hide results

    FAQ/Driving Guide by Wolf Feather

    Version: Final | Updated: 11/16/02 | Search Guide | Bookmark Guide

    FFFFF  11          222   000   000   222
    F     1 1         2   2 0   0 0   0 2   2
    FFFF    1           22  0   0 0   0   22
    F       1          2    0   0 0   0  2
    F     11111       22222  000   000  22222
    D   D R  R    I   V   V N N N G
    D   D RRRRR   I   V   V N N N G  GG
    D   D R   R   I    V V  N N N G   G
    G     U   U   I   D   D E
    G  GG U   U   I   D   D EEEE
    G   G U   U   I   D   D E
    Jamie Stafford/Wolf Feather
    Initial Version Completed: July 24, 2002
    FINAL VERSION Completed:   November 16, 2002
    ACCOLADE #1: The F1 2002 Driving Guide won the initial FAQ of
    the Month contest at GameFAQs (http://www.GameFAQs.com/) for
    the month of July 2002 :-)
    ACCOLADE #2: The F1 2002 Driving Guide was recognized as Full
    Circle FAQ of the Day on the FAQ Contributors Message Board
    for September 18, 2002 :-)
    GUIDE NOTE: Those interested primarily in car set-ups may
    instead wish to view/print the F1 2002 Car Set-ups Guide.  As
    changes are made to car set-ups in the Car Set-ups Guide, the
    changes will also be made in this (full) guide accordingly.
    The same holds true for the circuit histories, which are
    available separately in the F1 2002: Circuit Histories Guide.
    JOIN THE FEATHERGUIDES E-MAIL LIST: To be the first to know
    when my new and updated guides are released, join the
    FeatherGuides E-mail List.  Go to
    http://www.coollist.com/group.cgi?l=featherguides for
    information about the list and to subscribe for free.
    Spacing and Length
    Assumptions and Conventions
    Race Order: 2002 Season
    Changes From F1 2001 To F1 2002
    Normal Handling vs. Simulation Handling
    Quick Race Mode
    Challenge Mode
    Team Duel Mode
    Grand Prix Modes
    EA Sports Cards
    EA Sports Cards Acquisition Suggestions
    Survival Driving: Braking
    Survival Driving: Cornering
    Survival Driving: Rumble Strips
    Survival Driving: Concrete Extensions
    Survival Driving: Tire Care
    Survival Driving: Drafting (Slipstreaming)
    Flags and Boards
    General Tips
    A Major Problem: FIA Rules
    Completely Subjective Section
    Team Information
       A1 (A1-Ring)
       Air Canada
       Banco Real
       Casino (de Montreal)
       Deutsche Post/Deutsche Post World Net
       Fuji Television/Fuji TV
       Magneti Marelli
       Mobil 1
       Monaco Grand Prix
       Monte Carlo Grand Hotel
       Pony Canyon
       Sao Paulo
       United States Grand Prix
       Zepeter International
    Circuit Histories
    Circuit History: Albert Park
    Circuit History: Kuala Lampur
    Circuit History: Interlagos
    Circuit History: Imola
    Circuit History: Catalunya
    Circuit History: A1-Ring
    Circuit History: Monte Carlo
    Circuit History: Circuit Gilles Villeneuve
    Circuit History: Nurburgring
    Circuit History: Silverstone
    Circuit History: Nevers Magny-Cours
    Circuit History: Hockenheim
    Circuit History: Hungaroring
    Circuit History: Spa-Francorchamps
    Circuit History: Monza
    Circuit History: Indianapolis
    Circuit History: Suzuka
    Parts Used in Car Set-ups
    Suggested Set-ups
       Suggested set-up for Australia (Albert Park)
       Suggested set-up for Malaysia (Sepang)
       Suggested set-up for Brazil (Interlagos)
       Suggested set-up for San Marino (Imola)
       Suggested set-up for Spain (Catalunya)
       Suggested set-up for Austria (A1-Ring)
       Suggested set-up for Monaco (Monaco)
       Suggested set-up for Canada (Circuit Gilles-Villeneuve)
       Suggested set-up for Europe (Nurburgring)
       Suggested set-up for Great Britain (Silverstone)
       Suggested set-up for France (Nevers Magny-Cours)
       Suggested set-up for Germany (Hockenheim)
       Suggested set-up for Hungary (Hungaroring)
       Suggested set-up for Belgium (Spa-Francorchamps)
       Suggested set-up for Italy (Monza)
       Suggested set-up for the United States (Indianapolis)
       Suggested set-up for Japan (Suzuka)
    Grand Prix Of Australia: Albert Park
    Grand Prix Of Malaysia: Kuala Lampur
    Grand Prix Of Brazil: Interlagos
    Grand Prix Of San Marino: Imola
    Grand Prix Of Spain: Catalunya
    Grand Prix Of Austria: A1-Ring
    Grand Prix Of Monaco: Monte Carlo (Temporary Street Circuit)
    Grand Prix Of Canada: Circuit Gilles Villeneuve
    Grand Prix Of Europe: Nurburgring
    Grand Prix Of Great Britain: Silverstone
    Grand Prix Of France: Nevers Magny-Cours
    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
    Wish List - Mine
    Wish List - Others
    Contact Information
    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:
    This guide is now approximately *****245 pages long**** in
    the Macintosh version of Microsoft Word 98 using single-
    spaced Courier 12 font.  This means that it is likely NOT a
    good idea to print this guide in its entirety.
    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, Games Domain, PSXCodez.com,
    Cheatcc.com, gamesover.com, Absolute-PlayStation.com,
    GameReactors.com, RedCoupe, InsidePS2Games.com,
    CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
    CheatHeaven, IGN, cheatingplanet.com, RobsGaming.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 game guide into other
    languages, please contact me for permission(s) and provide me
    with a copy when complete.
    Remember:  Plagiarism in ANY form is NOT tolerated!!!!!
    F1 2002 is the latest entry in EA Sports' line of F1-based
    games for (originally) the PlayStation and (now) the
    PlayStation2.  F1 Championship Season 2000, the game
    immediately preceding F1 2001, marked EA Sports' first foray
    of the series to the PS2, but F1CS2K was actually released in
    two 'flavors:' PSX and PS2.  F1 2001 was thus the first PS2-
    only game of the series, and F1 2002 continues EA Sports'
    great tradition with its F1 games.
    Most likely, if you play F1 2002, then you are at least a
    casual fan of F1 racing, and have at least a basic knowledge
    of many or all of the F1 courses currently in use.  That
    knowledge certainly does help when first playing F1 2002, and
    vice versa - as any extensive gameplay greatly helps in
    determining where the drivers are on each course when races
    are televised.
    The final segment 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 Championship Season 2000 and
    updated in the guide written for F1 2001, both games also by
    EA Sports.  Those who have read and/or downloaded the driving
    guide for F1CS2K and/or F1 2001 will already have the same
    basic information covered in this driving guide.  Information
    also comes from my General Racing/Driving Guide, with
    appropriate modifications.  This driving guide has been
    modified and expanded to reflect the many additions in F1
    2002, including the minor circuit alterations included in the
    Please also note that this guide is written specifically for
    the PlayStation2 version of F1 2002.  I do not own a PC and
    do not have access to a PC on which to play games, nor do I
    own any other gaming consoles on which this game appears, so
    this guide does not address any of the cross-platform or
    cross-console differences in the game.
    Most race circuits outside the United States name most
    corners and chicanes, and even some straightaways.  Where
    these names are known, they will be referenced in the Notes
    section of each circuit's suggested set-up.  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 1999-2001, and Speed Channel in 2002), 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.
    F1 2002 presents the courses in the order in which they were
    presented for the 2002 Formula 1 season.  This driving guide
    will follow the same convention.
    F1 Race Schedule, 2002 Season:
       March 3        Australia       Albert Park
       March 17       Malaysia        Kuala Lampur
       March 31       Brazil          Interlagos
       April 14       San Marino      Imola
       April 28       Spain           Catalunya
       May 12         Austria         A1-Ring
       May 26         Monaco          Unnamed (Street Circuit)
       June 9         Canada          Circuit Gilles Villeneuve
       June 23        Europe          Nurburgring
       July 7         Great Britain   Silverstone
       July 21        France          Nevers Magny-Cours
       July 28        Germany         Hockenheim
       August 18      Hungary         Hungaroring
       September 1    Belgium         Spa-Francorchamps
       September 15   Italy           Monza
       September 29   USA             Indianapolis
       October 13     Japan           Suzuka
    CHANGES FROM F1 2001 TO F1 2002
    In many ways F1 2001 and F1 2002 are the same game, simply
    updated.  Colors and reflections are much more vibrant, it is
    MUCH easier to see the flags waved by the corner workers -
    and certainly, the teams and drivers have been updated for
    the 2002 season.
    Each team's cars also sounds and handles slightly differently
    from other teams' cars; for example, in Normal Handling, a
    Toyota's top speed is about 170MPH, whereas a Ferrari can
    climb to nearly 185MPH.  This is initially quite noticeable
    when completing Challenge Mode.  However, whether using
    Normal Handling or Simulation Handling, car control seems a
    bit twitchier than in F1 2001.
    In terms of the race circuits, they are largely the same,
    with appreciable enhancement in colors.  However, the Monaco
    circuit seems to have been narrowed from the entrance to The
    Tunnel all the way to the entrance to Swimming Pool Chicane.
    In terms of gameplay, the AI has become even MORE aggressive
    than in F1 2001.  This is especially significant on the
    standing starts, where it is fairly common to get speared
    from behind and knocked off the circuit.
    'Gamebreakers' have been added to F1 2002.  Whenever a major
    event takes place during a race (i.e., a massive crash), all
    action will suddenly stop as multiple cameras show the
    incident at regular speed and in slow-motion.  Gamebreakers
    is an optional feature.
    A nice addition is the slipstream effect.  On the right side
    of the race screen, a set of bars will slowly light up as a
    driver gets closer and closer behind another car, thus able
    to take advantage of the lead car's slipstream (aerodynamic
    vacuum) to suddenly jump out and make a pass.  When racing in
    very wet weather when cars are launching a tall 'rooster
    tail' of spray in their wake, the slipstream meter can be
    used to approximate the distance to the car in front as well
    as the closing speed.
    EA Sports Cards are new to F1 2002.  The EA Sports Cards for
    the Challenge Mode events are rather easy to obtain, as are
    those for Team Duel Mode; the others are gained seemingly 'at
    random' as certain tasks are completed in races.  At the end
    of each race, a status screen will list the EA Sports Cards
    earned in the race (if applicable); during the race, if TV
    Panels is activated, then an indicator at the bottom of the
    screen will show that an EA Sports Card has been awarded
    (this notice will be repeated at the end of the race).  See
    the EA Sports Cards section for more details.
    Most game modes of F1 2002 allow the player to select which
    handling option is preferred.  Normal Handling is essentially
    arcade-style driving.  Here, the only 'tuning' option is
    whether to use hard or soft tires as the dry-weather tire
    compound (the compound option is only available in one of the
    Grand Prix Modes offering a Practice session).  There are
    extremely few variables affecting car control in Normal
    Handling, which makes this driving option quite forgiving
    should the player make a mistake.  For example, braking late
    for a corner does not necessarily mean that the car will
    slide off the outside of the turn; in fact, it is often
    possible to keep to the pavement in this situation and
    continue cornering.  In another example, should the car get
    speared from behind and start to spin, it is TOO easy to
    'catch' the vehicle and point the car back in the correct
    direction of travel.
    Simulation Handling introduces MANY more variables in the
    issue of car control, as well as many more tuning options.
    The Suggested Set-ups section is designed with Simulation
    Handling in mind; it covers the various tuning elements and
    presents car set-ups for all seventeen circuits in current F1
    racing as presented in F1 2002.  Whereas Normal Handling
    might be good for young adolescents and those just learning
    to drive in reality, Simulation Handling is best left to the
    parents and those with A LOT of gaming experience, as
    Simulation Handling is a MUCH more difficult level in terms
    of car control.  Here, tuning is key, as improper tuning
    means horrific car control; since there is no such thing as a
    perfectly-tuned car (especially with so many tuning elements
    involved), there will always be a compromise somewhere in car
    Here, players can simply jump into a car in P22 and get out
    on the tracks in four-lap races using Normal Handling.
    Initially, only Hockenheim, Monza, and Silverstone are
    available for race venues.  Winning at these venues opens new
    venues.  Here is the list, with easiest circuits listed first
    and most difficult circuits listed last:
       Hockenheim                     Initially available
       Monza                          Initially available
       Silverstone                    Initially available
       Imola                          Win at Monza
       Melbourne (Albert Park)        Win at Monza
       A1-Ring                        Win at Monza
       Barcelona (Catalunya)          Win at Monza
       Indianapolis                   Win at Hockenheim
       Nurburgring                    Win at Hockenheim
       Magny-Cours                    Win at Silverstone
       Montreal (Gilles-Villeneuve)   Win at Imola
       Sepang (Kuala Lampur)          Win at Imola
       Hungaroring                    Win at Melbourne
       Interlagos                     Win at A1-Ring
       Spa-Francorchamps              Win at Barcelona
       Suzuka                         Win at Indianapolis
       Monaco                         Win at Nurburgring
    Expect weather conditions to change at least once during a
    race in Quick Race Mode.  If a race begins in the dry, expect
    rain by the end of Lap 3.  If a race begins in the wet,
    expect the rain to end by the end of Lap 3 (but the road will
    still be a little damp at the end of the race).
    There are no FIA Rules in effect for Quick Race Mode; this
    means that shortcutting, dangerous driving, ignoring yellow
    flags, and other unsportsmanlike/unsafe conduct IS permitted.
    Also, the driver is protected from incurring damage and does
    not suffer mechanical failures... unlike some of the
    Quick Race Mode is VERY forgiving in terms of the technique
    of racing.  Missing a braking zone is not necessarily
    disastrous here, even with Speed Assist deactivated.
    Catching a spinning car is fairly easy, even at over 150MPH.
    Botching an apex can still result in good cornering, even
    passing while cornering.
    Challenge Mode presents 22 challenges total, 11 basic
    challenges and 11 advanced challenges; within each category,
    the challenges are listed by team, where the player takes the
    role of a given driver for that team and must complete the
    task at hand.
    Before each challenge, the player is presented with a screen
    detailing exactly what is about to happen, and what is
    required for success.  This ranges from simply maintaining
    position to passing an inordinate number of cars in VERY
    little time to an interactive Pit Stop.
    Note that each team's challenges are often similar between
    the basic challenge and the advanced challenge, but this is
    not always the case.  Also, it only takes one pixel for a car
    to be considered out of bounds, so high-speed car control is
    crucial to success in many of the advanced challenges.
    This unique race mode works on the concept of intra-team
    rivalry:  Each driver wants to prove that he is better than
    his teammate.  In Team Duel Mode, all that matters is that
    the player finish better than his teammate in a race of four
    or eight laps total, with the player starting at P22.
    Note that Team Duel Mode is essentially one of the Grand Prix
    Modes (see next section), with the exception that a race win
    is not necessary.  As long as the player can beat his
    teammate, that will suffice.
    Team Duel Mode also awards EA Sports Cards.  One EA Sports
    Card is granted per Team Duel Mode win per team per
    difficulty level.
    Here is where an F1 driver earns his money!!!  These modes
    present one or more full race weekends - Practice,
    Qualifying, Warm-up, and Race - using either Normal Handling
    (easiest) or Simulation Handling (hardest).  Grand Prix
    events are quite customizable: race length, transmission, FIA
    Rules, slipstream effects, etc.
    Single Grand Prix is a single race weekend, using any driver
    at any venue.  Full Championship covers the entire 2002
    season in order using any driver.  Custom Championship allows
    the player to create an original championship season using
    any number of races and any order of venues with any driver;
    the possibilities are endless: all-technical circuits
    (Monaco, Suzuka, etc.), all high-speed circuits (Monza,
    Hockenheim, etc.), the reverse of the actual 2002 season
    (Suzuka, Indianapolis, etc.)...
    For the various Grand Prix Modes, points are distributed 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
       Others:         0 points
    These points are given to both the cars' drivers AND the
    cars' teams (constructors) for the Drivers Championship and
    Constructors Championship; in effect, the points do 'double
    duty.'  Those concerned about winning both championships
    should elect to play as a driver from a team with a strong
    track record (pardon the pun) for winning: McLaren, Ferrari,
    Grand Prix Modes include the following sessions:
       Practice: The first step in a race weekend is to prepare
                    the car as best as possible for the weekend's
                    race.  There is no such thing as a 'universal
                    car set-up,' as each venue requires different
                    things from each car.  A total of sixty
                    minutes is allowed for Practice; a car may
                    complete any lap already in progress when the
                    sixty-minute timer expires.  Practice is
                    generally held on Friday of a race weekend.
                    If FIA Rules is activated, there are no
                    penalties assessed for any infractions.  It
                    is important to wisely choose a tire compound
                    before the end of Practice; whatever compound
                    is on the car at the end of Practice is the
                    same tire compound which MUST be used
                    throughout the rest of the grand prix
       Qualify:  The day before a race, all twenty-two cars have
                    a total of one hour to qualify for the race
                    and try to begin the race as high up on the
                    grid as possible.  Each driver is permitted a
                    total of twelve laps - INCLUDING out-laps and
                    in-laps - to qualify for the race, and only
                    the fastest lap time is used to place the
                    driver on the grid.  If FIA Rules is
                    activated, infractions will result in the
                    loss of the current lap in progress.
       Warm-up:  The morning of the race, cars are given one
                    hour in which to further hone car set-up
                    for the race.  This can be very important, as
                    the best qualifying set-up may not
                    necessarily be the best race set-up for a
                    particular circuit.
       Race:     This is the big event!!!  Once the lights go
                    out, hit the accelerator and try to gain
                    multiple positions by reacting faster than
                    any cars before you.  If you decided to skip
                    the Qualify session, you will automatically
                    be placed in the very last position on the
                    grid (P22) for the Race session.  The slowest
                    cars are obviously placed at the rear of the
                    starting grid, so if a player has an
                    excellent reaction time on the standing
                    start, up to half the field (and possibly
                    even more!!!!!) can be passed before reaching
                    the first corner of the circuit.
    F1 2002 presents EA Sports Cards, awarded for completing
    specific events in the game, or for achieving certain feats
    during races.  The following is a checklist of the EA Sports
    Cards available per team, and the requirements for earning
    each of these cards.  Keep this list handy and cross them off
    as the various requirements are completed :-)
    As for the Cards themselves for each team, consider which
    level of the Cards you want to get. If you want the Bronze
    Medal level, just do all the requirements on Easy. Silver
    Medal = Medium. Gold Medal = Hard.
    Many of the requirements for the Cards are attained
    cumulatively across the game (with the caveat that Quick Race
    Mode is inherently Easy-only; this cannot be changed), so
    even before you start working on attaining x points for a
    given team, you may have already picked up 10 points by
    winning a race within its Team Duel.
    For those Cards which require specific tasks (such as
    starting P22 and finishing P1), make things as easy as
    possible... although this STILL took me three months to get
    all the Cards at Gold Medal level!!!  Also, turn off FIA
    Rules, use clear weather, no damage, etc. Also, use Normal
    Handling... although after spending three months with Normal
    Handling, I now need to relearn Simulation Handling :-(
    The main thing, however, is to do as much as you can at the
    tracks where you perform best. For me, that has long been
    Monza (going back to F1 2000), especially with the new
    Goodyear Chicane. Shortcutting the initial chicane and
    handling the car well enough to fly through Roggia and Ascari
    at top speed without even tapping the brakes results in only
    THREE braking zones: First Lesmo, Second Lesmo, and Curva
    Parabolica. (It is possible to keep to the track - by using
    the rumble strips - at Goodyear Chicane and still keep full-
    on with the accelerator, but I have yet to master this.)
    Toyota (Gold)
       Duration:           Complete an eight-lap race
       Racing:             Gain a place
       Milestone:          Score ten Top Six finishes
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Toyota (Silver)             Toyota (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete a sixteen-lap race
       Racing:             Overtake a teammate
       Milestone:          Ten podium finishes
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Minardi (Silver)            Minardi (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete a race of at least half the
                              full race distance (i.e., a race of
                              at least 39 laps at Monaco, which
                              has a full race distance of 78
       Racing:             Finish in a higher position than where
                              started the race
       Milestone:          Start P1 twenty times
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Arrows (Silver)             Arrows (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete five 16-lap races
       Racing:             Take first place
       Milestone:          Win 20 races
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Renault (Silver)            Renault (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete five races of at least half
                              full race distance (i.e., a race of
                              at least 39 laps at Monaco, which
                              has a full race distance of 78
       Racing:             Once at P1, keep from being overtaken
                              for at least one full lap*
       Milestone:          Score the fastest race lap twenty
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Jaguar (Silver)             Jaguar (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete five full-lap races
       Racing:             Never leave the track for a single lap
       Milestone:          Earn 100 points
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    BAR (Silver)                BAR (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete nine 16-lap races
       Racing:             Start a race P22 and finish P1
       Milestone:          Win a season**
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Jordan (Silver)             Jordan (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete nine races of at least half
                              full race distance (i.e., a race of
                              at least 39 laps at Monaco, which
                              has a full race distance of 78
       Racing:             Set a fastest lap for a race
       Milestone:          Earn 150 points
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Sauber (Silver)             Sauber (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete nine full-lap races
       Racing:             Win two races in a row
       Milestone:          Win two seasons**
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Williams (Silver)           Williams (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete 17 races of at least half
                              full race distance (i.e., a race of
                              at least 39 laps at Monaco, which
                              has a full race distance of 78
       Racing:             Lap a backmarker
       Milestone:          Earn 200 points
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    McLaren (Silver)            McLaren (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
       Duration:           Complete 17 full-lap races
       Racing:             Lead race from start to finish*
       Milestone:          Earn maximum points in a season
       Team Duel:          Win Team Duel for the team
       Basic Challenge:    Complete Basic Challenge for the team
       Advanced Challenge: Complete Advanced Challenge for the
    Ferrari (Silver)            Ferrari (Bronze)
       Duration                    Duration
       Racing                      Racing
       Milestone                   Milestone
       Team Duel                   Team Duel
       Basic Challenge             Basic Challenge
       Advanced Challenge          Advanced Challenge
    *If another driver can put the nose of his car just one pixel
    ahead of yours for just one millisecond, your chances of
    attaining this EA Sports Card at the current race are
    **While it is obviously possible that a player can 'win' a
    season before the final race, the CPU does not recognize a
    season as officially having been WON until the player at
    least goes to the starting grid of the final race.  However,
    for those races the player chooses to 'skip,' once the car is
    on the grid for the race, the player can elect to 'Retire
    from Session.'  If this is done before the final race, the
    CPU will simply move on to the next round of the season; if
    this is done at the final race of the season, the CPU will
    first show race results and championship points (as usual),
    THEN award any appropriate EA Sports Cards if they have been
    earned during the season.
    This checklist can be used for strategy purposes.  By
    studying this checklist carefully, players can determine the
    best approach for the game to gain as many of the EA Sports
    Cards as possible in the shortest possible time.
    Note that there are indeed some rewards for attaining ALL the
    teams' EA Sports Cards at Gold Medal level.  These are
    detailed in my F1 2002: Unlockables Guide.
    Here are some suggestions for acquiring the medals as quickly
    as possible.  However, A LOT of time will still be spent
    trying to collect each of the EA Sports Cards.
    General    F1 2002 permits players to effectively 'skip'
                  medals.  There is no reason to first earn a
                  team's Bronze Medal before working on its
                  Silver Medal.  Instead, players can immediately
                  work toward earning a team's Gold Medal.
                  Earning a higher medal will still grant access
                  to those features unlocked with the acquisition
                  of a lower medal.
               F1 2002 also permits players to acquire more than
                  one EA Sports Card (per team) per event.
                  'Event' is specifically used here, as even when
                  working on Challenges or Team Duel, other EA
                  Sports Cards (such as a team's Racing Card) can
                  also be earned.
               Not surprisingly, the EA Sports Cards requirements
                  for the 'lesser' teams (Toyota, Minardi, etc.)
                  are far easier than those for the 'greater'
                  teams (i.e., Williams, McLaren, and Ferrari).
               Acquiring the various EA Sports Cards can be made
                  a little easier by using Normal Handling with
                  Tire Wear, Fuel, and FIA Rules deactivated, and
                  with only dry Weather.  Also, using shortcuts
                  where available can be very handy, especially
                  for those cards where one must gain first place
                  and keep from being passed for a specific
                  period of time.  (For information on shortcuts,
                  see my F1 2002: Illegal Times Guide.  I find
                  that Monza is the best circuit to use when
                  shortcutting could be an integral part of
                  attaining one or more EA Sports Cards.)
    Toyota     The Racing Card can be easily acquired in the hunt
                  for any of the other Toyota cards.
               Ten finishes in the points are required to gain
                  Toyota's Milestone Card.  One of these can be
                  earned simultaneously by scoring in the points
                  in an eight-lap race, which itself will grant
                  the Duration Card.
    Minardi    The Racing Card requires overtaking a teammate,
                  which is the entire point of Team Duel.  Thus,
                  winning Team Duel will also grant the Racing
    Arrows     Somewhat similar to Minardi, the Arrows Racing
                  Card requires finishing in a position higher
                  than where one began an event.  Therefore,
                  since Team Duel always begins with the player
                  at P22, successfully passing Team Duel will
                  grant two cards at once: the Team Duel Card and
                  the Racing Card.
               This comes from Nick Wade, who e-mailed me with
                  this tip for getting the Arrows Milestone Card:
                  '...for the Arrows Milestone Card, which is
                  getting 20 pole positions, you don't actually
                  have to do the race that you get pole position
                  for.  I was able to just go to any track I
                  wanted and qualify, then once I got pole
                  position, I would get to the screen where the
                  only choices left are 'warm up' 'race' and
                  'exit'.  I would choose 'exit' and just quit
                  the whole event.  Then I would begin a new
                  event, either at the same track or another (it
                  doesn't matter which track), and repeat the
                  same process 20 times.  And on the 20th time, I
                  got the silver card, so there you have it.'
    Renault    The requirement for Renault's Milestone Card
                  (winning twenty races) inherently means taking
                  first place, which is the requirement for the
                  Racing Card.  Since the Duration Card requires
                  completing five sixteen-lap races, winning a
                  single sixteen-lap race will grant the Racing
                  Card.  Successfully earning the Duration Card
                  with ONLY RACE VICTORIES means that five of the
                  required twenty wins for the Milestone Card
                  will have been successfully attained.
               The Basic Challenge and Advanced Challenge for
                  Renault both involve interactive Pit Stops at
                  Indianapolis.  In both scenarios, the Challenge
                  begins at the entrance of Turn 12 (where the
                  infield course rejoins the Indy 500 banking).
                  To shed a few milliseconds and especially to
                  ensure getting TO Pit Lane before the rival in
                  the Advanced Challenge, the CPU WILL permit
                  using the access road FROM TURN 11; this means
                  that as soon as the Challenge begins, the
                  player needs to cross the rumble strips to the
                  right and get on the access road (the one used
                  by Indy and NASCAR in their events), even
                  though the official F1 Pit Entry is between
                  Turn 12 and Turn 13.  Also, a caution: In the
                  Advanced Challenge, the player begins with an
                  automatic speed boost due to inherent drafting
                  from starting the Advanced Challenge directly
                  behind the rival entering Turn 12, so it is far
                  too easy to miss this 'extra' Pit Entry road
                  and put all four wheels into the grass.
    Jaguar     The Jaguar Milestone Card requires scoring twenty
                  Fastest Laps.  This is NOT 'Fastest Lap at
                  twenty races,' which is the misinterpretation I
                  included in earlier versions of this guide.
                  This means that if a player elects to compete
                  in a race of at least twenty laps, the
                  Milestone Card could easily be attained at just
                  that one race.  However, such a tactic could
                  almost certainly never be realized, as a player
                  will occasionally be slowed by traffic, make a
                  mistake and run off-course, etc.  On the other
                  hand, a good driver can easily set the required
                  twenty fastest laps within five races of at
                  least half the full race distance, which is the
                  requirement for attaining the Duration Card.
    BAR        The BAR Milestone Card requires earning 100
                   points.  Fortunately, this is cumulative
                   across the entire game, so simply playing as
                   usual in virtually any race or event and
                   placing consistently within the Top Six will
                   amass points which will automatically be put
                   toward the acquisition of this card.
               The Racing Card requires never leaving the track
                   for a single lap.  Since the Duration Card
                   requires completing five full-lap races, even
                   a novice player should be able to keep to the
                   track for one full lap in a full-distance race
                   and not lose so much time that the player
                   cannot perform well in the race.  I personally
                   tried attaining the Racing Card while working
                   on the BAR Team Duel (held at A1-Ring), and it
                   was a major handful trying to keep to the
                   track for an entire lap AND maintain position.
               The BAR Milestone Card is earned by accumulating
                   100 points.  This can be earned quickly by
                   competing in and winning ten four-lap races.
    Jordan     Jordan's Racing Card is earned by starting last
                   and finishing first.  Depending on a player's
                   skill, this can be easily done while working
                   toward the Duration Card, which requires the
                   completion of nine sixteen-lap races.
               For the Milestone Card, a season can use races as
                   short as four laps each.
    Sauber     The Racing Card is earned by setting the Fastest
                   Lap for a race.  The best way to do this is to
                   choose a four-lap race, and start P22.  Those
                   with excellent skills combined with prime
                   shortcut knowledge (and FIA Rules turned off)
                   can quickly catapult themselves from P22 to
                   P1 in just one lap, inherently resulting in a
                   Fastest Lap (since F1 2002 awards Fastest Lap
                   beginning with Lap 1 - this is a programming
                   error which can be greatly exploited!!!).
                   From here, a player must simply stay in front;
                   if challenged seriously, dirty tactics such as
                   banging wheels or cutting off the challenger
                   should preserve the Fastest Lap set on Lap 1,
                   unless the player can better that lap time in
                   the three laps which remain.  Note: Team Duel
                   is a great place to attain the Racing Card,
                   although it will be eight laps in length.
               As with BAR, the Milestone Card is based upon
                   points, which are gained cumulatively across
                   most racing events.  Consistent performance in
                   the Top Six will result in points being
                   automatically used toward the acquisition of
                   the Sauber Milestone Card.
    Williams   The Williams Basic and Advances Challenge Cards
                   take place at Monza, finishing just beyond the
                   exit of Ascari (the left-right-left chicane
                   leading onto the back straightaway).  The key
                   to a Gold Medal time here is to take Ascari at
                   full acceleration, which requires intimate
                   familiarity with this portion of the Monza
                   circuit as well as fast reflexes.  This is
                   actually an important skill to have at Monza,
                   as the traditional top-running drivers (both
                   Schumachers, Barrichello, Montoya, Raikkonen,
                   and Coultard) are all able to fly through
                   Ascari at top speed, so a player able to do
                   the same can maintain position in relation to
                   these CPU-controlled drivers.
               Winning two seasons is required to earn the
                   Milestone Card.  It is certainly possible
                   within a season to win two races in a row,
                   which just happens to be the requirement for
                   the Racing Card.
               For the Milestone Card, a season can use races as
                   short as four laps each.
    McLaren    McLaren's Racing Card requires lapping a
                   backmarker.  This can easily be accomplished
                   in one of the seventeen half-distance races
                   required for the Duration Card.  Depending on
                   the CPU, this may also occur in Team Duel or
                   even in a standard four-lap race is Failures
                   is activated, as cars may have trouble and
                   go to Pit Lane for repairs - thus giving the
                   player a chance to lap the backmarker(s).
                As with BAR, the Milestone Card is based upon
                   points, which are gained cumulatively across
                   most racing events.  Consistent performance in
                   the Top Six will result in points being
                   automatically used toward the acquisition of
                   the McLaren Milestone Card.
    Ferrari    Ferrari's Racing Card requires starting AND
                   finishing a race P1 WITHOUT EVER BEING PASSED.
                   This effectively means no Pit Stops without
                   having a large enough lead to maintain P1 (a
                   lead of at least thirty seconds should be
                   adequate for this purpose).  This also places
                   prime importance upon gear ratios and circuit
                   selection - if a player wishes to attain the
                   Racing Card at a circuit which requires long
                   gear ratios (such as Hockenheim), the player
                   will likely fail at the standing start due to
                   long ratios' inherent slow acceleration.  A
                   circuit with good shortcutting opportunities,
                   such as Albert Park or Monza, can work to the
                   player's advantage.
               The Milestone Card requires earning maximum points
                   in a season - in other words, the player must
                   win EVERY race in the season.  This will be
                   extremely difficult at circuits where passing
                   is fairly rare, such as Monaco and
                   Hungaroring, unless the player can qualify P1
                   and never be passed during the race.  It may
                   also be a good idea to disengage Autosave, so
                   that if a player does not win a race within a
                   season, progress can be reloaded and the loss
                   wiped clean, allowing the player to make
                   another attempt; of course, the player should
                   save game progress after each win!!!!!
                Ferrari's Duration Card is one of the hardest of
                   the EA Sports Cards to acquire - after all,
                   who really has the time to spend playing
                   SEVENTEEN full-lap races???  Fortunately,
                   HondaF1 from the GameFAQs message board for
                   F1 2002 (PlayStation2 version) has discovered
                   a nice time-saving measure: At the start of a
                   race, pass the Start/Finish Line, then pull
                   aside (out of the optimum racing line to
                   avoid getting speared from behind) and walk
                   away; come back about ninety minutes later,
                   finish the lap, and since the leader should
                   have won the race by then, the game will end.
                   (It is important to note that on the race
                   results, the CPU will deem the player 'DNF'
                   for the race, but this does not matter.)
                   Doing this seventeen times results in
                   'earning' the Ferrari Duration Card :-)
                      Note that this same strategy can be used
                   for other teams which require simply
                   completing a specific number of races at a
                   given distance.
    The first step in driving fast is knowing when, where, and
    how much to slow down (braking).  In some games, a brake
    controller can be acquired or purchased, allowing the player
    to customize the brake strength by axle or by adjusting the
    bias of the brakes toward the front or the rear of the car.
    The use of a brake controller will affect the braking zone,
    as will other factors.  Specifically, the car's speed on
    approaching a corner, the amount of fuel in the car at a
    given moment, the drivetrain of the car, the weight of the
    car, and even the car's center of gravity can all affect the
    braking zone.  Similarly, the driving conditions - sunny,
    overcast, damp, wet, icy, snowy etc. - will affect the
    braking zone for each corner (as well as the car's ability to
    attain high speeds).
    Except for purely arcade-style games, the braking zone will
    differ somewhat for each car depending upon its strengths and
    weaknesses.  It certainly helps for the player to try a Free
    Run or a Time Trial (if these modes exist in a given game) to
    learn the circuit(s) - including the braking zones.
    When looking for braking zones, try to find a particular
    stationary object near the entry of each corner; it helps
    tremendously if this object is far enough away from the
    circuit that it will not be knocked over during a race.  To
    begin, try using the brakes when the front of the car is
    parallel with the chosen stationary object.  If this does not
    slow the car enough before corner entry or if the car slows
    too much before reaching the corner, pick another stationary
    object on the following lap and try again.
    Whenever changes are made to the car - whether to the brake
    controller or to other aspects of tuning and/or parts - it
    would be a good idea to go back into Free Run mode and check
    that the braking zones still hold; if not, adjust as
    necessary using the method in the paragraph above.
