINGTON NATIONAL
    
    This popular British venue is the host of many events, and
    has been included in other racing games.  The outside of
    almost every corner has a very small strip of grass between
    the pavement and the sand trap.  The only difference from the
    Donington Grand Prix course is that the two straightaways
    behind the Paddock Suite are bypassed.
    
    Turn 1: This right-hand J-turn requires moderate braking, and
    plenty of patience at the start of a race as traffic really
    jams up here.
    
    Turn 2: This is a long, gentle right-hand semi-corner,
    sloping downhill along its entire length.
    
    Turn 3: Continuing downhill, this left-hand corner will only
    require light braking, if the brakes are needed at all.  Due
    to the downhill slope, it may be difficult to see the apex of
    the corner as you approach.
    
    Turn 4: Immediately after Turn 3, the course turns uphill to
    the right here, with light or moderate braking required.
    
    Turn 5: After passing underneath the pedestrian bridge, the
    course turns to the left here.  No braking is required.
    
    Turn 6: This is really just a left-hand fade.
    
    Turn 7: Moderate braking is necessary as the course continues
    uphill through this right-hand turn.  The barrier on the left
    comes rather close to the pavement, so there is not much
    grass and sand to stop you if you miss your braking zone.
    
    Turn 8: This lengthy, sweeping right-hand J-turn will require
    light braking to keep out of the grass and sand as the course
    continues slowly uphill.  This corner opens out onto the
    longest straightaway at Donington.
    
    Turns 9-10: Shortly after passing underneath the big Dunlop
    tire, begin braking for the chicane.  This is a tight right-
    left combination.  Barriers to the inside AND outside of Turn
    9 prevent any shortcutting.
    
    ====================================
    
    DETAILS: DONINGTON GRAND PRIX
    
    This popular British venue is the host of many events, and
    has been included in other games.  The outside of almost
    every corner has a very small strip of grass between the
    pavement and the sand trap.
    
    Turn 1: This right-hand J-turn requires moderate braking, and
    plenty of patience at the start of a race as traffic really
    jams up here.
    
    Turn 2: This is a long, gentle right-hand semi-corner,
    sloping downhill along its entire length.
    
    Turn 3: Continuing downhill, this left-hand corner will only
    require light braking, if the brakes are needed at all.  Due
    to the downhill slope, it may be difficult to see the apex of
    the corner as you approach.
    
    Turn 4: Immediately after Turn 3, the course turns uphill to
    the right here, with light or moderate braking required.
    
    Turn 5: After passing underneath the pedestrian bridge, the
    course turns to the left here.  No braking is required.
    
    Turn 6: This is really just a left-hand fade.
    
    Turn 7: Moderate braking is necessary as the course continues
    uphill through this right-hand turn.  The barrier on the left
    comes rather close to the pavement, so there is not much
    grass and sand to stop you if you miss your braking zone.
    
    Turn 8: This lengthy, sweeping right-hand J-turn will require
    light braking to keep out of the grass and sand as the course
    continues slowly uphill.  This corner opens out onto the
    longest straightaway at Donington.
    
    Turns 9-10: Shortly after passing underneath the big Dunlop
    tire, begin braking for the chicane.  This is a tight left-
    right combination with NO room for error.  The barrier on the
    inside of Turn 9 prevents shortcutting, and the sand trap to
    the inside of Turn 10 severely hinders anyone attempting to
    shortcut that corner.
    
    Turn 11: After a significant straightaway, this is a tight
    right-hand hairpin turn onto another significant straightaway
    behind the Paddock Suite.  Essentially, think of this as
    changing runways on an airport circuit (such as at Sebring)
    and you should do fairly well here.  Moderate braking is
    required here.  If you miss your braking zone, there is a
    wide patch of kitty litter to the outside of the corner.
    
    Turn 12: The final corner of the circuit is a left-hand tight
    hairpin.  Again, think of this as changing runways on an
    airport circuit.  Moderate braking will be needed here.
    
    ====================================
    
    DETAILS: CATALUNYA NATIONAL
    The Catalunya circuit is challenging, but good speeds can be
    carried along much of the circuit.  For observers and drivers
    alike, plenty of action can be found at the Catalunya
    National circuit.
    
    Pit Straight: As usual, incredible speeds can be attained
    here.  Watch for cars rejoining the race from the right side
    of the straightaway.
    
    Turn 1: This right-hand hairpin is rather tight, and rejoins
    the Grand Prix circuit just short of Wuth.  Heavy braking
    will be needed to slow sufficiently for Turn 1 after the high
    speed attained on the Pit Straight.
    
    Turn 2 (Wuth): With a good racing line, you should be able to
    brake lightly to clear this semi-blind, slightly-downhill,
    left-hand corner.  Beware the barrier on the inside of Wuth.
    The exit of Wuth has an immediate fade to the right.
    
    Turn 3 (Campsa): This right-hand corner can be taken at full
    speed, although other cars will usually swing wide-left and
    brake slightly while rounding this corner.  Note that the
    official circuit is to the right; do not drive directly ahead
    onto another patch of pavement, or you will lose plenty of
    time.  Also, in a twilight or night race, Campsa is extremely
    difficult to see unless the taillights of other cars mark the
    corner for you, so approach Campsa with extreme caution.
    
    Turn 4 (La Cacsa): Severe braking is required for this left-
    hand corner.  While not suggested, you may be able to pass
    other cars on braking here.  As with Wuth, stay off the
    rumble strips and grass on the inside of the turn, or you
    will risk losing control of the car.  This is a 'J' turn, and
    the corner seems to go on forever before you reach the exit.
    
    Turn 5 (Banc Sabadeau): Shortly following Turn 4, moderate or
    heavy braking will be needed here for the right-hand, upward-
    sloping corner.  This is also a 'J' turn which is nearly a
    double-apex corner.  If you need a recovery area anywhere on
    the course, it will most likely be here.  It is possible to
    pass slower cars here by tightly hugging the inside of the
    turn, even running the right-side tires on the rumble strips.
    
    Turn 6: Light braking may be needed for this right-hand
    corner.  The key here is to truly hug the inside of the turn
    and accelerate strongly through the exit.  Watch for slow
    cars here preparing to go to Pit Lane for servicing.
    
    Turn 7: Entering this right-hand corner, the Pit Lane begins
    on the right, so be on the lookout for very slow cars here.
    If you take this final corner too tightly, or make a VERY
    late decision to go to the pits, you will likely damage the
    front of the car on a barrier.
    
    ====================================
    
    DETAILS: CATALUNYA GRAND PRIX
    The Catalunya circuit is challenging, especially the two
    hairpins and the final corners of the race.  Those who have
    played recent F1-based games will already have good
    familiarity with the Catalunya Grand Prix circuit.
    
    Pit Straight: As usual, incredible speeds can be attained
    here.  Watch for cars rejoining the race from the right side
    of the straightaway.
    
    Turn 1 (Elf): This is a right-hand corner which requires
    light braking.  Be careful not to hug the inside of the
    corner too tightly, or you will bang the right side of the
    car on the barrier.  Strong acceleration out of Turn 1
    creates great passing opportunities all the way to Repsol.
    Attempting to take Turn 1 at top speed will either cause you
    to lose control as you run up on the rumble strips, or send
    you too far off course to survive Turn 2 (IF you survive the
    kitty litter).
    
    Turn 2 (Elf): Immediately following Turn 1, the left-hand
    Turn 2 can usually be taken at top acceleration.  With strong
    acceleration out of Turn 1, this is a prime passing zone.
    
    Turn 3 (Seat): A sweeping right-hand increasing-radius corner
    which can be taken at full speed, this is also a good place
    to pass slower cars, especially if you have the inside line.
    If you were able to slow enough for Turn 1, you can begin
    acceleration exiting Turn 1 and keep standing on the
    accelerator all the way through Seat, giving you an excellent
    speed advantage over many other cars which might be in the
    area.
    
    Turn 4 (Repsol): This is a semi-blind right-hand hairpin
    corner which requires moderate or heavy braking.  The barrier
    on the inside of the corner rests almost directly against the
    track, and blocks your view around the corner.  This can
    actually be a good place to pass on braking, but only with
    extreme caution.  Don't come too hot into this corner or else
    you will find yourself in the sand.  After clearing the first
    90 degrees of Repsol, you should be able to accelerate fairly
    well if not encumbered by traffic.
    
    Turn 5: After a very short straightaway, this is a semi-blind
    left-hand hairpin, a bit tighter than Turn 4.  Moderate or
    heavy braking will be needed here, or you will definitely be
    using the recovery area.
    
    Straightaway: This straightaway fades to the left.  Good
    acceleration out of Turn 5 can create passing opportunities,
    especially in the braking zone for Wuth.
    
    Turn 6 (Wuth): With a good racing line, you should be able to
    brake lightly to clear this semi-blind, slightly-downhill,
    left-hand corner.  Beware the barrier on the inside of Wuth.
    The exit of Wuth has an immediate fade to the right.
    
    Turn 7 (Campsa): This right-hand corner can be taken at full
    speed, although other cars will usually swing wide-left and
    brake slightly while rounding this corner.  Note that the
    official circuit is to the right; do not drive directly ahead
    onto another patch of pavement, or you will lose plenty of
    time.  Also, in a twilight or night race, Campsa is extremely
    difficult to see unless the taillights of other cars mark the
    corner for you, so approach Campsa with extreme caution.
    