    For those races which include fuel loads, the car will become
    progressively lighter during a race.  The lesser weight can
    often mean a slightly shorter braking zone; however, if tire
    wear is excessive (especially if there have been numerous
    off-course excursions), that might dictate a longer braking
    Cars with a higher horsepower output will inherently attain
    faster speeds, and will therefore require a longer braking
    zone than cars with a lower horsepower output.  Try a Renault
    and a Ferrari along the same area of a circuit and note how
    their braking zones differ.
    A final note on braking: To the extent possible, ALWAYS brake
    in a straight line.  If braking only occurs when cornering,
    the car will likely be carrying too much speed for the
    corner, resulting in the car sliding, spinning, and/or
    flipping.  (Some games purposely do not permit the car to
    flip, but a slide or spin can still mean the difference
    between winning and ending up in last position at the end of
    a race.)
    If nothing else, players should strive to become of the
    'breakers' they possibly can.  This will essentially force a
    player to become a better racer/driver in general once the
    player has overcome the urge to constantly run at top speed
    at all times with no regard for damages to self or others.
    Also, slowing the car appropriately will make other aspects
    of racing/driving easier, especially in J-turns, hairpin
    corners, and chicanes.
    Ideally, the best way to approach a corner is from the
    outside of the turn, braking well before entering the corner.
    At the apex (the midpoint of the corner), the car should be
    right up against the edge of the pavement.  On corner exit,
    the car drifts back to the outside of the pavement and speeds
    off down the straightaway.  So, for a right-hand turn of
    about ninety degrees, enter the corner from the left, come to
    the right to hit the apex, and drift back to the left on
    corner exit.  See the Diagrams section at the end of this
    guide for a sample standard corner.
    For corners that are less than ninety degrees, it may be
    possible to just barely tap the brakes - if at all - and be
    able to clear such corners successfully.  However, the same
    principles of cornering apply: approach from the outside of
    the turn, hit the apex, and drift back outside on corner
    For corners more than ninety degrees but well less than 180
    degrees, braking will certainly be required.  However, for
    these 'J-turns,' the apex of the corner is not the midpoint,
    but a point approximately two-thirds of the way around the
    corner.  J-turns require great familiarity to know when to
    begin diving toward the inside of the corner and when to
    power to the outside on corner exit.  See the Diagrams
    section at the end of this guide for a sample J-turn.
    Hairpin corners are turns of approximately 180 degrees.
    Braking is certainly required before corner entry, and the
    cornering process is the same as for standard corners:
    Approach from the outside, drift inside to hit the apex
    (located at halfway around the corner, or after turning
    ninety degrees), and drifting back to the outside on corner
    exit.  See the Diagrams section at the end of this guide for
    a sample hairpin corner.
    If there are two corners of approximately ninety degrees each
    AND both corners turn in the same direction AND there is only
    a VERY brief straightaway between the two corners, they may
    be able to be treated like an extended hairpin corner.
    Sometimes, however, these 'U-turns' have a straightaway
    between the corners that is long enough to prohibit a
    hairpin-like treatment; in this case, drifting to the outside
    on exiting the first of the two corners will automatically
    set up the approach to the next turn.  See the Diagrams
    section at the end of this guide for a sample U-turn.
    FIA (the governing body of F1 racing, World Rally
    Championship, and other forms of international motorsport)
    seems to LOVE chicanes.  One common type of chicane is
    essentially a 'quick-flick,' where the circuit quickly edges
    off in one direction then realigns itself in a path parallel
    to the original stretch of pavement, as in the examples in
    the Diagrams section at the end of this guide.  Here, the
    object is to approach the first corner from the outside, hit
    BOTH apexes, and drift to the outside of the second turn.
    FIA also seems to like the 'Bus Stop' chicane, which is
    essentially just a pair of quick-flicks, with the second
    forming the mirror image of the first, as shown in the
    Diagrams section at the end of this guide.  Perhaps the most
    famous Bus Stop chicane is the chicane (which is actually
    called the 'Bus Stop Chicane') at Pit Entry at Spa-
    Francorchamps, the home of the annual Grand Prix of Belgium
    (F1 racing) and the host of The 24 Hours of Spa (for
    endurance racing).
    Virtually every other type of corner or corner combination
    encountered in racing (primarily in road racing) combines
    elements of the corners presented above.  These complex
    corners and chicanes can be challenging, such as the Ascari
    chicane at Monza.  See the Diagrams section for an idea of
    the formation of Ascari.
    One thing which can change the approach to cornering is the
    available vision.  Blind and semi-blind corners require
    ABSOLUTE knowledge of such corners.  Here is where gamers
    have an advantage over real-world drivers:  Gamers can
    (usually) change their viewpoint (camera position), which can
    sometimes provide a wider, clearer view of the circuit, which
    can be especially important when approaching semi-blind
    corners; real-world drivers are obviously inhibited by the
    design of their cars and racing helmets.  Great examples of
    real-world blind and semi-blind corners would be Turns 14 and
    15 at Albert Park, and each of the first three corners at A1-
    Also important to cornering - especially with long, extended
    corners - is the corner's radius.  Most corners use an
    identical radius throughout their length.  However, some are
    increasing-radius corners or decreasing-radius corners.
    These corners may require shifting the apex point of a
    corner, and almost always result in a change of speed.
    Decreasing-radius corners are perhaps the trickiest, because
    the angle of the corner becomes sharper, thus generally
    requiring more braking as well as more turning of the
    steering wheel.  Increasing-radius corners are corners for
    which the angle becomes more and more gentle as the corner
    progresses; this means that drivers will generally accelerate
    more, harder, or faster, but such an extra burst of speed can
    backfire and require more braking.  See the Diagrams section
    at the end of this guide for sample images of a decreasing-
    radius corner and an increasing-radius corner.
    For traditional road racing circuits, increasing-radius and
    decreasing-radius corners may not be too much of a problem.
    After several laps around one of these circuits, a driver
    will know where the braking and acceleration points are as
    well as the shifted apex point (should a shift be required).
    One particularly interesting aspect of cornering is one which
    I honestly do not know if it works in reality (I am not a
    real-world racer, although I would certainly LOVE the chance
    to attend a racing school!!!), but which works in numerous
    racing/driving games I have played over the years.  This
    aspect is to use the accelerator to help with quickly and
    safely navigating sharp corners.  This works by first BRAKING
    AS USUAL IN ADVANCE OF THE CORNER, then - once in the corner
    itself - rapidly pumping the brakes for the duration of the
    corner (or at least until well past the apex of the corner).
    The action of rapidly pumping the accelerator appears to
    cause the drive wheels to catch the pavement just enough to
    help stop or slow a sliding car, causing the non-drive wheels
    to continue slipping and the entire car to turn just a little
    faster.  Using this rapid-pumping technique with the
    accelerator does take a little practice initially, and seems
    to work best with FR cars; however, once perfected, this
    technique can pay dividends, especially with REALLY sharp
    hairpin corners, such as La Source at Spa-Francorchamps.
    Depending on car set-up and weather conditions, rumble strips
    (sometimes also called 'alligators') can be either useful or
    dangerous.  The purpose of rumble strips is to provide a few
    extra centimeters of semi-racing surface to help keep cars
    from dropping wheels off the pavement, which can slow cars
    and throw grass and other debris onto the racing surface
    (which makes racing a little more dangerous for all involved,
    especially in corners).  Generally, rumble strips are found
    on the outside of a corner at corner entry and corner exit,
    and also at the apex of a corner - these locations provide a
    slightly better racing line overall.
    If a car is set with a very stiff suspension (i.e., there is
    not much room for the suspension to move as the car passes
    over bumps and other irregularities in the racing surface),
    hitting rumble strips can cause the car to jump.  Even if
    airborne for only a few milliseconds, at speed, it could be
    just enough so that the driver loses control of the car.
    Obviously, if one or more wheels are not in contact with the
    ground, the car is losing speed, which could be just enough
    of a mistake for other cars to pass by, and the lack of
    contact with the ground could result in excessive wheelspin
    which risks to flat-spot the tire(s) when contact is regained
    with the ground.
    When the racetrack is damp or wet, however, it is generally
    best to avoid using the rumble strips.  Since rumble strips
    are painted (usually red and white), ANY amount of moisture
    will make the rumble strips extremely slick as the water
    beads on the paint, so that hitting a rumble strip in the
    process of cornering (especially at the apex of a corner)
    will cause the tire(s) to lose traction and often send the
    car spinning.
    Similar to rumble strips are concrete extensions.  These are
    generally (much) wider than rumble strips, and may or may not
    be painted (at FIA-approved F1 circuits, for example, these
    are generally painted green).  Also, whereas rumble strips
    protrude slightly above the level of the racing surface,
    concrete extensions are at the same level as the racing
    Concrete extensions can be used in the same manner as rumble
    strips.  However, if painted, concrete extensions should be
    avoided for the same reasons listed above for rumble strips n
    the event of wet or damp racing conditions.
    Players should note that in some games - especially where
    challenges or license tests are involved - concrete
    extensions are often NOT designated as part of the official
    track, resulting in an 'Out of Bounds' designation.  This is
    true, for example, in EA Sports' F1-based series (F1 2000, F1
    Championship Season 2000, F1 2001, and F1 2002).
    At the beginning of a race and immediately after a Pit Stop,
    the tires are brand new ('stickers') and need to be brought
    up to temperature as quickly as possible so that they can
    provide the best possible grip.  During this period, sharp
    turns or extremely-fast cornering will almost certainly cause
    the car to slide, and perhaps even spin.  However, slides and
    spins will bring the tires up to optimum temperature even
    faster, so you may wish to purposely induce slides when
    entering corners, but only with extreme caution, as the
    already-thin line between having control of the car and
    losing control of the car will be at least halved until the
    tires come up to optimum temperature.
    The longer you run on the same set of tires, the more you
    need to take better care of your tires.  This is especially
    important if you have had one or more off-course excursions.
    You may experience slides when cornering.
    If you have several offs with the same set of tires and find
    yourself sliding around the circuit a lot more than usual,
    you definitely need to return to Pit Lane for a new set of
    tires.  Essentially, you are driving on pure ice, and the
    only way to 'reliably' get around the circuit is to bounce
    off the rails - which is extremely difficult to do
    'correctly' to keep yourself pointed forward.
    One of the best ways to reduce the durability of the tires is
    to corner at high speeds.  The manual for Gran Turismo 3
    gives an excellent, detailed description of what occurs with
    the tires when cornering.  In short, cornering at high speeds
    causes a high percentage of the tire to be used for speed,
    and a low percentage to be used for the actual cornering.  To
    combat this and thus extend the durability of the tires, try
    to brake in a STRAIGHT line before reaching a turn, thus
    reducing overall speed and providing a lower percentage of
    the tires to be used for speed, and a greater percentage used
    for cornering.
    Note that if the percentage of the tires used for speed is
    too high compared to the percentage used for cornering, the
    car will slide and/or spin.
    Drafting (also called slipstreaming) can be a very valuable
    technique for passing, especially on high-speed circuits with
    long straightaways.  Drafting entails closely following a
    car, and allowing that car's aerodynamic vacuum to draw your
    car closer and closer while simultaneously giving your car a
    short boost in speed; just before colliding with the other
    car, dart out to the side and speed past as the 'extra' speed
    gained slowly drains away.  This tactic is best used on long
    straightaways, and can be a prime passing method when
    combined with late braking at the end of a straightaway.  If
    at all possible, try to draft off multiple cars, making
    several passes at once while gaining a TRULY dramatic spike
    in top-end speed.
    However, QUICK reflexes and good tire grip are very important
    to edging your car far enough out of the way to safely make a
    pass while drafting, otherwise you will ram or clip the lead
    car.  Also, in F1 2002, some CPU-controlled cars will
    actually slow (sometimes significantly) if you try to use
    their aerodynamic wake to pass, adding more necessity to a
    player's quick reflexes.
    On the right side of the race screen, a set of bars will
    slowly light up as a driver gets closer and closer behind
    another car, thus able to take advantage of the lead car's
    slipstream (aerodynamic vacuum) to suddenly jump out and make
    a pass.  When racing in very wet weather when cars are
    launching a tall 'rooster tail' of spray in their wake, the
    slipstream meter can be used to approximate the distance to
    the car in front as well as the closing speed.
    Auto racing presents a number of flags and boards to quickly
    convey information to drivers as they speed around a circuit.
    Many of these flags are shown by corner workers, track-side
    personnel who display the various flags to warn drivers if
    there is potential trouble ahead or behind them.  Boards are
    generally shown only at the Start/Finish Line.  Please note
    that not all of these flags and boards are used in F1 2002,
    but they are used in real-world F1 racing.
       Safety Car (SC): What is called the Safety Car in many
                        countries is better known as the Pace Car
                        in American motorsports.  When this board
                        is displayed at the Start/Finish Line
                        (the board is painted white with the
                        letters 'SC' painted in large black
                        font), there is a significant incident
                        somewhere on the circuit warranting that
                        all cars at all areas of the circuit must
                        slow down and follow the Safety Car.  The
                        main reason a Safety Car may be used is
                        to allow safety personnel to get to areas
                        of the track which are otherwise not
                        easily accessible when cars pass at full
                        speed; this situation usually means that
                        there has been a collision or mechanical
                        problem which has left one or more cars
                        sitting idle in a vulnerable situation.
                        The Safety Car board may also be
                        displayed in the event that the weather
                        does not permit full-speed racing.
       Black Flag:      Generally shown only at the Start/Finish
                        Line, a driver is shown this flag when
                        her or his car has suffered severe damage
                        which the race marshals deem MUST be
                        repaired immediately, or when a driver
                        has committed an infraction of the racing
                        rules.  Depending on the form of
                        motorsport, a Black Flag may also mean
                        automatic disqualification from the
                        event, especially if it is being
                        displayed due to an infraction of the
                        racing rules.
       Blue Flag:       The Blue Flag is generally displayed by
                        the corner workers to indicate that a
                        slower car must pull aside to allow a
                        faster car to pass.  This generally means
                        that the slower car is not on the lead
                        lap, as many forms of auto racing allow
                        for drivers to fight to remain on the
                        lead lap, especially in oval-track
       Green Flag:      The Green Flag means that full racing
                        conditions are in effect.  If a driver
                        is coming out of a Yellow Flag area of
                        a track, this flag indicates that the car
                        can at least be brought back to full
                        racing speed.
       Red Flag:        Generally shown only at the Start/Finish
                        Line, the Red Flag indicates that a race
                        has been suspended temporarily.  The
                        rules regarding what can take place
                        during a Red Flag period vary by the
                        form of motorsport in question.  For
                        example, NASCAR parks all cars behind the
                        Safety Car/Pace Car on the track and all
                        drivers must remain in their cars unless
                        NASCAR officials (usually at Race
                        Control) grant drivers permission to
                        leave the vehicles (this usually only
                        occurs in inclement weather).  In F1
                        racing, if a race is Red Flagged, the
                        race essentially begins again once the
                        condition creating the Red Flag situation
                        has passed or has been remedied.
       White Flag:      Shown at the Start/Finish Line, the White
                        Flag indicates that there is only one
                        more lap remaining in a race.  Not all
                        forms of motorsport use the White Flag.
                        In some endurance races, the white flag
                        is displayed when it is calculated that
                        the official race duration (in terms of
                        time) will expire by the time the lead
                        car completes one more lap of the
       Yellow Flag:     A Yellow Flag means that drivers must
                        slow due to a potentially-dangerous
                        situation.  On oval tracks, a Yellow Flag
                        covers the entire circuit, although some
                        forms of oval-track racing (such as
                        NASCAR) permit drivers to race back to
                        the Start/Finish Line to 'take' the
                        Yellow Flag there.  On road courses, the
                        Yellow Flag usually only applies to a
                        specific section of the circuit, which
                        allows for full-speed racing elsewhere;
                        should a full-course Yellow Flag
                        situation be warranted, a Safety Car or
                        Pace Car will be used to collect all the
                        competitors and lead them slowly around
                        the race venue.
                           One of the STRANGEST Yellow Flag
                        situations took place in 2000 at the F1
                        Grand Prix of Germany at the high-speed
                        Hockenheim circuit.  A local Yellow Flag
                        was issued for one of the long,
                        insanely-fast straightaways (where cars
                        can easily achieve 180MPH... or more)
                        because a spectator somehow made his way
                        out of the grandstands and onto the track
                        itself.  Fortunately, this EXTREMELY
                        dangerous situation did not result in any
                        injuries or accidents, and the imbecile
                        was quickly grabbed, hauled off the
                        track, and arrested.
    A general tip for ALL racing games is to successfully
    complete ALL the license tests in any game of the Gran
    Turismo series.  This is a great way to learn how to handle
    cars of all drivetrain formats and horsepower ratings in a
    wide variety of situations - starting and stopping, J-turns,
    right-angle corners, chicanes, blind turns, wet racing
    conditions, etc.  This will all be very handy for virtually
    ANY racing/driving game you ever play,  and the Gran Turismo
    games are also extremely good to have in your PSX/PS2
    collection (especially GT3).
    Another general tip for ALL racing games is to read through
    my General Racing/Driving Guide, available EXCLUSIVELY at
    FeatherGuides (http://feathersites.angelcities.com/) and at
    GameFAQs (http://www.GameFAQs.com).  This presents many of
    the same information the Gran Turismo license tests present
    in practice, plus plenty of other information ranging from
    judicious use of rumble strips to typical tuning options to
    tire management.
    When first playing F1 2002 (irrespective of whether or not
    you have played the preceding games in the series), play with
    flags, damage, etc., set to off, and with weather set to dry;
    also, use Normal Handling.  This will give you the best
    possible (and most forgiving) conditions for learning how to
    handle the cars in F1 2002.  As you progress with the game,
    add weather, damage, Simulation handling, etc.
    F1's standing starts can either give you a great advantage,
    or put you at the back of the pack.  To reduce or eliminate
    wheelspin from a standing start, try to time the use of the
    accelerator with the exact millisecond the lights go out.  If
    you use the accelerator too soon, you WILL have wheelspin,
    which can cause flat-spotting in the rear tires and can even
    cause your car to go askew so that it points in a trajectory
    taking you directly OFF the circuit (or into a barrier).
    Also related to the standing starts, if you are deep in the
    pack, the car directly in front of you is likely to produce A
    LOT of smoke (and spray, if in wet conditions at the
    beginning of a race) due to wheelspin.  If at all possible,
    swing to the edge of the pavement immediately to avoid an
    early accident if you can get off the line a lot sooner than
    the car in front.  Some circuits are set up so that there is
    either wide pavement on the Pit Straight or an expanse of
    pavement unofficially part of the main circuit itself (such
    as the right side of the pavement at Monza and at Suzuka);
    making use of these areas can allow you to swing out wide to
    avoid incidents, and also get you clear of traffic so that
    you can REALLY slam on the accelerator and pass huge numbers
    of cars before the initial corners of the circuit.
    Braking is always important in racing.  However, F1 2002
    demands SMOOTH braking (especially if using Simulation
    handling), which often means braking rather early.  Slamming
    on the brakes often results in wheel lock and/or car spin,
    which can induce flat-spotting on the tires and tremendously
    increases the risk of collision - especially with the Tire
    Wear option activated.
    Even after the standing starts, the use of the accelerator is
    extremely important in F1 2002.  By exercising extreme care
    with both the brakes and the accelerator, anyone can rapidly
    learn to essentially glide through corners at a rather quick
    speed.  A pristine racing line is also important in these
    situations, as the changes in G-force and velocity need to be
    constantly kept in check if you want to remain on the
    official course.
    I personally find it sometimes easier to take tight corners
    WITHOUT braking.  In these cases, simply let off the
    accelerator and coast toward and through the corner until the
    appropriate acceleration point, usually at or just beyond the
    apex.  One very good place to attempt this strategy is at the
    initial corners at Kuala Lampur (Malaysia), although this
    tactic can have rather dire consequences at the start of a
    race with all the cars bunched together.
    The AI in F1 2002 produces some interesting challenges in
    terms of action on the track.  For example, I have several
    times seen a group of cars four-wide on the Pit Straight at
    Monza (coming off the Curva Parabolica) as they dice for
    position.  If you are coming up quickly upon a pack of slower
    cars involved in a heated battle for position, this can be a
    particularly challenging situation, especially if you are
    yourself being pursued rather aggressively.  Try to analyze
    the movements of the cars in front of you and look for an
    opening.  However, remember that most CPU-controlled cars use
    the exact same racing line, so once they fall into line for a
    corner or a chicane, dart up past them and try to outbreak
    them into the corner/chicane (IF you have confidence in your
    brakes and reflexes).
    Speed Assist (which automatically handles braking when
    cornering) can be great when first learning a course.
    However, to be truly effective in these races, Speed Assist
    should be turned off.  This will allow YOU to handle braking
    (if wanted) while cornering, and will generally allow you to
    have MUCH more speed in corners.  This translates to more
    difficult handling, as cars will always handle better when
    going slow than when going fast (assuming the car set-up has
    not been changed).  This also means that passing while
    cornering will be much easier - and much more dangerous.  For
    those who wish to shortcut corners, deactivating Speed Assist
    will also help to keep your momentum as you drive through
    sand and/or grass.  If you REALLY want to achieve fast lap
    times and generally be much more competitive in a race, then
    Speed Assist simply MUST be deactivated.
    Some circuits have distance-to-corner markers in anticipation
    of tight and/or (semi-)blind corners.  While these markers
    are useful, DO NOT completely rely on them, as they may
    'disappear' as the race progresses.  These markers can be
    knocked down by a car which slips or is forced off the
    pavement, and the markers are not replaced.  Therefore, try
    to use permanent objects (such as grandstands or trees) to
    judge the braking zone for a corner or chicane.
    ALWAYS listen attentively to the team radio communications;
    this will give you information about your teammate's progress
    and the condition of your own car, as well as alert you to
    any incidents on the circuit, such as spins, cars with
    smoking engines (which often leak oil), etc.  Especially when
    you hear that another car has a problem, always be on the
    lookout for EXTREMELY slow cars in the indicated sector of
    the circuit - cars WILL come to a complete stop in the middle
    of the pavement, and if you are playing with Flags off, it is
    quite easy to miss seeing the slowed/stopped vehicle until it
    is too late to take evasive action.  If you are assigned a
    Stop-Go Penalty, you will also receive radio communications
    instructing you when to come to Pit Lane to serve the
    For those playing with Simulation Handling, it is important
    to note that using long gear ratios will produce an automatic
    loss of position for the standing starts due to the inherent
    decreased acceleration.  However, there are times when the
    decreased acceleration can be of tremendous benefit, such as
    taking a series of tight S-curves quickly without the need
    for braking (such as through Bechetts at Silverstone).  The
    most obvious benefit to long gear ratios is the higher top-
    end speed, yet the long gear ratio must be matched with
    medium or low downforce settings for the wings to force the
    car into seventh gear (in automatic transmission) on long
    straightaways (such as Rettilineo Parabolica at Monza).
    F1 2002 features CPU-controlled opposition which is FAR more
    competitive and relentless than in previous incarnations of
    the series.  However, this also means the competitors are
    absolutely ruthless.  Should you have an off or an on-track
    accident, do not expect those behind you to give you room to
    rejoin the race.  Instead, the competitors will often plow
    into you at full throttle, knocking your car around like a
    snowboarder at Tokyo Megaplex.  While this certainly presents
    some interesting visuals in Replay mode, this can very
    quickly become frustrating... and costly, as you will likely
    find yourself at the very tail end of the pack once you can
    F1 racing has a somewhat specialized vocabulary.  Here are
    some of the more common terms:
    ARMCO:                   The type of barriers generally used
                             at F1 races.  Information on these
                             crash barriers can be found at Hill
                             and Smith Web site
    Blowed up:               A car's engine has expired.  This is
                             characterized by a massive plume of
                             white-grey smoke pouring from the
                             rear of the car.  Also, there is
                             often oil deposited all over the
                             race circuit, so if a blowed up
                             car does not instantly pull off the
                             pavement, that section of the
                             circuit will be very dangerous for
                             the remainder of the race.
    Catch:                   In any form of auto racing, it is
                             quite common to see a car slide off
                             the course, often at high speeds.
                             Generally, this results in a car
                             either being essentially beached in
                             a sand trap, stuck in the grass if
                             the area has recently experienced a
                             significant rainfall, or a collision
                             a barrier.  Even if the car does not
                             slide off the course, spins on the
                             racing circuit itself also occur
                             with relative frequency.
                                A 'catch' is when one of the
                             above incidents occurs, but the
                             driver is able to either keep the
                             car from hitting a barrier (or
                             another car) and/or is able to keep
                             the car from getting stuck in the
                             sand or grass before returning to
                             the circuit.
    Lollipop Man:            The man holding the Brakes stick in
                             a Pit Stop.  This stick essentially
                             looks like a long lollipop, with its
                             long handle and rounded end with
                             instructions for the driver.
    Off:                     A car has gone off-course.  A minor
                             off means that only one or perhaps
                             two wheels have slipped off the
                             pavement, and the driver can
                             generally recover quickly.  However,
                             a major off involves a trip well
                             off the pavement, and usually also
                             occurs at very high speed.
    P#:                      This indicates a driver's race
                             position.  P1 is Pole Position; P6
                             is the final points-paying position;
                             P22 is last place.
    Points-paying Positions: These are the Top 6 places in a
                             race.  At the end of a race, P1
                             awards 10 points, P2 awards 6
                             points, P3 awards 4 points, P4
                             awards 3 points, P5 awards 2 points,
                             and P1 awards 1 point.  There are NO
                             points awarded to drivers not
                             finishing in the Top 6.  This also
                             the reason why the TV Panels at the
                             bottom of the screen update by six
                             positions at once; in F1 2002, the
                             updates are generally ONLY for the
                             points-paying positions.
    Shunt:                   A collision, generally between cars.
                             This term could also be used for
                             cars swapping paint, but that is
                             EXTREMELY difficult to do in open-
                             wheel racing (such as F1) without
                             inducing an accident.
    Team Orders:             Each F1 team runs two cars at each
                             race weekend.  Team orders involve
                             one or both drivers purposely
                             altering driving style or changing
                             race positions for the betterment of
                             the team.  While team orders are NOT
                             illegal in F1 competition (they are
                             illegal in some other forms of
                             motorsport), many generally have a
                             strong dislike (and even a nasty
                             hatred) for team orders, especially
                             in those situations where team
                             orders actually change the results
                             of a race.
                                The most notable incidence of
                             team orders - and likely the most
                             controversial use of team orders in
                             F1 history past, present, or future
                             - involved Ferrari's Reubens
                             Barrichello, who had dominated the
                             entire race weekend, pulling over in
                             the final meters of the 2002 Grand
                             Prix of Austria (at A1-Ring) so that
                             his teammate Michael Schumacher
                             could instead take the win, thus
                             gaining an extra four points over
                             his strong rival Juan Pablo Montoya
                             in the Drivers' Championship.  This
                             use of team orders severely angered
                             F1 fans at the circuit and around
                             the world, but was justified by
                             Ferrari by the team's desire to
                             protect Schumacher's lead in the
                             Drivers' Championship.
    World Feed:              Because F1 races are televised
                             (generally live) worldwide, FIA has
                             implemented the World Feed system,
                             in which the images of grand prix
                             weekends are provided by the FIA-
                             licensed F1 broadcaster for the
                             country hosting each grand prix; all
                             other F1 broadcasters must then use
                             these images and sounds for their
                             F1 coverage.  There are provisions
                             for the many F1-licensed
                             broadcasters worldwide to include
                             Pit Lane reports, but once a race
                             begins, FIA prohibits any images
                             from Pit Lane which are NOT provided
                             by the World Feed system.
                                Since each race is essentially
                             'televised' by a different country's
                             F1-licensed broadcaster, the World
                             Feed coverage between races
                             definitely varies in quality.  The
                             World Feed for races in Malaysia is
                             generally rather poor, with images
                             often focusing on action away from
                             what is most significant for the
                             race or the overall season
                             standings, reflecting Malaysia's
                             F1-licensed broadcaster's lack of
                             experience and knowledge in
                             televising live F1 races.  Races
                             held in Western Europe - where many
                             F1 races are held - generally have a
                             very high quality World Feed due to
                             extensive experience and knowledge
                             in televising F1 races.
    My only MAJOR complaint about F1 2002 (as with F1 2001) is
    its implementation of FIA rules, which includes the use of
    flags.  While I personally WANT to race with flags active,
    the implementation of the rules is FAR too oppressive - to
    the point that I have thrown the controller in frustration
    several times, and will probably need to buy a new one soon.
    What makes the FIA Rules option oppressive is how the Yellow
    Flag is used, particularly in accident situations.  For
    example, as a highly aggressive driver, I tend to get into
    accidents or at least bump tires with someone fairly often.
    When this happens, if the other car has even one pixel ahead
    of my car, then ends up spinning or otherwise slipping behind
    me while I am able to keep going, the Yellow Flag is often
    presented instantly, and a $@#%^#&*!@ Stop-Go Penalty
    assigned for supposedly 'Passing Under the Yellow Flag.'
    Also oppressive is the Yellow Flag speed limit of 130MPH.
    When the Yellow Flag is first displayed, the CPU does not
    allow enough time for the player to see the Yellow Flag waved
    (or its indicator at the top-right of the screen) and slow
    appropriately, resulting in a $@#%^#&*!@ Stop-Go Penalty.
    While not necessarily a problem, I personally wish that the
    107% rule would actually be enforced (or at least allow the
    player to choose to have the 107% rule enforced).  The 107%
    rule means that anyone qualifying with a time higher than
    107% of the race's pole position is deemed to not have
    qualified, thus keeping really slow cars (which could
    possibly be dangerous to other drivers in the race) out of
    the race.  Granted, this then makes it possible that the
    player may be the only one participating in a race
    (especially if shortcutting where 'permitted' during
    qualifying), or that a player not qualify well enough to
    compete in a race.
    I have been unable to check this, but if there is a minimum
    speed rule in F1 racing, the game definitely needs to
    implement this rule as well.  There have been several times
    when a super-slow car, or even a car stopped on the track in
    an area without a Yellow Flag displayed, has suddenly
    'appeared from nowhere' and - due to my closing speed at top
    acceleration - caused me to crash.  I know NASCAR has a
    minimum speed rule (which is even more important on oval-
    based tracks), but I would be surprised if a similar rule did
    not exist in F1 racing.
    My favorite circuits are:
       Albert Park
       Monaco (to watch a race, not to actually race - especially
          since I was able to visit Monaco in 1991)
       Monza (my personal 'test course' for the game)
    My least favorite circuits are:
       Interlagos (but NOT because of any falling billboards!!!)
       Monaco (to race)
       Kuala Lampur
    My favorite corners/segments:
       Albert Park: Turns 11 and 12
       Silverstone: Bechetts
       Monaco: The Tunnel and the entry to the Swimming Pool
       Circuit Gilles-Villeneuve: Nurburgring and Turns 12 and 13
       Hockenheim: The Stadium
       Spa-Francorchamps: La Source, Red Water, and Blanchimont
       Monza: Ascari (especially at full speed) and Curva
       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:
    My least favorite Pit Lanes (based on Pit Entry) are at:
       Albert Park
       Kuala Lampur
    My least favorite Pit Lane (based on Pit Exit) is at:
    My favorite teams are:
    This section will present each team alphabetically and some
    team information.  Information is taken from the teams'
    official Web sites; some information is extremely brief,
    while other teams present essentially a book full of
       Full Team Name: Arrows Grand Prix International, Ltd.
       Web Site: http://www.arrows.com/
       Sponsors and Partners: Orange, Red Bull, Lost Boys,
          Bridgestone, Cosworth, Paul Costelloe
       Whilst working for the Shadow team in 1977, and frustrated
       by on-track results, Alan Rees, Jackie Oliver, Dave Wass
       and Tony Southgate decided to start their own Grand Prix
       team. On November 28th, after months of initial
       preparation, Alan Rees arrived at their new factory in
       Milton Keynes ready to face a big challenge. There wasn't
       even a telephone in the new place, but as soon as one was
       installed the next day it began to ring. People wanted to
       be part of the Arrows dream. The equipment arrived on
       December 5th and by January 28th, 1978, the first car (the
       FA1) was ready to be unveiled to the press at a snowy
       Silverstone. Ricardo Patrese was the team's first and only
       driver at that time.
       The car made it's debut at the 1978 Brazilian Grand Prix
       where Patrese qualified in 18th position, 2.7 seconds
       behind pole sitter Ronnie Peterson in the Lotus. He stayed
       out of trouble and finished 10th, four laps down on the
       winner, Carlos Reutemann. The next Grand Prix took place a
       month later in South Africa giving the team more time to
       prepare. Patrese wowed everyone with his pace, starting
       from seventh position (0.87 sec. behind Nikki Lauda in his
       Brabham) and taking the lead halfway through the race.
       Unfortunately his Ford engine gave up 14 laps before the
       finish, taking with it Arrows' hopes for an early win.
       There was also trouble brewing away from the track.
       When the new Shadow car was shown to the press, it was
       noticed that it looked exactly like the Arrows car. As
       most of the Arrows team-members were former Shadow
       employees, Shadow accused the Arrows team of plagiarism
       and sued. The High Court in London ruled in favour of
       Shadow, stating the Arrows FA1 was a copy of the Shadow,
       and Arrows was forced to build a new car. In a record
       breaking time of just four weeks, the new car was built
       and ready to race but there were still problems on the
       During the Italian Grand Prix that year there was a 10-car
       pile-up on the first lap of the race. Patrese was later
       accused of causing the accident as he hit the McLaren of
       James Hunt that in turn hit the Lotos of Ronnie Peterson,
       sending him into the barriers. Peterson was to later die
       from his injuries and Patrese was suspended for the next
       race because he was held indirectly responsible. Patrese
       lived with this accusation for many years before he was
       finally cleared of any blame.
       By the end of the debut season, Arrows had accumulated 11
       World Championship points and had beaten their old team,
       Shadow, in the Constructors' Championship.
       In 1979, Arrows fielded two cars in the World Championship
       and Patrese was joined by Jochen Mass. It wasn't until the
       last race of the year that they were able to score points
       but the next year, 1980, would see the cars competing more
       strongly. At the United States Grand Prix at Long Beach,
       Patrese finished second, behind Nelson Piquet, and by the
       end of the year the team had amassed enough points to take
       seventh place in the Constructors' Championship, equal to
       McLaren and ahead of Ferrari.
       In 1979, Arrows fielded two cars in the World Championship
       and Patrese was joined by Jochen Mass. It wasn't until the
       last race of the year that they were able to score points
       but the next year, 1980, would see the cars competing more
       strongly. At the United States Grand Prix at Long Beach,
       Patrese finished second, behind Nelson Piquet, and by the
       end of the year the team had amassed enough points to take
       seventh place in the Constructors' Championship, equal to
       McLaren and ahead of Ferrari.
       In 1980, Tony Southgate left the team and David Wass
       assumed the mantle of Chief Designer. At the 1981 San
       Marino Grand Prix the team came tantalisingly close to its
       first win but Patrese had to settle for second place, just
       4.5 seconds behind Piquet. New driver, Siegfried Stohr,
       who replaced Mass was unable to score any points so he too
       was replaced, this time by Jacques Villeneuve, the brother
       of Gilles. Patrese scored all 10 points the team achieved
       that year but then left the Arrows at the end of 1981 to
       join the Brabham team.
       The 1982 season started badly for Arrows with Mauro Baldi
       and Brian Henton unable to even qualify for the first
       Grand Prix and, after five races, Henton was replaced by
       Marc Surer. By the end of the season Arrows had only
       scored five points. This was not good enough for the team
       and plans were put in place to build for the future. Tough
       seasons in 1983 and 1984 followed but, by the beginning of
       1985, Arrows had a stronger car, an engine supplied by BMW
       and a solid driver line-up in Gerhard Berger and Thierry
       Boutsen. This combination gave Arrows 14 points that year
       and it looked like the team was on its way up.
       The 1982 season started badly for Arrows with Mauro Baldi
       and Brian Henton unable to even qualify for the first
       Grand Prix and, after five races, Henton was replaced by
       Marc Surer. By the end of the season Arrows had only
       scored five points. This was not good enough for the team
       and plans were put in place to build for the future. Tough
       seasons in 1983 and 1984 followed but, by the beginning of
       1985, Arrows had a stronger car, an engine supplied by BMW
       and a solid driver line-up in Gerhard Berger and Thierry
       Boutsen. This combination gave Arrows 14 points that year
       and it looked like the team was on its way up .
       The 1982 season started badly for Arrows with Mauro Baldi
       and Brian Henton unable to even qualify for the first
       Grand Prix and, after five races, Henton was replaced by
       Marc Surer. By the end of the season Arrows had only
       scored five points. This was not good enough for the team
       and plans were put in place to build for the future. Tough
       seasons in 1983 and 1984 followed but, by the beginning of
       1985, Arrows had a stronger car, an engine supplied by BMW
       and a solid driver line-up in Gerhard Berger and Thierry
       Boutsen. This combination gave Arrows 14 points that year
       and it looked like the team was on its way up.
       The 1982 season started badly for Arrows with Mauro Baldi
       and Brian Henton unable to even qualify for the first
       Grand Prix and, after five races, Henton was replaced by
       Marc Surer. By the end of the season Arrows had only
       scored five points. This was not good enough for the team
       and plans were put in place to build for the future. Tough
       seasons in 1983 and 1984 followed but, by the beginning of
       1985, Arrows had a stronger car, an engine supplied by BMW
       and a solid driver line-up in Gerhard Berger and Thierry
       Boutsen. This combination gave Arrows 14 points that year
       and it looked like the team was on its way up.
       Berger departed for Benetton in 1986 and his replacement,
       Christian Danner, scored the teams' only point that year.
       This was a big disappointment for Arrows but the arrival
       of new designer, Ross Brawn, produced a car that helped
       its drivers Eddie Cheever and Derek Warwick to pick up 11
       points. In 1987 the team was even stronger and often on
       the pace with the powerful factory-backed teams, finishing
       sixth in the Constructors? Championship. More good fortune
       was on the way.
       Berger departed for Benetton in 1986 and his replacement,
       Christian Danner, scored the teams' only point that year.
       This was a big disappointment for Arrows but the arrival
       of new designer, Ross Brawn, produced a car that helped
       its drivers Eddie Cheever and Derek Warwick to pick up 11
       points. In 1987 the team was even stronger and often on
       the pace with the powerful factory-backed teams, finishing
       sixth in the Constructors' Championship. More good fortune
       was on the way.
       With a more or less unchanged car in 1988, Arrows took
       fourth place in the Constructors' Championship. The team
       continued its good form in 1989. A long pit-stop in Brazil
       scuppered Warwick's chance of taking Arrows' first win but
       a podium finish for Cheever in Detroit did much to
       motivate the team.
       The team continued its good form in 1989. A long pit-stop
       in Brazil scuppered Warwick's chance of taking Arrows'
       first win but a podium finish for Cheever in Detroit did
       much to motivate the team. At the end of 1989 the Arrows
       team needed an injection of cash if it was to continue in
       Formula One and it was at this point that the Japanese
       Footwork Corporation bought a major share of Arrows,
       splitting the directorship of the team between Jackie
       Oliver, Alan Rees and Mr. Nagata from Footwork.
       The 1990 season began with two new drivers, Alex Caffi and
       Michele Alboreto, and a new engine from Porsche but again
       the results just wouldn't come their way. In 1991, the
       team was renamed 'Footwork' but the change of name didn't
       produce a change of fortune and the struggle continued. It
       wasn't until 1992, when Footwork teamed up with Mugen,
       that the results changed. Alboreto scored six points that
       year, taking seventh place for the team in the
       Constructors' Championship.
       The 1990 season began with two new drivers, Alex Caffi and
       Michele Alboreto, and a new engine from Porsche but again
       the results just wouldn't come their way. In 1991, the
       team was renamed 'Footwork' but the change of name didn't
       produce a change of fortune and the struggle continued. It
       wasn't until 1992, when Footwork teamed up with Mugen,
       that the results changed. Alboreto scored six points that
       ear, taking seventh place for the team in the
       Constructors' Championship.
       The 1990 season began with two new drivers, Alex Caffi and
       Michele Alboreto, and a new engine from Porsche but again
       the results just wouldn't come their way. In 1991, the
       team was renamed 'Footwork' but the change of name didn?t
       produce a change of fortune and the struggle continued. It
       wasn't until 1992, when Footwork teamed up with Mugen,
       that the results changed. Alboreto scored six points that
       year, taking seventh place for the team in the
       Constructors' Championship.
       Another tough season followed in 1993 because, although
       the Footwork Mugens, now driven by Derek Warwick and Aguri
       Suzuki, were qualifying higher up the grid, the race
       results were poor and only 4 points were scored.
       Footwork reduced its involvement in the team at this point
       so in early 1994 it was renamed 'Arrows Grand Prix
       International'. Warwick and Suzuki were replaced by F3000
       Champion Christian Fittipaldi and Gianni Morbidelli who
       together brought in nine points for the team that year.
       Fittipaldi headed off to the American Indycar series at
       the end of the year but a replacement was quickly found in
       Taki Inoue, a Japanese driver.
       A shortage of funds in 1995 forced Arrows to take on
       drivers who brought sponsorship money with them. Inoue
       didn't make the grade on the track but as he brought
       finance it was Morbidelli who the team had to begrudgingly
       let go. Max Papis arrived to take his place but for the
       last three races Morbidelli returned and duly rewarded the
       team for having faith in him by finishing on the podium in
       In March 1996, the Arrows team was bought by TWR Group
       owner, Tom Walkinshaw, who moved the entire operation to
       new headquarters in Leafield, Oxfordshire. Walkinshaw's
       dream was to turn Arrows into a top-line team. He set
       about his task and hired two promising young drivers, Jos
       Verstappen and Riccardo Rosset. The team proved itself to
       be fast in qualifying but needed to start producing strong
       race results so Arrows needed a driver with a proven
       Walkinshaw pulled off the coup of the year and signed
       newly-crowned F1 World Champion Damon Hill for the 1997
       season. With the new Yamaha engine and Bridgestone tyres,
       the team had a fighting chance and, at the Hungarian Grand
       Prix, the moment they had all been waiting for arrived -
       almost. Hill had put in a stunning performance and was
       leading the race when, on the penultimate lap, he slowed
       dramatically. Hydraulic problems had finally beaten him
       and on the very last lap Jacques Villeneuve got past to
       take the chequered flag. Although delighted with second
       place, the team was greatly disappointed after getting so
       close to a victory.
       In 1998, John Barnard, the famed ex-Ferrari designer
       joined the team along with two new drivers, Mika Salo and
       Pedro Diniz. Together they scored six points that season.
       A lack of money for testing and development meant that the
       black-liveried A19 quickly fell of the pace. The Hart
       designed Arrows V10 which the team built in the absence of
       a factory deal couldn't match the power of Mercedes,
       Renault, Ferrari and the like so did not allow the team to
       exploit the car. Apart from a great drive by Salo to claim
       fourth in Monaco, the year was disappointing. Barnard
       departed, replaced by Mike Coughlan who designed the A20
       for the 1999 season.
       Pedro de la Rosa and Tora Tagaki took the driver's seats
       in 1999 and, in his debut race, Pedro finished in sixth
       place, taking one World Championship point. Unfortunately
       this was to be the only point Arrows collected in 1999. At
       the beginning of the same season, the Arrows team needed
       another injection of cash and it was Nigerian Prince Ado
       Ibrahim Malik who offered the rescue package. In return
       for becoming a co-director with Walkinshaw, Malik sourced
       a 45% buyout of the team from Morgan Grenfell. However,
       Malik's continued failure to source sponsorship money was
       resulted in his departure at the end of that season.
       It was time to move onwards and upwards. Pedro de la Rosa
       was re-signed for 2000 and was joined by Jos Verstappen.
       In March 2000, telecommunications giant, Orange, joined
       Arrows as title sponsor. The increased investment, in
       addition to a new management structure, aided the team's
       ability to develop and create greater security for the all
       new OrangeArrows Team. The A21 chassis, powered by a
       Supertec V10 engine proved to be a strong combination and
       Vertappen and de la Rosa were both able to fight with the
       front-runners. Finishing seventh in the Constructors'
       Championship was a great result for the team and this
       impressive performance was duly awarded when Arrows was
       voted 'Most Improved Team of the Year, 2000' in a public
       opinion vote.
       In 2001, Arrows looked to build on its strong results from
       the previous year. Powered by a new Asiatech engine
       package, and with fresh faces in the race team and design
       office, the team was confident of success. Early signs
       were indeed positive, with the A22 proving its reliability
       in Australia, and Jos Verstappen giving possibly the drive
       of the season in rain-soaked Malaysia, which left the team
       desperately unlucky not have finished in the points.
       Despite other strong efforts, notably in Canada and
       Germany, the team's best result came in Austria, where a
       consistent drive by Verstappen saw him bring home a
       valuable point, in what otherwise proved to be a tough
       season for Arrows.
    BAR (British American Racing)
       Full Team Name: British American Racing Honda
       Web Site: http://www.britishamericanracing.com/
       Sponsors and Partners: Lucky Strike, Honda, Tiscali,
          Intercond, smugone.com, Sonax, Bridgestone, EDS,
          Koni Racing, Acorn, OZ Racing, Barco, Cartwright,
          PerkinElmer, Lincoln Electric, Sandvik Coromant,
          CRP Technology, DeVilbiss Automotive Refinishing,
          AMIK, Acer, NTT DoCoMo, Bottaro
       British American Racing (B.A.R) was formed in November
       1997 by Craig Pollock, Reynard Racing Cars and British
       American Tobacco. British American Racing purchased
       Tyrrell Racing shortly afterwards and moved to a state-of
       the-art 86,000 square foot headquarters in Brackley, near
       Northampton (UK). The facility boasts some of the most up
       to-date, technologically advanced engineering machinery
       available, including a purpose-built wind tunnel.
       B.A.R was launched to the world's media on 2 December
       1997. Jacques Villeneuve, the reigning Formula One World
       Champion, signed to drive for the fledgling team in July
       1998; Ricardo Zonta joined three months later and the
       inaugural driver line-up was complete. With everything in
       place, B.A.R staged its first team launch at Brackley in
       January 1999 - only 14 months after it was founded. The
       team competed in its first-ever Formula One race in
       Melbourne, Australia on 7 March 1999.
       Lessons learnt from a tough first season were put to good
       effect. The new Honda-powered BAR002 came 4th and 6th on
       its first competitive outing in 2000 and went on to finish
       the season equal on points with fourth-placed Benetton.
       British American Racing had finally arrived.
       However, after such a successful second year, Lucky Strike
       B.A.R Honda was unable to continue the momentum into 2001
       and the year petered out into mediocrity. Jacques
       Villeneuve had been joined by the highly experienced and
       versatile Olivier Panis to form one of the best driver
       line-ups in Formula One. However, despite grabbing the
       team's first podiums in Spain and Germany, not even the
       mercurial French-Canadian was able to really conquer a
       hard-to-handle car.
       2002 would have to be a completely fresh start and an all
       new car - the BAR004 - was only the tip of the iceberg.
       Honda designed a completely new engine - the RA002E - and
       announced that it has reached agreement for a new three
       year partnership with the team. In practical terms that
       means Honda is stepping up its involvement in the chassis
       programme and clearly focusing its resources on Formula
       One to underline its determination to win the World
       More good news emerged in the form of an additional
       commitment from technical partner Bridgestone. The Japanes
       tyre giant announced that it has also laid the foundations
       for a long-term partnership with Lucky Strike B.A.R Honda.
       Finally and perhaps of most significance, the team
       revealed that David Richards, founder of Prodrive, would
       take over the reins as Team Principal, following the
       departure of Craig Pollock.
       David Richards' first task was to make a detailed and
       extensive review of the team. As a result of this study a
       new structure was implemented to give clearer lines of
       reporting, more focused accountability and an overall
       leaner organisation. Malcolm Oastler and Andy Green both
       left the team and there was a reduction of some15% of the
       workforce at the Brackley based team.
       Richards commented: 'I have the greatest respect for the
       people who created this team, and the dedication they have
       shown to the task, but at the end of the day the
       organisation has not delivered. I know that Malcolm and
       Andy recognise that the results have been below their
       expectations and I appreciate their disappointment and
       thank them for their efforts.'
       'We need to build a team with a very clear structure, with
       the very best people and give them the responsibility to
       deliver against precisely determined goals. As I have said
       from the beginning, B.A.R has many extremely talented
       people and what we are now doing is giving them the
       framework within which they can fulfil their true
       Following the restructure, the new management team has
       immediately set about the task of turning B.A.R into a
       future World Championship contender, although they are
       under no illusions that it will take a couple of years
       before all the ingredients are in place to challenge the
       top 3 teams.
       Realistically, 2002 has been all about laying a
       foundation, paving the way for the achievement of solid
       longer-term objectives. A great deal of hard work lies
       ahead and B.A.R will rely heavily on the excellent
       relationship it has with its partners Honda and
       Bridgestone to achieve its ambitions.
       With this in mind B.A.R signed Jenson Button in July in a
       four-year deal. 2003 looks like being a very interesting
       year indeed.
       Full Team Name: Scuderia Ferrari
       Web Site: http://www.shellmotorsport.com/
       Sponsors and Partners: Shell
       Scuderia Ferrari, formed in 1929 in Modena, has stamped
       it's charismatic identity on the history of the Formula
       One World Championship, the legend and achievements of
       it's scarlet racing cars standing above all others.
       Motor racing's most successful team, with countless
       sportscar wins and an unrivalled 113 Grand Prix victories
       to its credit, out of 586 Grand Prix starts the stable of
       the prancing horse is also its most historic, exuding
       boundless emotion. Ferrari has contested every World
       Championship since the title was inaugurated in 1950, and
       employed the talents of some of the sport's most colourful
       and talented personalities.
       Journeyman racing driver Enzo Ferrari was manager of the
       most successful of the many private teams racing Alfa
       Romeos in the 1930s, using the emotive cavallino rampante
       (prancing horse) emblem for his Modena-based team; the
       heraldic gift was presented by the Italian World War One
       flying ace Francesco Baracca's family. Ferrari eventually
       became Alfa Romeo's factory sporting director before
       resigning and setting up his own team in 1940; and with
       the designer GioacchinoColombo, the first racing car to
       carry the Ferrari name on it's engine, the 125S, was
       created. It competed in that year's Mille Miglia race.
       After World War Two, Ferrari was amongst those leading the
       revival of motor racing in Europe. Based in the Modena
       suburb of Maranello, the new marque initially enjoyed
       success in sportscar racing, scoring its debut race win in
       1947. The first Formula One design followed in 1948,
       penned by the gifted former Alfa designer, Aurelio
       The advent of the new World Championship saw Ferrari
       developing its V12 engine - a configuration that was to
       become synonymous with his name - the marque claiming its
       first Grand Prix win in 1951 with the Shell fuel and
       lubricated 4.5-litre 375. This set the stage for Ferrari's
       domination of the 1952 season, when Alberto Ascari won the
       first of his back-to-back world titles in Formula Two
       machinery (as set out by new regualtions). The unrivalled
       talent of Juan Manual Fangio was dominant at this time,
       and the World Championship crown did not return to
       Maranello until the Argentinean joined Ferrari in 1956.
       The final World Championship achieved by a front-engined
       car was to be Ferrari's honour in 1958. Fittingly,
       Britain's Mike Hawthorn claimed the title at the wheel of
       a car named after Ferrari's son, Dino, who had succumbed
       to leukaemia two years earlier. The following season's
       rear-engine revolution left Ferrari trailing the British
       teams, as Enzo was reluctant for change. However, in 1961,
       Ferrari's new designer Carlo Chiti created the famous
       (rear-engined) 156 shark nose which carried American Phil
       Hill to the World title in convincing style.
       John Surtees, a World Champion on two wheels, piloted the
       first monocoque-chassis Ferrari to the World title in
       1964, and just missed out on another crown in 1966, the
       debut season of the three-litre formula.
       1968 saw Grand Prix cars radically change in their
       appearance, when Ferrari introduced the use of ground
       effect rear wings. However, the late 1960s proved to be
       somewhat of a dry spell for the team.
       An all-new flat (boxer) 12 engine, designed by Mauro
       Forghieri put the prancing horse back in contention for
       the 1970 World Championships. With the support of it's new
       partner Fiat, Ferrari opened its own test facility at
       Fiorano in 1972, replicating sections of the world's most
       demanding circuits and featuring speed sensors and
       television cameras covering every metre of track. The end
       of the 1973 season saw the arrival of Luca di Montezemolo
       as racing director, and he persuaded the commendatore to
       hire the young Austrian driver Niki Lauda from the
       struggling BRM team. This partnership was to herald the
       full-scale revival of the marque's fortunes.
       Ferrari and Lauda dominated the 1975 season, claiming the
       Driver's title, and di Montezemolo moved on to other
       responsibilities within Fiat. 1976 started where the
       previous season left off, with Lauda convincingly
       dominating the championship. However, his near-fatal
       accident at the Nurburgring put him out of action for
       several months, and despite his heroic comeback at Monza,
       he relinquished the crown to James Hunt. The following
       year, he re-claimed the title.
       Lauda left Ferrari before the end of the year, and was
       replaced by the young Canadian, Gilles Villeneuve. Ferrari
       remained competitive throughout the end of the decade, and
       South African Jody Scheckter clinched the 1979 World crown
       (Ferrari's last) in his first season with the team.
       The face of Grand Prix racing changed yet again with teams
       embracing the turbo-charged engine and a ground-effect
       design philosophy that was to prove ultimately fatal.
       Ferrari was slow to embrace turbos, not fielding its first
       turbocharged mount until the 1981 season. British designer
       Harvey Postlethwaite replaced Forghieri in 1982, and his
       designs propelled the team to the brink of the
       championship, only for fate to cruelly strike down their
       drivers, Gilles Villeneuve and Frenchman Didier Pironi.
       The team managed to gather their emotions and won
       consecutive Constructors' titles. The pace of technical
       development stepped up a gear in 1986 with the opening of
       a wind tunnel and the appointment of design innovator John
       Barnard, from Mclaren, as technical director.
       At a dinner in 1987, the ailing Enzo Ferrari poignantly
       announced: 'I'm coming up to the finishing line,' and just
       a few weeks after a Papal visit to Maranello, he passed
       away on 14 August 1988 in Modena at the age of 90. The
       racing gods smiled on his emotional legacy when the
       scarlet cars scored a famous one-two in the Italian Grand
       Prix a month later.
       Barnard's first design for the marque featured a
       revolutionary semi-automatic gearbox and the car won on
       its debut in 1989. His temporary departure at the end of
       that season affected the team's planning for the 1990
       campaign, and Alain Prost narrowly failed to win the
       championship when he was punted off the track by Ayrton
       Senna at Suzuka. Barnard's return in 1992, along with the
       appointment of Montezemolo as company president and
       Frenchman Jean Todt as racing director, restored the
       team's momentum.
       The 1994 and 1995 seasons saw steady development of the
       team's performance with Gerhard Berger and Jean Alesi
       bringing the prancing horse back to the brink of success.
       The addition of the then World Champion Michael Schumacher
       - and Shell fuel and lubricants for the first time since
       1973 - to the marque's 1996 package saw Ferrari achieve
       three inspired victories in Spain, Belgium and Italy.
       With the new development V10 in the 1999 F399, and the
       unrivalled support of Shell, the famous stable of the
       prancing horse took the Constructors' Championship and
       narrowly missed out on the Drivers' Championship. However,
       the team returned with a vengeance in 2000 to win the
       Drivers' and the Constructors' Championship once again for
       the legendary marque.
       Full Team Name: Jaguar Racing
       Web Site: http://www.jaguar-racing.com/
       Sponsors and Partners: HSBC, Beck's, AT&T, EDS, DuPont,
          HP, Michelin, Castrol, Lear, 3D Systems, Aqua-Pura,
          Rolex, s.Olivier, Volvo Trucks
       Jaguar Racing extends a long and distinguished motorsport
       tradition with its entry into the 2002 Formula One World
       Championship. The company has been involved in motorsport
       since it was founded in 1922. Seven times it has won the
       world's toughest endurance race at Le Mans, been World
       Sports Car Champions three times and in 1956 won both Le
       Mans and the Monte Carlo Rally in the same year.
       The roll call of drivers who have raced Jaguars during the
       past 50 years reads like a Who's Who of motorsport. In the
       Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
       Stirling Moss were regulars with the Jaguar team. Jackie
       Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
       Cuningham and Graham Hill all drove Jaguars during
       successful racing careers. In more recent times, Martin
       Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
       John Watson, Eddie Cheever and Jan Lammers all drove for
       The lessons learned on the race tracks will benefit the
       Company's customers around the world as Jaguar prepares to
       expand its model range. This will extend the appeal of the
       marque to new sectors of the premium car market.
       Full Team Name: Jordan Grand Prix
       Web Site: http://www.f1jordan.com/
       Sponsors and Partners: Deutsche Post, Benson & Hedges,
          Damovo, Brother, Imation Corp., Hewlett-Packard,
          Virgin Mobile, Liqui Molly, MasterCard, Puma,
          Infineon, vielife, Powermarque, Sparco, Grundig,
          Laurent-Perrier, Honda, Bridgestone, Celerant
          Consulting, Schroth, Touchpaper, Imasaf, KPMG,
          Attenda, Tridion, Bang New Media
       Founded in 1991 by flamboyant Irishman Eddie Jordan
       Jordan Grand Prix has brought colour and a sense of humour
       to Formula One. In just over a decade in the sport, the
       team has also produced impressive results, notably three
       race wins, a further fourteen podiums, plus six front rows
       in qualifying.
       In 1998 the team broke the top four strangle-hold of
       Ferrari, Williams, McLaren and Benetton which had stood
       since 1989; in 1999 Jordan went one better - beating two
       former world champions, Williams and Benetton, to leave
       only the might of Ferrari and McLaren un-challenged. In
       2000, Jordan was the only team to join McLaren and Ferrari
       on the front row of the grid, but the team suffered
       reliability problems which, allied to much bad luck, saw
       it slip to sixth in the Championship. 2001 saw Jordan
       begin a long-term partnership with Honda Motor Company and
       move up to fifth in the World Championship.
       Jordan Grand Prix is based in England at a purpose built
       factory opposite Silverstone circuit in Northamptonshire
       which in 2001 expanded to house ever growing departments
       and staff numbers. The team's wind tunnel is housed in
       nearby Brackley, five miles from Jordan's headquarters.
       From just 43 employees in its first season, the team has
       grown to employ just over 200 staff whilst its budgets
       have increased 600 percent over the last decade. A new
       state of the art factory, adjacent to the current site, is
       scheduled for occupation in time for the 2004 season.
       Jordan enjoys financial backing from sponsors Deutsche
       Post and Benson and Hedges with a further twenty sponsors,
       plus equity investment from investment bank Warburg,
       Pincus*. In addition, from the start of the of the 2001
       season, the team has enjoyed competing with Honda works
       engines and now enters its second year of a long-term
       partnership with Honda in 2002. This support enables
       Jordan to invest in the very latest technologies necessary
       to become a powerful force within Formula One.
       For the 2002 season, Jordan will fight for the World
       Championship with Italy's Giancarlo Fisichella, who
       returns to Jordan on a three year deal after a four year
       absence, and 2001 British F3 Champion and Japan's young
       talent, Takuma Sato. Sato's initial two year contract
       alongside Fisichella gives Jordan vital continuity and a
       dynamic and strong long-term driver line up which will be
       key in the team's development with Honda.
       In 2002, Jordan announced a new racing team name and logo:
       DHL Jordan Honda.
      * Jordan Grand Prix was the first Formula One team to
        acquire equity investment from a financial institution.
        The deal was announced in November 1998.
       Full Team Name: McLaren International
       Web Site: http://www.mclaren.com/
       Sponsors and Partners: West, Mercedes, Mobil1, Michelin,
          BAE Systems, BS Catia, Computer Associates, Loctite,
          Siemens Mobile, Sun Microsystems, BOSS, SAP, Schuco,
          Warsteiner, Advanced Composites Group, Canon,
          Charmilles, Enkei, GS Battery, Kenwood, Mazak Machine
          Tools, Sports Marketing Surveys, Tag Heuer, Targetti
          Lightning, T-Mobil
       Over the next few weeks, we will take you through a
       complete history of the McLaren team, from the first ever
       Grand Prix car produced and driven by Bruce McLaren in
       1966 right through to the present day. In the first part
       of our series we look at how it all began and take you
       through to 1970.
       When Bruce McLaren died in a testing accident at Goodwood
       in 1970 at the young age of 33, he had already established
       a rich heritage which he was to leave to the World of
       motor racing. His team had been phenomenally successful in
       various forms of racing, he had been successful as a
       driver, and he had been much admired as a person and
       greatly loved in the sport.
       That heritage has survived throughout the years. Teddy
       Mayer ran the team for a decade after McLaren's death, Ron
       Dennis then took it over and in the last 20 years, the re
       named McLaren International has enjoyed incredible
       success, run with an attention to detail that the founder
       would have appreciated.
       McLaren's early links with Ford, for instance, are
       mirrored by those currently with Mercedes. To move into
       Grand Prix racing, McLaren established his team under the
       flight path at Colnbrook, near Heathrow. Entering the new
       Millenium, McLaren International's new Paragon Centre on
       the outskirts of Woking in Surrey is establishing new
       standards for racing and performance car construction.
       But it all began on the other side of the world. Bruce
       McLaren was born in Auckland, New Zealand on August 30,
       1937. His father, Leslie, ran a garage and having raced
       motorcycles, moved to racing cars after the war.
       Bruce McLaren himself had an extraordinary childhood; aged
       nine, he contracted Perthe's disease which affects the
       hip. After a month in hospital, he spent three years in a
       home for crippled children, his legs in plaster casts,
       lying in traction, immobile for months on end. Later he
       would be allowed a wheelchair but at one time there were
       fears that he would never walk again. He did so, of
       course, but with a limp; his left leg was 1 1/2 inches
       shorter than his right. All this time, however, he studied
       and was able to graduate to an engineering course at
       Seddon Memorial Technical College. But he was already
       intrigued by motor sport. His father bought an 750 cc
       Austin Ulster Seven but it scared him rigid. Bruce,
       however, persuaded his father that he should race it and
       an early rival was one Phil Kerr, who was to become a
       mainstay in the McLaren team.
       When the Austin was sold(it is now in Woking) Bruce raced
       his father's Austin Healey 100 in 1956/7, but when this
       expired, McLaren managed to buy a bob tailed centre seat
       Cooper, previous raced by Jack Brabham.
       All this time, Bruce was still a student but managed a
       kind of correspondence course with Brabham in England to
       sort out the car. Brabham then suggested bringing a pair
       of Formula Two Coopers to New Zealand for the winter and
       that Bruce would drive one of them. There was a fair
       amount of success, and Bruce went on to become New
       Zealand's first 'Driver to Europe' in 1958.
       McLaren sold his own car and instead bought a new Cooper
       when he arrived in England. It was the start of his
       international career, and he learned about European racing
       as he trailed the little Formula Two car from race to
       race. But it was finishing fifth overall and first in
       Formula Two in the German Grand Prix at the Nurburgring
       that really established him. He took a 1960cc Formula Two
       car home to New Zealand and won his national championship
       that winter.
       For 1959, McLaren was signed as a Cooper Formula One
       driver which he would remain for the next six years. His
       teammate was Jack Brabham and in that first year, he won
       the final Grand Prix of the year at Sebring. He was the
       youngest ever winner of a Grand Prix at 22, and his
       teammate won the World Championship.
       Bruce became engaged to Patty Broad that winter, and would
       marry her the following year. On his return to Europe, he
       was Brabham's teammate again, and once again, the Aussie
       won the World Championship. McLaren actually led the
       championship for a race and won in Argentina. He was
       second to Brabham in the championship.
       Brabham now left the team, leaving McLaren as team leader,
       but new engine regulations cost the team dearly in 1961.
       It was better in 1962 when McLaren was allowed some say in
       the design process and he won at Monaco, finishing third
       in the championship. The following year, however, was very
       difficult. Patty McLaren was injured in a water skiing
       accident, John Cooper was badly injured in a road
       accident, Bruce himself was thrown out of his
       uncompetitive car at the Nurburgring and was knocked out.
       McLaren began to look for alternatives.
       As usual, McLaren wanted to take a car down to New Zealand
       to race in the Tasman series, but his suggestion to slim
       down a pair of Coopers for himself and American Timmy
       Mayer, fell on deaf ears at Cooper. So late in 1963, Bruce
       McLaren and Mayer's brother Teddy registered the name
       Bruce McLaren Motor Racing Ltd was registered. The series
       was a success in that Bruce won the championship, but
       tragic because Mayer was killed. It had sewn the seeds,
       however. He would say that there was nothing like
       designing, building, running and racing your own cars. It
       was full circle. While he would continue as a Cooper
       Formula One driver for another two seasons scoring 13pts
       in 1964 and 10 the following year his own company was
       being established.
       While Formula One remained the major series, big banger
       sports cars were also fashionable on either side of the
       Atlantic. Bruce, via Mayer, bought the ex Mecom/Penske
       Zerez Special and raced it in Europe. That spawned the
       idea of their own car, the McLaren M1, and that was put
       into production by Peter Agg's Lambretta Trojan Group in
       Rye, Sussex. They would make and sell 200 McLarens during
       the next ten years. McLaren was also involved in the
       development of Ford's GT cars.
       McLaren was still Cooper's number one driver in 1965, but
       Charles Cooper died and son John sold the team to the
       Chipstead Motor Group. McLaren, helped by a former
       Concorde senior scientific officer called Robin Herd,
       began to seek other areas than sports cars
       McLaren's first ever Grand Prix car, the McLaren Ford M2B
       appeared at Monaco for the first Grand Prix for the new
       three litre Formula on May 22, powered by a slimmed down
       but still capacious Ford Indy V8. It was the Mallite
       monocoque successor to Robin Herd's M2A test car. It
       qualified tenth of sixteen runners, but completed just
       nine laps before retiring with an oil leak. Two non starts
       in Belgium and Holland sandwiched a sixth place at Brands
       Hatch for the British Grand Prix with the weak Serenessima
       V8 engine. The team, however, was waiting for the return
       of the Ford V8, and they did the last two races of the
       year, McLaren taking fifth Watkins Glen, but the engine's
       swansong resulted in retirement. Chris Amon, who should
       also have raced for the team, never did so. However, in
       its first year, McLaren's Formula One team attempted six
       out of nine races, raced in four of them, and scored
       points in two. At the same time, the team was also busy in
       the British Group 7 sports car series while McLaren and
       Amon won Le Mans in a 7.0 Ford GT Mark 2.
       For their second year, McLaren decided to race just one
       car in Formula One with the team boss in the cockpit.
       Initially, they would have a 2.1 BRM engine available, but
       a 3.0 V12 unit was on its way. So Robin Herd adapted the
       M4A, initially a Formula 2/3 car, to be used with the
       smaller engine, this being called the M4B.
       McLaren did just two Grands Prix in this car, it being
       tailormade for the twists and turns of Monaco where he
       finished a fine fourth, although second was on the cards
       until a pit stop. But he crashed on lap two due to an oil
       slick in the Dutch Grand Prix and that was the end of the
       M4B effort.
       Instead, McLaren subsequently raced an Eagle in France,
       Britain and Germany, although without any success,
       certainly not that enjoyed by Gurney in the preceding
       Belgian Grand Prix which he won.
       McLaren then did the remaining four races in the
       championship in Herd's M5A with its BRM V12 engine, but
       while he finished the first of those races in seventh
       place, he failed to finish the remaining three although he
       qualified in the top ten each time and on the front row at
       Greater success was enjoyed by the orange M6As in CanAm
       racing where McLaren and Deny Hulme won five out of six
       races and Bruce became champion. (Hulme was Formula One
       World Champion for Brabham). The boss also did a few
       Formula Two races too... All this while running a
       successful customer side, although the cars were produced
       by Trojan.
       Partly thanks to Goodyear and Gulf Oil, Denny Hulme signed
       up with McLaren to make a formidable Kiwi combination in
       1968. The pairing of Formula One World Champion and CanAm
       champion racing together in both series was a powerful
       one. But McLaren, like Lotus and Matra, also had the
       benefit of the new DFV engine which gave some sixty bhp
       more than the BRMs. Once again, the chassis design was
       mainly by Robin Herd, before he left for Cosworth.
       However, the first race of the season was some four and a
       half months before the second, so Hulme only raced a BRM
       engined M5A in South Africa where he finished fifth. Next
       up came two non championship races in England, ideal tests
       for the new Cosworth powered M7A and it performed
       magnificently: victory for McLaren in the Race of
       Champions at Brands Hatch, for Hulme at the International
       Trophy at Silverstone, with McLaren second.
       The rest of the season went pretty well too, although
       Lotus with Hill and Matra with Stewart just had the edge
       on the McLarens, although all three were using the same
       DFV engines. McLaren won a Grand Prix for the first time
       using his own car in Belgium, while Hulme won in Italy and
       Canada, leading home McLaren in the team's first one two
       at Mont Tremblant. But in the final race of the season,
       Hulme crashed due to a broken damper and was beaten into
       third in the Drivers' title, although McLaren were just 13
       points behind winners Lotus in the Constructors' thanks to
       super reliability.
       In CanAm, works and customer cars dominated with Hulme
       winning the title this time and McLaren 11 points behind
       in second.
       McLaren's record just got better and better, even though
       they were still using the M7s from the previous year and
       were somewhat distracted by going down the fashionable,
       but ultimately fruitless, four wheel drive road with the
       M9A. It was also the era of high wings, until they were
       banned, so aerodynamics were somewhat varied. Nearly all
       the opposition were running dominant DFVs, apart from BRM
       and Ferrari.
       Tyres, reliability, rule changes, 11 CanAm races and the
       four wheel drive programme all took their toll on the
       straightforward Grand Prix campaign. McLaren got onto the
       rostrum three times during the year but Hulme had a very
       poor second half of the second, only alleviated by victory
       in the final round of the series in Mexico, as Goodyear's
       latest tyres began to overcome Firestone and Dunlop's
       early season form. Even so, the team sunk to fourth in the
       But the team's orange M8Bs won every round of that busy
       CanAm series, lead by Bruce McLaren himself while Peter
       Gethin dominated the Formula 5000 championship in Church
       Farm Racing's M10A. It may not have been a good year in
       Grand Prix racing, but there was plenty to shout about
       The death of Bruce McLaren while testing the team's latest
       CanAm challenger at Goodwood not surprisingly overshadowed
       the entire year. It was going to be a busy one. Not only
       was there a Grand Prix programme with the evolutionary DFV
       powered M14As, but also a parallel programme with Alfa
       Romeo powered M14Ds, principally for Andrea de Adamich. On
       top of that, there was still the CanAm programme, and
       McLaren had decided, the previous year, that they would
       tackle the Indy 500. They had moved to new premises at
       Colnbrook, near Heathrow, and now numbered 50 people.