    Turn 8 (La Cacsa): Severe braking is required for this left-
    hand corner.  While not suggested, you may be able to pass
    other cars on braking here.  As with Wuth, stay off the
    rumble strips and grass on the inside of the turn, or you
    will risk losing control of the car.  This is a 'J' turn, and
    the corner seems to go on forever before you reach the exit.
    
    Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or
    heavy braking will be needed here for the right-hand, upward-
    sloping corner.  This is also a 'J' turn which is nearly a
    double-apex corner.  If you need a recovery area anywhere on
    the course, it will most likely be here.  It is possible to
    pass slower cars here by tightly hugging the inside of the
    turn, even running the right-side tires on the rumble strips.
    
    Turn 10: Light braking may be needed for this right-hand
    corner.  The key here is to truly hug the inside of the turn
    and accelerate strongly through the exit.  Watch for slow
    cars here preparing to go to Pit Lane for servicing.
    
    Turn 11: Entering this right-hand corner, the Pit Lane begins
    on the right, so be on the lookout for very slow cars here.
    If you take this final corner too tightly, or make a VERY
    late decision to go to the pits, you will likely damage the
    front of the car on a barrier.
    
    ====================================
    
    DETAILS: SUZUKA EAST
    This is the initial section of the world-famous Suzuka Grand
    prix circuit.  One of the most famous sights of the 'circuit'
    is the large Ferris Wheel on the left behind the grandstands
    as cars pass along the Pit Straight.
    
    Pit Straight: Good speeds can be achieved here with strong
    acceleration out of the chicane.  The Pit Lane rejoins the
    course from the right near the end of the Pit Straight.
    
    Turn 1: This right-hand hairpin requires moderate braking on
    approach, and you will likely be tapping the brakes through
    the hairpin itself.  This begins an uphill climb, and it is
    difficult to see the left side of the pavement on exit, so be
    careful not to run too wide and end up out in the sand.
    There is really no reason to overrun the hairpin on entry, as
    the corner is quite easily identifiable.
    
    Turns 2-5 (S Curves): This is by far the hardest section of
    the course - tight left-right-left-right corners.  The first
    of the 'S' curves can likely be taken at full speed, with
    light or moderate braking for Turn 3.  Turn 4 can be taken
    either flat-out (not suggested) or with light braking.  No
    matter what, slam on the brakes for Turn 5, the tightest
    corner of the 'S' section.  This entire segment of the course
    continues the uphill climb, making Turn 5 particularly more
    difficult.  There is ample recovery room on either side of
    the course through the uphill 'S' section.  The 'S' section
    is a good place to pass slower cars, if you have enough
    confidence in your brakes to pass during corner entry.  No
    matter what, you will NOT be surviving the 'S' curves unless
    you use the brakes generouslyŠ or use only second or third
    gear (definitely not suggested if you want to win).
    
    Turn 6: The course continues gently uphill as it makes a wide
    hairpin turn back toward the Start/Finish Line.  It is very
    easy to slip off the outside of the pavement here, so
    exercise extreme caution here.  This is also a great place to
    pass other cars on braking on corner entry.  If your chosen
    car has great acceleration, it will certainly be of benefit
    here on exit.
    
    Turn 7: After a very brief straightaway, the circuit turns
    gently to the right.  No breaking is required here.
    
    ====================================
    
    DETAILS: SUZUKA WEST
    This is the latter two-thirds of the Grand Prix circuit, with
    its own Pit Lane which is not used for F1 Grand Prix
    competition.  This portion includes the world-famous figure-
    eight crossover.
    
    Pit Straight: The Pit Lane Entry is on the right just after
    exiting Spoon.
    
    Turn 1 (130R): Shortly after crossing the bridge, the course
    turns to the left.  Some braking is required here.  Prepare
    for the upcoming hairpin.
    
    Turn 2: This right-hand hairpin comes before what would be
    Chicane on the Grand Prix circuit, and brings you back out
    just short of Degner.  Moderate to heavy breaking will be
    required to successfully clear Turn 2.
    
    Turn 3 (Degner): Here, the course turns to the right in
    anticipation of the figure-eight pattern.  Light braking will
    likely be required, but it is possible to speed through here
    without braking.  To the outside of the course is a wide
    expanse of grass and kitty litter in case you overrun the
    corner.
    
    Turn 4 (Degner): The final right-hand corner before passing
    underneath the bridge, this turn is tighter than the previous
    corner, thus moderate braking and a steady racing line will
    be required here.  This is also another prime passing zone.
    Take care not to overrun Turn 8, as there is not much
    recovery room between the pavement and the barrier.
    