       Hulme finished second in the first Grand Prix of the year,
       and McLaren was similarly placed in the second. Hulme
       finished fourth in Monaco, and although the Alfa Romeo
       programme suffered from inconsistent engines, things were
       looking good otherwise.
       But then Hulme was badly burnt in an Indy practice fire,
       and days later, McLaren was killed. It was a cruel blow.
       Perhaps Hulme, shouldering team leader status, came back
       to racing too early, but it would take some time for his
       burns to heal. Peter Gethin, again successful in Formula
       5000, became his teammate in Grand Prix racing and in
       CanAm. But in a year that Lotus replaced their 49 with a
       72, and when Ferrari began to make a comeback, it was no
       surprise that McLaren didn't win a single race, and
       remained at fourth equal in the championship. However,
       Hulme won the CanAm title again from customer Lothar
       Motschenbacher with Gethin third. Peter Revson finished
       second at Indy.
       Not surprisingly, the team was still in the process of
       rebuilding as 1971 started. Gordon Coppuck was
       concentrating on the design of the team's IndyCar
       challenger, while Ralph Bellamy joined from Brabham for a
       year to design the factory's Formula One M19A. It featured
       rising rate suspension which initially seemed a good idea.
       Elsewhere, the management of the team passed to Phil Kerr
       and American Teddy Mayer who had both been Bruce McLaren's
       right hand men in various departments.
       Hulme lead the first race of the year at Kyalami until a
       bolt fell out of the rear suspension but thereafter, the
       team was in trouble, partially due to tyre vibration and
       understeer. Bruce McLaren's engineering ability was sorely
       missed. Mark Donohue became a semi works driver in his
       Penske entered machine to try and solve the problem,
       bumping Gethin out of the team to BRM, with whom he won
       the Italian Grand Prix that year.
       Donohue's third place in Canada was the highlight in a
       year dominated by Jackie Stewart and Tyrrell, while
       McLaren scored just ten points, including Donohue's four.
       But McLaren again won the CanAm series with the M8F, Hulme
       ahead of Revson. The American again finished second at
       McLaren's commitments can be typified by the weekend of
       May 19, 1972. That weekend, Hulme won the Oulton Park Gold
       Cup in the Formula One M19A, Jody Scheckter won the last
       Crystal Palace Formula Two race in McLaren's stillborn F2
       production car, the M21, and Mark Donohue won the Indy 500
       in Penske Racing's M16B. A fine McLaren weekend. For the
       record, McLaren were finally beaten the CanAm championship
       that year, after five consecutive victories, while their
       F5000 involvement was petering out.
       But a new era was dawning. The team had full sponsorship
       from Yardley and this year ran the previous year's M19s
       but with changes to wings and tyres. They now had rising
       rate front suspension, and constant rear suspension.
       The season started well, with Hulme second in Argentina
       and then first in South Africa where Revson was third. But
       Emerson Fittipaldi and Jackie Stewart made sure that they
       had little subsequent success, although Hulme and Revson
       were second and third in Austria, Hulme was third in
       Italy, Revson finished ahead of Hulme and behind Stewart
       in Canada and Hulme finished third in the USA. So
       Fittipaldi won the championship from Stewart, while Hulme
       was definitely best of the rest in third and Revson was
       fifth. After his Formula Two promise, Jody Scheckter was
       given his Formula One debut in the American Grand Prix
       where he finished ninth.
       At the end of the previous year, Teddy Mayer and Phil Kerr
       had announced that McLaren would no longer be involved in
       CanAm, so now the concentration was on Formula One and
       IndyCar racing. Changes in regulations meant that the
       elderly M19s would become obsolete by the European season,
       but Hulme finished fifth in Argentina in his, and then
       third in Brazil, while Revson finished second in South
       Africa where Scheckter qualified third and was heading for
       fourth until his engine failed.
       And if that promise wasn't enough, the writing was already
       on the wall for McLaren: Gordon Coppuck's M23, complete
       with obligatory deformable structure, allowed Denny Hulme
       to start from pole on its debut in South Africa and once
       again lead, only to be delayed again, this time by a
       puncture. It looked good.
       And it was good. The M23s usually started from the front
       three rows and were usually in the points. Hulme scored
       the first win of the year at Anderstorp and Revson won at
       Silverstone, a race indelibly engraved in the memory of
       motor sport for young teammate Scheckter's first lap
       accident which eliminated nine cars. Hulme was third.
       Stewart and Peterson often traded wins, but there was
       usually a McLaren in the points. Jacky Ickx did one race
       thanks to his Nurburgring knowledge and finished third
       behind the Tyrrells. Revson was eventually awarded a
       chaotic Canadian Grand Prix, but in spite of a promising
       season, the pair had to give best in the Drivers'
       championship to the Tyrrell and Lotus drivers. McLaren
       were similarly placed in the Constructors' series.
       A new era for McLaren, and a partnership that would last
       for many years: Marlboro Team Texaco was born, managed by
       Teddy Mayer, while Yardley's involvement was slightly
       reduced to one car run by Phil Kerr, principally for Mika
       Hailwood. Leading the team was 1972 World Champion Emerson
       Fittipaldi while the evergreen Denny Hulme stayed with
       McLaren for his seventh but final year.
       It was a thrilling championship. Hulme won in Argentina,
       beating Ferrari's Niki Lauda and Clay Regazzoni.
       Fittipaldi won at home in Brazil, while Hailwood was
       highest placed finisher in South Africa. Lauda,
       Fittipaldi, Peterson(Lotus) and Scheckter(Tyrrell) won the
       next four races; it was that open. Regazzoni and
       Reutemann(Brabham) also won.
       Going into the final round of the championship, McLaren
       led Ferrari 70 pts to 64, while Fittipaldi and Regazzoni
       were tied on 52 points. Scheckter still had a mathematical
       chance with 45 points. He qualified best, on row three,
       with Fittipaldi behind him and Regazzoni a row further
       back. Hulme's engine expired on lap five and he flew out
       of the circuit and Formula One before the race had
       With Regazzoni's Ferrari handling appallingly, Fittipaldi
       knew he just had to shadow Scheckter to the flag, but the
       Tyrrell succumbed to a fuel pick up problem, and
       Fittipaldi finished fourth, securing the Drivers' title
       and the Constructors' too, a great day for McLaren.
       Sadly, the Yardley team didn't fare so well, with Hailwood
       crashing at the Nurburgring and breaking his leg, which
       ended his career. David Hobbs and Jochen Mass replaced
       him, but at the end of the year, Hailwood retired, Yardley
       quit and Phil Kerr followed Hulme home to New Zealand.
       But making it a better year, Johnny Rutherford took his
       M16C/D from 25th on the grid to victory at Indy, while he
       won another three IndyCar races during the year, narrowily
       failing to win the IndyCar championship.
       Pat McLaren, Teddy Mayer and Tyler Alexander remained the
       directors of McLaren at the end of the victorious season,
       but Alastair Caldwell remained to manage the Formula One
       team. Also largely unaltered was Gordon Coppuck's M23, now
       entering its third season. However, Fittipaldi had a new
       teammate in Jochen Mass.
       Fittipaldi started the season with victory over James
       Hunt(Hesketh) in Argentina and second to compatriot Carlos
       Pace(Brabham) at home in Brazil Mass was third. Mass
       salvaged a win from the Montjuich disaster but then Niki
       Lauda took over in the Ferrari with four wins in five
       races. McLaren's pair scored second in Monaco(Fittipaldi),
       and after a couple of non finishes, third and fourth in
       France. Fittipaldi won at Silverstone, Mass was fourth in
       the soaking Austrian GP, Fittipaldi second to Regazzoni at
       Monza, before harrying Lauda to the flag in Watkins Glen,
       with Jochen third.
       There were suggestions that Fittipaldi had been driving to
       score points. He lead the sixth most number of laps, and
       in the end, he was 19.5 pts behind Lauda in the drivers'
       series. Mass was seventh equal while McLaren were third in
       the series, a point behind Brabham. Perhaps they could
       have done better, but the M23 was an old car by now. At
       Indy, Johnny Rutherford finished second in the rain
       shortened race, driving Coppuck's John Barnard modified
       Two sets of circumstances combined to see James Hunt
       replace Emerson Fittipaldi for 1976. Hesketh, for whom
       Hunt had driven for the previous two years, pulled out of
       Formula One, due to lack of sponsorship. And Fittipaldi
       went off to drive for brother Wilson's team. Suddenly Hunt
       was team leader of McLaren, Mass staying on as his
       The tool for the year was intended to be Coppuck's M26,
       but it still wasn't ready, so M23s, lightened by 13.6
       kilos were used initially, and became the favoured car for
       the year.
       And what a year! Ferrari won the first three races, Hunt
       the fourth, disqualified, and then reinstated. Lauda then
       won another two, Hunt came back to win in France and then
       in Britain, only to be disqualified, eventually, after an
       extraordinary race in which he was allowed to restarted in
       the spare car.
       Hunt won in Germany too, but his chief rival, Lauda, was
       desperately injured in a fiery crash. While Hunt went on
       to finish fourth in Austria and first in Holland, Lauda
       fought back from the brink of death to line up at Monza,
       finishing a courageous fourth. Victories for Hunt in
       Canada and Watkins Glen saw Hunt trail Lauda by three
       points as they came into the final race, after a season of
       protests and controversy.
       It was raining hard as the cars lined up for the Japanese
       Grand Prix at Fuji, drivers having discussed whether they
       should race or not. Lauda pitted after just one lap, Hunt
       lead. The Austrian had trouble seeing in the rain, due to
       his fire ravaged eyebrows. He reluctantly but responsibly
       pulled out.
       Hunt, however, had to finish third or higher. But his left
       rear tyre was punctured, and steadily he dropped back,
       eventually having to pit. Furious, he rejoined fifth, with
       just three laps to go. On new tyres, he passed Alan Jones
       and Regazzoni easily, now third. He took the chequered
       flag, but scarcely realised that he was third, refusing to
       believe it for several minutes after he'd come into the
       James Hunt was World Champion by a point, Jochen Mass was
       ninth, and McLaren were second in the Constructors'
       championship, nine points behind Ferrari.
       And to cap it all, Johnny Rutherford had won Indy for
       McLaren for the second time in three years; even numbered
       years were favourite for McLarens at Indy.
       A minute gap between the end of one season and the
       beginning of the next of just 75 days meant that McLaren
       quite understandably retained their M23s for 1977 while
       working on Coppuck's M26. Initially, it looked good. Hunt
       was on pole for the Argentina Grand Prix and for Brazil,
       finishing second in the latter. He was on pole again in
       South Africa, beating teammate Jochen Mass to finish
       But at Long Beach, he was only eighth and again on row
       four in Spain. Teammate Mass finished ahead of him on both
       occasions. Hunt qualified the M26 third in Anderstorp, but
       Mass finished second to Laffite. The M23 sometimes seemed
       better, sometimes the M26. Hunt scored his first win of
       the season at home in the latter. Meanwhile Lauda, Laffite
       and Andretti were also potential winners.
       It wasn't until Monza that McLaren were in the points
       again. In spite of Hunt's pole position, Mass finished
       fourth, but Hunt won at Watkins Glen in the now improving
       M26. He was branded the bad boy after thumping a marshal
       in Canada, only to return to glory in Japan with victory.
       But Lauda had had his revenge, Hunt was only fifth with
       Mass sixth in the championship. At least McLaren was third
       in the Constructors' series.
       Elsewhere, McLaren were once again involved with Johnny
       Rutherford and various customers in IndyCar racing but not
       with the success gained before.
       Hunt had a new teammate in Patrick Tambay, while Formula
       One was undergoing a change. Renault had introduced their
       turbo car the previous year although that wasn't the major
       technical trend. Former McLaren designer Ralph Bellamy and
       Colin Chapman had come up with the Lotus 78/79 ground
       effect cars, and it would be this innovation which would
       prove difficult for other teams to match in the coming
       Hunt and Tambay would continue to use the M26 in 1978 but
       they would be largely outclassed by Lotus in particular,
       but also Ferrari with the 312T3 and Brabham with their
       Alfa Romeo powered BT46s but principally, the Lotuses.
       Hunt scored fourth with the tried and tested M26 at the
       first race in Argentina, then fifth in Spain, while Tambay
       was fourth in Sweden. Hunt was third at Ricard and Tambay
       fifth in Monza but the team was back in eighth place at
       the end of the year.
       Some blame rested with Hunt, that he didn't seem to have
       the determination and fire of old. He had been ditched by
       the team and Ronnie Peterson signed for the following
       year, but the Swede tragically lost his life after a
       startline accident at Monza.
       Meanwhile, McLaren's proven old M23s were much in favour,
       being run in the British Formula One championship and
       appearing in various privateer hands at various Grands
       Prix. In America, Johnny Rutherford was still winning for
       the McLaren team in IndyCar racing, and there were
       privateer successes as well.
       John Watson was signed to replace James Hunt for 1979,
       while Gordon Coppuck came up with his own copy of the
       previous year's all conquering ground effect Lotus. This
       was the M28 but to get the same ground effect figures as
       Lotus, the car had grown huge side pods in which to
       accommodate underwings. It made for a big car which was
       slow on the straights. It also sufferes structurally, due
       to problems with the bonding.
       The M28 was raced for the first half of the season, and
       Watson scored an impressive third in Argentina, partially
       thanks to excellent Goodyear tyres, which masked the
       technical problems. Watson finished fourth in Monaco out
       of six finishers.
       However, as early as May 1, a decision had been taken to
       develop a new, compact replacement for the M28, known as
       the M29. This was more of a Williams copy than a Lotus,
       said Coppuck. In its first race, the British Grand Prix,
       Watson finished fourth and finished fifth at Hockenheim.
       Sixths in Canada and America followed, before the season
       fizzled out.
       Meanwhile, the American campaign was also coming to a
       halt. There were top three finishes in the States, but by
       the end of the season, the team had been wound up. McLaren
       now only raced in Formula One.
       However, there was just one ray of sunlight in the future.
       In November of that year, the team tested an interim M29
       with new underwings. Potential drivers for the following
       season were also on hand, including one Alain Prost. His
       opening laps were quicker than Watson's. He was quickly
       signed for 1980...
       Alain Prost's initial promise was borne out throughout the
       first half of the season, with the Frenchman usually
       outqualifying his teammate. He scored a point in his first
       ever Grand Prix in Argentina, and went on to finish fifth
       in Brazil. Two mechanical breakages in South Africa
       resulted in a broken wrist which kept him out of Long
       Beach. Stand in Stephen South failed to qualify but Watson
       finished an encouraging fourth.
       Belgium offered little respite, and they hit rock bottom
       in Monaco where Watson failed to qualify, and Prost went
       out at the first corner. Prost qualified seventh in France
       and Watson finished in the same position while Prost was
       sixth at Brands Hatch.
       But by this stage, there were developments on two fronts.
       A new, M30 was on the stocks, designed by Gordon Coppuck
       and 50 per cent stiffer. Prost took his model to sixth on
       its debut in Holland.
       But more importantly, there were changes afoot for the
       team as a whole. Formula Two team owner Ron Dennis and
       Marlboro representatives had already approached Mayer a
       year before, suggesting a merger. Now Marlboro, for whom
       Dennis's Project Four team was running a BMW M1 in the
       Procar series, told Mayer that he had better merge because
       they were no longer competitive on their own. Mayer was
       wise enough to heed the advice.
       Part of the deal was that Dennis would bring his own
       designer, John Barnard, and Gordon Coppuck would have to
       leave. The merger, announced in September of 1980, saw
       Dennis and Mayer as joint Managing Directors of McLaren
       International. Mayer was also Chairman while Tyler
       Alexander, one of the McLaren's early members, and Barnard
       would both be Directors.
       By this stage, Watson had rediscovered his old fire, and
       with Barnard's input, his M29 and the M30 were to score
       points. Watson was a competitive fourth in Canada but
       Prost suffered another breakage at Watkins Glen and was
       once again injured, unable to start the race. It had been
       a poor season, but the dawn of a new era.
       In spite of the promise of the new team, and John
       Barnard's forthcoming carbon fibre monocoque for the first
       MP4(Marlboro Project Four), Alain Prost found a way out of
       his contract to leave the team to drive for Renault, his
       national team. Watson hung onto his seat, and was
       partnered by Marlboro's Italian hope, de Cesaris.
       The team started the year with old M29s, now in F
       configuration and it wasn't until the third race in
       Argentina that Watson got his MP4. Two races later, he
       qualified fifth and two races after that, finished third
       in the queue behind Villeneuve in Spain. At Dijon, he was
       on the front row of the grid and finished second, and at
       Silverstone, he won! All this was against a background of
       technical chicanery to get around new rules to combat
       ground effect, and Formula One politics pitching governing
       body FISA against the teams.
       There was another point for Watson in Hockenheim and
       Austria, while he was second in Canada. But the MP4 was
       prone to porpoising, and it didn't make a driver's task
       easy. De Cesaris's season was remembered as being a
       succession of accidents, earning him the nickname de
       Crasheris, while Watson had a big accident at Monza from
       which he was lucky to walk away uninjured. De Cesaris was
       sure not to keep his seat, but Watson's win and subsequent
       form ensured that he kept his. Before the end of the year,
       it was announced that he would be partnered the following
       season by his old Brabham teammate, Niki Lauda, who was
       emerging from retirement.
       Barnard only slightly modified his MP4 for its
       transformation to B specification. The chassis had lasted
       well, so Barnard tried to slim down the monocoques, modify
       the suspension and increase stiffness throughout. Set up
       on Michelin's tyre proved crucial and the team worked hard
       in both their own local wind tunnel in Feltham and that of
       Michelin. Carbon fibre brake discs were also tried during
       the year.
       The season started remarkably well, with Lauda fourth and
       Watson sixth, both in the points. Watson picked up second
       in Brazil after the disqualifications of Piquet and
       Rosberg. Proving that he'd lost none of his magic, Lauda
       won at Long Beach while it was Watson's turn at the tragic
       Belgian Grand Prix, with Lauda third. However, the
       Austrian was disqualified for being underweight. Watson
       was a point behind leader Prost in the Drivers'
       championship, and McLaren led the Constructors'.
       After a disappointing Monaco, Watson sensationally won the
       inaugural Detroit Grand Prix from 17th on the grid,
       partially helped by a stoppage which allowed him to fit
       harder Michelins to iron out understeer. He scythed
       through the field, past his teammate who then spun, but
       Watson and McLaren now led their championships.
       Watson was third in Canada a week later, while Lauda was
       then fourth in Holland, and then won at Brands Hatch.
       McLaren still led the Constructors' but Watson was now
       second in the Drivers' series to Pironi. After the turbo
       Renaults and Ferraris dominated at Ricard, Pironi was
       badly injured in Germany and Lauda also suffered wrist
       injury when he spun off, and would miss the race. Watson's
       suspension broke and he spun out of third. Lauda scored an
       unexciting fifth in Austria, but Rosberg's close second  \
       elevated him to championship leader, a position reinforced
       by victory at Dijon where Watson damaged a skirt and
       dropped to 13th.
       Lauda scored points at Dijon, and Watson scored in Monza,
       his first points in three months which just kept his hopes
       alive but even a fine second in Las Vegas wasn't enough,
       and Rosberg won the title by five points and Ferrari had a
       similar margin in the Constructors'.
       Late in 1982, two things happened which were crucial to
       McLaren. The first was that Teddy Mayer and fellow
       director Tyler Alexander left the team, feeling that they
       were no longer required in the new structure, leaving
       Dennis and Barnard to run the show. Secondly, the second
       phase of an agreement with Porsche to build turbocharged
       V6 engines financed by Akram Ojjeh's Techniques d'Avant
       Garde or TAG was signed. Ojjeh's son Mansour formed a
       company jointly with Ron Dennis and McLaren for the
       The emphasis of the season was weighted towards running
       this engine, particularly when new regulations came into
       effect banning ground effect and calling for cars to run
       flat bottoms. This effectively robbed cars of their
       downforce, and larger front and rear wings would be needed
       to compensate for this loss. However, they would be used
       at the expense of drag, which would handicap the less
       powerful Cosworth runners in comparison to the turbo
       powered entrants. Another handicap was that tyres
       developed for turbo runners weren't necessarily suitable\
       for those running normally aspirated engines...
       So McLaren were looking at several disadvantages during
       the year. The cars were modified for the new aerodynamic
       regulations but they had to bear in mind the forthcoming
       engine. Often they won the Cosworth battle during the
       year, and sensationally, won the second race of the season
       at Long Beach, with Watson and Lauda completing a McLaren
       one two from 22nd and 23rd on the grid! Equally poor
       qualifying at Monaco, however, resulted in neither of them
       starting the race at all.
       Lauda ran the TAG engine in Holland for the first time and
       both drivers had them for the final three races of the
       year. Qualifying positions improved, but neither driver
       finished, as the team began the steep turbo learning curve
       already experienced by other teams and drivers.
       After several seasons of preparation, McLaren now had all
       the weapons that they needed. Barnard changed his chassis
       little, but it did feature new rear suspension. The engine
       development continued during the winter and Alain Prost
       returned to McLaren after being sent on his way by
       Renault, with whom he had gained valuable turbo
       experience. McLaren may have been among the last to join
       the turbo brigade, but they had prepared the ground well.
       They hit the ground running. Alain Prost won the first
       race of the year in Brazil, Niki Lauda led his teammate
       home in the second and while they may not have featured in
       the third, they won the next three between them. At
       season's end, they had won 12 races between them,
       clinching the Constructors' championship by a massive 86
       points, more than that scored by second placed Ferrari.
       Their matched pair of drivers were separated by just half
       a point, Lauda pipping Prost.
       It was a phenomenal demonstration and a warning to all. If
       this was the way McLaren were heading, then rivals would
       have to match this effort. Having said that, Porsche
       certainly had their problems with the engine, although
       rarely in races. And McLaren worked carefully on fine
       tuning brake cooling throughout the year, and had just one
       problem with Prost's front wheel working loose at Dijon.
       Otherwise, it was a pretty remarkable year.
       After the victorious and dominant 1984 season, McLaren
       were quite rightly the team in everyone's sights in 1985.
       Most elements in the team were largely unchanged, apart
       from the departure of Michelin. To keep abreast of the
       competition, John Barnard introduced new bodywork, new
       rear suspension, new front uprights and new wings.
       On the engine side, there weren't huge changes, although
       Barnard was highly complimentary about Bosch's Motronic
       electronic management system, while mirror image KKK
       turbochargers were custom made for TAG's V6 instead of the
       previous identical models.
       Three wins by Alain Prost in the first four races - if one
       includes the chaotic San Marino Grand Prix from which he
       was subsequently disqualified - suggested that McLaren
       hadn't lost their touch although Lauda could only claim a
       single fourth place, two mechanical retirements and a spin
       on oil. A further string of retirements followed, while
       Prost won at Silverstone, was second in Germany, won again
       in Austria, and then harried his teammate all the way to
       the line in Zandvoort as Lauda regained form. However, a
       wrist injury suffered two races later in Belgium merely
       served to confirm his decision to retire from the sport.
       Replaced by John Watson for the next race, he retired
       after a year that reaped only 14 points and which Ron
       Dennis described as 'unlucky'
       Prost had clinched the title by round 14 of the sixteen
       races and McLaren were Constructors' champions again,
       although this time only eight points ahead of Ferrari.
       It is often said that this was a season that Williams
       Honda lost rather than McLaren won. Piquet and Mansell
       both had a chance, yet Prost pinched the title in the last
       round at Adelaide, when Mansell suffered a tyre
       delamination, and when Prost himself thought he was going
       to run out of fuel. Praise was fullsome for the Frenchman
       who won his second world title back to back, and McLaren
       won their third consecutive Constructors' title.
       John Barnard, who was to leave McLaren for Ferrari during
       the summer, made detailed modifications to the MP4/2Bs
       that were to become 2Cs, particularly given the new 195
       litre fuel tank restrictions. There was a six-speed
       gearbox but apart from the latest version of Bosch's
       Motronic engine management system, the engines were little
       One small headache was new recruit Rosberg's press on
       style of driving, so different to Prost's and previous
       teammate Lauda's. It was only after Monaco that the Finn's
       set up was changed.
       After both engines failed in Brazil, Prost was third in
       Spain, then won at Imola and at Monaco. A point in Belgium
       (in spite of a remarkably bent engine mounting), then
       second in Canada kept their hopes alive, but then Williams
       seemed to gain the upper hand with better fuel
       consumption. Only late in the season did Prost reassert
       the team's position with a win in Austria, second in
       Portugal and Mexico and the crucial win in Australia. But
       once again he had lost his teammate and now the technical
       director had gone too. McLaren were going to have to
       Something old, something new: TAG's legendary engine was
       getting long in the tooth; Stefan Johansson arrived to
       partner Alain Prost, and Steve Nichols became Formula One
       project leader following John Barnard's departure the
       previous year. He had worked on the car and with Barnard,
       and now estimated what needed to be left and what changed.
       The suspension was left, as was the gearbox, but a new
       monocoque was designed, with new aerodynamics and a small
       housing for the smaller fuel tank.
       Meanwhile Porsche raised the compression ratio of the TAG
       engine three times in order to improve fuel efficiency but
       then engine development failed to reap rewards and a
       misfire set in. Alain Prost won in Brazil, Johansson was
       third there and fourth at Imola. The pair were first and
       second at Spa but a couple of thirds were the only reward
       from the next four races. The increase in power had in
       turn resulted in an increase in weight, upsetting the
       engine's balance, causing vibration. In Germany, Prost was
       heading for victory until an alternator belt broke five
       laps from home. It was a curious failure as the belt
       hadn't broken in 100,000 miles of racing, and had then
       broken several times.
       Another lean spell ensued as Honda dominated and active
       suspension became the fashion, but Prost was back on top
       in Portugal and second in Jerez, before sinking into
       oblivion again with only Johansson's third in Suzuka as
       Sadly, Johansson was to be elbowed by a dream team in
       1988; Dennis has succeeded not only in attracting Ayrton
       Senna, but also Honda...
       In theory, this was a transitional year for Formula One,
       as the turbo boost was lowered from four bar to 2.8 to
       give the advantage to normally aspirated engines in
       preparation for a turbo ban and fuel capacity lowered from
       195 to 150 litres. In practice, it allowed McLaren, Honda,
       Alain Prost and Ayrton Senna to rewrite the record books
       as they totally dominated the year.
       The statistics are simple: McLaren won 15 out of 16 races,
       Senna winning eight(he was disqualified from the first
       race in Brazil), Prost seven. Senna therefore won the
       championship by three points; both drivers had double the
       points of third placed Gerhard Berger. Similarly, McLaren
       scored three times as many points as the second team in
       the Constructors' championship, winning with 199 points to
       Ferrari's 65. Senna started the first six races from pole
       position, and added another seven before the end of the
       year. It was a magnificent, mind numbing performance by
       team and drivers; scarcely exciting, but mightily
       impressive in its perfection.
       The drivers did occasionally clash, particularly when
       Senna chopped Prost at Jerez, and both were beyond the
       limit at Monza, where Senna's audacity in lapping Jean
       Louis Schlesser's Williams resulted in retirement. He also
       lost concentration at Monaco and ended up in the barrier.
       Prost, once again, revealed his dislike of wet conditions.
       Steve Nichols once again led the design team which had to
       cope with new cockpit regulations as well as the smaller
       fuel tank, so much of the car was new, which made it even
       more deserving. Honda reliability was exceptional and
       overall reliability was phenomenal, all contributing to a
       record breaking season. They deserved everything they got.
       While Steve Nichols's MP4/4 design had been winning the
       final championship of the turbo era, Neil Oatley had been
       hard at work on McLaren's first chassis for the return to
       normally aspirated, but now 3.5 litre engines. Although
       the end result was the same - McLaren winning both
       Constructors' and Drivers' Championships - there was no
       surprise that they didn't quite enjoy the domination of
       However, a McLaren led every race but Portugal (where
       Senna started from pole), and he and Prost won ten of the
       16 races, Prost with four to Senna's six, although it was
       the Frenchman who claimed the Drivers' title with just
       three retirements to the Brazilian's nine non-scores.
       But that just tells half the story. It was a year in which
       Prost became increasingly paranoid about his teammate.
       They fell out at Imola, when Prost felt that Senna had
       breached a no passing agreement. Prost went further at
       Monaco where Senna scored a superb victory, apparently
       without second gear. At Monza Prost accused Honda of
       favouring Senna and would then reveal that he was leaving
       the team. Earlier in the year, he had written off a
       monocoque at Phoenix, the first such accident he'd had in
       five and a half years with the team. Three races later, he
       and Senna collided at the Suzuka chicane, and even though
       neither of them scored points in the last two races, the
       championships still went to McLaren.
       Against this intensely political background, McLaren and
       Honda provided the best combination for the best two, if
       different, drivers in the field. Oatley's design still
       followed similar lines to those before, but weight shaving
       continued throughout the year, although it also suffered a
       handling imbalance. The team also introduced a complete
       new rear end, based around a transverse gearbox, midway
       through the season.
       Honda, meanwhile, made a phenomenal effort, with five
       different specifications of engine for various conditions,
       circuits and situations. They reaped their reward, but
       there was a human cost. And it was interesting that Senna
       suffered more mechanical failures than Prost...
       Prost's defection to Ferrari also saw Steve Nichols leave
       McLaren, but Neil Oatley's design from the previous season
       had been successful and he was entrusted with what became
       a B version of the same car. It incorporated different
       front suspension, revisions to the six speed transverse
       gearbox, aerodynamic profile changes and a multi-arch
       diffuser which was ultimately discarded.
       Senna's new teammate, Gerhard Berger, didn't fit into this
       new design, however, in spite of initial changes to the
       car, and it was no surprise that Gerhard was somewhat
       downhearted until further changes almost resolved the
       problem at mid season.
       Senna, meanwhile, was leading from the front. Indeed, he
       led every race of the season apart from Hungary where he
       harried Thierry Boutsen to the flag, and Suzuka, where he
       punted Prost off at the first corner to claim the
       Against a continued backdrop of acrimony with the
       governing body from the previous year, McLaren claimed the
       first race at Phoenix, in spite of the late completion of
       their cars. Berger set pole position but Senna would be on
       pole for the next four and then Berger. In all, Senna
       started from pole ten times during the year.
       But Prost at Ferrari proved a formidable opponent with
       team-mate Mansell, and Williams's pairing of Boutsen and
       Patrese also had their fair share of success. Honda again
       supplied McLaren with a variety of engines which often
       suffered power loss during the year, while McLaren
       themselves suffered a drop in performance mid season.
       Typically, they reacted well and returned to claim both
       titles, only the second time that the Constructors' series
       had been won three times in a row.
       For the fourth time in as many years and the third time
       with Honda McLaren had a different engine specification to
       use. Otherwise, things were pretty much the same, apart
       from Henri Durand helping chief designer Neil Oatley on
       the aerodynamics side of the latest car.
       The new engine and its thirst not surprisingly, demanded
       several changes to the car's layout. Front suspension was
       changed twice during the year, while both the gearbox and
       the chassis itself were changed, the former being operated
       by automatically and the latter being more rigid.
       Aerodynamics were also changed.
       Honda's decision to go to V12 configuration did result in
       a greater thirst in comparison to the V10s of the
       opposition, but it was also tricky for the team's own TAG
       engine management system to keep abreast of development
       both in fuel and engine terms. This resulted in Senna
       running out of fuel twice during the season, at
       Silverstone and then two weeks later in Hockenheim.
       But the season had started brilliantly with a quartet of
       victories, including an emotional if troubled win at home
       at Interlagos. One retirement and two thirds to Williamses
       were followed by those two retirements, but Senna came
       back superbly with a flag to flag win in Budapest and then
       leading home a great one two in Spa, in spite of gearbox
       problems as in Brazil. The subsequent two second places
       should have been enough to clinch the championship, but
       for previous problems, but a generous second to teammate
       Berger in Suzuka was sufficient to clinch the title with
       the seventh win of the year in Australia the icing on the
       cake. It was Senna's third title, McLaren's fourth in
       This was to be fifth and last season with Honda, and the
       third and final season that Gerhard Berger would drive for
       the team. Nevertheless, with Ayrton Senna still with the
       team and Honda, there were still expectations of huge
       promise. The team started with the previous year's MP4/6
       until it was suddenly realised that perhaps the new car
       was going to be introduced as soon as possible, and it was
       used from Brazil onwards.
       Once again, the new car was the work of the team lead by
       Neil Oatley with several new features, fly by wire
       throttle being one of them, and a new method of making the
       monocoques. The gearbox was still transverse, but once
       again, revised.
       However, there were several shortcomings. The car was
       unpredictable in fast corners, while the latest Honda was
       scarcely more powerful than its precedessor and certainly
       just as thirsty, which of course, meant a weight penalty.
       In the days of ever more sophisticated V10s, this was a
       considerable handicap.
       Both drivers were in the points in the first race, Berger
       in the second and both retired their new cars in the
       third. Senna won Monaco, Berger won in Canada and then
       after two disappointments, Senna finished second in
       Germany and then won in Hungary and in Italy, now with
       active suspension. Berger won in Australia, his swansong
       with McLaren.
       But in spite of three wins, Senna and his teammate were
       fourth and fifth respectively in the championship, and
       McLaren 65 points behind winners Williams in the
       Constructors' series, now faced with a search for a power
       Having tested him a year or so before, Ron Dennis signed
       reigning IndyCar champion Michael Andretti for the 1993
       season, even though Dennis hadn't revealed the source of
       the team's power unit, perhaps because it wasn't finalised
       until November of the previous year. It turned out to be a
       McLaren financed development of Ford's HB engine. However,
       it was a version behind that of Benetton until
       Silverstone, which was a disadvantage.
       What they lacked in straight horsepower, however, they
       hoped to pick up with mechanical sophistication, and that
       involved TAG's electronics, the light and economical
       engine, loads of electronic trickery including, of course,
       very advanced active suspension and traction control.
       In spite of a fine second to Prost at Kyalami, two superb
       races in the wet one at home and the legendary Donington
       victory and his sixth victory at Monaco, there was some
       doubt as to Senna's commitment and it became increasingly
       clear that he would turn his back on the team that had
       brought him three World Championships at the end of the
       While Prost and Hill made hay for Williams, Senna suffered
       few mechanical problems, although there was a third
       consecutive fuel related retirement at Silverstone. The
       year ended with two victories at Suzuka and then Adelaide,
       which was Senna's last and which promoted McLaren as the
       most successful Grand Prix team of all time. But they
       scored exactly half the points scored by winners Williams,
       although Senna was only 23 points behind World Champion
       But McLaren was pretty much a one driver team this year. A
       late regulation change meant that Andretti didn't have the
       laps available for him to learn circuits and he never
       really embraced the European Grand Prix way of life. His
       best race might have been at Imola before he went off, but
       after finishing third at Monza, he returned to the USA, to
       be replaced by Mika Hakkinen who promptly out qualified
       Senna in Portugal. That, in itself, signified the end of
       one era, the beginning of a new one.