    Straightaway: Accelerate strongly out of Degner and you
    should be able to pass one or two cars as you race underneath
    the bridge.  The course fades to the right here before
    reaching the tight Hairpin.
    
    Turn 5 (Hairpin): This is a tight left-hand hairpin which
    begins the next uphill segment of the Suzuka circuit.  It is
    possible to shortcut a little here, but the grass combined
    with the angle of the hill here will really slow you down and
    perhaps cause you to spin and/or slide, especially in wet
    conditions.  Be careful not to accelerate too soon, or you
    will be out in the grass.  There is a sizeable patch of kitty
    litter for those who miss the hairpin completely.
    
    Turn 6: Continuing the uphill run, the course here makes a
    wide sweep to the right.  Any braking here means losing track
    positions.  The circuit here is rather bumpy, especially in
    wet conditions.
    
    Turns 7 and 8 (Spoon): This is a tricky pair of left-hand
    corners, in a decreasing-radius 'U' formation.  The first
    corner is fairly standard, requiring only a little braking.
    However, Turn 8 is both tighter AND slopes downhill, so
    judicious usage of brakes and a pristine racing line are both
    important here, especially if attempting to pass a slower
    vehicle.  If you misjudge any single corner at Suzuka, it
    will be Turn 8; fortunately, there is plenty of recovery room
    on both sides of the pavement here.  However, do not roll up
    on the rumble strips or the grass on the inside of Turn 8, as
    that will almost certainly cause you to lose control and
    likely spin.
    
    ====================================
    
    DETAILS: SUZUKA GRAND PRIX
    This world-famous circuit in figure-eight style is used for
    many forms of auto and motorcycle racing; as such, those who
    have played other racing games (such as Moto GP World Tour,
    or F1 Championship Season 2000) may already have some
    familiarity with the Suzuka circuit.  One of the most famous
    sights of the 'circuit' is the large Ferris Wheel on the left
    behind the grandstands as cars pass along the Pit Straight.
    
    Pit Straight: Good speeds can be achieved here with strong
    acceleration out of the chicane.  The Pit Lane rejoins the
    course from the right near the end of the Pit Straight.
    
    Turn 1: This right-hand hairpin requires moderate braking on
    approach, and you will likely be tapping the brakes through
    the hairpin itself.  This begins an uphill climb, and it is
    difficult to see the left side of the pavement on exit, so be
    careful not to run too wide and end up out in the sand.
    There is really no reason to overrun the hairpin on entry, as
    the corner is quite easily identifiable.
    
    Turns 2-5 (S Curves): This is by far the hardest section of
    the course - tight left-right-left-right corners.  The first
    of the 'S' curves can likely be taken at full speed, with
    light or moderate braking for Turn 3.  Turn 4 can be taken
    either flat-out (not suggested) or with light braking.  No
    matter what, slam on the brakes for Turn 5, the tightest
    corner of the 'S' section.  This entire segment of the course
    continues the uphill climb, making Turn 5 particularly more
    difficult.  There is ample recovery room on either side of
    the course through the uphill 'S' section.  The 'S' section
    is a good place to pass slower cars, if you have enough
    confidence in your brakes to pass during corner entry.  No
    matter what, you will NOT be surviving the 'S' curves unless
    you use the brakes generouslyŠ or use only second or third
    gear (definitely not suggested if you want to win).
    
    Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
    crest of the initial uphill segment of the course, and can be
    taken at full acceleration.
    
    Turn 7 (Degner): Here, the course turns to the right in
    anticipation of the figure-eight pattern.  Light braking will
    likely be required, but it is possible to speed through here
    without braking.  To the outside of the course is a wide
    expanse of grass and kitty litter in case you overrun the
    corner.
    
    Turn 8 (Degner): The final right-hand corner before passing
    underneath the bridge, this turn is tighter than the previous
    corner, thus moderate braking and a steady racing line will
    be required here.  This is also another prime passing zone.
    Take care not to overrun Turn 8, as there is not much
    recovery room between the pavement and the barrier.
    
    Straightaway: Accelerate strongly out of Degner and you
    should be able to pass one or two cars as you race underneath
    the bridge.  The course fades to the right here before
    reaching the tight Hairpin.
    
    Turn 9 (Hairpin): This is a tight left-hand hairpin which
    begins the next uphill segment of the Suzuka circuit.  It is
    possible to shortcut a little here, but the grass combined
    with the angle of the hill here will really slow you down and
    perhaps cause you to spin and/or slide, especially in wet
    conditions.  Be careful not to accelerate too soon, or you
    will be out in the grass.  There is a sizeable patch of kitty
    litter for those who miss the hairpin completely.
    