       The only question mark over McLaren's long term future was
       its engine, and in 1993, the team began a long term
       partnership with Peugeot except it lasted a year. It
       wasn't an entirely disastrous year but inevitably,
       Peugeot's arrival, the loss of Senna, new regulations, new
       drivers was going to take time to get used to.
       The new MP4/9 chassis was based on the Ford chassis from
       the previous year with slightly different aerodynamics and
       the facility to use a hand operated clutch for the first
       time. A fully automatic upchange facility in the gearbox
       was outlawed. The team also ran power steering for the
       first time, although the drivers preferred conventional
       steering on the faster circuits.
       The main problem was handling on slow corners, although a
       revised underbody and new rear wing made things better
       after the Hungarian Grand Prix. There were rule changes
       with the banning of traction control and other driver
       aids, and more after the death of Ayrton Senna.
       Peugeot's new engine made several steps forward during the
       year, but it had been difficult to define the cooling for
       the engine prior to running it, and then when it did run,
       it was in fairly cool conditions. However, when races were
       run in hot conditions, there were problems.
       Hakkinen was very highly motivated, scoring his first
       rostrum position in that devastating San Marino Grand
       Prix, with more consecutive thirds in Belgium, Italy,
       Portugal and Jerez, the downside being his accident in
       Hockenheim for which he was banned for race, his place
       being taken by Philippe Alliot.
       But the fact remains that for the first time in its
       existence, McLaren International did not win a race.
       Before the end of the season, the long term relationship
       with Peugeot had been terminated and a new one signed with
       Mercedes Benz.
       This was a year of ups and downs as McLaren coped with new
       drivers, a new engine partner, new regulations and new
       First of all, they were using their fourth different
       engine in as many years. And perhaps reviving a precedent,
       Ron Dennis insisted on engine design changes to
       accommodate new regulations, just as John Barnard had done
       with Porsche. But the Ilmor designed Mercedes engine was
       smaller than the previous year's Peugeot, so it wasn't too
       much of a problem for Neil Oatley's design team. The new
       car featured McLaren's first high nose and a wing atop the
       engine cover.
       Meanwhile sponsors Marlboro insisted on high profile name
       and after he'd been turned down by Williams, Nigel Mansell
       was signed. But the MP4/10 not only suffered a major
       imbalance in testing, both drivers also found it lacked
       So a new, wider monocoque was designed and built for
       Mansell in 33 days who stood down for the first two races,
       replaced by Mark Blundell. But front end grip was still a
       problem and Mansell quit before Monaco, his place taken on
       a more permanent basis by the popular Blundell who usually
       qualified a couple of places behind teammate Hakkinen.
       The Finn finally got onto row two in Belgium following
       Ilmor's introduction of a revised engine and McLaren's new
       gearbox. There was no doubt that huge efforts were made by
       both teams.
       Hakkinen missed Aida due to appendicitis, his place taken
       by Magnussen while a week later, Hakkinen's third on the
       grid and second in the race was welcomed, but any optimism
       was cruelly dashed by his huge accident in Adelaide,
       leaving the team despondent as they approached the new
       This, perhaps, was a year of consolidation. Hakkinen had
       thankfully made a remarkable recovery and would improve on
       his previous year's performance. He was joined by David
       Coulthard, who came from front runners Williams but found
       life a little more difficult at McLaren. Ilmor fine tuned
       the Mercedes engines just as McLaren did the same with the
       MP4 chassis. Helping out were former McLaren employees
       Steve Nichols and Alain Prost...
       Although both engine and chassis were refinements of
       previous models, neither carried over much from either
       unit. There was massive detailed effort on the chassis,
       particularly on suspension, but once again imbalance
       proved a problem. The front wing mounting needed revision
       during a year when the drivers preferred the car in low
       downforce trim. It didn't like bumpy circuits, and
       Coulthard's bete noire would be rear end stability. A
       short wheelbase version became the standard at mid season.
       From an engine point of view, there were huge revisions
       here too, working on mid range torque, while it was
       lighter than before with a five per cent increase in
       power. Engine response improve progressively during the
       season, and this year, McLaren chosen to drive its power
       through a longitudinal gearbox again.
       While there were no massive gains in terms of
       competitivity, the drivers did slowly make inroads into
       the Williams/Benetton domination. Coulthard finished
       second to Olivier Panis at Monaco, while Hakkinen had four
       third places. But at the end of the year, a 23 year old
       partnership drew to a close. Dennis, rather than accept a
       cut in budget from Marlboro, preferred to find a new major
       sponsor, and did so with West.
       Once again, McLaren made further progress in 1997 with a
       stable driver pairing, even if they were now decked out in
       the new colours of West. However, the biggest coup during
       the year had been the recruitment of Adrian Newey fro
       Williams who joined Neil Oatley in the design department.
       The latest MP4 was totally new, with fastidious detailing
       which consistently impressed rivals. New technological
       innovations during the year included a fascinating
       secondary braking system. The team's engine partners were
       just as conscientious, their new engine at the start of
       the year featuring a new block with new positioning of
       systems to aid installation A further version of the
       engine was introduced at Barcelona.
       The combination still worried Coulthard, for whom any rear
       end stability was a problem, but even so, he won the
       opening race of the year in Australia and again at Monza.
       Hakkinen was gifted the first win of his career in the
       final race at Jerez. But that only tells half the story.
       They could also have won at Montreal, Silverstone, in
       Austria, the Nurburgring, and maybe Suzuka too which would
       have put a whole new complexion on their season.
       As it was, Coulthard was the higher placed of the drivers,
       and the team finished fourth, but clearly, there was much
       more potential, and with stability now established,
       further fine tuning would probably reap the required
       Adrian Newey's terms of employment restricted him from
       working for West McLaren Mercedes before August of 1997,
       but that still gave him plenty of time during the year to
       think about a car that would conform to the strict new
       regulations, whilst maintaining the emphasis on safety
       that came into effect in 1998. Many designers were hard
       pressed to meet new crash test regulations but Newey had
       been able to work on a car that was safe and competitive.
       Some 12,000 man hours went into trying to regain downforce
       lost by the new regulations.
       Mercedes also worked hard on the engine.
       The other novelty, to Hakkinen's joy, were Bridgestone
       tyres which replaced Goodyear. The Japanese company hit
       the ground running, and eclipsed the American company,
       although Goodyear did fight back.
       But the combination of a Hakkinen who now knew what it was
       like to win, Newey's chassis and Bridgestone's tyres meant
       that West McLaren Mercedes began the season in dominant
       style and almost continued in that vein. The pair were a
       lap ahead of the field in the Australian Grand Prix
       although controversially they swapped places. The result
       was the same in Brazil, while Hakkinen was second to
       Coulthard in Argentina. The Finn went on to win in Spain,
       Monaco, Austria, Germany, then in Luxembourg and Japan.
       Schumacher fought back but that final burst made the
       championship Hakkinen's.
       By contrast, Coulthard won only in San Marino but was
       second six times. He suffered from tactics a couple of
       times, and had two engine failures, but he contributed to
       the West McLaren Mercedes team's success, and he certainly
       gained some consolation from that.
       West McLaren Mercedes , without doubt, was the team to
       beat in 1999 but they should have sewn up the championship
       considerably earlier than Suzuka, when Hakkinen dominated
       to win the Drivers' title. After all, their main rivals,
       Ferrari, lost their main driver at Silverstone. But there
       were mechanical failures, driver errors and occasional
       questionable strategies that cost valuable points during
       the year.
       The new car was completely new, incorporating several
       ideas which technical director Adrian Newey would have
       liked to have included the previous year. It was
       considerably lighter, but also more complex. Partially
       thanks to new tyre regulations, it didn't instil
       confidence as its predecessor had done, but at the limit,
       performed better. Mercedes, meanwhile, had produced a
       lighter and lower V10.
       The season got off to a poor start, with neither car
       finishing. West McLaren Mercedes had thought of taking the
       previous year's car to the first three races... But then
       Hakkinen won in Brazil, while Coulthard might have won at
       Imola but for backmarkers. The team scored a crushing one
       two in Spain, while Hakkinen won again in Canada and was
       then second in France. At this stage, Hakkinen had 40
       points to Michael Schumacher's 32 and Eddie Irvine's 26.
       Hakkinen, however, salvaged only a third place from the
       next three races, whereas Irvine scored two wins and a
       second, although Coulthard won in Britain.
       Hakkinen fought back with a win in Hungary, second after a
       second brush with teammate Coulthard in Belgium, then the
       disappointing second premature exit in Italy.
       Going into the final two races in Malaysia and Japan, he
       was just two points ahead of Irvine, but he was
       frustratingly held up in the first race where Irvine won,
       which gave him a four point deficit going into the final
       round in Japan. But a superb race saw him win and take the
       championship. However, Ferrari had fought back and had
       taken the Constructors' championship. Clearly, McLaren
       could not afford to rest on their laurels.
       They certainly didn't rest on their laurels in 2000, but a
       combination of problems, a disqualification, mechanical
       failures and an occasional mistake saw the team relegated
       to second places in both championships.
       Once again, team, engine builder and drivers retained
       stability, the driver pairing becoming the longest ever in
       Grand Prix racing during the year. There was no doubt that
       speed was there, with the drivers and test driver Olivier
       Panis frequently showing fastest in testing.
       With Mika Hakkinen on pole for the first three races, and
       teammate Coulthard alongside him in the first two, that
       was certainly never in doubt, but both drivers failed to
       finish in Australia due to pneumatic valve failure.
       Hakkinen suffered engine failure in the second race, and
       Coulthard was disqualified, so with Michael Schumacher
       leading the two McLarens home in the third race, the
       Ferrari driver had a huge advantage.
       But then the advantage turned: Coulthard won in England,
       Hakkinen in Spain, Coulthard in Monaco and then again in
       France. In Austria, Hakkinen began the fight back, leading
       home his teammate, while Hakkinen won in Hungary and
       superbly in Belgium where he took the championship lead.
       Unfortunately, a mechanical failure at Indianapolis
       virtually ended his chances. A superb race to second in
       the damp of Japan wasn't enough, but Coulthard's late race
       challenge in Malaysia could not make up for two penalties
       in the last three races. Second was the best in both
       Full Team Name: GoKL Minardi Asiatech F1 Team
       Web Site: http://www.minardi.it/
       Sponsors and Partners: GoKL, European Aviation, Magnum,
          Gazprom, PC Suria, BAS, HealthyCo, Quadriga, Telstra,
          PanGlobal, Allegrini, PDP Box Doccia Spa
       Founded in 1979, with the aim of competing in the European
       Formula Two Championship, the Minardi Team makes its debut
       in Formula One in 1985. After spending its first few
       seasons in motorsport's top category acclimatising to the
       demands of Grand Prix racing, the team takes its first
       World Championship points in 1989, scoring in Great
       Britain (fifth and sixth places), Portugal (fifth) and
       Australia (sixth).
       Minardi's best season to date is 1991, when its effective,
       Ferrari-powered chassis allows the team to claim seventh
       place in the World Constructors' Championship standings.
       The 1993 car is designed under the supervision of highly
       regarded Austrian, Gustav Brunner, and the chassis turns
       out to be highly effective, fourth place in South Africa,
       fifth in Monaco, and sixth at Donington and Imola
       propelling Minardi to eighth place in the Constructors'
       During 1994 and 1995, Minardi enters into a joint-venture
       with Scuderia Italia. Unfortunately, a series of
       commercial difficulties jeopardise the team's future and,
       by the end of 1996, an alliance formed by Gabriele Rumi
       and Flavio Briatore acquires the majority stake in the
       The 1998 season marks a turning point for Minardi.
       Briatore severs his ties with the company and his
       shareholding is acquired by Gabriele Rumi, who thus
       becomes majority shareholder and embarks on an extensive
       restructuring and upgrading programme. The team is joined
       by new, highly skilled personnel on the technical side,
       while Gustav Brunner makes a welcome return to the Minardi
       fold. The hard-trying team's efforts are rewarded when it
       finishes the 1998 championship in 10th place, achieving an
       objective set at the start of the season.
       In 1999, Minardi is further strengthened by the arrival of
       Cesare Fiorio as Team Manager and Sporting Director. Once
       again, the Faenza-based team finishes 10th in the World
       Championship standings, on this occasion courtesy of a
       very valuable point scored by F1 'rookie', Marc Gené, at
       the European Grand Prix. For the team, one of the most
       satisfying aspects of the season is the excellent
       reliability of the M01, which provides its drivers with 10
       top-10 finishes.
       In the year 2000, the Faenza-based team celebrates its
       16th year in Formula One, and although the team fails to
       score any points during the course of the season, it
       retains its tenth-place ranking in the World Championship
       standings with superior placings to the notably better
       funded Prost team.
       The 2001 season marks another watershed for Minardi, as
       the withdrawal of a major sponsor at the end of the
       previous year leaves the team in difficult financial
       circumstances. As a result, it is acquired in late January
       by UK-based Australian businessman, Paul Stoddart, head of
       the European Aviation Group of companies, and merged with
       his European Formula Racing operation in Ledbury, England.
       His plan is to retain Minardi's distinctive character in
       the Formula One paddock, while providing EFR personnel,
       technical expertise and financial stability to strengthen
       the team and improve its overall competitiveness in the
       future. Against all the odds, the new European Minardi
       PS01 chassis, powered by a European V10 engine (an uprated
       version of the previous season's Fondmetal power unit), is
       produced in six weeks and three days, and a pair of cars
       line up for the opening Grand Prix of the year, in
       Melbourne. The team finishes 11th in the 2001 World
       Constructors' Championship and spends the year laying a
       solid foundation for what Stoddart intends should be
       significant future progress.
       Minardi's 2002 effort involves the all-new PS02 chassis,
       powered by Asiatech's latest AT02 engine. Unlike 2001, a
       busy testing programme commences in early January,
       following extensive wind tunnel development of the team's
       latest F1 challenger. With a strengthened technical team
       and sponsorship package in place, Minardi is poised to
       take its next step on the all-important journey to
       increased competitiveness.
       Full Team Name: Renault F1 Limited
       Web Site: http://www.renaultf1.com/
       Sponsors and Partners:
       Louis and Marcel Renault were among motor racing's true
       pioneers, and their spirit is synonymous with the passion
       and excitement of Formula One. In 1899, they took their
       historic first victory in the Paris to Trouville road
       race, and it was just the beginning of a motorsport
       odyssey. More than a hundred years after that first
       victory, Renault returns to the track at the highest
       Town-to-town road racing dominated motorsport in the
       closing years of the nineteenth century. Driven by the
       pioneering spirit of the company's founders, Renault were
       major players. Marcel's landmark triumph in the 1902
       Paris-Vienna race was followed by the tragedy of his death
       in the controversial Paris-Madrid event the following
       year. The race was stopped in its tracks at Bordeaux, and
       the town-to-town races with it.
       As the sport moved onto closed circuits, Renault's success
       followed. The first Grand Prix in history took place on
       home soil in 1906 and, after twelve gruelling hours over
       two days of competition, Ferenc Szisz took the flag at the
       head of the field. Having laid down a marker, Renault
       withdrew from top-level motorsport to concentrate on fresh
       challenges. But a standard of excellence had been
       established which still stands as a reference for Renault
       Away from the circuits, the company's efforts concentrated
       on the infancy of the automobile, and the marque found
       similar success. Not until the birth of Renault Sport in
       1975 did Renault return to the pinnacle of motorsport.
       Meanwhile, Grand Prix racing had been officially organised
       into a World Championship in 1950, and the new
       competitions department was given the brief of taking
       Renault back to compete on the world stage.
       In 1977, the first all-Renault machine rolled out onto the
       grid of a Formula One race. A symbol of the passion and
       dedication of the whole company, it sat at the forefront
       of technology, concealing a major innovation: the
       turbocharger. The early days of this revolution demanded
       unwavering commitment and unquestioning belief, as other
       teams dismissed the 'yellow teapot'. But soon, the
       turbocharged engine, previously unseen in Formula One,
       would revolutionise the sport.
       Two years after its first steps onto the stage, Renault
       was ready to take the leading role. Before a huge home
       crowd, the two yellow cars sat on the front row of the
       grid of the 1979 French Grand Prix at the Dijon-Prenois
       circuit. In a spectacular performance, pole-man Jean
       Pierre Jabouille took the race win, with team-mate René
       Arnoux third after waging a famous battle with Ferrari
       legend Gilles Villeneuve. This race marked the beginning
       of an ascent to the heights of Formula One which so nearly
       enabled Renault to capture the ultimate prize.
       Always alert to talent and potential, Renault signed
       future world champion Alain Prost for 1981. Striving to
       perfect the turbo concept over the next few years, the
       wins kept coming and Prost narrowly missed out on the
       world title in 1983, taking second place in the standings
       with four victories.
       Phase one of the Renault project was completed shortly
       afterwards, and the works team left Formula One in 1985 to
       concentrate on supplying other teams with the turbocharged
       engines that they had introduced to the sport. One year
       later, Renault withdrew from Formula One altogether. The
       passion for victory had not died, but the team withdrew to
       regroup and work on fresh ideas. It was to be a brief
       In 1989, Renault returned with a new engine: the 3.5 litre
       RS1 V10, a configuration which would become the benchmark
       for all Formula One engines. Supplying the Williams team,
       they gained two victories in their return season, and this
       success grew steadily in the years that followed, with the
       team challenging for the championship in 1991.
       After three years of patient diligence, the ultimate goal
       was achieved when Nigel Mansell piloted his Williams
       Renault to championship glory in 1992. Fifteen years after
       their debut, Renault were utterly dominant, and the season
       is regarded as one of the most impressive in Formula One
       history. In 16 races, the team took 15 pole positions, 10
       wins, 11 lap records and a huge 170 points. This was
       excellence of the highest order, and the following year,
       Alain Prost secured another title for Renault.
       Ayrton Senna led the challenge at the start of 1994, and
       many thought him destined to be Renault's third World
       Champion in three years. Fate dictated otherwise, and his
       death in the San Marino Grand Prix was a profound loss for
       Formula One. The emotions served to strengthen the team's
       determination, and victory in the Constructors'
       Championship was a perfect tribute to their fallen
       Entering 1995, Renault expanded its programme to include
       the competitive, charismatic Benetton team. Now supplying
       the two teams fighting for the World Championship, Renault
       took a dramatic clean sweep with first, second, third and
       fourth in the Drivers' Championship, and first and second
       in the Constructors'.
       The success continued to flow in the next two seasons,
       with Damon Hill triumphing in 1996 and Jacques Villeneuve
       in 1997. There was nothing left to prove. Having climbed
       to the top, Renault had proved themselves the very best.
       At the end of 1997, with their objectives achieved,
       Renault again bowed out of the sport. A run of six
       consecutive Constructors' Championships demonstrated to
       the world what Renault represented: technical excellence,
       innovation and a burning desire to succeed.
       Renault has won 11 World Championships, but all of them as
       an engine supplier. Victory with a 100% Renault team is a
       challenge that remains to be met. It is only a matter of
       time before Renault F1 writes the next piece of historyŠ
       Full Team Name: Red Bull-Sauber-Petronas
       Web Site: http://www.sauber.ch/
       Sponsors and Partners: Petronas, Credit Suisse, Red Bull,
          21i.Net, Albert Stoll Giroflex AG, As Elevators,
          Astarte New Media AG, Balzers AG Beschichtungszentrum,
          Bbs Kraftfahrzeugtechnik AG, Bridgestone Motorsport,
          Brütsch/Rüegger AG, Catia/Enovia Solutions,
          Daimlerchrysler Schweiz AG, Dynabit AG, Emil Frey AG,
          Ericsson AG, Fluent Deutschland GmBH, Hermann Bubeck
          GmBH & Co. KG, In-Motion AG, Italdesign-Giugiaro
          S.P.A., Klauke Industries, Lista Ltd., Magneti
          Marelli, Microsoft AG, Msc.Software Corporation, MTS
          Systems Corporation, Ozalid AG, Paninfo AG, Plenexis,
          Sachs Race Engineering GmBH, Sparco S.R.L., Sun World
          Group, Temenos AG, Turbo Lufttechnik GmBH, Walter Meier
          AG, Winkler Veranstaltungstechnik AG
       At first sight, the small town of Hinwil in the Zurich
       Highlands is probably not the place you would expect to
       find a highly developed Formula One centre, equipped to
       the finest technical detail. But appearances are
       deceptive: It is only a few steps from the workshop, in
       which the now 58-year-old Peter Sauber started his company
       in 1970, that the high-tech cars, which have been
       competing in the Formula One World Championship since
       1993, are built.
       The development of high technologies and their function
       under race pressure within the field of motor racing has
       always fascinated Peter Sauber. While back then three of
       his current competitors were already active in Formula
       One, Peter Sauber started off quite modestly by comparison
       with the sporting variation of the legendary Volkswagen
       Full Team Name: Toyota Motorsport GmBH
       Web Site: http://www.toyota-f1.com/
       Sponsors and Partners: Panasonic, AOL Time Warner, AVEX
          Group, Angelika Busch, BS Catia, DLR, EMC2, EOS, Esso,
          Future Sports, KTC Kyoto Tool, Magneti Marelli,
          MAN, M.B.A. Production, Meteo France, Michelin,
          Parkpre Bicycles, Pocklington Coachworks, Ratiopharm,
          SBI, Sika, Sparco, St. Georges, Travelex Plc,
          Vuarnet Sunglasses, Wella, Yamaha, ZF Sachs
       From headquarters in Cologne, Germany, TMG managed
       Toyota's efforts in World Rally Championship (WRC),
       winning seven titles.  TMG also competed in the 1998
       and 1999 24 Hours of Le Mans, winning second place in
       1999.  Since that time, TMG has been focusing on the
       design, building, and operation of the F1 program, which
       is certainly Toyota's greatest motorsport challenge to
       Full Team Name: BMW Williams F1 Team
       Web Site: http://www.bmw.williamsf1.com/
       Sponsors and Partners: BMW, Hewlett-Packard, Allianz,
          Accenture, Castrol, FedEx, Michelin, Petrobras,
          Reuters, Veltins, Worldcom
       WilliamsF1 (formerly Williams Grand Prix Engineering) was
       founded in 1977 by Frank Williams and Patrick Head. They
       set up base in a small industrial unit at Station Road in
       Didcot, Oxfordshire, and with a staff of only 17 set about
       the task of preparing to enter into competition in Formula
       By the start of the 1978 season, the first Patrick Head
       designed Formula One car, the FW06, was ready and Frank
       had found sponsorship to tempt the Australian, Alan Jones,
       to join the team. From that point, the team never looked
       back, for the FW06 in the hands of Jones was extremely
       In 1979 Jones continued as team leader with Clay Regazzoni
       in a second car. The team had really arrived at the
       British Grand Prix in 1979 when, after Jones
       disappointingly retired from the lead, Regazzoni was able
       to drive to victory - the first ever for Frank Williams.
       The trend was to continue as Jones won four of the six
       remaining races that year.
       The team emerged in the 1980s as the one to beat and a
       reliability record unequalled by any other helped them to
       sweep to unchallenged and crushing victories in the
       Constructors' Championships of 1980, 1981, 1986 and 1987.
       In 1982 the team aimed to become the first manufacturer to
       win the Constructors' title for a third consecutive year.
       It wasn't to be but newly-signed Finn, Keke Rosberg, who
       replaced the retiring Jones, won a close fought Drivers'
       World Championship.
       Grand Prix racing's normally aspirated era was coming to
       an end and in 1983 it proved an uphill struggle, although
       Rosberg did win in great style at Monaco. Frank then
       announced a new association with Honda and the Anglo
       Japanese turbo combination first appeared at Kyalami in
       South Africa.
       In 1984 the team was on a 'learning curve' with turbo cars
       but the season was highlighted by Rosberg's Dallas win.
       The team also moved into a superb new custom-built racing
       facility just a mile from their original home at Didcot.
       In 1985 the team had a new colourful image; Keke Rosberg
       had a new team-mate in Nigel Mansell; and the car, the
       Honda powered FW10, had an all-new carbon fibre chassis.
       The season started slowly but reached new heights as the
       two drivers climbed to the top of the victory podium no
       less than four times. Rosberg won the USA East Grand Prix,
       Mansell's two consecutive wins at Brands Hatch and Kyalami
       were particularly sweet as they were his first in Formula
       One and Rosberg's victory in Australia ensured a team hat-
       trick to round off the season.
       Just prior to the start of the 1986 season, the team was
       dealt a severe blow. Whilst driving away from pre-season
       testing at the Paul Ricard circuit in France, Frank
       Williams' car left the road and overturned. It was an
       accident that left him confined to a wheelchair and so
       nearly claimed his life but, instead of bemoaning his
       fate, he fought his way back to lead the company in the
       only way he knew how. New to the team in 1986 was
       Brazilian former World Champion, Nelson Piquet, a worthy
       replacement for Keke Rosberg. He quickly adapted to the
       FW11 and took the new car to victory in the debut race in
       Brazil. The team went on to win nine Grands Prix in 1986
       and secured the prestigious Constructors' World
       Success continued in 1987 with the team winning nine races
       again (six by Mansell, three by Piquet) with the modified
       FW11. This time they made sure of not only the
       Constructors' but also the Drivers' Championship, with
       Piquet taking his third title and Mansell runner-up for
       the second consecutive year.
       For 1988 there were many changes. Mansell had a new team
       mate in the vastly experienced Italian, Riccardo Patrese.
       Also the four year association with Honda ended and the
       team used the normally aspirated 3.5 litre Judd engine in
       the FW12.
       Unfortunately mechanical problems dogged the team's
       efforts during the year but despite this Mansell finished
       second at both Silverstone and Jerez, with Patrese
       achieving his season best with a fourth in Adelaide.
       Frank was aware that to win in the new era of Formula One,
       with everyone now running normally aspirated engines,
       backing was needed from a major motor manufacturer. This
       ambition was realised in July 1988 when the team signed a
       three-year deal with Renault for the supply of their new
       V10 engines. The initial deal was for exclusivity only for
       1989, but at the Canadian Grand Prix that year Renault
       announced that again in 1990 and subsequently 1991 also,
       the team would be the sole recipients of the engine.
       Technical Director, Patrick Head designed the FW13 chassis
       specifically to house the new Renault engine and Belgian
       driver, Thierry Boutsen, joined the team in 1989,
       replacing Nigel Mansell and partnering Riccardo Patrese.
       1990 got off to a good start with Boutsen third in his
       FW13B in Phoenix and then, at the third race of the year,
       the San Marino Grand Prix, there was a fairytale story
       with Patrese winning his third Grand Prix; his previous
       victory had been seven years earlier. Boutsen's turn came
       in Hungary where he claimed his first ever pole position
       and went on to win an impressive green light to chequered
       flag victory. These two wins and several other podium
       placings meant at the end of the season the team finished
       fourth in the Constructors' World Championship
       Halfway through the 1990 season Nigel Mansell, who\
       subsequently won 28 Grands Prix, announced his retirement
       after a disappointing British Grand Prix whilst driving
       for Ferrari. Frank Williams persuaded him to change his
       mind and he re-signed for the team for whom he would win
       more Grands Prix than any other driver. Mansell had his
       first taste of the FW13B at the Estoril track on 20
       November 1990, and then eagerly awaited the completion of
       the new FW14, the latest offering from Patrick Head (who
       by now also had Adrian Newey on his design team) with a
       brand new Renault RS3 engine and a semi-automatic gearbox
       The 1991 Canon backed team proved a winning combination,
       with Mansell scoring five and Patrese two victories. The
       team proved the only real competition to McLaren and were
       runners-up to them in both the Constructors' and Drivers'
       World Championships, with Mansell and Patrese second and
       third respectively in the latter.
       The tide turned in 1992. At the first race in South
       Africa, Mansell and Patrese finished first and second with
       the FW14B fitted with active suspension. This chassis
       remains today as probably the most sophisticated racing
       car ever built.
       And so began a winning streak for Mansell, who became the
       first driver to win the opening five races of a season.
       His record breaking did not stop there and he became the
       first driver to win nine races in one season and to be on
       pole 14 times.
       When Mansell came second in Hungary he clinched the
       Drivers' World Championship, the first British driver to
       do so since James Hunt in 1976. In Belgium, WilliamsF1 and
       Renault took the Constructors' title, the first ever for
       Renault, and to end the winning year Patrese finished
       runner-up to Mansell for the Drivers' crown.
       For 1993 it was all change in the driver line-up, with
       French three-time World Champion, Alain Prost, and
       official test driver, Damon Hill, taking over from Mansell
       and Patrese. They carried on where Mansell and Patrese
       left off, retaining the Constructors' title, while Prost
       clinched his fourth drivers' title and Hill won his first
       Grand Prix in Hungary.
       Soon after clinching the title Prost decided to make the
       '93 season his last in competitive racing, leaving the
       door open for three-times World Champion, Ayrton Senna, to
       join the team. So the 1994 championship battle started
       with the new look Rothmans Williams Renault team and
       drivers, Ayrton Senna and Damon Hill, ably supported by
       new official test driver, David Coulthard
       During the third Grand Prix of the year at Imola in Italy,
       Ayrton Senna was killed while leading the race when his
       car left the circuit at the notorious Tamburello corner
       and crashed into a concrete wall. The world of motor
       racing was stunned and the close-knit Team was shattered
       by the tragic death of the driver who many people regarded
       as simply the best.
       The fight back of the team typified the bravery and
       leadership of Frank. As a mark of respect only one car was
       entered for the next race in Monaco and then four weeks
       after that tragic day in Imola, Hill won the Spanish Grand
       Prix in Barcelona and promptly dedicated his victory to
       both Ayrton and the team.
       For this race Hill was partnered by David Coulthard, who
       drove car No. 2 for eight of the remaining races. For the
       other four races in France, Spain, Japan and Australia,
       Nigel Mansell came back from the USA, where he was racing
       in the Indy Car series. After the win in Barcelona, Hill
       scored another five victories but lost the championship by
       a single point to Michael Schumacher following a
       controversial collision at the last race in Adelaide,
       which was eventually won by Mansell. In such a tragic year
       it was testimony to the strength of the team that they
       retained the Constructors' World Championship, to close a
       season that will never be forgotten
       For 1995 it was Hill and Coulthard who drove for the team
       and between them notched up five victories in the FW17,
       with the young Scot taking his first Grand Prix win in
       Portugal. Hill was the only driver to challenge Schumacher
       for the drivers' title, but had to accept defeat when the
       German won the title for the second year at the Pacific
       Grand Prix in Aida.
       Although losing both titles was a disappointment, Hill
       made sure the team went out on a high with a fine win at
       the last race in Adelaide.
       By 1995 the Didcot HQ was rapidly becoming too small to
       house the team. A search for a new base was made and
       midway through 1995 the ideal place was found 10 miles
       from Didcot at Grove. Over the '95/'96 winter the team
       moved with the final phase being the transportation of the
       wind tunnel over the weekend of the 1996 San Marino Grand
       Prix. The new Grove factory was officially opened by HRH
       The Princess Royal on Tuesday 29th October 1996.
       Joining the team for 1996 was Jacques Villeneuve, 1995
       Indy Car Champion and son of the late Gilles Villeneuve.
       The team had achieved good results during pre-season
       testing but it was not until the first race in Melbourne
       that the FW18's true potential was shown. New boy Jacques
       was the star of the show, claiming pole. With Damon second
       on the grid, the pair were over half a second quicker than
       the nearest opposition. They continued their domination in
       the race and eventually Damon won, with Jacques second
       after the Canadian had to slow down in the closing laps
       and relinquish his lead due to an oil pipe problem
       This success continued with Damon also winning in Brazil
       and Argentina and then Jacques winning his first ever
       Formula One Grand Prix, the European at the Nurburgring.
       The team went on to win 12 of the 16 races - Damon eight
       and Jacques four - and the Constructors' Championship was
       sewn up by the Hungarian Grand Prix.
       The Drivers' Championship was led from start to finish by
       Damon, with Jacques second, but was taken down to the wire
       with the final race in Suzuka seeing the title settled.
       Damon needed just one point to win and for Jacques it was
       a win or nothing. In the end Damon led the race from the
       lights to the chequered flag while Jacques was forced to
       retire. This was Damon's first and the team's sixth
       Drivers' World Championship.
       German driver Heinz-Harald Frentzen joined up the team in
       1997 to partner Jacques. The season promised to be very
       competitive. The team fought hard but by mid-season still
       trailed championship-leaders Ferrari. There were
       celebrations at Silverstone with the 100th Grand Prix win
       at the scene of the very first victory 18 years
       previously. The famous WilliamsF1 determination had kicked
       in and by round 14, the Austrian Grand Prix, the team was
       back at the top of the championship table where it would
       stay. A record-breaking ninth Constructors' World
       Championship was sealed at the Japanese Grand Prix. An
       emotional World Championship victory for Jacques in the
       last race at Jerez sealed the delight of the entire team
       A change of image in 1998 co-incided with a change of
       fortune. The competition had shifted up a gear and by the
       first Grand Prix in Australia it looked like the McLaren
       team was going to walk away with the World Championships.
       A mass of new regulations in 1998 had presented all the
       teams with many new challenges including a reduction in
       the width of the car from two metres to 1.8 metres, more
       stringent crash testing and grooved tyres. McLaren had
       adapted best to the changes and the rest of the field was
       left to play 'catch-up'. WilliamsF1 had said goodbye to
       Renault in 1997 after a tremendously successful
       partnership that brought nine championship titles to the
       two companies
       The team continued to race with Mecachrome/Supertec
       engines before new technical partner, BMW, made its return
       to compete in Formula One racing in 2000. Without a works
       engine partner, the team had a hard fight on its hands to
       compete with the dominant McLaren and the hard charging
       Ferrari team.
       By the close of the season, it was McLaren and Ferrari
       challenging for the Championships whilst the 'Winfield
       WilliamsF1 Team' found itself in the fight for third
       place. Continual developments to the FW20 gave the team
       the push it needed and third place in the Constructors'
       Championship was duly secured. 1999 looked set to be
       another tough year for the team but there would be a few
       A completely new driver line-up brought reigning CART
       Champion Alex Zanardi and Ralf Schumacher to the team in
       1999. Zanardi had a difficult season. Coming from the CART
       series to the modern Formula One threw the Italian onto a
       very steep learning curve. The advent of grooved tyres and
       narrow track cars in 1998 had forced the drivers to change
       their technique to control these new machines. Zanardi had
       to catch up with the learning process fast.
       Bad luck dogged his early season but the turning point
       came at the Belgian Grand Prix when he was finally on the
       pace. A strong performance at the next race in Italy
       looked like the tables were turning but further
       disappointments, ending with an electrical problem on the
       first lap of the last race in Japan, finished off a
       miserable season for the Italian...
       Schumacher though was to become the star of the year,
       putting in stunning performances, regularly scoring points
       and, at the European Grand Prix, his finest moment almost
       came but he was robbed of victory by a puncture. His
       strong racing skills earned him sixth position in the
       Drivers' World Championship and fifth place in the
       Constructors' Championship for the team.
       With the start of the new millennium, a new era began for
       WilliamsF1. After almost two years of backstage work, BMW
       returned to the Formula One arena with the WilliamsF1
       team. The partnership, planned for five years, got off to
       a very promising start in 2000 with the BMW WilliamsF1
       Team taking third place in the Formula One Constructors'
       World Championship.