    Turn 10: Continuing the uphill run, the course here makes a
    wide sweep to the right.  Any braking here means losing track
    positions.  The circuit here is rather bumpy, especially in
    wet conditions.
    
    Turns 11 and 12 (Spoon): This is a tricky pair of left-hand
    corners, in a decreasing-radius 'U' formation.  The first
    corner is fairly standard, requiring only a little braking.
    However, Turn 12 is both tighter AND slopes downhill, so
    judicious usage of brakes and a pristine racing line are both
    important here, especially if attempting to pass a slower
    vehicle.  If you misjudge any single corner at Suzuka, it
    will be Turn 12; fortunately, there is plenty of recovery
    room on both sides of the pavement here.  However, do not
    roll up on the rumble strips or the grass on the inside of
    Turn 12, as that will almost certainly cause you to lose
    control and likely spin.
    
    Straightaway: Power out of Spoon and rocket down the
    straightaway, passing multiple cars.  After you cross the
    bridge, start thinking about Chicane.
    
    Turn 13 (130R): Shortly after crossing the bridge, the course
    turns to the left.  Some braking is required here.  Also,
    look for cars on the right slowing for the Pit Lane entry
    just before the chicane.
    
    Turns 14-16 (Chicane): This is a very tricky part of the
    course.  The chicane begins with a moderate turn to the
    right, then a tight left-hand corner, then ends with a wider
    turn to the right and empties out onto the Pit Straight.  The
    inside of the chicane is filled with sand AND barriers.  Be
    careful coming out of Turn 15 so that you don't go too wide
    and bump the right side of the vehicle on the Pit Lane
    barrier.
    
    Pit Entry: The Pit Lane begins to the right just before
    Chicane.  Note that the Pit Entry is the SECOND patch of
    pavement to the right coming off the main course.
    
    ====================================
    
    DETAILS: ROAD ATLANTA
    This circuit is perhaps most famous for its final turns, a
    blind right-hand corner on a severe downhill slope beginning
    just as the cars pass underneath Suzuki Bridge, then a fast
    right-hand corner onto the Pit Straight.  Good speeds overall
    can be obtained at Road Atlanta, but there are still a number
    of challenging corners to tax the drivers and their cars.
    
    Pit Straight:  This is the point of lowest elevation on the
    circuit.
    
    Turn 1: This seemingly-neverending J-turn begins the
    circuit's long uphill climb; the first two-thirds of the turn
    is rather significant, with the radius slowly increasing for
    the last third of the corner as the course climbs steeply
    uphill.  Light braking is suggested here, and perhaps even
    moderate braking will be preferred by many players, but it is
    possible to speed through Turn 1 at top speed with NO
    braking.  However, with little or no braking, if you do not
    have sufficient tire grip, you will slide out into the grass
    and bang the barrier on the outside of Turn 1.  If you have
    an oversteer condition, expect to spin right at Pit Exit (at
    the end of the significant portion of the turn), and just
    hope that no one is coming out of Pit Lane at that very
    moment!!!  If competing in the Petit Le Mans, the light on
    the inside of Turn 3 can overpower the glare from
    competitors' taillights as you climb the steep hill out of
    Turn 1 and into Turn 2, thus causing you to misjudge the
    distance to the next vehicle in front of you and potentially
    contributing to an incident, so exercise great caution here
    (moreso than usual) when racing at night.
    
    Turns 2-4: At a momentary plateau in track elevation, the
    left-right-left semi-chicane can be a surprise.  The apex of
    Turn 2 is unsighted on entry.  Turn 2 requires at least light
    braking to keep on the pavement.  Turn 3 requires moderate
    braking, although light braking is possible if you drop the
    right-side tires in the small patch of sand on the inside of
    Turn 3.  Turn 4 can often be taken at top speed, although
    light braking may be necessary to stay on the pavement.  With
    fresh tires and excellent reflexes, this complex can be taken
    at top speed, but be ready to countersteer and/or slam on the
    brakes, especially when exiting Turn 4.  This complex is also
    one of the areas where CPU-controlled cars are likely to spin
    out or otherwise run off-course, so be constantly wary here.
    
    Turns 5-7 (S Curves): The course begins a gentle downhill
    slope just before the entry of Turn 5, a right-hand corner
    which can be taken flat-out.  Turn 6 begins the next uphill
    stage as the pavement turns to the left; again, this can be
    taken at top speed.  The right-hand Turn 7 can also be taken
    at top speed, however, it is best to begin braking for Turn 8
    here.
    