    This section is for those who have noticed the billboards and
    painted grass at the seventeen race venues and wondered about
    the entities (companies, organizations, countries, cities)
    indicated.  Nothing in this section will help with game
    performance, but the information contained here may be
    interesting nonetheless.  The information here is
    alphabetical by entity, with the Grand Prix featuring that
    entity's advertisements and some information about the entity
    (where such information is available, it is taken directly
    from the entity's Web site).  I believe I have included every
    entity with at least one billboard shown in F1 2002, based
    upon F1 2001 (there seems to be little - if any - changes in
    advertisers between the two games); please feel free to
    contact me to add, update, or correct any information,
    especially with the billboards at Suzuka written in Japanese.
    This section is now entirely complete with the exception of
    Evenrudee, for which information is EXTREMELY difficult to
    find online :-(
    A1 (A1-Ring)
       Locations: Austria
       Information: This is the host circuit of the Grand Prix of
       Web Site: http://www.a1ring.at/
       Locations: Brazil
       Information: ABN-AMRO Holding N.V. is a universal banking
          group offering a wide range of commercial and
          investment banking products and services on a global
          basis through the Company's network of approximately
          3,600 offices and branches in 76 countries.
       Web Site: http://www.abnamro.com/
       Locations: San Marino, Spain, Austria, Europe, Great
          Britain, Hungary, Italy
       Information: Agip Lubricants started its operations in
          South Africa in 1973 and has since then operated as a
          producer, importer and distributor of high quality
          lubricants and special products.
       Web Site: http://www.agip.co.za/
    Air Canada
       Locations: Canada
       Information: One of the best-known Canadian airlines.
       Web Site: http://www.aircanada.ca/home.html
       Locations: Austria, Europe
       Information: Allianz' development into one of the world's
          leading insurance providers has progressed steadily
          since the end of the 19th century.
       Web Site: http:/www.allianz.com/
       Locations: Japan
       Information: Alpine Electronics of America, Inc., is the
          industry-leading manufacturer of high performance
          mobile electronics, founded in 1978.  Alpine is the
          only manufacturer specializing in mobile multimedia, an
          integrated system approach incorporating digital
          entertainment, security and navigation products for
          your mobile entertainment.  As a consolidated
          subsidiary of Alps Electric Co., Ltd., one of the
          world's premier manufacturers of electronic components
          for computer, communications and car electronic
          equipment, Alpine is the specialized supplier of
          quality mobile electronics systems.
       Web Site: http://www.alpine1.com/
       Locations: Australia
       Information: AMP is the premiere brand in the connector
          and interconnection systems industry.  Established in
          1941, AMP continues to be recognized for innovative
          products of the highest quality including electrical
          and electronic connectors, IC sockets, fiber optic
          products, premises cabling and application tooling.
       Web Site: http://www.amp.com/
       Locations: Japan
       Information: Since the foundation of the company, now more
          than 100 years ago, we have never tried harder to meet
          the growing requirements of our customers on a daily
          basis.  Top quality, exemplary service and futuristic
          innovations are what guarantee our success.  Today the
          Aral brand stands for different areas of business, for
          example our service station business and fuel and
          lubricant business, each offering a wide range of
          products and services for motorists consumers,
          companies and industry.
       Web Site: http://www.aral.com/
       Locations: Germany
       Information: ???  (The site is entirely in German... and
          I cannot read German.)
       Web Site: http://www.arcor.de/home/index.php
    Banco Real
       Locations: Brazil
       Information: This bank is a subsidiary of ABN-AMRO.
       Web Site: http://www.real.com.br/
       Locations: Australia, Malaysia, Brazil, San Marino, Spain,
          Austria, Monaco, Europe, Great Britain, Germany,
          Hungary, Belgium, Italy, United States, Japan
       Information: Bridgestone Corporation, based in Tokyo, is
          the world's largest manufacturer of tires and other
          rubber products. Bridgestone and its subsidiaries
          operate 46 tire plants and 52 plants for diversified
          products in 24 nations and market their products in
          more than 150 nations. The companies' diversified
          business includes automotive components, industrial
          products, construction and civil engineering materials,
          bicycles, sporting goods, and precision parts for
          electronic equipment.
       Web Site: http://www.bridgestone.com/
       Locations: San Marino, France, Japan
       Information: Canon started out as a company with a handful
          of employees and a burning passion.  That company soon
          became a world-renowned camera maker and is now a
          global multimedia corporation.  Canon will continue
          using its technologies to benefit people as it pursues
          its objective of becoming a company that is loved by
          people throughout the world.
       Web Site: http://www.canon.com/
    Casino (de Montreal)
       Locations: Canada
       Information: Each of the world's great cities has a
          memorable attraction, a gathering place that draws
          people back time and again. In Montreal, its the Casino
          where the pace is fast, the fun is non-stop and the
          buzz is all about having a great time.
       Web Site: http://www.casinos-quebec.com/francais
       Locations: Japan
       Information: Casio Computer Co., Ltd., is one of the
          leading consumer electronics companies in the world.
          Since its establishment in 1957, Casio has been active
          in the development of electronic calculators,
          timepieces, musical instruments, LCD TVs, pagers and
          other communications devices. Casio's corporate
          activities are guided by the motto: 'Creativity and
       Web Site: http://www.casio.com/
       Locations: Brazil
       Information: Chevrolet (Chevy) makes a variety of cars,
          trucks, and SUVs, from the Camaro to the Corvette to
          the Astro to the S-10.
       Web Site: http://www.chevrolet.com/
       Locations: Germany, Belgium, Italy
       Information: Mannesmann has been taken over by Vodafone
          (see below).
       Web Site: http://www.mannesmann.com/
       Locations: United States
       Information: This company merged in the late 1990s.  The
          highly-visible Chrysler side of the company sells the
          PT Cruiser and 300M, among other vehicles.
       Web Site: http://www.chrysler.com/
    Deutsche Post/Deutsche Post World Net
       Locations: Europe, France, Germany, Italy
       Information: Deutsche Post World Net is one of the largest
          logistics groups in the world. We make systematic use
          of the opportunities arising from globalization and
          digitization by providing top-quality services and
          technologies for our customers throughout the world.
          Our strategy foresees the intelligent interlinking of
          global flows of goods and information and the financial
          transactions associated with them. With this goal in
          mind, we are expanding our Group with determination and
          developing increasingly comprehensive one-stop-shopping
          options in keeping with customer wishes.
       Web Site: http://www.deutschepost.com/
       Locations: San Marino, Austria
       Information: Magazine covering business in Europe.
       Web Site: http://www.eurobusiness.com/ (Web site under
          construction as of December 12, 2001)
       Locations: Monaco
       Information: ???
       Web Site: ???
       Locations: Australia, Brazil, San Marino, Spain, Austria,
          Monaco, Canada, Europe, France, Great Britain, Germany,
          Hungary, Belgium, Italy
       Information: Bridgestone/Firestone Americas Holding, Inc
          is an international manufacturer with 38 production
          facilities throughout the Americas.  The Nashville,
          Tennessee-based company was formed in 1990 when
          Bridgestone U.S.A. merged with The Firestone Tire &
          Rubber Company.  We are a subsidiary of Bridgestone
       Web Site: http://www.firestone.com/
    France (symbol only in the grass at Magny-Cours)
       Locations: France
       Information: Come travel in France, the host country of
          the Grand Prix of France.
       Web Site: http://www.euro-tourisme.com/db/uk/
    Fuji Television/Fuji TV
       Locations: Japan
       Information: Television network in Japan; the title host
          of the Grand Prix of Japan.
       Web Site: http://www.fujitelevision.com/
       Locations: Japan
       Information: Fuji Photo Film U.S.A., Inc., is dedicated to
          exploring the furthest reaches of technology and
          continuing towards a dynamic imaging and information
          future.  A leading innovator of imaging and information
          products, the company has 44 facilities, offices, and
          photo labs throughout the United States.
       Web Site: http://www.fujifilm.com/
       Locations: Canada
       Information: The official Web site - in French and in
          English - of the Grand Prix of Canada.
       Web Site: http://www.grandprix.ca/
       Locations: Canada
       Information: Although our name is most often associated
          with automobiles, we are much more than that. We
          manufacture a wide range of products, including
          motorcycles, ATVs, generators, marine engines, lawn and
          garden equipment and automobiles. Historically, Honda
          has been a leader in fuel-efficiency and low-emission
          technology.  With all of our products, we work to
          balance your desire for fun and performance with
          society's need for clean air and water.
       Web Site: http://www.honda.com/
       Locations: Malaysia, Brazil, Monaco, Canada, France,
          United States
       Information: Headquartered in London, HSBC Holdings plc is
          one of the largest banking and financial services
          organizations in the world.  The HSBC Group's
          international network comprises some 6,500 offices in
          78 countries and territories in Europe, the Asia
          Pacific region, the Americas, the Middle East and
          Africa.  Through a global network linked by advanced
          technology, including a rapidly growing e-commerce
          capability, HSBC provides a comprehensive range of
          financial services: personal, commercial, corporate,
          investment and private banking; trade services; cash
          management; treasury and capital markets services;
          insurance; consumer and business finance; pension and
          investment fund management; trustee services; and
          securities and custody services.
       Web Site: http://www.hsbc.com/
       Locations: Brazil
       Information: Petroleo Ipiranga Companies are present on
          many different sectors. From the petrochemical industry
          to the production of bitumen, passing through the
          refining and distribution of fuel oil, arriving to the
          production of special oils. This is the explanation to
          the increasing strength of Ipiranga label in the
          competitive oil market.
       Web Site: http://www.ipiranga.com.br/index.html
       Locations: Great Britain
       Information: Jaguar produces a variety of world-renowned
          cars, such as the XJR.
       Web Site: http://www.jaguar.com/
       Locations: Japan
       Information: Unsure, as this page is in Japanese, but it
          appears to be for a fish-related company.
       Web Site: http://www.kaimin.co.jp/
    Magneti Marelli
       Locations: San Marino, Spain, Austria, Monaco, France,
          Germany, Belgium, Italy, Japan
       Information: The Fiat owned Magneti Marelli Companies are
          international leader in the design and production of
          high-tech components and systems for the automotive
          industry.  They supply the world's major car
          manufacturers such as Renault, Citroën, Peugeot, Fiat
          Group, Ford, Volkswagen, Audi, Seat, BMW-Rover,
          DaimlerChrysler, GM-Opel, Volvo, Saab, Nissan, Toyota
          and Daewoo.
       Web Site: http://www.magnetimarelli.com/
       Locations: Malaysia
       Information: The host country of the Grand Prix of
       Web Site: http://www.tourism.gov.my/ (Web site not
          responding as of December 13, 2001)
       Locations: Australia
       Information: Melbourne is the host city of the Grand Prix
          of Australia.
       Web Site: http://www.melbourne.vic.gov.au/
       Locations: Japan
       Information: This appears to be a Japanese credit card.
       Web Site: http://www.mccard.co.jp/ (Web page available
          only in Japanese)
    Mobil 1
       Locations: Australia, Spain, Monaco, France, Great
          Britain, Germany, Hungary, Belgium, United States,
       Information: Mobil produces fuels and lubricants for cars
          and other vehicles; Mobil 1 synthetic oil is its best
          known product.
       Web Site: http://www.mobil.com/
    Monaco Grand Prix
       Locations: Monaco
       Information: The host race of the Grand Prix of Monaco.
       Web Site: http://www.acm.mc/ (Web site under construction
          as of December 12, 2001)
       Locations: Monaco
       Information: The host country of the Monaco Grand Prix.  I
          can say from personal experience that virtually every
          corner of this tiny country can be explored in a single
       Web Site: http://www.monaco.mc/
    Monte Carlo Grand Hotel
       Locations: Monaco
       Information: Splendidly located between the celebrated
          Monte-Carlo Casino and the sea, the four-star de luxe
          Monte Carlo Grand Hotel offers 619 guestrooms and
          suites. Its modern architecture blends perfectly with
          the natural beauty of the Principality of Monaco and
          the hotel provides an exceptional range of services and
          leisure facilities.
       Web Site: http://www.montecarlograndhotel.com/
    NGK (NGK Insulators, Ltd.)
       Locations: Japan
       Information: This Japanese company is divided into four
          areas: Power Business Group, Ceramic Products Business
          Group, Engineering Business Group, and Electronics
          Business Group.
       Web Site: http://www.ngk.co.jp/
    Nicos (Nippon Shinpan Co., Ltd)
       Locations: Japan
       Information: Nippon Shinpan Co., Ltd. (the 'Company')
          engages in business based on a corporate philosophy of
          making consumers' lives more affluent and the corporate
          slogan 'Dream-Network Company.' By providing consumers
          with the convenience of deferred payments while at the
          same time providing merchants (member stores) with an
          advance payment system, the Company has developed its
          businesses while promoting sales growth with merchants.
          In addition to its traditional role as a comprehensive
          consumer-credit company with a keen understanding of
          the retail market, the Company has also established its
          role as an information systems provider through
          development of electronic credit settlement and other
          systems for promoting transactions in e-commerce.
             Established in 1951, Nippon Shinpan was Japan's
          first consumer-credit company and is now celebrating
          its 50th anniversary. By harnessing the unique
          strengths of a multisector format that includes credit
          card business, finance services and information
          systems, Nippon Shinpan pledges to move forward as the
          leading player in the consumer credit industry and
          realize consumers' dreams.
       Web Site: http://www.Nicos.co.jp/
       Locations: Japan
       Information: A multi-billion dollar precision optical
          company with worldwide manufacturing, research and
          marketing capabilities, Nikon was recently ranked among
          America's ten most respected brands.  Its cameras,
          lenses and accessories are used by more professional
          photographers than all other 35mm brands combined.  Its
          Coolpix cameras have received more awards and top
          rankings than any other consumer digital camera.  Its
          microscopes command the largest share of the US life
          science market, both in research and diagnostic
          laboratories.  ...  The majority of Nikon's revenues
          worldwide come from the sale of its semiconductor
          manufacturing equipment, which dominates chip
          fabrication facilities throughout the US, Europe and
          Asia.  In addition, Nikon offers many other precision
          optical systems.  For instance, it markets instruments
          used by eye care professionals, as well as prescription
          eyewear and sunglasses. Nikon construction and
          surveying equipment is used to help build and maintain
          America's roads, bridges and buildings.  Nikon's
          binoculars and sport optics are used by outdoor
          enthusiasts the world over.  Finally, Nikon is deeply
          involved in the engineering, production and quality
          control of manufactured goods, from plasma displays and
          plastics to medical devices and machine tools.
       Web Site: http://www.nikon.com/
       Locations: Brazil
       Information: Nokia is the world leader in mobile
          communications. Backed by its experience, innovation,
          user-friendliness and secure solutions, the company has
          become the leading supplier of mobile phones and a
          leading supplier of mobile, fixed and IP networks. By
          adding mobility to the Internet Nokia creates new
          opportunities for companies and further enriches the
          daily lives of people. Nokia is a broadly held company
          with listings on six major exchanges.
       Web Site: http://www.nokia.com/
       Locations: Australia, Brazil, Spain, Canada, United States
       Information: Orange is one of the leading providers of
          wirefree communications worldwide and one of the first
          truly pan-European providers of wirefree communications
          services.  Orange has interests in wirefree
          communications businesses offering a broad range of
          voice and data communications services in 20 countries
          worldwide, including 13 countries in Europe.
       Web Site: http://www.orange.com/
       Locations: Japan
       Information: Panasonic takes pride in being one of the
           world's premier electronics manufacturers.  Not only
          do we make the DVD players, televisions and dozens of
          other consumer electronics products enjoyed by
          millions, but we are also a supplier of electronics
          components.  From tiny semiconductors, to DVD-ROM
          drives for PCs, to flat screen plasma TV displays,
          Panasonic engineers are always pushing the
          technological envelope.  In fact, many companies use
          our high-volume, high-speed manufacturing expertise and
          know-how to create even better products, just one more
          way Panasonic enhances lifestyles around the world.
          Panasonic is not only a premier maker of electronics
          hardware, it is also one of the largest global
          manufacturers of DVD entertainment software.  The
          growing state-of-the-art Panasonic disc replication
          plant in Torrance, CA, supplies many of the DVD video
          discs Americans bring into their homes every night.
       Web Site: http://www.panasonic.com/
       Locations: Monaco
       Information: Since 1880, the Pastors have sculptured out
          of stone the story of Monaco and modeled its new
          image.  The JB Pastor & Fils Company has realized
          nearly one million square meters in the Principality.
          It has been responsible for the majority of the
          buildings (at least 500.000 square meters) along the
          sea, the Monaco Yacht Club, the Summer Sporting Club,
          and many buildings and prestigious residences in
       Web Site: http://www.pastor-immobilier.mc/
       Locations: Malaysia, Brazil
       Information (concerning Petronas Motorsports): In the area
          of R&D, the continuous efforts involved in developing
          improved lubricant products for the PETRONAS -
          sponsored racing teams have also helped to promote
          technology transfer and the PETRONAS brand of products.
          With the use of these lubricants by the racing teams,
          the PETRONAS brandname is further enhanced and promoted
       Web Site: http://www.petronas.com/ (Web site not
          responding as of December 13, 2001)
       Locations: Japan
       Information: The Global leader in halogen lamp systems,
          PIAA Corporation was established in 1963 with the
          commitment to manufacture world-class products that our
          customers could use with pride and confidence.  Today
          PIAA upholds that commitment by combining market driven
          concepts with the latest technology to make night and
          inclement weather driving as safe as possible.
       Web Site: http://www.piaa.com/
       Locations: Japan
       Information: Pioneer is respected for its role in such
          innovations as interactive cable TV, the Laser Disc
          player, developing the first Compact Disc player for
          the car and the first detachable face car stereo, DVD
          and DVD recording, plasma display, and organic
          electroluminescent display.  The Company's strength in
          optical disc and display technology is complemented by
          its state-of-the-art software products and
          manufacturing capabilities.  Pioneer also distributes
          music and movie titles on VHS and DVD.  Offering a wide
          variety of titles, with a specialty in anime.
       Web Site: http://www.pioneerelectronics.com/
    Pony Canyon (symbol only, on some FujiTV banners)
       Locations: Japan
       Information: This is a familiar symbol/name for avid fans
          of anime (Japanese animation); the Pony Canyon symbol
          is prominently featured as the main clock in the radio
          studio in the anime series Android MAICO 2010.
       Web Site: http://www.ponycanyon.co.jp/ (Web site available
          in Japanese only)
       Locations: Malaysia, United States, Japan
       Information: Potenza tires for cars and trucks are made by
          Bridgestone, the Japanese company which now owns the
          storied American tire manufacturer Firestone.
       Web Site: http://www.potenza.com/
       Locations: Australia
       Information: Widely regarded as the world's leading long
          distance airline and one of the strongest brands in
          Australia, Qantas operates an average of 450 domestic
          flights a day and around 540 international flights
          every week, serving more than 120 destinations in 35
       Web Site: http://www.qantas.com.au/
    Sao Paulo
       Locations: Brazil
       Information: The host state of the Grand Prix of Brazil.
       Web Site: http://www.lsi.usp.br/alesp/ (Web site for the
          Assembleia Legislativa do Estado de Sao Paulo)
       Locations: Canada, United States
       Information: Founded in 1972, SAP is the recognized leader
          in providing collaborative e-business solutions for all
          types of industries and for every major market.
          Headquartered in Walldorf, Germany, SAP is the world's
          largest inter-enterprise software company, and the
          world's third-largest independent software supplier
          overall.  SAP employs over 27,800 people in more than
          50 countries, and all of them are dedicated to
          providing high-level customer support and services.
       Web Site: http://www.sap.com/
       Locations: Australia, Brazil, San Marino, Monaco, Canada,
          Europe, Hungary, United States, Japan
       Information: This company's core business include oil
          exploration and production, chemicals, gas and power,
          and oil products.
       Web Site: http://www.shell.com/
       Locations: San Marino, Spain, Germany, Belgium, Japan
       Information: Over 150 years of innovation have made
          Siemens a world leader in electrical engineering and
          electronics.  Today, Siemens is on its way to becoming
          a worldwide leading e-business company.  We will use
          the networked know-how of our more than 460,000
          employees in over 190 countries to benefit our
          customers and win new business - and live up to the
          motto: Siemens - global network of innovation.
       Web Site: http://www.siemens.com/
       Locations: Belgium
       Information: The host circuit of the Grand Prix of
       Web Site: http://www.spa-francorchamps.be/
       Locations: Japan
       Information: About the only English on the company Web
          site's homepage is a Flash movie stating 'Energy &
          Facilities Solution.'
       Web Site: http://www.toenec.co.jp/ (Web site in
    United States Grand Prix
       Locations: United States
       Information: The host race of the Grand Prix of the
          United States.
       Web Site: http://my.brickyard.com/usgp/
       Locations: San Marino, Europe, France, Great Britain
       Information: Vodafone is the largest mobile
          telecommunications network company in the world. It has
          interests in mobile networks in 28 countries across
          five continents.  Vodafone aims to be the world's
          leading wireless telecommunications and information
          provider, generating more customers, more services and
          more value than any of its competitors.
       Web Site: http://www.vodafone.com/
    Zepter International
       Locations: Brazil, Monaco, Canada
       Information: Zepter International is an organization which
          produces and sells exclusive high-quality consumer
          products around the world, principally by way of direct
          sales through a sales force of 120,000 consultants but
          also through retail outlets. Since its inception,
          Zepter has striven to enhance lifestyles around the
          world and to become an essential part of everyday
          living. Over the past few decades, Zepter has become a
          global enterprise with sales through its companies in
          over 50 countries across the world.
       Web Site: http://www.zepter.com/
    This section was created due to a personal inquiry, wishing
    to learn more about the history of the race venues currently
    used in F1 competition.  This is not intended to be a
    detailed history of all the race venues, but more of a
    general overview of the circuits.  As more information is
    gained, this section will be modified and expanded
    The majority of information for this section comes from
    circuits' official Web sites, Formula1.com
    (http://www.formula1.com/), and Driver Network
    (http://www.drivernetwork.net/).  To the extent possible, I
    will try to update circuit wins as best as I can, although
    that admittedly is not initially a priority in writing this
    The Albert Park circuit is a beautiful tree-lined venue using
    real Melbourne city streets encircling the serene Albert Park
    Lake.  The Albert Park circuit has hosted the Grand Prix of
    Australia since 1996, taking over from the Adelaide temporary
    street circuit.  Over 400,000 spectators saw the 1997 Grand
    Prix of Australia in person at the Albert Park venue.
    The 2002 Grand Prix of Australia was extremely eventful from
    the very beginning - to the extent that only eight cars
    finished the race!!!  Rubens Barrichello began the race from
    Pole Position (P1), but on slowing for the first corner of
    the circuit, Ralf Schumacher (brother of Michael Schumacher)
    rammed the rear of Barrichello's Ferrari and was sent
    airborne, landing in the massive sand trap at the end of Pit
    Straight with far too much damage to continue.  The incident
    created a massive chain-reaction melee as the other drivers
    scrambled to take evasive action... but many ended up taking
    each other out of contention due to massive damage.  Seven
    other drivers were forced to retire from the race due to
    extreme damage.  Fortunately, there were no severe injuries -
    just a lot of bruised egos and angry tempers.  Stupidly,
    however, the race marshals made the decision to send out the
    Safety Car instead of red-flagging the race; had the race
    been stopped instead, FIA rules would have permitted all
    those drivers involved in the incident to use their back-up
    ('T') cars when the race was restarted.  Of course, those
    drivers whose cars were damaged in the opening-lap melee were
    able to take advantage of the Safety Car situation to make
    repairs and rejoin the race.
    F1 winners at Albert Park include Damon Hill (1996), David
    Coulthard (1997), Mika Hakkinen (1998), Eddie Irvine (1999),
    and Michael Schumacher (2000-2002).
    The official Web site of the Australian Grand Prix
    Corporation (http://www.grandprix.com.au/cars/index.asp)
    features information on Australian F1 driver Mark Webber.
    Interestingly, there is a movement afoot - Save Albert Park
    (http://www.save-albert-park.org.au/) - which aims to prevent
    the relocation of the Grand Prix of Australia to a permanent
    race venue.
    The Sepang Circuit opened in March 1999 and includes three
    circuit formations: Race Track (used for the F1 Grand Prix of
    Malaysia), Go-Kart Track (using the first half of Race
    Track), and Motocross Track (circuit layout not yet available
    on the official Sepang Web site).  This is the second-newest
    race venue in F1 competition, which began its F1 use at the
    end of the 1999 season.  Sepang hosts F1, JapanGT, MotoGP,
    Merdeka Endurance, Malaysian Super Series, Motocross, and
    other track events (including private bookings).
    Two features cause the Sepang Circuit to truly stand out
    among all other F1 race venues.  The first is the incredibly
    wide nature of the track itself, which has a 16m minimum
    width to provide plenty of side-by-side racing action.
    Aesthetically, the Sepang Circuit is literally dominated by
    the main grandstand, which is nestled snugly inside the two
    longest straightaways and has a roof designed to simulate
    Malaysia's national flower (the hibiscus, or Rosa Sinensis -
    known locally as the Bunga Raya).
    Unfortunately, with the relative newness of the Sepang
    Circuit, there is not much historical information to be
    found.  The winners of the initial four Grands Prix of
    Malaysia: Eddie Irvine (1999), Michael Schumacher (2000 and
    2001), and Ralf Schumacher (2002).
    See the official Web site (http://www.malaysiangp.com.my).
    The Autodromo Jose Carlos Pace has hosted the Grand Prix of
    Brazil intermittently since 1973, but has held the event
    consistently since 1990.  As with many race venues, the
    circuit was originally longer (7.914 kilometers, or 4.946
    miles) than its current configuration (4.267 kilometers, or
    2.667 miles).  This is also an odd venue in that races are
    run counterclockwise.
    This is definitely a tricky circuit to master, built upon a
    steep hillside.  The very end of Pit Straight is the highest
    point of the circuit, then the circuit drops away
    significantly on a steep downhill S-curve which is one of the
    most dangerous areas in all of current F1 racing.  The
    majority of Sector 2 and the beginning of Sector 3 are a set
    of tight, twisty corners connected with VERY brief
    straightaways, all tempered with significant elegant changes.
    F1 winners at Interlagos: Emerson Fittipaldi (1973 and 1974),
    Carlos Pace (1975), Niki Lauda (1976), Carlos Reutemann
    (1977), Jacques Laffite (1979), Rene Arnoux (1980), Alain
    Prost (1990), Ayrton Senna (1991 and 1993), Nigel Mansell
    (1992), Michael Schumacher (1994, 1995, 2000, and 2002),
    Damon Hill (1996), Jacques Villeneuve (1997), Mika Hakkinen
    (1998 and 1999), and David Coulthard (2001).
    Unfortunately, I am currently unable to find any further
    online information concerning the Interlagos venue.
    Used for F1 racing since 1963, the Autodromo Enzo & Dino
    Ferrari is actually located in Italy (20 miles - or 32
    kilometers - from Bologna) even though it officially hosts
    the Grand Prix of San Marino.  Construction of the circuit
    began in 1950, and three years later was officially opened
    with 125cc & 500cc motorbike events.  However, only in 1979
    was the entire venue made permanent; before this time, part
    of the circuit was comprised of public roads.
    The 1963 F1 race was an untitled race, but was indeed part of
    the Formula1 series.  In 1980, the Imola circuit hosted its
    first World F1 race as the Grand Prix of Italy.  Beginning in
    1981, the race at Imola was named the Grand Prix of San
    Two notable major incidents occurred at Imola.  The first was
    in 1989, when Ferrari driver Gerhard Berger crashed and
    exploded in flames.  Nearly a full fifteen seconds later, the
    flames were extinguished and Berger saved to the delight of
    the concerned spectators; in fact, Berger re-entered the
    Five years later, during the qualifier race and the actual
    Grand Prix, Roland Ratzenberger and Ayrton Senna lost their
    lives.  (There has practically been a 'cult' surrounding the
    death of Ayrton Senna, and there are several Web sites which
    include details as well as video of his tragic death.)  Due
    to these incidents, the circuit was redesigned.
    F1 winners at Imola: Nelson Piquet (1981), Didier Pironi
    (1982), Patrick Tambay (1983), Alain Prost (1984, 1984, and
    1993), Elio de Angelis (1985), Nigel Mansell (1987 and 1992),
    Ayrton Senna (1988, 1989, and 1991), Riccardo Patrese (1990),
    Michael Schumacher (1994, 1999, 2000, and 2002), Damon Hill
    (1995 and 1996), Heinz-Harald Frentzen (1997), David
    Coulthard (1998), and Ralf Schumacher (2001).
    Visit the official Web site (http://www.autodromoimola.com/)
    for more information.
    The Circuit de Catalunya near Barcelona has hosted the Grand
    Prix of Spain since 1997.  The circuit hosts numerous forms
    of racing, including FIA Sportscar Championship, Spanish
    Formula-1 Grand Prix, 24 HOURS MOTORBIKE ENDURANCE, 24 HOURS
    CAR ENDURANCE, Catalunya Motorbike Championship, Spanish GT's
    Championship, Truck GP, and certainly F1 Racing; Catalunya
    even holds courses for the preparation of racing officials.
    Many teams also use the circuit for practice and testing.
    The circuit has three configurations: Grand Prix (7.563
    kilometers, or 4.727 miles), National (4.907 kilometers, or
    3.067 miles), and School (2.725 kilometers, or 1.703 miles).
    F1 winners at Catalunya: Jacques Villeneuve (1997), Mika
    Hakkinen (1998-2000), and Mika Hakkinen (2001 and 2002).
    See the official Web site (http://www.circuitcat.com) for
    more information.  Unfortunately, it does not have any
    historical information on the circuit, nor can I find any
    such information online.
    The A1-Ring has been the host of F1's Grand Prix of Austria
    since 1997, but also hosts Truck Grand Prix, Classic Grand
    Prix, Deutsche Tourenwagen Masters, and motorbikes, among
    other racing series.
    The 2002 Grand Prix of Austria was surrounded by controversy
    following an extreme Ferrari public relations faux pas.
    Reubens Barrichello had truly dominated the entire race
    weekend, and was definitely on his way to his second-ever F1
    win.  In the closing laps of the race, teammate Michael
    Schumacher (P2) began closing in on Barrichello, but the
    assumption was that this move was to allow Ferrari's cars to
    be close enough for a photo opportunity for its sponsors.
    However, since Michael Schumacher and Juan Pablo Montoya
    (Schumacher's closest expected competition) were at that
    point very close in points in the Drivers' Championship,
    Barrichello - who that week had signed a contract extension
    as the NUMBER TWO TEAM DRIVER behind Michael Schumacher - was
    ordered to pull aside in the final meters of the race to
    allow his teammate to gain an extra four points in his lead
    over Montoya (P1 awards 10 points; P2 awards 6 points).
    While FIA could not do anything against the team or the
    drivers for the team orders, the fans in the stands (and
    myself watching live on television at 7AM in Arizona) were
    FURIOUS.  Michael Schumacher having officially 'won' the race
    was to take the top rung on the podium, but instead took the
    second rung and pushed the 'true' winner Reubens Barrichello
    to the top rung; the FIA took objection to this and
    sanctioned the team and the drivers at a special hearing
    later in the year.
    F1 winners at A1-Ring: Jacques Villeneuve (1997), Mika
    Hakkinen (1998 and 2000), Eddie Irvine (1999), David
    Coulthard (2001), and Michael Schumacher (the official winner
    in 2002 - see the note on the controversy above, as many
    consider that Reubens Barrichello won the race).
    See the official Web site (http://www.a1ring.at) for more
    information.  Unfortunately, it does not appear to have any
    historical information on the circuit itself, nor can I find
    any such information online.  Also, the official Web site is
    entirely in German, a language I cannot read.
    Anthony Noghes presented the concept of an automobile racing
    event in the streets of Monte Carlo in the 1920s.  With the
    support of Prince Louis II, it was realized that the natural
    lay of the land provided a natural location for a superb
    racetrack.  The first Grand Prix of Monaco was help April 14,
    1929, with sixteen competitors.  Since then, only fourteen
    years did the Grand Prix of Monaco not take place.
    Many of the most famous F1 drivers have won the Grand Prix of
    Monaco: Juan Manuel Fangio in 1950 and 1957; Stirling Moss in
    1956, 1960, and 1961; Graham Hill in 1963-1965, 1968 and
    1969; Jackie Stewart in 1966, 1971, and 1973; Niki Lauda in
    1975 and 1976; Alain Prost in 1984-1986 and 1988; Ayrton
    Senna in 1987 and 1989-1993; and Michael Schumacher in 1994,
    1995, 1997, 1999, and 2001.  Due to the narrowness of the
    circuit, the steep elevation changes, and the numerous tight
    corners, the Grand Prix of Monte Carlo is one of the most
    prestigious events an F1 driver can possibly win.
    See the official Web site (http://www.monaco.mc/monaco/gprix)
    for more information.
    Located on the Ile Notre-Dame in Montreal, Quebec, Canada,
    the circuit has hosted the Grand Prix of Canada since 1978.
    The circuit is named for Gilles Villeneuve, the first
    Canadian F1 driver.  His first F1 victory was in 1978 at the
    Canadian Grand Prix on the Ile Notre-Dame track.  However,
    following his death during a practice session for the 1982
    Grand Prix of Belgium, the City of Montreal Executive
    Committee passed a resolution to rename the circuit in honor
    of Gilles Villeneuve.  Jacques Villeneuve, son of Gilles
    Villeneuve, now competes in F1 (for BAR in 2002), so the
    Villeneuve name continues on in F1 racing.
    Many people attempt to compare F1 cars with CART cars.
    Therefore, it is perhaps not so surprising that in 2002, CART
    raced at Circuit Gilles Villeneuve for the first time.  Based
    upon the popularity of this first CART venture to the
    circuit, CART will likely keep returning to this great race
    venue for many years and decades to come.
    F1 winners at Circuit Gilles Villeneuve: Gilles Villeneuve
    (1978), Alan Jones (1979 and 1980), Jacques Laffite (1981),
    Nelson Piquet (1982, 1984 and 1991), Rene Arnoux (1983),
    Michele Alboreto (1985), Ayrton Senna (1988 and 1990),
    Thierry Boutsen (1989), Gerhard Berger (1992), Alain Prost
    (1993), Michael Schumacher (1994, 1997, 1998, 2000, and
    2002), Jean Alesi (1995), Damon Hill (1996), Mika Hakkinen
    (1999), and Ralf Schumacher (2001).
    The official Web site (http://www.grandprix.ca) has plenty of
    good information - including very important circuit access
    information, since cars cannot be taken to the island.
    Originally 22.677 kilometers (14.173 miles) in length, the
    Nurburgring first opened in 1927 (following two years of
    construction) and is still going strong.  The opening events
    featured motorcycles (June 18, 1927), with cars featured the
    following day.  The 1939 German Grand Prix was the final race
    at Nurburgring for quite some time due to the beginning of
    World War II.  The circuit itself was damaged in the closing
    months of the war, but racing returned to Nurburgring in
    1947.  However, there were no races at Nurburgring in 1948,
    as the circuit was being brought up to safety standards.
    Nurburgring began hosting F1 events in 1951.  Estimates show
    that 400,000 spectators came to the track for the 1954 F1
    race.  In 1958, however, the F1 race saw the death of Peter
    Collins as his Ferrari went out of control.