    Turn 8: This is the second-nastiest place on the Road Atlanta
    circuit.  This blind left-hand corner requires moderate or
    severe braking as the hill (now a mini-mountain) climbs
    steeply, cresting just beyond the exit of Turn 8.  If you
    miss the braking zone, you will find yourself in a sand trap.
    If you can get past that, however, there is another paved
    road which will rejoin the official course.  If you get
    beyond THAT, however, you will bang a barrier.  Only experts
    will be able to successfully clear this nasty corner (if not
    blocked by other cars) at over 100MPH/160KPH.
    
    Straightaway: The mini-mountain crests shortly beyond the
    exit of Turn 8.  In terms of elevation, this straightaway is
    essentially a roller-coaster ride, but the general trend is
    downhill.
    
    Turn 9: Moderate braking for this ninety-degree right-hand
    corner is required, but there is kitty litter to collect you
    if you miss the braking zone.  There are two pieces of
    pavement turning right here; the first is the sealed-off Pit
    Entry for other racing series, so do not use the first turn-
    off.
    
    Turn 10: After a very short straightaway, the course again
    makes a ninety-degree right-hand turn here.  Moderate braking
    is again required to keep out of the grassy recovery area.
    
    Straightaway: This 'straightaway' has several fades along its
    length.  After the first fade to the left, the course resumes
    an uphill slope.  Beginning with the repaved section just
    after the fade to the right, the course begins its overall
    downhill trend.
    
    Turns 11-12: This nasty left-right chicane requires plenty of
    advance braking, or you will be caught out in the
    grass/sand/barrier-filled zone on the inside of Turn 12.  Be
    careful not to run wide exiting Turn 12, as the outside of
    Turn 12 also has plenty of sand to stop runaway vehicles.
    
    Turn 13: This is by far the nastiest place on the circuit.
    As you pass underneath Suzuki Bridge, the course has its most
    significant elevation drop, resulting in cars lightening to
    the point that - depending on your speed and racing line -
    they may momentarily leave the ground!!!!!  This is a blind
    right-hand corner (due to the significant elevation drop)
    which can actually be taken at full-throttle, but light
    braking is really the preferred method of success here (at
    the very least, be prepared to suddenly jam on the brakes
    anyhow, just in case).  Edge to the right as you approach
    Suzuki Bridge and you should be okay; if you carry enough
    speed, by running your right-tide tires just off the
    pavement, the momentary lifting of your car will allow you to
    clear the small grass/sand patch without ever toughing the
    ground, thus without any loss of speed.  However, Pit Entry
    is on the right just beyond Suzuki Bridge, so beware of
    slowing cars.  If you do have trouble here, make use of the
    'extra' paved lanes on the left (which actually go to a Pit
    Lane used for other racing series) until you can edge back
    onto the official course.
    
    Turn 14: This is the final, right-hand corner of the circuit.
    Unless encumbered by traffic, this corner can be taken at top
    acceleration.
    
    ====================================
    
    DETAILS: ROAD ATLANTA NATIONAL
    This circuit is perhaps most famous for its final turns, a
    blind right-hand corner on a severe downhill slope beginning
    just as the cars pass underneath Suzuki Bridge, then a fast
    right-hand corner onto the Pit Straight.  Good speeds overall
    can be obtained at Road Atlanta National, but there are still
    a number of challenging corners to tax the drivers and their
    cars.
    
    Pit Straight:  This is the point of lowest elevation on the
    circuit.
    
    Turn 1: This seemingly-neverending J-turn begins the
    circuit's long uphill climb; the first two-thirds of the turn
    is rather significant, with the radius slowly increasing for
    the last third of the corner as the course climbs steeply
    uphill.  Light braking is suggested here, and perhaps even
    moderate braking will be preferred by many players, but it is
    possible to speed through Turn 1 at top speed with NO
    braking.  However, with little or no braking, if you do not
    have sufficient tire grip, you will slide out into the grass
    and bang the barrier on the outside of Turn 1.  If you have
    an oversteer condition, expect to spin right at Pit Exit (at
    the end of the significant portion of the turn), and just
    hope that no one is coming out of Pit Lane at that very
    moment!!!
    
    Turns 2-4: At a momentary plateau in track elevation, the
    left-right-left semi-chicane can be a surprise.  The apex of
    Turn 2 is unsighted on entry.  Turn 2 requires at least light
    braking to keep on the pavement.  Turn 3 requires moderate
    braking, although light braking is possible if you drop the
    right-side tires in the small patch of sand on the inside of
    Turn 3.  Turn 4 can often be taken at top speed, although
    light braking may be necessary to stay on the pavement.  With
    fresh tires and excellent reflexes, this complex can be taken
    at top speed, but be ready to countersteer and/or slam on the
    brakes, especially when exiting Turn 4.  This complex is also
    one of the areas where CPU-controlled cars are likely to spin
    out or otherwise run off-course, so be constantly wary here.
    
    Turns 5-7 (S Curves): The course begins a gentle downhill
    slope just before the entry of Turn 5, a right-hand corner
    which can be taken flat-out.  Turn 6 begins the next uphill
    stage as the pavement turns to the left; again, this can be
    taken at top speed.  The right-hand Turn 7 can also be taken
    at top speed, however, it is best to begin braking for Turn 8
    here.
    
    Turn 8: Moderate braking is heavily suggested here as you
    reach the top of the hill during a left-hand turn.
    
    Turn 9: After a short straightaway, Turn 9 is a gentle left-
    hand turn which requires no braking as the course rejoins the
    full Road Atlanta circuit.
    
    Straightaway: Beginning with the repaved section just after
    the fade to the right, the course begins its overall downhill
    trend.
    
    Turns 10-11: This nasty left-right chicane requires plenty of
    advance braking, or you will be caught out in the
    grass/sand/barrier-filled zone on the inside of Turn 11.  Be
    careful not to run wide exiting Turn 11, as the outside of
    Turn 11 also has plenty of sand to stop runaway vehicles.
    
    Turn 12: This is by far the nastiest place on the circuit.
    As you pass underneath Suzuki Bridge, the course has its most
    significant elevation drop, resulting in cars lightening to
    the point that - depending on your speed and racing line -
    they may momentarily leave the ground!!!!!  This is a blind
    right-hand corner (due to the significant elevation drop)
    which can actually be taken at full-throttle, but light
    braking is really the preferred method of success here (at
    the very least, be prepared to suddenly jam on the brakes
    anyhow, just in case).  Edge to the right as you approach
    Suzuki Bridge and you should be okay; if you carry enough
    speed, by running your right-tide tires just off the
    pavement, the momentary lifting of your car will allow you to
    clear the small grass/sand patch without ever toughing the
    ground, thus without any loss of speed.  However, Pit Entry
    is on the right just beyond Suzuki Bridge, so beware of
    slowing cars.  If you do have trouble here, make use of the
    'extra' paved lanes on the left (which actually go to a Pit
    Lane used for other racing series) until you can edge back
    onto the official course.
    
    Turn 13: This is the final, right-hand corner of the circuit.
    Unless encumbered by traffic, this corner can be taken at top
    acceleration.
    
    ====================================
    ====================================
    ====================================
    
    UNLOCKING CARS (SPOILERS!!!!!)
    Here is how to unlock all the cars in Le Mans 24 Hours.  The
    initially-available cars are so indicated.  Note that often,
    the same make and model of car is used by different teams
    (with different paint schemes and racing number).  A
    multiplier (such as 'x3') means that the stated team has more
    than one 'version' of the specified car, with each 'version'
    differentiated by racing number.
    
    Also, there are a few instances where identical cars (with
    different racing numbers) by the same team are not acquired
    together, but by completing separate sections of the game.
    In this case, these cars are listed on separate lines in the
    table below, with the notation 'different car' for all such
    lines after the first.
    
    The following expanse of white space is to present a buffer
    so that those who wish to learn this on their own will not
    accidentally see it.
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    Cars                  Teams             Procurement
    --------------------  ---------------   ---------------------
    Audi A8C              Audi Sport UK     Initially available
    Audi R8 (x3)          Audi Sport Team   Win Le Mans 2000 at
                             Joest             24 minutes
    Audi R8C              Audi Sport UK     0:40.000 or better at
                                               Suzuka East in
                                               Time Trial
    Audi R8R (x2)         Audi Sport Team   Win Super Enduro
                             Joest             Championship
    BMW V12 LM            Thomas Bscher     Win Petit Le Mans at
                             Promotion         30 minutes
    BMW V12 LMR (x2)      BMW Motorsport    Win Winter Challenge
                                               Championship
    Cadillac N LMP (x2)   Team Cadillac     Win Le Mans 2000 at
                                               10 minutes
    Cadillac N LMP (x2)   Team Dams         Win Le Mans 2000 at
                                               10 minutes
    Chrysler Viper GTS-R  Carsport Holland  Win Petit Le Mans at
                                               10 minutes
    Chrysler Viper GTS R  Chamberlain       Initially available
                             Engineering
    Chrysler Viper GTS R  Chamberlain       Win Rookie GT
       (different car)       Engineering       Championship
    Chrysler Viper GTS R  Paul Belmondo     Initially available
                             Racing
    Chrysler Viper GTS R  Team Goh          Initially available
    Chrysler Viper GTS R  Team Oreca        Win Pro GT
       (x2)                                    Championship
    Chrysler Viper GTS R  Team Oreca        1:00.000 or better at
       (different car)                         Donington National
                                               in Time Trial
    Chrysler Viper        Team Oreca        Win Petit Le Mans at
       GTS-RT (x3)                             10 minutes
    Chevrolet Corvette    Corvette Racing   Win Petit Le Mans at
       C5-R (x2)                               10 minutes
    Courage C 36          La Filiere ELF    1:34.000 or better at
                                               Bugatti in Time
                                               Trial
    Courage C 52          Courage           1:45.000 or better at
                             Competition       Brno in Time Trial
    Courage C             Pescarolo Sport   Win Le Mans 2000 at
       52-Peugeot                              24 minutes
    Courage C 60-Judd     SMG               Win Petit Le Mans at
                                               30 minutes
    Debora LMP2000-BMW    Bonnet Didier     Win Petit Le Mans at
                                               30 minutes
    GT2                   Konrad            0:46.000 or better at
                             Motorsport        Road Atlanta
                                               National in Time
                                               Trial
    GT2 (different car)   Konrad            1:01.000 or better at
                             Motorsport        Suzuka West in
                                               Time Trial
    GT2                   Larbre            1:01.000 or better at
                             Competition       Catalunya National
                                               in Time Trial
    GT2                   Roock Racing      Win Rookie GT
                                               Championship
    GT2                   Team Augusta      Initially available
                             Racing
    Jaguar XJR9 LM        Jaguar            Win Petit Le Mans at
                                               100 minutes
    Lancia LC2            Lancia            Win Le Mans 2000 at
                                               24 hours
    Lister Storm GTL      Newcastle         1:47.000 or better at
                             Lister Storm      Suzuka Grand Prix
                                               in Time Trial
    LMGTP (x2)            GTC Competition   Initially available
    LMP                   JMB Competition   Initially available
    LMP                   Joest Racing      1:09.000 or better at
                                               Road Atlanta in
                                               Time Trial
    LMP                   Kremer Racing     Initially available
    LMP                   Pilot Racing      1:34.000 or better at
                                               Catalunya Grand
                                               Prix in Time Trial
    Lola B2K10-Ford       Konrad            Initially available
                             Motorsport
    Lola B2K10-Judd       Team Rafanelli    Win Petit Le Mans at
                                               30 minutes
    Lola B2K40-Nissan     Multimatic        Initially available
                             Motorsports
    Marcos Mantara        Team Marcos       1:21.000 or better at
       LM600                                   Donington Grand
                                               Prix in Time Trial
    Nissan R390 (x2)      Nissan            Win Open Prototype
                             Motorsports        Championship
    Nissan R390           Nissan            Win Prototype Enduro
       (different car)       Motorsports        Championship
    Nissan R391           Nissan            Win Prototype Enduro
                             Motorsports        Championship
    Panoz Esperante GTR   Panoz             Initially available
       (x2)                  Motorsports
    Panoz LMP Spyder      Panoz             Win GT Endurance
       (x2)                  Motorsports       Championship
    Panoz LMP-1 (x2)      Panoz             Win Le Mans 2000 at
                             Motorsports       24 minutes
    Panoz LMP-1           Team Den Bla      Win Petit Le Mans at
                             Avis              30 minutes
    Panoz LMP-1           TV Asahi Team     Win Le Mans 2000 at
                             Dragon            10 minutes
    Panoz LMP07           Panoz             Win Le Mans 2000 at
                             Motorsports       240 minutes
    Peugeot 905           Peugeot Talbot    Win Le Mans 2000 at
                             Sport             24 hours
    Porsche 911 GT2       Freisinger        Initially available
                             Motorsport
    Porsche 911 GT2       Konrad            Initially available
                             Motorsport
    Reynard 2KQ-Judd      Johansson         Initially available
                             Matthews
                             Racing
    Reynard 2KQ-Mopar     Mopar Team Oreca  Win Le Mans 2000 at
       (x2)                                    24 minutes
    Reynard               ROC               Win Petit Le Mans at
       2KQ-Volkswagen                          30 minutes
       (x2)
    Riley & Scott MKIII   Riley & Scott     Initially available
       S2                    Europe
    Sauber C9             Sauber            Win Petit Le Mans at
                                               10 hours
    WR LMP-Peugeot        Welter Gerard     Win Petit Le Mans at
                                               30 minutes
    WR LMP-Peugeot        Welter Rachel     Initially available
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    
    ====================================
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    CONTACT
    For rants, raves, etc., contact me at FEATHER7@IX.NETCOM.COM;
    also, if you have enjoyed this guide and feel that it has
    been helpful to you, I would certainly appreciate a small
    donation via PayPal (http://www.paypal.com/) using the above
    e-mail address.
    
    To find the latest version of this and all my other PSX/PS2
    game guides, visit FeatherGuides at
    http://www.angelcities.com/members/feathersites/
    
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