    The 1968 world motorcycle championship at Nurburgring had a
    strange stoppage: a forest fire.  The F1 Grand Prix later
    that year had nearly impossible visibility due to intense
    rain and fog.
    In 1970, the Northern Loop of the circuit was called into
    question after numerous accidents.  Improvements were made
    for the following year, when 130,000 spectators witnessed
    Jackie Stewart winning the F1 Grand Prix.  More improvements
    were demanded in 1974 (first by motorcyclists, then by F1
    drivers).  When Nikki Lauda was seriously injured in 1976,
    the Northern Loop was decommissioned as an F1 venue.
    A new, shorter circuit was then designed and built, opening
    in 1984 at 4.542 kilometers (2.839 miles) in length.  Alan
    Prost won that year's European Grand Prix.  In 1986, however,
    the F1 race moved to Hockenheim.  1995 saw the return of F1
    to Nurburgring, and the historic race venue has produced
    excellent races ever since.
    Some of the notable F1 winners at Nurburgring: Alberto Ascari
    (1951 and 1952), Juan Manuel Fangio (1954-1956), Stirling
    Moss (1961), Jim Clark (1965), Jack Brabham (1966), Jackie
    Stewart (1968, 1971, and 1973), Alain Prost (1984), Michael
    Schumacher (1995, 2000, and 2001), Jacques Villeneuve (1996
    and 1997), Mika Hakkinen (1998), and Rubens Barrichello
    See the official Web site (http://www.nuerburgring.de) for
    plenty more details about the Nurburgring.
    The world-famous Silverstone circuit - often spoken of in the
    same terms as Indianapolis Motor Speedway and Monza - has
    hosted F1 racing since 1950.  This 5.110-kilometer (3.194-
    mile) circuit is set at an airport site, and contains several
    configurations.  The Silverstone International circuit (used
    for the British TOCA series) shares much of the same pavement
    as the Grand Prix circuit used for the annual F1 Grand Prix
    of Great Britain; in fact, the pavement for the two circuits
    even cross at approximately two-thirds of the way around the
    International circuit.
    During World War II, the Royal Air Force chose the site now
    known as Silverstone for an airfield and a bomber-training
    base.  Following the war, other circuits such as Donnington
    Park and Brooklands could not be used for racing due to
    having been converted for wartime uses.  Thus, in 1948, the
    Silverstone site was used for its first race... with the
    circuit marked by hay bales.  The circuit was redone in 1949
    and assumed a configuration roughly equivalent to that in
    current use.
    F1 began in 1950, and held its first race at Silverstone.
    Guiseppe Farina won the first-ever F1 race ni an Alfa Romeo.
    The British Racing Drivers' Club operated Silverstone until
    2001, when current owner Octagon Motorsports took control of
    the venue; this also ensures that the British Grand Prix will
    be held at Silverstone for at least the next fifteen years.
    The world's best F1 drivers have all placed themselves into
    the Silverstone record books, including Manuel Fangio,
    Stirling Moss, Mike Hawthorn, Jack Brabham, John Surtees, Jim
    Clark, Graham Hill, Jackie Stewart, James Hunt, John Watson,
    Niki Lauda, Alain Prost, Nigel Mansell, Ayrton Senna, Eddie
    Irvine, Jacques Villeneuve, Mika Hakkinen, Michael
    Schumacher, and David Coulthard.  The track record is held by
    Michael Schumacher, at 1:24.475 with an average speed of
    217.784KPH (136.115MPH).
    Silverstone hosts far more than just F1: Grand Prix
    motorcycles, SuperBikes, Karts, FIA GTs, European Le Mans,
    RallySprint, stages of the Rally of Great Britain, British
    Touring Car Championship, and British Formula 3 and GT.
    The official Web site is actually the site for Octagon
    Motorsports (http://www.octagonmotorsports.com/), which owns
    and operates Silverstone, as well as Snetterton, Cadwell
    Park, Brands Hatch, and Oulton Park.
    Characterized by its three parallel straightaways (which can
    be aurally difficult for drivers while on the middle
    straightaway), Nevers Magny-Cours has hosted F1 events since
    1991.  The 4.226-kilometer (2.641-mile) circuit is also used
    for Motorbikes Championship, FIA GT Championship, Formula
    Renault 2000 Eurocup, FIA Sportcar Championship, Formula
    Nissan, historical races, and various endurance races.
    F1 winners at Nevers Magny-Cours: Nigel Mansell (1991 and
    1992), Alain Prost (1993), Michael Schumacher (1994, 1995,
    1997, 1998, 2001, and 2002), Damon Hill (1996), Heinz-Harald
    Frentzen (1999), and David Coulthard (2000).
    Visit the official Web site (http://www.magnycours.com/) for
    more information.  Unfortunately, the site does not include
    any circuit history in either the French- or English-language
    versions of the site.
    The Hockenheim circuit was an EXCELLENT and very high-speed
    race venue until 2002, when the circuit was redesigned and
    severely shortened while accommodations were added to bring
    in even more spectators than before.  The former Hockenheim
    configuration ran almost entirely through the German forest.
    The circuit was designed in 1932, and hosts F1 and many other
    forms of motorsport.
    Notable F1 winners at Hockenheim: Niki Lauda (1977), Mario
    Andretti (1978),  (1981, 1986, and 1987), Alain Prost (1984,
    1993), Ayrton Senna (1988-1990), Nigel Mansell (1991 and
    1992), Michael Schumacher (1995, 2002), and Mika Hakkinen
    The official Web site (http://www.hockenheimring.de/) is
    unfortunately only available in German - which is a language
    I cannot read :-(
    Located 19.2 kilometers (12 miles) northeast of Budapest, the
    3.946-kilometer (2.466-mile) Hungaroring circuit has been
    used for F1 racing since 1986, and represented the first
    foray of F1 racing into the Eastern Block (during the Cold
    War era).
    F1 winners at Hungaroring include Nelson Piquet (1986 and
    1987), Ayrton Senna (1988, 1991, and 1992), Nigel Mansell
    (1989), Thierry Boutsen (1990), Damon Hill (1993 and 1995),
    Michael Schumacher (1994, 1998, and 2001), Jacques Villeneuve
    (1996 and 1997), Mika Hakkinen (1999 and 2000), and Reubens
    Barrichello (2002).
    The official Web site (http://www.hungaroring.hu/)
    unfortunately does not include a circuit history.
    The Spa-Francorchamps circuit is one of the most scenic race
    venues in all of F1 racing (especially now that the
    Hockenheim circuit in Germany has been practically destroyed
    in its new, far shorter configuration); races here are also
    as much characterized by the often-changing weather as by the
    challenging circuit itself.  The Spa-Francorchamps venue has
    been as long as 14.038 kilometers (8.774 miles) in length
    (from 1950 to 1956), but has been greatly shortened now to
    6.928 kilometers (4.330 miles) in length.  This is a tricky
    circuit, categorized primarily by the tight La Source hairpin
    just beyond the Start/Finish Line, and the long, snaking,
    steep, uphill climb up Eau Rouge to the tree-lined Kemmel
    Straight (the highest area of the circuit).
    The Spa-Francorchamps circuit hosts numerous forms of
    motorsport, including F1, Karting, and motorbikes.  There are
    also two driving schools based at Spa-Francorchamps: Peugeot
    Driving School EPMA and RACB Driving school.
    Conceived in 1920, the circuit was ready for racing in August
    1921... but there was no race, as only one competitor had
    registered :-(   Three years later, Spa-Francorchamps hosted
    its first annual 24 Hours of Francorchamps (24 Hours of Spa),
    an endurance race begun only one year following the inaugural
    24 Hours of Le Mans.  Until World War II, the major events
    held at the circuit were the motorcycle grand prix races, the
    Belgian Grand Prix, and the 24 Hours of Francorchamps.
    However, by the 1970s, drivers were sincerely concerned about
    safety along the lengthy Spa-Francorchamps circuit.  After
    numerous propositions, a shorter circuit was created, and the
    7-kilomter circuit was inaugurated in 1979.  Fortunately, the
    new circuit kept the main characteristics of its massive
    former self and also sported many safety improvements.  With
    the shorter, safer circuit, the F1 Grand Prix of Belgium was
    able to return to Spa-Francorchamps.  The current track
    record was set by Michael Schumacher at 1:43.726 (241.837KMH,
    or 151.148MPH) in 2002.
    In one of the most spectacular passes in recent F1 history,
    the 2000 Grand Prix of Belgium hinged upon Mika Salo drafting
    behind Michael Schumacher to make a pass for the race lead at
    the end of Kemmel Straight, using a third car as a pick on
    entering Malmedy-Les Combes at the highest point of the Spa-
    Francorchamps circuit.
    Notable F1 winners at Spa-Francorchamps: Juan Manuel Fangio
    (1950, 1954, and 1955), Alberto Ascari (1952 and 1953), Jack
    Brabham (1960), Jim Clark (1962-1965), Emerson Fittipaldi
    (1972), Alain Prost (1983 and 1987), Ayrton Senna (1985, and
    1988-1991), Nigel Mansell (1986), Michael Schumacher (1992,
    1995-1997, and 2001-2002), and Mika Hakkinen (2000).
    Please visit the official Web site (http://www.spa-
    francorchamps.be/) for a lot of excellent information on the
    Spa-Francorchamps circuit and its many events and driving
    Originally opened in 1922 to commemorate the twenty-fifth
    anniversary of the Milan Automobile Club, the Monza circuit
    (Autodromo Nazionale Monza), near Milan, Italy, has been the
    site of more F1 grand prix events than any other.  The Monza
    circuit has seen numerous configurations, including the
    famous banked section from 1955 to 1961.
    Monza has always been an incredibly fast race venue... and
    with this speed comes even greater danger.  Phil Hill's 1961
    race victory (his second consecutive win at Monza) was
    severely overshadowed by a collision between Jim Clark and
    Wolfgang von Trips which took the lives of the latter driver
    and over one dozen spectators.  A 1970 mechanical failure
    during Qualifying killed Jochen Rindt, so one may not be
    surprised that chicanes, guard rails, and reinforced fencing
    were added beginning in 1972 as an attempt to slow the cars
    and make Monza's events safer for all involved; however, the
    chicanes specifically were really just makeshift safety
    measures due to the increasing performance in virtually all
    realms of motorsport.  In more recent years, the opening lap
    of the 2000 Grand Prix of Italy was seriously marred by the
    death of a trackside race marshal due to all the flying
    debris at the Roggia Chicane (the second chicane of the
    circuit).  While there were no dangerous incidents at the
    2001 Grand Prix of Italy, that particular event happened to
    be scheduled for the first weekend following the world-
    shocking terrorist attacks on the United States (September
    11, 2001) AND the near-fatal accident at a new race venue in
    Germany (the previous afternoon) which forced the amputation
    of the legs of CART driver Alex Zanardi; these events cast a
    dark shadow over the race itself as well as the entire Grand
    Prix weekend.
    On a far more positive note, Williams driver Juan Pablo
    Montoya - truly making his first great impact upon the F1
    world following several years of astounding success in CART -
    broke Keke Rosberg's twenty-seven-year record for the fastest
    ever F1 qualifying lap.  Rosberg's then record-setting lap
    was 259.005KPH (161.878MPH) set at Silverstone; Montoya's new
    record-setting lap was 259.827KPH (162.392MPH).  What makes
    Montoya's achievement even more impressive is that Michelin-
    shod F1 vehicles (led by Williams and McLaren) have generally
    not been able to compete with Bridgestone-shod cars (led by
    The Monza circuit has seen all sorts of motorsport events,
    including motorcycles and touring cars, and currently is
    5.736 kilometers (3.585 miles) in length.  A recent Italian
    telefilm on the life of Enzzo Ferrari exclusively used the
    Monza circuit for its racing shots using time-appropriate
    Notable F1 winners at Monza: Alberto Ascari (1951 and 1952),
    Juan Manuel Fangio (1953-1955), Stirling Moss (1956 and
    1957), Stirling Moss (1959), Jim Clark (1963), Jackie Stewart
    (1965 and 1969), Emerson Fittipaldi (1972), Mario Andretti
    (1977), Niki Lauda (1978 and 1984), Alain Prost (1981, 1985,
    and 1989), Nelson Piquet (1983, 1986, and 1987), Ayrton Senna
    (1990 and 1992), Michael Schumacher (1996, 1998, 2000, and
    2002), and Juan Pablo Montoya (2001).
    The official Web site of Autodromo Nazionale Monza
    (http://www.monzanet.it/) has plenty of great information,
    including a large track map of Monza's various configurations
    and plenty of images of racing action on Monza's banked
    Essentially a 'stadium circuit' located at Indianapolis Motor
    Speedway, the Indianapolis Grand Prix circuit is the newest
    race venue in F1, first used in its current incarnation in
    2000.  This also marks the return of F1 racing to the United
    States, which had been absent since 1991 (using a temporary
    street circuit in downtown Phoenix, Arizona).  The initial
    4.192-kilometer (2.620-mile) US Grand Prix was won by Michael
    Schumacher in 2000, followed by Mika Hakkinen (in his final
    race win before sabbatical/retirement) in 2001.
    Indianapolis Motor Speedway was purchased in 1945 by Tony
    Hulman (the namesake of Hulman Blvd., which connects Turn 7
    and Turn 8 of the Grand Prix circuit) and restored to use
    after the speedway had fallen into disuse because of World
    War II.  In 1950-1960, the Indianapolis 500 also awarded
    points for the F1 World Championship; winners in this era
    include Johnnie Parsons, Bill Vukovich, and Jim Rathmann.
    Tony George, the President of the Indianapolis Motor
    Speedway, was almost single-handedly responsible for bringing
    F1 racing back to the United States.  The Indianapolis Motor
    Speedway had to be brought up to standard in order to host
    the United States Grand Prix, including a new Paddock area
    which would allow cars to exit from the garage directly onto
    Pit Lane.  Also, in a MAJOR concession to the traditions of
    F1 racing, the 2000 USGP marked the very first time that a
    race had been run in REVERSE (clockwise) at Indianapolis
    Motor Speedway.
    The 2001 Grand Prix of the United States was the first major
    auto racing event on American soil following the terrorist
    attacks on America just two weeks before.  FIA and USGP
    organizers truly went out of their way to provide
    entertainment, soothing words, and patriotic moments for the
    thousands of spectators at a time when the nation and the
    world were still in shock, grief, and mourning at the
    terrorist events.
    Winners of the Indianapolis 500 during its quasi-F1 era
    (1950-1960): Johnnie Parsons (1950), Lee Wallard (1951), Troy
    Ruttman (1952), Bill Vukovich (81953 and 1954), Bob Sweikert
    (1955), Pat Flaherty (1956), Sam Hanks (1957), Jimmy Bryan
    (1958), Rodger Ward (1959), and Jim Rathmann (1960).
    Winners of the United States Grand Prix at Indianapolis in
    the modern era: Michael Schumacher (2000), and Mika Hakkinen
    Visit the official Web site (http://www.usgpindy.com/).
    In operation since at least 1962 and the host of F1 races
    since 1987, Suzuka Circuit is the host of many forms of
    motorsport - including F1 and other Formula series, and
    motorbikes (including MotoGP) - as well as several racing
    schools.  Suzuka comprises two different circuits: the 5.821-
    kilometer (3.638-mile) International Racing Course (used for
    F1 events) and the 1.264-kilometer (0.790-mile) Southern
    Course (which itself contains numerous configurations).
    F1 winners at Suzuka: Gerhard Berger (1987 and 1991), Ayrton
    Senna (1988), Alessandro Nannini (1989), Nelson Piquet
    (1990), Riccardo Patrese (1992), Ayrton Senna (1993), Damon
    Hill (1994 and 1996), Michael Schumacher (1995, 1997, and
    2000-2002), and Mika Hakkinen (1998 and 1999).
    Unfortunately, the official Web site
    (http://www.suzukacircuit.co.jp/) is almost exclusively in
    Japanese. Many section titles are also given in English (such
    as Event Calendar, Group Enjoy!, and Circuit Queen), but the
    only truly-English area is a single page with downloadable
    files of information for buying tickets to the next Grand
    Prix of Japan.
    Many racing games (primarily arcade-heavy games such as CART
    Fury) can be played with absolutely no concerns about car
    set-ups; other racing games (such as Le Mans 24 Hours) have
    so few set-up options that changing anything really does not
    have much effect.  However, F1 2002 presents a number of set-
    up options in Simulation Handling, and the novice can easily
    become lost in trying to discern how to change the set-up
    options to induce or correct certain handling characteristics
    of a given car.  While I am certainly NOT a car expert (in a
    real car, I can just barely find the accelerator and the
    radio buttons), I can present some of the basics of various
    parts to help tuning novices.
    Note that often, when one part's setting has been changed, at
    least one other part's setting will also need to be changed
    to maintain some semblance of handling.  For example, if the
    gearbox is changed to use long gear ratios, the aerodynamics
    settings will likely need to be lowered to make use of the
    long gear ratios (otherwise, the car will have difficulty
    climbing into its highest gear at the appropriate speed).
    For another example, if the tire pressure is increased, the
    car will likely require soft tires to help to keep the car on
    the pavement when cornering (especially at high speeds).
       Type                F1 2002 presents both slick tires and
                           wet tires.  Wet tires are obviously
                           for use in rainy conditions.  Slick
                           tires, however, come in two "flavors:"
                           soft and hard.  The hard tire compound
                           has excellent durability, requiring
                           fewer trips to Pit Lane to change
                           tires, but at the cost of reduced
                           grip of the pavement.  The soft tire
                           compound occupies the exact opposite
                           extreme: short lifespan, superior
       Pressure            High tire pressures result in more-
                           rounded tires, meaning that less tire
                           surface will actually be touching the
                           pavement, thus inherently reducing the
                           amount of available pavement grip
                           (regardless of the type or compound of
                           tire used) and producing a slightly
                           faster car due to less friction.  Low
                           tire pressures create 'flattened'
                           tires, putting more rubber on the
                           pavement and creating far more
                           friction to slow the car and assist in
    Aerodynamics (Wings)   The wings are important for downforce,
                           the use of airflow over the front and
                           rear of the car to keep the light,
                           high-speed machines from taking off
                           like an airplane and doing a backflip
                           like the Mazda at Le Mans in 2001.  A
                           low downforce/wing setting produces
                           faster speeds but decreases cornering
                           ability, while a high setting will
                           help tremendously with cornering at
                           the sacrifice of straight-line speed.
       Ride Height         Like aerodynamics, ride height can
                           help or hinder a car's performance
                           through airflow.  A low ride height
                           setting allows less air underneath the
                           vehicle, resulting in less aerodynamic
                           friction to slow the car.  Conversely,
                           a high ride height setting allows more
                           air to pass underneath the car,  thus
                           increasing air friction and slowing
                           the car (which assists in cornering).
                              However, car performance is NOT the
                           only consideration when setting ride
                           height.  If ride height is set too
                           low, the car may bottom out,
                           especially at the top or bottom of
                           hills or when rolling over rumble
                           strips.  For short races (4-8 laps),
                           bottoming out may not be a significant
                           concern.  However, in longer races
                           (especially at 32+ laps), bottoming
                           out the car could cause mechanical
       Bump Stop           The bump stop indicates the point at
                           which the suspension will stop its
                           vertical travel as the car speeds
                           around the circuit.  Rumble strips,
                           debris, and generally bumpy sections
                           of pavement will inherently cause the
                           car's suspension to move as the
                           vehicle passes across non-even
                           surfaces and obstructions.
                              F1 2002 includes two bump stop
                           settings: high bump stop and low bump
                           stop.  If these numbers are identical,
                           the car will have no vertical movement
                           of the suspension, meaning that any
                           required vertical movement for
                           different surfaces will cause the
                           entire car to rise as the tires pass
                           over the obstruction(s).
       Spring Rate         A high spring rate setting will make
                           the springs stiffer, assisting in
                           cornering; however, if set too high,
                           the car is likely to jump when running
                           over rumble strips.  A lower setting
                           will keep the car from jumping, but
                           the vehicle will have trouble when
       Anti-roll Bar       The anti-roll bar can be stiffened to
                           keep the car from flipping, but this
                           will make cornering more difficult.
                           The setting can be lowered to
                           accommodate cornering ability, but
                           the car will then be easier to flip
                           in an accident.
       Brake Bias          Brake bias controls the percentage of
                           braking power going toward the front
                           and rear of the car.  In a change from
                           F1 2001, Brake Bias is now done on a
                           percentage basis, from -50% (front) to
                           0% (neutral) to +50% (rear).
       Brake Strength      Independent of brake bias, brake
                           strength controls the response of the
                           brakes relative to the amount of
                           pressure applied to the brake button.
                           A low setting produces little (slow)
                           response, while a high setting
                           produces great (fast) response.
                           Therefore, assuming that equal
                           pressure is always applied to the
                           brake button, a low setting requires
                           that braking begin earlier than the
                           same car and corner using a high
                           setting in the exact same racing
    Gearbox                F1 2002 allows players to customize
                           gear settings, but also includes three
                           preset gear ratios: short, medium, and
                           long.  A short gear ratio provides
                           impressive acceleration while
                           sacrificing top-end speed.  A long
                           gear ratio provides excellent top-end
                           speed (especially in a straight line),
                           but far slower acceleration.  A medium
                           gear ratio provides the best of both
                              Note that for F1's famous
                           standing starts, a short gear ratio
                           will allow a car to get off the line
                           very quickly, allowing for the player
                           to immediately gain one or more race
                           positions.  Conversely, a high gear
                           ratio will almost certainly cause the
                           player to lose one or more positions
                           at the start of a race due to the slow
                           acceleration inherent to long gear
    For more information on specific car parts used in tuning,
    please see Minesweeper's excellent Tuning Guide, available at
    GameFAQs (http://www.GameFAQs.com).  While this guide is
    specifically for Gran Turismo 3 A-spec, GT3 includes many,
    many, many more tuning/parts options than F1 2001, and
    Minesweeper does a very good job explaining the function of
    each part.  <<<Pointer to Minesweeper's Tuning Guide by
    written permission from Minesweeper - arigatou!!!>>>
    Here are my personal suggestions for car set-up.  These are
    based on my own driving style, which is a bit aggressive...
    moreso than what F1 2002 really wants to allow, so I am
    always driving on the edge (moreso than the average player).
    Most importantly, the set-ups presented here are essentially
    just baselines upon which individual players can begin
    tinkering to find the best possible settings for their own
    driving styles.
    These set-ups were achieved using Michael Schumacher's
    Ferrari, always in dry and sunny conditions, using the camera
    mounted just above the driver's helmet.  The settings were
    determined through extensive experimentation in Practice,
    then checked with Qualifying and a four-lap Race.
    Suggested set-up for Australia (Albert Park)
              Type                    Hard
              Front Pressure          20.2
              Rear Pressure           19.8
              Front Wing              13
              Rear Wing               16
                   Ride Height        30
                   High Bump Stop     35
                   Low Bump Stop      30
                   Spring Rate        183
                   Anti-roll Bar      184
                   Ride Height        42
                   High Bump Stop     50
                   Low Bump Stop      45
                   Spring Rate        115
                   Anti-roll Bar      77
              Brake Bias              +5%
              Brake Strength          70
         Gearbox                      Long
         Notes: This creates an extremely twitchy car which likes
                to slide a lot on braking.
    Suggested set-up for Malaysia (Sepang)
              Type                    Hard
              Front Pressure          21.3
              Rear Pressure           21.2
              Front Wing              17
              Rear Wing               19
                   Ride Height        30
                   High Bump Stop     35
                   Low Bump Stop      30
                   Spring Rate        97
                   Anti-roll Bar      184
                   Ride Height        42
                   High Bump Stop     50
                   Low Bump Stop      42
                   Spring Rate        108
                   Anti-roll Bar      77
              Brake Bias              +5%
              Brake Strength          65
         Gearbox                      Long
         Notes: The long gear ratio will provide plenty of
                benefits along the Pit Straight and the 'back
                straight' behind the main grandstands, as well as
                on the gentle uphill climb from Turn 2 to Turn 4.
                Drafting techniques in these three areas will pay
                even further dividends in terms of overall speed.
                Caution is required when accelerating out of
                Turns 1 and 2 especially.
    Suggested set-up for Brazil (Interlagos)
              Type                    Soft
              Front Pressure          20.2
              Rear Pressure           19.8
              Front Wing              15
              Rear Wing               18
                   Ride Height        30
                   High Bump Stop     40
                   Low Bump Stop      35
                   Spring Rate        97
                   Anti-roll Bar      184
                   Ride Height        56
                   High Bump Stop     56
                   Low Bump Stop      50
                   Spring Rate        108
                   Anti-roll Bar      77
              Brake Bias              +2%
              Brake Strength          65
         Gearbox                      Long
         Notes: The long gear ratios can be a disadvantage in the
                lower portion of the circuit, but the straight-
                aways are so short that even those cars using
                medium gear ratios will not have sufficient room
                to come up to a respectable speed.  Still, take
                extreme care with accelerating out of Turn 1 and
                the corners of the lower portion of the circuit.
    Suggested set-up for San Marino (Imola)
              Type                    Hard
              Front Pressure          20.2
              Rear Pressure           19.8
              Front Wing              15
              Rear Wing               18
                   Ride Height        30
                   High Bump Stop     30
                   Low Bump Stop      25
                   Spring Rate        87
                   Anti-roll Bar      184
                   Ride Height        50
                   High Bump Stop     50
                   Low Bump Stop      45
                   Spring Rate        108
                   Anti-roll Bar      72
              Brake Bias              +2%
              Brake Strength          65
         Gearbox                      Long
         Notes: Beware excessive wheelspin on acceleration out of
                Tosa and the Alta Chicane.  Medium gear ratios
                should also be a viable option at Imola, but long
                gear ratios will help to reduce wheelspin on
                acceleration out of tight corners and chicanes.
    Suggested set-up for Spain (Catalunya)
              Type                    Hard
              Front Pressure          19.1
              Rear Pressure           19.8
              Front Wing              12
              Rear Wing               15
                   Ride Height        40
                   High Bump Stop     40
                   Low Bump Stop      35
                   Spring Rate        97
                   Anti-roll Bar      184
                   Ride Height        56
                   High Bump Stop     56
                   Low Bump Stop      50
                   Spring Rate        108
                   Anti-roll Bar      72
              Brake Bias              +8%
              Brake Strength          70
         Gearbox                      Medium
         Notes: Long gear ratios could be used here, as there
                are several long sections of full-throttle
                racing.  However, even with medium gear ratios,
                there are usually a few cars along the straight-
                aways which can be used for drafting techniques
                to make a pass while gaining extra speed.  The
                higher Brake Strength set closer to the rear of
                the car can be extremely important at the end of
                Pit Straight, both due to its immense length and
                the likelihood of gaining even more speed due to
    Suggested set-up for Austria (A1-Ring)
              Type                    Hard
              Front Pressure          19.1
              Rear Pressure           19.8
              Front Wing              15
              Rear Wing               18
                   Ride Height        35
                   High Bump Stop     35
                   Low Bump Stop      35
                   Spring Rate        97
                   Anti-roll Bar      205
                   Ride Height        50
                   High Bump Stop     50
                   Low Bump Stop      50
                   Spring Rate        108
                   Anti-roll Bar      82
              Brake Bias             +3%
              Brake Strength          63
         Gearbox                      Medium
         Notes: This set-up is very close to the default settings
                given by the CPU; the only major change is to the
    Suggested set-up for Monaco (Monaco)
              Type                    Soft
              Front Pressure          18.1
              Rear Pressure           18.4
              Front Wing              19
              Rear Wing               20
                   Ride Height        48
                   High Bump Stop     48
                   Low Bump Stop      40
                   Spring Rate        97
                   Anti-roll Bar      215
                   Ride Height        69
                   High Bump Stop     69
                   Low Bump Stop      61
                   Spring Rate        108
                   Anti-roll Bar      82
              Brake Bias              +15%
              Brake Strength          70
         Gearbox                      Long
         Notes: The long gear ratios seem counterproductive in
                theory at this venue, but the straightaways
                actually ARE long enough to make this practical;
                also, the circuit is narrow enough that defensive
                maneuvers can be employed to keep faster cars at
                bay, and drafting tactics can be used to make
                passes (especially in The Tunnel, although
                the narrowness of the circuit combined with the
                inherent darkness makes The Tunnel a dangerous
                passing zone).  The higher Brake Strength brought
                closer to the rear of the car is key for keeping
                off the barriers.
    Suggested set-up for Canada (Circuit Gilles-Villeneuve)
              Type                    Hard
              Front Pressure          19.1
              Rear Pressure           19.8
              Front Wing              12
              Rear Wing               14
                   Ride Height        40
                   High Bump Stop     40
                   Low Bump Stop      35
                   Spring Rate        97
                   Anti-roll Bar      194
                   Ride Height        56
                   High Bump Stop     56
                   Low Bump Stop      50
                   Spring Rate        108
                   Anti-roll Bar      77
              Brake Bias              +3%
              Brake Strength          65
         Gearbox                      Long
         Notes: Hard braking while cornering will generally cause
                the car to slide in the direction the steering
                wheel is turned.
    Suggested set-up for Europe (Nurburgring)
              Type                    Hard
              Front Pressure          18.1
              Rear Pressure           18.4
              Front Wing              12
              Rear Wing               14
                   Ride Height        30
                   High Bump Stop     30
                   Low Bump Stop      25
                   Spring Rate        97
                   Anti-roll Bar      184
                   Ride Height        40
                   High Bump Stop     50
                   Low Bump Stop      45
                   Spring Rate        108
                   Anti-roll Bar      82
              Brake Bias              +10%
              Brake Strength          75
         Gearbox                      Long
         Notes: Take extreme care in the hairpin.
    Suggested set-up for Great Britain (Silverstone)
              Type                    Soft
              Front Pressure          21.3
              Rear Pressure           21.2
              Front Wing              14
              Rear Wing               15
                   Ride Height        35
                   High Bump Stop     45
                   Low Bump Stop      40
                   Spring Rate        97
                   Anti-roll Bar      184
                   Ride Height        50
                   High Bump Stop     61
                   Low Bump Stop      56
                   Spring Rate        108
                   Anti-roll Bar      77
              Brake Bias              +10%
              Brake Strength          75
         Gearbox                      Long
         Notes: With the long gear ratios, it is possible to zip
                through Bechetts (Turns 2-5) at full throttle,
                with the natural lean of the car through Turn 5
                causing an automatic gearbox to drop down into
                6th gear to help with cornering (beginning about
                at the apex).  Expect a difficult ride through
                the Stadium-like section at the end of each lap.
    Suggested set-up for France (Nevers Magny-Cours)
              Type                    Soft
              Front Pressure          19.1
              Rear Pressure           19.8
              Front Wing              12
              Rear Wing               13
                   Ride Height        50
                   High Bump Stop     50
                   Low Bump Stop      45
                   Spring Rate        103
                   Anti-roll Bar      173
                   Ride Height        61
                   High Bump Stop     61
                   Low Bump Stop      56
                   Spring Rate        115
                   Anti-roll Bar      72
              Brake Bias              +10%
              Brake Strength          75
         Gearbox                      Long
         Notes: Keep a tight inside line through Turn 2
                (Estoril), else risk sliding out into the sand
                to the left of the pavement due to
                centripetal force.
    Suggested set-up for Germany (Hockenheim)
              Type                    Hard
              Front Pressure          20.2
              Rear Pressure           21.2
              Front Wing              11
              Rear Wing               13
                   Ride Height        40
                   High Bump Stop     40
                   Low Bump Stop      35
                   Spring Rate        97
                   Anti-roll Bar      184
                   Ride Height        45
                   High Bump Stop     50
                   Low Bump Stop      45
                   Spring Rate        108
                   Anti-roll Bar      82
              Brake Bias              +10%
              Brake Strength          75
         Gearbox                      Long
         Notes: The long gear ratios will mean slower
                acceleration out of Turn 1 (North Curve) and
                the chicanes, as well as a difficult ride through
                The Stadium.  However, the straightaways are so
                long that the car should hit at least
                190MPH/310KPH in most straightaways; excellent
                use of drafting tactics can easily pull the car
                to over 200MPH/320KPH, especially if there are
                numerous cars close enough together to all be
                used for drafting.  On the other hand, given that
                the straightaways are so long, expect for other
                cars to also attempt to use drafting techniques;
                therefore, at Hockenheim moreso than at any other
                F1 venue, keep looking in the mirrors to defend
                a position if necessary, especially if driving a
                consistently-slower car (such as an Arrows or a
    Suggested set-up for Hungary (Hungaroring)
              Type                    Soft
              Front Pressure          20.2
              Rear Pressure           19.8
              Front Wing              19
              Rear Wing               20
                   Ride Height        40
                   High Bump Stop     40
                   Low Bump Stop      35
                   Spring Rate        103
                   Anti-roll Bar      194
                   Ride Height        50
                   High Bump Stop     56
                   Low Bump Stop      50
                   Spring Rate        115
                   Anti-roll Bar      72
              Brake Bias              15%
              Brake Strength          85
         Gearbox                      Long
         Notes: Due to the slopes throughout, the first and last
                corners of the circuit must be approached with
                extreme care.  The inherent lack of strong
                acceleration which comes with a long gear ratio
                will certainly help.  Despite the long gear
                ratio, only in very rare circumstances will the
                car be able to climb into seventh gear due to the
                lack of significant sections of full-throttle
                racing.  This set-up is extremely twitchy, and
                the car loves to slide through corners; this is
                really a set-up for EXPERT DRIVERS ONLY and
                definitely needs A LOT of fine-tuning... but I
                honestly do not have the patience for this
                track >:-(
    Suggested set-up for Belgium (Spa-Francorchamps)
              Type                    Hard
              Front Pressure          20.2
              Rear Pressure           21.2
              Front Wing              17
              Rear Wing               18
                   Ride Height        40
                   High Bump Stop     35
                   Low Bump Stop      35
                   Spring Rate        108
                   Anti-roll Bar      205
                   Ride Height        61
                   High Bump Stop     50
                   Low Bump Stop      50
                   Spring Rate        121
                   Anti-roll Bar      82
              Brake Bias              +5%
              Brake Strength          70
         Gearbox                      Long
         Notes: Take care to NOT accelerate too hard/soon exiting
                La Source, as the car could easily spin itself
                into Pit Exit and result in a race-ending Black
                Flag.  Also, beware the bumps through Eau Rouge.
    Suggested set-up for Italy (Monza)
              Type                    Hard
              Front Pressure          18.1
              Rear Pressure           21.2
              Front Wing              10
              Rear Wing               13
                   Ride Height        40
                   High Bump Stop     40
                   Low Bump Stop      35
                   Spring Rate        97
                   Anti-roll Bar      194
                   Ride Height        50
                   High Bump Stop     56
                   Low Bump Stop      50
                   Spring Rate        108
                   Anti-roll Bar      72
              Brake Bias              +10
              Brake Strength          80
         Gearbox                      Long
         Notes: Drafting tactics can be extremely beneficial
                along Pit Straight and Rettilineo Parabolica.
                The long gear ratio certainly takes advantage of
                the long straightaways of the Monza circuit.
    Suggested set-up for the United States (Indianapolis)
              Type                    Hard
              Front Pressure          20.2
              Rear Pressure           22.6
              Front Wing              13
              Rear Wing               16
                   Ride Height        45
                   High Bump Stop     45
                   Low Bump Stop      35
                   Spring Rate        114
                   Anti-roll Bar      152
                   Ride Height        71
                   High Bump Stop     54
                   Low Bump Stop      49
                   Spring Rate        128
                   Anti-roll Bar      82
              Brake Bias              +10
              Brake Strength          75
         Gearbox                      Long
         Notes: There is simply NO 'good' set-up for the
                Indianapolis F1 circuit; the infield portion
                requires a tight, technical set-up, while the
                Indy/NASCAR oval portion requires a high-speed
                set-up.  The settings offered here reflect
                somewhat of a 'middle-ground' set-up, achieving
                only around 175MPH/280KPH on the oval portion
                while having a moderately difficult time
                cornering (especially in traffic) in the infield
                portion of the circuit.
                   Drafting along the Indy/NASCAR oval portion of
                the circuit can bring faster lap times and higher
                top-end speed, which is particularly important
                with this suggested set-up.  The long gear ratio
                will certainly help on the Indy/NASCAR oval, and
                will help to reduce excessive acceleration in the
                infield portion of the circuit.
    Suggested set-up for Japan (Suzuka)
              Type                    Hard
              Front Pressure          19.1
              Rear Pressure           21.2
              Front Wing              15
              Rear Wing               18
                   Ride Height        45
                   High Bump Stop     45
                   Low Bump Stop      40
                   Spring Rate        103
                   Anti-roll Bar      173
                   Ride Height        56
                   High Bump Stop     56
                   Low Bump Stop      50
                   Spring Rate        101
                   Anti-roll Bar      88
              Brake Bias              +5
              Brake Strength          70
         Gearbox                      Long
         Notes: It is best to take a TIGHT line over apex rumble
                strips through Chicane.  Take care not to carry
                too much speed through the S-curves.
    The 2002 F1 racing season begins with a set of 'flyaway'
    (non-European) races.  This fast, flat, attractive circuit is
    built around Melbourne's beautiful Albert Park Lake, using
    actual city streets which generally receive little traffic
    during the year.  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, as well as many dark shadows
    obscuring long stretches of the pavement, especially in wet
    Pit Straight: The front straight is fairly long, following a
    moderate-braking corner (Turn 16).  However, Turn 1 requires
    an early braking zone.
    Turn 1 (Jones): 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,
    even beyond the start of a race.
    Turn 2 (Brabham): 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; do not hit the
    throttle too soon exiting Turn 1.
    Turn 3: This is a hard-braking right-hand semi-blind corner
    following a long straightaway; the braking zone begins
    earlier than it would otherwise appear, so make use of the
    distance-to-corner markers.  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
    Turn 5 (Whiteford): A gentle right-hand corner through the
    trees which leads to a nice straightaway.  With a flawless
    racing line, no braking is necessary here; otherwise, a quick
    lift of the accelerator will be needed to keep the left side
    of the car off the barrier.
    Turn 6 (Albert Road): 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.  Blasting through Turn 6 without braking 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 (Marina): Immediately following Turn 6, Turn 7 is a
    very gentle left-hand corner which brings you alongside the
    northernmost end of Albert Park Lake.  Beware the barrier on
    the right.
    Turn 8 (Lauda): 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 (Clark Chicane): This corner is a tight right-hand
    turn which requires moderate or hard braking.  Traffic almost
    always bunches up here.  If you miss the braking zone here,
    you will end up out in the blue-green dust-covered area.
    Turn 10 (Clark Chicane): 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.  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 (Waite): This extended left-right chicane is
    tricky.  Turn 11 can be taken flat-out, but Turn 12 (Waite)
    CANNOT be successfully navigated at full speed without either
    shortcutting the corner (using the pavement inside the rumble
    strips) or ending up beached in the kitty litter on the exit
    of the chicane.  Sliding even one pixel across the rumble
    strips on either side of the chicane results in a Stop-Go
    Penalty.  A flawless racing line is crucial to success here
    and in the ensuing straightaway.
    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 (Ascari): 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.
    Turn 14 (Stweard): 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 J-turn to
    the left here, requiring hard 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 (Prost): But, be careful with the approach and exit
    angles for this right-hand turn, as the barrier (and a
    grandstand) is just a few feet off the pavement on the left
    as you exit the corner.  A new addition from previous
    versions of the game, the Pit Lane barrier begins at the
    entry of Turn 16, so shortcutting is not a possibility, and
    dropping the right-side tires off the pavement is also not a
    good option.  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.
    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.  Kuala Lampur 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).
    Pit Straight: The main grandstands are to the left as you fly
    down the Pit Straight.  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.
    Remember that Turn 2 is slower than Turn 1, so if following
    another car, allow plenty of room to keep from ramming the
    other vehicle.
    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 slight lifting of the
    Turns 7 and 8:  These two right-hand corners are best taken
    in a wide 'U' formation.  There is plenty of kitty litter on
    the outside of the corners here should you lose concentration
    and drive off the pavement.  While experts with a death wish
    may be able to speed through these corners at full throttle,
    braking or significantly lifting off the accelerator would be
    a far better choice.
    Turn 9: This tight left-hand J-turn 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.  Moderate braking will be needed here, as
    Turn 11 is tighter than Turn 10.  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 nasty right-hand decreasing-radius hairpin
    with no paved swing-out area on exit, making the corner far
    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
    certainly 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, but be ready to block any
    aggressive drivers trying to pass you as they slam on the
    throttle on exit.
    Pit Entry: The Pit Lane begins halfway through the Turn 14
    hairpin (the final corner of the course).  Keep tight 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.
    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 per lap) 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.
    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 in all of F1 racing.  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; beware of slow
    cars entering Pit Lane.
    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.
    Turn 2 (S do Senna): Following immediately after Turn 1, it
    is best to coast through this right-hand corner, with strong
    acceleration on exit to set up prime passing opportunities in
    Curva du Sol or along the following straightaway.  Beware the
    Pit lane barrier practically rubbing up against the pavement
    here on the left.  (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.
    Keep to the right on exiting Curva du Sol so that cars
    rejoining the race from the Pit Lane can blend in without
    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 severely by the sand and
    Turn 5: A gentle left-hand turn, this can be taken at full
    throttle.  The course begins to slope upward again.  However,
    do not try to take this corner to sharply on the apex, as the
    barrier may not agree with your tactics.
    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 incredibly tight right-hand corner requires hard
    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 (or simply coast) for the sharp left-hand
    Pinheirinho.  This may 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 almost 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
    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.
    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 long, which makes it
    extremely important to select your pit strategy carefully in
    long races.
    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
    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.  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 and through Turn 2 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 and crashing into the barrier on the left
    side of the circuit as the sandy recovery area severely
    narrows on approach to Tosa.  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
    Straightaway: The course continues up the hill here.  Just
    beyond the overhead billboard, 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.  This is a full-speed
    'corner,' but the racing line is still very important here.
    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,
    severe 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.
    Turn 11 (Mineralli): Immediately following Turn 10, the left-
    hand Turn 11 continues the upward slope of the course.  Care
    must be taken not to slip off to the right of the track on
    Turns 12-13 (Alta Chicane): This is a tight right-left
    chicane.  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.  Alta Chicane, due
    to its placement just slightly beyond the crest of the
    circuit, is also 100% unsighted on approach, so it is very
    easy to miss the chicane and either overshoot it or turn too
    early - either method results in a Stop-Go Penalty.
    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.  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.  Be VERY careful riding the rumble strips in Bassa
    Chicane, as wheelspin on the rumble strips is likely to force
    the car out of control, which means either getting caught in
    the kitty litter inside Turn 17, or colliding with the
    barrier (which is VERY close to the pavement) on exiting the
    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.
    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.
    Intertextal Note: The Catalunya circuit is also used in the
    PS2 game Le Mans 24 Hours.
    Pit Straight: As usual, incredible speeds can be attained
    here.  Watch for cars rejoining the race from the right side
    of the straightaway about two-thirds of the way along its
    massive length.
    Turn 1 (Elf): This is a right-hand corner which requires
    moderate 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 intact.
    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 with a flawless racing line.
    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 (and usually only if the car you wish to pass
    takes the wide line around the corner).  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
    find yourself in the kitty litter.
    Straightaway: This straightaway fades to the left.  Strong
    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, so do
    not commit too much to turning left here, or the front-left
    of the car will be shaking hands with the barrier.
    Turn 7 (Campsa): This right-hand corner can be taken at full
    speed with a flawless racing line.  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
    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
    or just slightly in the grass.
    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 certainly damage
    the front of the car on a barrier.
    This course may only have seven corners, the fewest of the
    circuits used in the 2002 racing season, but it is still a
    highly-challenging technical course for the drivers.  The
    circuit itself is built on a steep 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.
    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.  The beginning of the Pit Straight (coming off
    Mobilkom Curve) is also a bit bumpy.
    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.  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 likely 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); any speed over 30MPH is definitely too fast for
    Remus Curve.  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.  If you
    use the accelerator too soon on exit, you WILL find yourself
    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.  Make use of the distance-to-
    corner markers, or else you risk overrunning Gosser Curve.
    Turn 3 (Gosser Curve): Another tight right-hand corner, heavy
    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 moderate or heavy braking, especially
    since this is a blind corner due to the slope of the hill on
    the inside of the turn; 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.  Note that the circuit
    turns to the left here; the patch of pavement which continues
    straight forward will lead you into a barrier.
    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; this
    'transition' section is also rather bumpy.
    Turn 6 (Jochen Rindt Curve): This is a blind right-hand
    corner which can be taken with light braking, or just a small
    lift of the accelerator; the best way to judge this corner is
    by using the right-side barrier as a guide.  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 very long pit
    lane, so plan to stay out of here as much as possible!!!
    'To finish first, first you must finish.'  The Monaco circuit
    is a highly daunting temporary street course, especially from
    the Driver 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!!!!!  The circuit is
    extremely narrow, to the point that if a car bangs a barrier,
    it will almost certainly ricochet into the opposite barrier
    (if not into a nearby vehicle).  While driving this circuit,
    players may want to have "I Will Survive" playing on auto-
    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
    multi-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.  Three-wide racing is definitely
    NOT an option here!!!!!
    Turn 2 (Massanet): This is a sweeping decreasing-radius left-
    hand blind corner requiring moderate or heavy braking on
    entry and light braking (or coasting) 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): 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 medium-length downhill
    straightaway, heavy braking is needed for this right-hand
    blind 'J' turn.  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 (even 40MPH is a dangerous speed here).  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.
    If there is traffic ahead, it may simply be best to fall in
    line, as two-wide cornering here is extremely difficult to do
    without damaging the car.
    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.
    Do not let the beautiful view of the water distract you from
    the race.  The circuit is a little bumpy exiting Portier,
    especially if you stay tight to the inside of the corner on
    Straightaway (The Tunnel): This 'straightaway' is actually a
    very long right-hand fade in a semi-tunnel (the left side
    provides a view of the water).  However, even on a sunny day,
    visibility here is poor due to the sun being at a 'wrong'
    angle compared to the circuit, and this is 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 (Nouveau Chicane): The course narrows as you come
    around the chicane, but then 'widens' back to 'normal' at the
    exit.  Fortunately, F1 2001 has removed the barrier on the
    inside of the chicane which made this a treacherous
    configuration in F1 2000.
    Turn 8 (Tobacco): This left-hand corner is best taken with
    moderate braking.
    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 with a solid racing line and no encumbering
    traffic.  After an extremely brief straightaway, Turns 11 and
    12 form the opposite configuration (right-left), but are even
    tighter and require moderate braking at best.  This opens out
    onto a short straightaway where you MIGHT be able to pass ONE
    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.
    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.  F1 2002 presents the old circuit configuration;
    the new configuration is a bit shorter at Casino Hairpin (to
    allow for more recovery room, if needed), and has Pit Exit
    empty out at the midpont of Senna Curve.
    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 (Senna Curve): 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 (Island Hairpin): 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
    cause the car to spin if taken too fast.  Extreme caution is
    required here if racing in wet conditions, as the severity of
    Island 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.
    Beware the barrier to the left on exit.  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.  Expert drivers MIGHT be able to blast through this
    chicane at full acceleration by making judicious use of the
    rumble strips.  This chicane begins the segment of the
    circuit closely bounded by barriers.
    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: Finally coming out of the section of Monacoesquely-
    close barriers, this left-hand corner will require moderate
    braking, or you will be flying through the grass toward the
    spectators in Grandstand 33.  This leads out to a very brief
    Turn 7 (Concorde): 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
    Straightaway: The course runs along the southern shore of the
    island here.  Unfortunately, the extremely tall barrier
    prevents much of a view, 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.
    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 beach the car in the kitty litter;
    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 in Melbourne).  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 likely 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.  if you can spot it through the trees, 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.
    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.
    From a driving standpoint, the hilly Nurburgring circuit is
    very much characterized by its tight corners, some of which
    are semi-blind turns.  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 narrow streets of Monaco require more
    braking than does the Nurburgring circuit.  Unfortunately, F1
    2002 presents the OLD circuit configuration; the new
    configuration severely changes the initial corners of the
    circuit so that the course briefly doubles back behind the
    Paddock area.
    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): Moderate braking is required
    before entering this 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.  Turn 2 is actually somewhat of
    a double-apex left-hand corner, so do not go too wide
    initially on exit.  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 or a quick lift of the accelerator 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 continues its downhill
    slope here, which significantly adds to the difficulty of the
    turn, especially in wet condditions.  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
    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 as you continue downhill.
    Turn 5 (Dunlop Curve): Severe braking for this hairpin is a
    must, unless you really want to drive through the sand.
    Again, rolling up on the rumble strips on the inside of the
    curve may cause you to lose control of the car; however, I
    have several times induced slight wheelspin of the right-side
    tires on the rumble strip, which helped to swing the car
    around the corner just a little faster.  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.  Unless traffic
    blocks your racing line, the entire Audi S section can be
    taken at top speed if you have a good racing line, 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, or you will definitely be off in the grass on
    the outside of the curve.  After a short straightaway, this
    corner is followed by the gentler BIT Curve.
    Turn 9 (BIT Curve): This right-hand curve will require light
    or moderate braking, depending on how much acceleration was
    used in the brief straightaway following the RTL Curve.
    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
    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 newly-added barrier to collect you and your car.
    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 Pit Lane
    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.  Keep
    tight to the right for Pit Entry, to allow those continuing
    the race to have the prime racing line to the left of the
    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); fortunately, FIA
    learned its lesson and moved the British Grand Prix further
    back in the calendar in 2001, and continued that trend for
    2002.  Built on an airport site which is contracted to host
    the Grand Prix of Great Britain until at least 2010, this
    historic course features wide run-off areas in most places.
    The final segment of the circuit is also very similar to -
    but also vastly different from - The Stadium at Hockenheim.
    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 through 4 can be taken at full speed or
    with very quick tapping of the brakes, but Turn 5 requires
    moderate braking to keep to the pavement.
    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 by far
    the longest straightaway of the course.  Powerful
    acceleration out of Turn 5 (the final corner of Bechetts) can
    lead to good passing opportunities along Hangar Straight
    and/or entering the almost-nonexistent braking zone for Turn
    7 (Stowe).
    Turn 7 (Stowe): Light braking or a quick lift off the
    accelerator will be required here (unless blocked by traffic)
    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
    Straightaway (Vale): If you can somehow successfully navigate
    Stowe without braking or lifting, 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
    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 Turn 11, a right-hand corner which
    can be cleared with little or no braking depending on how
    much you slowed entering Abbey.  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
       moderate braking.
       Turn 14 (Brooklands): Another left-hand corner, this one
       requires heavy braking.  There is a small sand trap for
       those who miss the braking zone.
       Turn 15 (Luffield): This set of right-hand corners
       essentially forms a 'U' shape, and requires 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 5.  The entry to Pit Lane is on the right shortly
       leaving Luffield.
       Turn 16 (Woodcote): Barely a corner but more than a fade,
       the course eases to the right here.  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.
    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 is one of the slowest corners in
    modern 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; listen attentively to the team radio
    for useful traffic information.  The circuit also has
    extremely wide areas along most of the main course for a car
    to pull aside should a major malfunction arise.
    Unfortunately, F1 2002 places the Start/Finish Line well down
    Pit Straight, whereas the real-world Start/Finish Like is at
    the exit of High School.  This is the circuit where Michael
    Schumacher won the 2002 Drivers' Championship.
    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
    and headache-causing concentration 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 unless
    encumbered by a lot of traffic.
    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 onto 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.  Even 30MPH is likely to be too fast here.
    Straightaway: Acceleration out of Adelaide is important for
    passing other cars here.  There are a few fades in the course
    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, this
    extension is significantly shorter than it was in F1
    Championship Season 2000.
    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.  While this corner is not as slow as the
    Adelaide hairpin, you really do not want to try pushing very
    much faster here.
    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.
    The bright-green extension on the inside of Turn 8 is longer
    than in F1 Championship Season 2000, which could well be used
    for top-speed navigation of the chicane.  A short
    straightaway out of Imola sets up the Water Castle curve.
    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.  If you completely miss this chicane,
    you will blast through the sand trap and break the front end
    on a perpendicular barrier blocking any direct access to Pit
    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.  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
    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 2002.  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).  Except for 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.  It is truly interesting
    that the German Grand Prix immediately follows the British
    Grand Prix, due to The Stadium here at Hockenheim and its
    unnamed similar segment at Silverstone.
    Important Note: These driving instructions are for the old
    Hockenheim circuit, which is still used in F1 2002 despite
    the circuit's drastic reconfiguration and shortening in
    Spring/Summer 2002.
    Pit Straight: This is an extremely short straightaway
    compared to the rest of the course.
    Turn 1 (North Curve): This right-hand corner will require
    moderate braking to keep out of the expansive kitty litter.
    The Pit Lane rejoins the course from the right at the exit of
    North Curve.  Acceleration out of North Curve is of key
    importance due to the length of the ensuing straightaway.
    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): A nasty barrier blocks any
    shortcutting attempts of this right-left chicane.  Moderate
    or heavy braking will 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.  There
    is a wide patch of pavement on the inside of Turn 2, but
    shortcutting here results in a Stop-Go Penalty.
    Straightaway: Yet another long, sweeping straightaway which
    fades calmly to the right, so powerful acceleration out of
    the Jim Clark Chicane is imperative to keep from getting
    passed.  Drift to the left before entering the Brems Chicane,
    and begin braking much earlier than for the Jim Clark
    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 (without a
    barrier).  However, the official course suddenly cuts tightly
    to the right and 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.  This right-left chicane has a
    continual downhill slope, adding to the difficulty of the
    chicane.  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 key to assist in passing here.
    Straightaway: This is yet another long straightaway, but
    without any fades.  Drift to the right for the Ayrton Senna
    Turns 7-9 (Ayrton Senna Chicane): DO NOT follow the old
    course pavement directly ahead unless you really WANT to
    collide with the brand-new barrier.  The official course
    turns to the left, cuts to the right, and eases left again.
    It is actually possible to speed into Turn 7 at top speed,
    lift off the throttle through Turn 8, and accelerate quickly
    out of the chicane - but this is certainly NOT recommended.
    Straightaway: The final long straightaway of the course has
    extra pavement on the left - 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.
    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, requiring moderate
       braking.  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 heavy 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 moderate braking.  The Pit Lane
       entry is to the right just before the official Turn 13.
    Pit Entry: The Pit Lane begins to the right at the entry of
    Turn 13 (the final corner of the Stadium).
    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 extremely nasty configuration of the first turn.
    Pit Straight: Like Interlagos, Pit Straight is the highest
    elevation on the course and a very long straightaway.
    Actually, the highest elevation is at the very end of the Pit
    Straight, at the entrance of Turn 1, due to the continual
    uphill slope.
    Turn 1: It's all downhill from here, 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 moderate braking.  Turn 2 is quickly
    followed by Turn 3, a light-braking right-hand corner which
    must be taken at full throttle on exit to set up passing
    opportunities through Turn 3 and along the ensuing
    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 flawless 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, but only with a good racing line.  This is a prime
    place to pass if sufficient acceleration was made out of Turn
    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.
    Turns 12 and 13: This is a right-left chicane for which the
    CPU is again very touchy concerning shortcutting.
    Turn 14: This is a narrow '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 a tight, 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.
    Do not take this corner too tightly, or you will damage the
    right-side tires on the Pit Lane barrier.
    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).
    This is a well-storied course used for many forms of racing.
    The longest course used in the 2002 F1 season, the forest
    setting is rather scenic.  This is also home to the famous
    Turn 1 - the La Source hairpin - which is deemed 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 or overcast
    Pit Straight: Strong acceleration out of the Bus Stop chicane
    allows SOME room for passing here.  Fortunately, the
    Start/Finish Line has been moved back away from La Source.
    The course also slopes downward here, all the way through La
    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 if you can suddenly dart either to the outside or
    the inside of the turn.  Passing can also occur here if you
    brake REALLY late.
    Straightaway (Eau Rouge): Immediately at the exit of La
    Source is where 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 (and vice versa).  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,
    especially if you are too hard on the accelerator exiting La
    Source and force the car into a slide or a spin to the right.
       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 just
    as important as perfect timing in order to keep the car on
    the pavement.  Until this corner can be taken flawlessly, it
    is best to keep to single-file driving through the fades.
    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 when racing 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
    nearby grandstand.  The Malmedy complex has plenty of run-off
    room, comprised of both sand and grass, with minor short-
    cutting permitted by the CPU.  Entering Malmedy, be sure not
    to keep going straight along another stretch of pavement
    (part of the old circuit), which leads to a barrier.
    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 (due to the
    downhill slope), 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 'correctly,' this may also result in launching the
    vehicle airborne.
    Turn 7: Shortly following Bruxelles, this left-hand corner
    requires moderate braking.
    Turn 8 and 9 (Pouhon): These two easy left-hand corners
    essentially form a wide 'U' shape, and require light or
    moderate braking.  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 moderate 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 super-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 true experts can
    semi-easily fly through the Bus Stop at top speed without
    incurring a Stop-Go Penalty for shortcutting the chicane (but
    be prepared to save the car should the rumble strips cause
    you to lose control).
    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.
    This historic high-speed track hosts a highly partial pro-
    Ferrari crowd - affectionately known as the 'tifosi.'  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 two races are both overseas, 'flyaway' races (at
    Indianapolis and Suzuka).
    Pit Straight: Strong acceleration out of the Curva Parabolica
    can create prime passing opportunities along the Pit
    Straight, the longest straightaway at Monza.  The Pit Lane
    begins on the right shortly after exiting the Parabolica.
    Turns 1-3 (Rettifilio): The new chicane here is a tight
    right-left with a gentle right turn back into line with the
    original pavement.  The chicane is blocked by a barrier, but
    the inside of Turn 1 has a paved 'extension' which may be of
    benefit.  Even with Flags on, shortcutting the chicane TO THE
    RIGHT OF THE BARRIER can be done at top speed, thus lowering
    lap times; shortcutting to the left of the barrier results in
    a Stop-Go Penalty.
    Turn 4 (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 5 and 6 (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.  This is a
    very tight left-right chicane, so moderate or heavy braking
    is required; shortcutting through here at full throttle is
    possible by making use of the new, narrow, bright-green
    extensions on the inside of each corner, as the CPU us rather
    tolerant of shortcutting here (compared to previous
    incarnations of the game).  There is a large sand trap for
    those who miss the chicane altogether.
    Turn 7 (First Lesmo): This right-hand corner requires
    moderate braking.  There is a wide sand trap on the outside
    of the corner, just in case.  Beware the barrier on the
    inside of the corner.  About 150MPH is the maximum speed
    here, or you risk slipping off the course and into the kitty
    litter.  If you shortcut the first two chicanes of the game,
    this will be the first time you absolutely need to use the
    Turn 8 (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.  Again, beware the barrier on the inside
    of the corner.  Generally, about 140MPH is the maximum speed
    here to keep from sliding off the pavement.
    Straightaway/Turn 9 (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
    first bridge.  The circuit is extremely bumpy between the two
    Turns 10-12 (Ascari): The Ascari chicane is more difficult
    than it seems.  Turn 10 is a left-hand corner requiring at
    least light braking.  This is followed immediately by a
    right-hand corner requiring moderate braking.  Turn 12 can be
    taken at full acceleration if you slowed enough in Turn 11.
    Wide areas of grass and sand are available for those
    overruninng any part of the chicane.  Still, unless
    encumbered by traffic, experts may be able to take Ascari at
    full throttle with a flawless racing line which makes use of
    the rumble strips as well as the bright-green 'extension' on
    the inside of Turn 10.
    Straightaway (Rettilineo Parabolica): This is the second-
    longest straightaway at Monza and a prime passing zone,
    especially with powerful acceleration out of Ascari.
    Turn 13 (Curva Parabolica): This final corner is a very-wide
    increasing-radius right-hand hairpin. Light or moderate
    braking is required on entry, but after 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
    really should not be necessary unless you suddenly need to
    take evasive action to avoid someone else's accident.  After
    the Lesmo corners, the Curva Parabolica is the third and
    final place where braking is a definite MUST.
    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
    The inaugural U.S. Grand Prix was significant for two
    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 (CART is an exception, but only on road courses).
    Fortunately, FIA gave the live rights to ABC for the American
    audience, a very intelligent move to try to increase F1's
    exposure in the American market; this would not have been
    nearly as effective if SpeedVision had been permitted the
    live rights for the race, as SpeedVision is a cable-
    /satellite-only channel, and not all cable systems carry
    SpeedVision in their more affordable packages (in Tucson, I
    personally pay $25 extra per month just to get the package
    which includes SpeedVision).  Except the Pit Straight, the
    U.S. Grand Prix circuit 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 is 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 2002 season.
    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 violently
    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 the famous Hulman
    Blvd., which leads to the Indy Museum.  Moderate braking is
    need here, but there is fortunately an immense paved swing-
    out area on exit  which stretches much of the way toward Turn
    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 to the left, this corner requires moderate or
    heavy braking, depending on your car's top speed on Hulman
    Blvd., and is rather easy to miss if not marked by traffic.
    However, the following straightaway is extremely short, so do
    not expect to accelerate much (if at all) before 'Mickey' and
    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 40MPH 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.
    Take care not to induce wheelspin on exit.
    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) for the U.S.
    Grand Prix.  It is important to hug the apex of the corner
    tightly, but keep off the infield grass.
    Pit Entry: The Pit Lane begins just before Turn 13.  There is
    plenty of room to enter Pit Lane and slow down, so keep up to
    speed while still on the main circuit.
    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
    Le Mans 24 Hours) 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.  This is the
    circuit where Michael Schumacher won the 2000 Driver's
    Championship.  Suzuka was once the official test circuit for
    Honda, with the figure-eight configuration ensuring that
    there were a near-equal number of both left-hand and right-
    hand turns; similarly, the circuit was purposely designed to
    include as many types of corners and situations as possible,
    which makes the Suzuka circuit more technically difficult
    than it might at first appear to Suzuka novices.
    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 (almost double-apex) 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 HARD 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 generously - or use only second or third
    Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
    crest of the initial uphill segment of the course.  However,
    it is best to brake lightly or at least lift off the
    accelerator to keep from sliding out into the grass and sand
    on the right side of the long corner.
    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 or heavy 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 may
    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.  The fade is a good place to begin braking
    for 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 or lock the
    Turn 10: Continuing the uphill run, the course here makes a
    wide sweep to the right.  Any braking here means losing track
    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 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 repeatedly 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.  (If you feel a bit
    cocky, try speeding through the Pit Lane for the support
    races, located on the right as you start uphill again - this
    Pit Lane will be familiar to those who have played Le mans 24
    Turn 13 (130R): Shortly after crossing the bridge, the course
    turns gently to the left.  Light braking or - even better - a
    quick lift off the accelerator - is almost certainly required
    at 130R to keep from sliding off-course, although experts can
    speed through here at full throttle with an excellent racing
    line and no encumbering traffic.
    Turns 14-16 (Chicane): This is the trickiest part of the
    course (even moreso than Hairpin), and quite likely the one
    area which will determine whether or not you can execute a
    good lap time.  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; all of this is on a downhill slope, adding to the
    inherent difficulty of Chicane.  Fortunately, the inside of
    the chicane is filled with only sand, not barriers, but
    shortcutting the chicane will likely result in a loss of
    control (due to the rumble strips and the kitty litter), or
    at least cause you to slow tremendously.  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: Using the old entrance to Pit lane, the Pit Lane
    begins to the right just before Chicane.  The current real-
    world course configuration has cars entering Pit Lane from
    the tiny stretch between Turns 15 and 16.
    This section contains the diagrams referred to earlier in the
    Ascari Chicane (at Monza):
    Bus Stop Chicane (Variant I - Wide Chicane):
       *******************           *******************
                          *         *
    Bus Stop Chicane (Variant II - Narrow Chicane):
       *******************           *******************
    Decreasing-radius Corner:
    Hairpin Corner:
    Increasing-radius Corner:
    Quick-flicks (Variant I - Wide Chicane):
    Quick-flicks (Variant II - Narrow Chicane):
    Sample Circuit Using Some of the Above Corner Types Combined:
        ******|******       *****
       *      |->    *     *     *
        *          **   ***     *
         *        *   **        *
        *         *  *    *     *
       *         *  *    * *     ****
       *          **    *   *        *
       *               *     ********
        *******       *
    Standard Corner:
    There are several additions and modifications I hope EA
    Sports makes in future versions of their F1 racing games.
    These are not presented in any particular order.
    2.) Implement the 107% Rule, either permanently or via a
    gameplay option.
    3.) The AI is FAR too aggressive, especially on standing
    starts.  Even if I qualify P1, I almost ALWAYS get tagged
    from behind, which puts me off the track and eventually at
    the very back of the field by the time I can recover.
    4.) Handling options should be given for Normal Handling.
    Set-up options should include more than just tires when using
    Normal Handling; a smaller list of set-up options, perhaps
    those used in F1 2000, should be offered.
    5.) Please bring back Training Mode!!!!!
    6.) History Mode - Perhaps 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.).
    7.) Periodic radio updates on the points-paying positions
    would be helpful, as it is not always feasible to safely
    watch the World Feed information at the bottom of the screen.
    8.) 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 Grand Prix mode.)
    9.) Provide a separate 'Map' option, which will allow players
    to scrutinize detailed course maps.  This would be especially
    beneficial for visual learners.
    Here are some wish list ideas from the members of the F1 2002
    (PS2) message board on GameFAQs (http://www.GameFAQs.com/):
    From: speeddevil83
       1) Fix the twitchy controls on simulation handling. When I
          move the analog to one side, the car slips very easily
          in turns. Thus going around fast sweeping curves causes
          me to lose some speed instead of gaining.
       2) Better exhaust sounds from the F1 cars
       3) Improve the graphics
    From: AppleColour
       I hope they make the next F1 game properly for PS2! and
          make the next game plays better with d-pad.
       Also please don't release a half-baked cake/game in the
          middle (or 1st half) of a F1 season
       If they do release an updated version of F1 2002 in the
          end of the year. Can we, the people who bought the
          original F1 2002, buy the new game at a discount price.
          Of course we have to show that we have F1 2002 in some
          way, maybe.
    From: ViperMask
       Make a new game engine. From what I read they need to fix
          it up. I should try the game though...I don't have a PC
          powerful enough. :(
       Edit mode - Mess with the engine contracts and drivers
          contracts. Create a driver with pictures of helmets,
          adding your own picture (just import a .jpg or
          something), etc.
       Realistic driver stats and "styles" - I.E. Alex Yoong's
          style would be so damn slow because he is a slow
          driver; Jacques Villeneuve would be over aggressive and
          overdriving; Mark Webber copies Michael Schumacher's
          style (well his course lines.); Juan Pablo Montoya is
          good at qualifying, and is over aggressive during races
          and over drives the car; Rubens Barrichello is prone to
          bad luck (due to Ferrari sabotaging his car probably).
          Would also pull over and let his team mate pass by! :)
    From: Chong2K2
       New Hockenheim
    From: Sappy
       Spectator mode on any circuit you could choose a
          grandstand to watch the race just like a real spectator
    From: rholding2000
       Well ive been following f1 since the good old days of 1990
          and played EVERY F1 game out. The best F1 game out I
          have found is F1 2000 CS on PC, the level of set up
          that can be achieved is great. What i would like to see
       1. controller options similar to those of f12Kcs, this way
          you can make the controller less or more twitchy at
          higher speeds.
       2. In normal mode keep only abs and traction control on so
          that there are no wheel lock ups but have the rest of
          the car fully customisable
       3. For gods sake put a CUT TRACK warning option.....either
          on or off
       4. i have found this game utterly annoying to play with
          FIA rules on and damage on, cut out the speed limit
          penalty and leave the no overtaking rule on.
       5. Realistic car phisics. i can brake at the last 25
          meters shift to first and still take the 90 degree +
          corner at the A1 ring. I want at least some lock if the
          gears are shifted too quickly (even in normal mode
          this option could be turned on or off but its not as
          severe as the simulation mode)
       The thing what gets me about this game is there is no in
          between. I love F1 and want to be as close to the real
          thing as i can be seeing that im sat in front of a damn
          computer screen......i still want to play a game.
          Simulation to me is too annoying the sounds of the
          wheels screeching all the time is ridiculous and its
          too hard to play (and is in no way realistic - do you
          hear that kind of screeching when you are onboard and
          they are flying round a corner at 120 mph and still
          accelerating EA seem to think that simulation means fly
          off the road as soon as you press a button. I don't
          think an F1 car up in the hundreds of millions to build
          and design would handle the way they portray it. They
          have it right in the normal mode but again some things
          need to be altered such as the way the brakes work).
          Normal mode is too arcady (but good). There should be a
          fully customisable way of playing 20 - 30 options to
          choose from.
       Why the hell do you have to do all the challenges in
       For those who know what I'm trying to say m sure you'll
          agree, there should be 1 mode of play that is in
          everyway as customisable as can be. look at F1CS2K that
          has it right. More options for the drivers as well such
          as agression, line holding, Composure, and other stuff
          to make the drivers you like act the way you want them
          too. With this game I'm being shunted too much where in
          F1CS2K i can set the AI to back off if i have the line
          (and they still challenge if i get it wrong)
       I'm still waiting for a good console game the best being
          this but still has a lot of annoying features that
          really need to be sorted out.
    A big thanks to HondaF1 from the GameFAQs message board for
    F1 2002 (PlayStation2 version) for discovering the 'cheat'
    for Ferrari's Duration Card.  Thanks also to Nick Wade for
    the Arrows Milestone Card information.
    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.
    I also strongly suggest visiting Formula1.com
    (http://www.formula1.com/) for F1 news and race information.
    This is a FAR more interactive site than the FIA site,
    including games, Flash-based virtual laps of each circuit,
    team and driver information, extensive cross-linking between
    related articles and features, screensavers, quizzes,
    racequeen poll/contest, and much more.  Formula1.com also
    provides a FREE one-way mailing list, sending out previews
    and reports for all grand prix events, as well as information
    from the FIA-approved testing sessions during the year.
    Finally, during Practice, Qualifying, and Race events, there
    is a continually-updated register of activity; using this in
    conjunction with live a television broadcast is great, as
    this provides more information than what the commentators
    usually report (and best of all, it is absolutely positively
    indubitably amazingly 100% commercial-free!!!).
    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
    To find the latest version of this and all my other
    PSX/PS2/DC/Mac game guides, visit FeatherGuides at

    View in: