WORLD-FAMOUS RACING CIRCUITS GUIDE By Wolf Feather/Jamie Stafford FEATHER7@IX.NETCOM.COM Initial Version Completed: July 5, 2002 Version 6.0 Completed: December 25, 2002 ==================================== ==================================== ==================================== 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. ==================================== ==================================== ==================================== CONTENTS Spacing and Length Permissions Introduction Assumptions And Conventions A1-Ring Adelaide Aida Albert Park Autodromo Oscar Alfredo Galvez Bathurst Brands Hatch - Grand Prix Configuration Brands Hatch - Indy Configuration Brno Buenos Aries Bugatti Burke Lakefront Airport (Cleveland) Canberra Catalunya - Grand Prix Configuration Catalunya - National Configuration Circuit Gilles Villeneuve Croft Detroit Dijon-Prenois Donington Park - Grand Prix Configuration Donington Park - National Configuration Eastern Creek Estoril Fuji Hockenheim - Pre-2002 Configuration Hockenheim - Post-2002 Configuration Houston Grand Prix Hungaroring Imola Indianapolis (U.S. Grand Prix Circuit) Infineon Raceway Interlagos Knockhill Kuala Lampur Laguna Seca Le Mans Mantorp Park Mid-Ohio Monte Carlo/Monaco (Temporary Street Circuit) Monza Nevers Magny-Cours Norisring Nurburgring Oran Park Oschersleben Oulton Park - Fosters Configuration Oulton Park - International Configuration Phillip Island Portland Raceway Road America Road Atlanta Rockingham Oval Rockingham Road Sandown Sears Point Silverstone - Grand Prix Configuration Silverstone - International Configuration Snetterton Spa-Francorchamps Surfers Paradise Suzuka T1 Circuit AIDA Thruxton Toronto Vallelunga Vancouver Zandvoort Zolder Contact Information ==================================== ==================================== ==================================== SPACING AND LENGTH For optimum readability, this driving guide should be viewed/printed using a monowidth font, such as Courier. Check for appropriate font setting by making sure the numbers and letters below line up: 1234567890123456789012345678901234567890123456789012 ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz This guide is now approaching ***150 pages*** in length using single-spaced Courier 12 font in the Macintosh version of Microsoft Word 98. Therefore, it is likely not a good idea to print out this guide in its entirety. ==================================== PERMISSIONS This guide may ONLY be posted on FeatherGuides and GameFAQs.com. Permission is granted to download and print one copy for personal use. ==================================== ==================================== ==================================== INTRODUCTION In the many guides I have written for PlayStation and PlsyStation2 racing games, I have often included detailed driving instructions for these games' incarnations of real- world race venues. This guide simply compiles driving details for many of these world-famous circuits into this one guide, as many of these circuits appear in numerous racing games - on PlayStation and PlayStation2 and on other gaming consoles as well. Please note that different games will provide different variations on the same circuit. For example, compare Monte Carlo/Monaco (Temporary Street Circuit) in F1 2001 and Gran Turismo 3; the circuit in the former is very tight and narrow, just like the real-world circuit, whereas the latter presents a generally wider circuit. Changes also occur within the same game series; compare the Le Mans circuit in Test Drive: Le Mans and Le Mans 24 Hours. Note also that circuit owners are always considering changes (largely in the effort to improve safety in the event of crashes) and that it may take quite some time for games to reflect these changes; the Monza circuit's initial chicane was changed in 2000 in an attempt to slow cars somewhat, but it was not until F1 2001 that EA Sports made the real-world circuit's alterations to its line of F1-based games. Circuits here are listed alphabetically. More circuits will be added based upon venues used in other popular PlayStation2 racing games. For those fairly new to racing games - especially those games with a heavy road racing emphasis, such as any F1-based game and games based on endurance racing - it may be a good idea to combine the driving details presented in this guide with information of driving tips presented in my General Racing/Driving Guide, also available EXCLUSIVELY on FeatherGuides and GameFAQs. The information in this guide originates from many of the driving guides I have written for the following games: F1 2000 F1 2001 F1 2002 F1 Championship Season 2000 Flag to Flag Formula1 Formula1 98 Gran Turismo 3 Le Mans 24 Hours Monaco Grand Prix Newman-Haas Racing Pro Race Driver Test Drive Le Mans ==================================== ASSUMPTIONS AND CONVENTIONS Most race circuits outside the United States name most corners and chicanes, and even some straightaways. Where these names are known, they will be included in parentheses and referenced in the explanatory text. These names have been gathered from course maps available on the courses' official Web sites, my memory of how races have been called by American television sportscasters, and/or from information contained within various games themselves. To the extent possible, these names have been translated into English and any accent markings dropped, as Internet text-only documents are based upon the limitations of the English language. ==================================== ==================================== ==================================== A1-RING This course may only have seven corners, 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. This is also the circuit where Ferrari made a major public relations blunder in 2002 by ordering race leader Rubens Barrichello to pull aside in the final few meters of the Austrian Grand Prix to allow teammate Michael Schumacher to win a race which Barrichello had completely dominated all weekend long (Practice, Qualifying, and Race). 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). 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 off-course. 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!!! ==================================== ADELAIDE The Adelaide venue is a temporary street circuit which was one of the true gems of F1 racing. Unfortunately, the Grand Prix of Australia is now held instead at Albert Park in Melbourne (which is itself an excellent race venue), but, while Albert Park is definitely a beautiful place to hold a race, it does not have nearly the mystique and the charm that is found on the challenging streets of Adelaide. (Fortunately, Australia's excellent V8 SuperCar series still uses the Adelaide circuit.) Turns 1 and 2: At the end of the Pit Straight, this very tricky section begins with a TIGHT left-right chicane which requires moderate or heavy braking; cars will definitely pile up here if there is an incident on the opening lap of the race, as there is virtually nowhere to go should an accident block the raceway due to the closeness of the barriers (although they are fortunately NOT nearly as close as at Monaco). After a VERY brief straightaway, there is a dogleg to the left. Turn 3: Shortly after passing underneath the pedestrian bridge, drivers need to begin braking for the blind right- hand Turn 3. Because the white-painted barriers are so close to the circuit in this opening segment of the Adelaide street circuit, it can be VERY difficult to spot exactly where the circuit bends until one can see the very short escape road ahead... and by this time, it is really too late to safely make it through the right-hand right-angle corner. Turn 4: About one city block beyond Turn 3, this is a perpendicular left-hand corner requiring moderate braking. Turn 5: About one city block beyond Turn 4, this is a perpendicular right-hand corner requiring moderate braking. Turns 6 and 7: About one city block beyond Turn 5, this is a fast left-right chicane which can actually be taken at full throttle with the proper tight racing line. If taken at full throttle, beware the barrier on exiting the chicane. Begin braking at corner exit for Turn 8. Turn 8: This is a rough right-hand corner which requires moderate braking beginning with the exit of Turn 7. Turn 9: This is a rough right-hand corner which requires light braking and a wide racing line... but beware the grandstands on the left on corner exit. Straightaway: This is the single longest straightaway at Adelaide. Powerful acceleration out of Turn 8 is required, and only the BAREST of tapping on the brakes is needed for Turn 9 to enable excellent passing opportunities along this immense straightaway and the entry to Turn 10. Turn 10: This tight and nasty right-hand J-turn requires heavy braking, especially given the incredibly-fast speeds attained along the previous straightaway. This is an excellent to pass on braking entering this J-turn. Turn 11: Immediately following a left-hand dogleg, this is a J-turn to the left, requiring moderate braking. Turn 12: This final corner is tricky. Pit Entry is immediately on the right on corner entry, whereas the main circuit uses the outside racing line. The Pit Lane barrier is set back at corner exit, which means that passing can occur by essentially 'shortcutting' the corner... but then drivers risk ramming the Pit Lane barrier by 'shortcutting' the corner too much. ==================================== AIDA Aida is a fun and fairly quick circuit. There are many high- speed areas, tempered with a few J-turns to slow the cars. Fortunately, there are NO CHICANES at Aida, which is absolutely great for aggressive drivers. Turn 1: After a moderate-length Pit Straight, Turn 1 is a right-hand J-turn requiring moderate braking and gentle throttle control throughout. While passing on the outside line is indeed possible here, it is not suggested. Turn 2: Shortly after Turn 1, this is a gentle left-hand corner which can generally be taken at full acceleration with a pristine racing line making use of the rumble strips (especially on corner exit)... unless encumbered by traffic. Straightaway: This 'straightaway' has three fades - left- right-left - which can essentially be straightlined; those with experience in rally racing will already have this essential time-shaving skill in their arsenal of racing tactics. Turn 3: Immediately after the final fade of the preceding 'straightaway,' the circuit makes a right-hand bend here as the venue makes a slow rise. This corner requires moderate braking. Note that the crest comes after corner exit, so while speed out of the corner is important, it is quite possible that there will be an incident jut over the rise - therefore, drivers must be prepared to quickly take evasive action coming over the crest. Turn 4: After a second mini-crest comes the right-hand Turn 4. Moderate braking is required here as is a tight racing line along the apex for this J-turn. Turns 5 and 6: Almost immediately after Turn 4 comes a pair of left-hand corners. These are fairly gentle corners requiring only light braking, but the straightaway connecting Turn 5 and Turn 6 is simply too long to permit treating this section like one elongated hairpin corner. Slow cars tend to REALLY slow for the Turns 4-5-6 complex, so powering out of the corners and braking heavily and late entering the corners will help with passing in this section. Turns 7 and 8: This section begins just beyond the pedestrian bridge over the raceway. This is a set of left-right J- turns, each requiring moderate braking. Again, slow cars tend to be REALLY slow here, so powering out of the corners and braking heavily and late entering the corners will help with passing in this section. Turns 9 and 10: This is a pair of VERY gentle right-hand corners requiring NO braking whatsoever, so long as the driver can keep a good racing line. These corners essentially form one wide sweeping elongated hairpin turn to the right. ==================================== ALBERT PARK This fast, flat, attractive circuit, current host of the Australian Grand Prix, 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 conditions. 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: 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: 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 opportunity. Turn 5: 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: 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: 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: 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: 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: 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: If you are not navigating traffic, Turns 11 and 12 can be taken at full speed, although some drivers may feel more comfortable with tapping the brakes once in each turn. However, sliding even one pixel across the rumble strips on either side of the chicane results in a Stop-Go Penalty. It is very easy to slide off the pavement exiting this chicane if taken at top speed, so a flawless racing line is crucial. Straightaway: The pavement runs directly up against the barrier on the left side of the course here, creating problems for cars on the left whose engines suddenly expire. Turn 13: This is a semi-blind right-hand corner requiring moderate braking if you are alone; traffic tends to bunch up here. The recovery area again is quite wide, with a long run-off strip if needed. This leads to a short straightaway which can be a prime passing zone if acceleration out of Turn 13 is strong. Note that if you were able to take Turns 11 and 12 without braking or navigating traffic, you can reach over 210MPH just before entering Turn 13, making braking even more important. Turn 14: A light-braking, right-hand corner with a wide recovery area. Experts should be able to take this corner at top speed (if not in traffic) with a flawless racing line, or by dropping the right-side tires onto the grass. This is a good place to pass on braking upon entering the corner. Turn 15: Do not be fooled by the run-off lane which proceeds directly ahead into an unmoving barrier; there IS a 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: 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. ==================================== AUTODROMO OSCAR ALFREDO GALVEZ This Argentine circuit is fun, but tricky. There are several blind corners and chicanes, usually involving hillsides, which can force the unwary driver into a sand trap or a barrier. High speeds can be attained here, but cornering ability is a generally better choice. Pit Straight: A moderate Pit Straight, this area allows for good passing opportunities. Be careful for Turn 1, however, as the main course turns to the right, whereas there is an access road which continues straight ahead. Turns 1-2: This right-hand U-shaped double-apex section is a prime passing zone entering Turn 1. Moderate braking is best for Turn 1; those not immediately jamming on the accelerator should be able to keep slowly applying the throttle all the way through Turn 2. Turn 3 (Confiteria): After a brief straightaway, this left- hand J-turn will require moderate braking, but late braking and a tight entry can provide good passing opportunities, especially if combined with swinging far out on exit to avoid being repassed by competitors. Turn 4 (Curva del Ornbu): This long left-hand corner requires only light braking, and may be best taken single-file if in traffic due to the upcoming corner. Turn 5: Very quickly beyond Curva del Ornbu, this right-hand corner is a bit sharper than Turn 4 and requires light or perhaps moderate braking. Good power out of Turn 5 sets up good passing opportunities all the way down to Extrada a los Mixtos. Turn 6 (Curvon): This long sweeping right-hand hairpin will require either light braking or good throttle management. In either case, if a car can perform adequately on the outside racing line, this is a good place to pass slower cars. Strong acceleration out of Curvon is required to maximize passing opportunities. Straightaway: This is a significant straightaway, and drafting tactic are key to passing the frontrunners here. Turn 7 (Ascari): This gentle right-hand corner can generally be taken at full speed. As on the previous straightaway, drafting is very important to making passes here. Turn 8 (Extrada a los Mixtos): After a long run of full- throttle racing, it is very easy to miss the braking zone for this tight right-hand hairpin. The course also climbs a bit in elevation here, which can make the hairpin even trickier. Turns 9-10 (Viborita): Just beyond the hairpin, this quick- flick left-right chicane can be taken at full throttle unless encumbered by traffic. Keep a solid racing line to avoid dropping a wheel off the rumble strips at the apexes. However, begin braking immediately upon corner exit. Turns 11-12: This left-hand double-apex U-shaped formation immediately follows Viborita. Moderate braking is required upon exiting Viborita to keep from overrunning Turn 11 and getting caught out in the kitty litter. Light or moderate braking is also required for Turn 12. Turns 13-14: This is the trickiest area of the circuit. This left-right chicane is entirely on a downhill slope, and because of the angle of the hill, the pavement's turns are almost impossible to see until it is too late to avoid an off. Moderate braking is definitely needed to keep on the pavement, but even more important - especially if there is not traffic ahead to indicate the chicane - is to have a perfectly flawless knowledge of this area of the circuit. There is a quick fade to the right on exiting this chicane, making the entire complex potentially even trickier. Straightaway: This is a fairly brief straightaway, with Pit Entry on the right near its end. Turn 15 (Horquilla): This final corner of the circuit is a low-speed right-hand J-turn requiring moderate or heavy braking on entry. Passing here can be difficult. Strong power out of Horquilla and through the following gentle left- hand fade will provide good passing opportunities along Pit Straight. ==================================== BATHURST This 'world-famous' counter-clockwise circuit (in Australia and New Zealand) hosted its first 24-hour race in November 2002. The circuit map certainly presents a mostly-technical circuit, but it simply does NOT do justice to just HOW technical this circuit is... and drivers must certainly have their hands full and their hearts in their throats while trying to race here at night in the new 24-hour event!!!!! What makes this circuit so difficult is that the most technical section consists of many tight and fast-approaching twists and turns combined with the continual ascents and descents in the highly-scenic mountains, so that when drivers finally exit the mountainous section, their nerves are extremely frayed. While speed is obviously important in auto racing, the trick to Bathurst is to continually maintain a 1,000,000,000% concentration level for the entire race. Pit Straight: This is nearly the shortest straightaway of the circuit, and is the farthest point from the highly-technical mountainous section. Turn 1 (Hell Corner): This may not seem like much on the circuit map, but due to the immense speeds attained on Pit Straight and the near-lack of recovery room for those who miss the braking zone, this left-hand right-angle corner is an extremely dangerous place. It is important to begin braking rather early, especially on the first lap of a race, to try to avoid other cars' accidents (and debris) ahead. Straightaway (Mountain Straight): This straightaway leaves the vast, flat, open area of the valley and begins the ascent into the mountains. More and more trees appear alongside either side of the straightaway as the elevation rises, and is in some respect reminiscent of the Spa-Francorchamps circuit in Belgium. Mountain Straight has its own crest about halfway along the straightaway, then a long dip before renewing its ascent. Turn 2: This right-hand 105-degree angle seems rather gentle on the circuit map, but the ascent of the circuit truly gains momentum here; this fact combined with the inside barrier's proximity to the raceway itself makes this corner semi-blind and extremely difficult, so pristine knowledge of this corner is a necessity to keep from sliding off the pavement. The main ascent of the mountains begins at the entry of Turn 2, so car power will certainly be a necessity... although that power must be continually tempered with both strong braking and feather-light throttle control. Note: From the exit of Turn 2 to the end of the mountainous section, there pavement is almost always directly bounded by barriers and/or sheer cliff faces. This means that there is literally NOWHERE to go in case of an incident, and thus the raceway can quite easily become blocked. This also means that missing a braking zone will result in the near-instant destruction of the front of a vehicle. Turn 3 (Cutting): This is a left-hand decreasing-radius hairpin corner with NO room for error; missing the braking zone will destroy the front of the car. Cutting is a blind corner, so it is imperative to go VERY slowly here, especially since this is a prime place for accidents to occur as cars ram and bounce off the barriers here. Turn 4: This right-hand corner is rather gentle, but the circuit has a brief crest here which can potentially play havoc with light-weight, high-power vehicles. This caveat aside, it should be possible to power through Turn 4 at full acceleration without incident (unless blocked by traffic). Turns 5-6: Here, minor braking will be needed to keep off the barriers (still adjacent to the raceway) as the grade of the ascent increases through the right-hand Turn 5. Immediately afterward is the gentle left-hand Turn 6, which leads onto a brief straightaway. Turn 7: This long left-hand corner requires at least light braking at its midpoint, which is a major dip in elevation. This dip will play havoc with virtually any vehicle, but car control will be EXTREMELY difficult here if a car is even slightly loose (i.e., the rear of the car tends to swing about). Turn 8: This is a gentle left-hand corner which can be taken at full acceleration. Straightaway (Skyline): As the name suggests, this is the highest elevation of the Bathurst circuit (although the mountain continues to climb in elevation to the right of the raceway), and a nice view of the vast plains can be seen both ahead and to the left of the flow of traffic. However, taking the time to admire this scenery will bring death and destruction in the Esses. Turns 9-15 (Esses): Simply put, this is a nail-biter. The circuit makes a steep downhill descent among the tightest, twistiest turns; again, there is really nowhere to recover should a driver miss a braking zone. This section is where strong braking is REALLY needed. Those using manual transmission can use mountain-driving tactics and gear down one or two gears lower than usual, allowing for 'engine- braking' to occur to save the vehicle's true brakes. Turn 16 (Forest Elbow): This is a sharp left-hand corner on a steep downhill run which is semi-blind on approach. There is STILL no recovery room for those who miss the corner, so it is imperative that all drivers brake early and HARD for Forest Elbow. Turn 17: After a brief straightaway, this is a gentle left- hand corner coming out of the mountainous area. No braking should be required here. Straightaway (Conrod Straight): This is the single longest straightaway of the Bathurst circuit. The descent is very gradual now as the circuit rejoins the vast desolate valley, the trees thinning quickly. The barriers on either side of the raceway slowly begin to give way as well. Fortunately, Chase can be easily seen ahead (in daytime conditions). Turns 18-20 (Chase): This is a gentle right-hand mini-kink followed by a sharp left-right. There is no barrier on the inside of Chase to prevent cars from simply barreling straight ahead, but the entire area IS filled with kitty litter to severely slow those drivers attempting this tactic. Moderate or hard braking will be required for Turn 19, and drivers may need to tap the brakes again for Turn 20. Turn 21: After a short straightaway, this is a left-hand right-angle corner onto Pit Straight, with Pit Entry just before the entry of the corner on the left side of the pavement. There is some recovery room for Turn 21, but not much. ==================================== BRANDS HATCH - GRAND PRIX CONFIGURATION The Brands Hatch Grand Prix circuit is a fun circuit for racing. Situated within a natural bowl, it is easy for many spectators to see the bulk of the racing action from many points along the circuit. However, traffic is almost always a problem for drivers. Interestingly, along almost the entire circuit, drivers can easily hear the other cars on other sections of the circuit, thus testifying to the compact nature of this venue. Pit Straight (Brabham Straight): This is the longest single straightaway of the circuit, so powerful acceleration is required out of Clark Curve to make passes or pull away from challengers. Turn 1 (Paddock Hill Bend): This long sweeping right-hand corner can be tricky at full acceleration, so a gentle tapping of brakes before entering Turn 1 is key. This is nearly a double-apex corner, so take care with the racing line, especially since this begins the downhill descent of the circuit. Taking this corner at full throttle is likely to cause the car to spin before achieving corner exit. Turn 2 (Druid's Bend): This right-hand hairpin is the tightest corner of the Brands Hatch Grand Prix circuit. Passing on braking here can be advantageous, but is NOT for the newcomers - especially on the opening lap of a race!!! There is plenty of sand to the outside of the hairpin for those who miss the braking zone. Turn 3 (Graham Hill Bend): Experts can handle this left-hand corner at full throttle if unencumbered by traffic, although slight braking is preferred here. The course is at its lowest elevation here. Straightaway (Cooper Straight): This straightaway has a slight bend to the left. While not nearly as long as Brabham Straight, it is a great place for low-downforce cars to gain race positions. Turn 4 (Surtees): This left-hand corner requires light braking to keep to the pavement, and flows quickly toward Pilgrim's Drop. Straightaway: Following Surtees, the circuit has its longest straightaway. About halfway along this straightaway begins Pilgrim's Drop, which - despite the 'misnomer' - is a gentle descent into Hawthorne Bend. Turn 5 (Hawthorne Bend): This right-hand right-angle corner will require light to moderate braking, but really adept drivers should be able to get away with only a very slight tapping of the brakes through Hawthorne Bend as necessary. The entry to Hawthorne Bend marks the beginning of an uphill climb for the circuit; this makes this corner a bit more challenging than it would originally appear from the circuit map. Straightaway (Derek Minter Straight): This straightaway continues the gentle uphill climb of the circuit (which begins with the entry to Hawthorne Bend). Turn 6 (Westfield Bend): This is a long right-hand corner which can generally be taken with light or moderate braking; only TRUE experts can safely navigate Westfield Bend without ANY braking whatsoever (and this will really only be due to prime car tuning). Driver who carry too much speed through Westfield Bend will likely find themselves beached in one of the wide sand traps to the outside of the corner. Turns 7-9 (Dingle Dell Corner): Shortly after Westfield Bend is a right-left-right chicane complex. If unencumbered by traffic, it is possible to essentially shortcut Turn 8 and make a wide right-hand sweeping arc. Otherwise, moderate braking will be required here to keep to the pavement (or only light braking if the traffic through the chicane is spread wide enough to allow making ample use of the rumble strips). Turn 10 (Stirling's Bend): This is a left-hand right-angle corner coming very quickly after Dingle Dell Corner (the right-left-right chicane). Moderate braking is a requirement here, especially since there is VERY little grass on the outside of the pavement before the barrier will stop any runaway vehicles. This opens onto Clearways, another long straightaway, so excellent acceleration out of Stirling's Bend will pay dividends for gaining race positions. Turn 11 (Clark Curve): Slight braking may be desired entering this long right-hand corner, but then it is imperative to power hard all the way to Turn 1!!! Pit Entry is on the right entering Clark Curve. ==================================== BRANDS HATCH - INDY CONFIGURATION The Brands Hatch Indy circuit is a small but fun circuit for racing. Situated within a natural bowl, it is easy for many spectators to see the bulk of the racing action from many points along the circuit. However, traffic is almost always a problem for drivers. Interestingly, along almost the entire circuit, drivers can easily hear the other cars on other sections of the circuit, thus testifying to the compact nature of this venue. Pit Straight (Brabham Straight): This is the longest single straightaway of the circuit, so powerful acceleration is required out of Clark Curve to make passes or pull away from challengers. Turn 1 (Paddock Hill Bend): This long sweeping right-hand corner can be tricky at full acceleration, so a gentle tapping of brakes before entering Turn 1 is key. This is nearly a double-apex corner, so take care with the racing line, especially since this begins the downhill descent of the circuit. Taking this corner at full throttle is likely to cause the car to spin before achieving corner exit. Turn 2 (Druid's Bend): This right-hand hairpin is the tightest corner of the Brands Hatch Indy circuit. Passing on braking here can be advantageous, but is NOT for the newcomers - especially on the opening lap of a race!!! There is plenty of sand to the outside of the hairpin for those who miss the braking zone. Turn 3 (Graham Hill Bend): Experts can handle this left-hand corner at full throttle if unencumbered by traffic, although slight braking is preferred here. The course is at its lowest elevation here. Straightaway (Cooper Straight): This straightaway has a slight bend to the left. While not nearly as long as Brabham Straight, it is a great place for low-downforce cars to gain race positions. Turn 4 (Surtees): This left-hand corner requires light braking to keep to the pavement, and flows quickly into McLaren. Turn 5 (McLaren): This long sweeping right-hand corner can generally be taken at full acceleration. Turn 6 (Clark Curve): Slight braking may be desired entering this long right-hand corner, but then it is imperative to power hard all the way to Turn 1!!! Pit Entry is on the right entering Clark Curve. ==================================== BRNO Located in the Czech Republic, this is a rather technical circuit, with massive sand traps on the outside of every corner, and sand traps on the inside of many corners as well. Fortunately, this is a rather wide circuit, so racing three- abreast is easily done without anyone endangering the other cars involved; four-wide racing, however, is certainly NOT recommended at Brno, especially when cornering!!!!! Pit Straight: The Pit Lane barrier is set just far enough away from the official course (marked by the white line on the right side) that an unofficial paved lane is created. You can make use of this unofficial lane to pass several cars at once, especially on a standing start. However, beware of any cars exiting Pit Lane. Turn 1: This is a relatively-fast right-hand J-turn requiring light to moderate braking on entry. For good lap times, a minimum speed of 100MPH/160KPH is required through Turn 1, but I have been able to successfully hold speeds over 110MPH before oversteering begins to take effect. If you can successfully hold such speeds here, Turn 1 is a great place to pass other cars. Do not drift off-course on the left, or you will be beached in the sand. A gentle fade to the left occurs on corner exit. Turn 2: This left-hand corner will require moderate braking on entry to keep out of the sand. Again, good speed can be held through this corner, allowing you to pass one or two cars. Turn 3: After a brief straightaway, this right-hand corner will require light braking to stay out of the sand. Straightaway: The circuit begins its downhill run here. Turn 4: Continuing downhill, this right-hand J-turn requires moderate braking as the car lightens. Turn 5: A right-hand corner requiring light braking as the course continues downhill. Turn 6: After a brief straightaway, the course continues downhill through this left-hand corner, which requires light braking. Do not go wide on exit or you will be caught out in the kitty litter. Turn 7: Still continuing downhill, the course turns left here, requiring light braking. If you go wide, you will be out in the sand. Turn 8: This right-hand J-turn requires moderate braking to keep from sliding out into the sand on the outside of the corner. The inside of the corner also has a sand trap, so do not cut this corner too short if you need to pass other cars here. Turn 9: After a relatively long straightaway, the course has a right-hand downhill J-turn here requiring moderate braking. Drift left on exit, but do not go too wide or you will be beached in the sand. Turn 10: The course finally Œbottoms out¹ and begins a gentle uphill climb at the entrance of this left-hand corner. Light braking is required here to keep from running out into the sand. Turn 11: Almost immediately following Turn 10, this right- hand corner continues the uphill climb. Moderate braking is necessary here. Turn 12: Still continuing uphill, use moderate braking for this left-hand corner to keep out of the sand. Turn 13: The hill crests on entry to Turn 13. Use light or moderate braking here to stay out of the kitty litter. The single white line indicating Pit Entry begins just after the apex of Turn 13, so be mindful of cars slowing for Pit Entry. ==================================== BUENOS ARIES This is a challenging circuit with plenty of speed tempered with a few nasty corners. Excellent circuit knowledge is required at this venue, especially since some corners are blind on approach. While braking is important at ANY race venue, throttle management is extremely vital at Buenos Aries. Turn 1: This is a right-hand J-turn requiring moderate or heavy braking on approach due to the great speeds attained along Pit Straight. It is fairly easy to overshoot this corner, so good circuit knowledge is key here. On corner exit, the circuit doglegs to the right, behind the Paddock area. Turn 2: This is a left-hand J-turn requiring moderate braking. This is not quite as severe a corner as Turn 1, and is certainly easier to see on approach. Turn 3: Shortly after Turn 2, this is a moderate left-hand corner. Soft braking should suffice here, using the brakes just enough to keep from slipping off the pavement. Turns 4 and 5: This double-apex section heads to the right. Turn 4 requires soft or moderate braking, whereas Turn 5 can be taken at full acceleration so long as the driver can keep a tight racing line. Strong power out of Turn 4 means plenty of passing opportunities up to Turn 6. Straightaway: Following Turn 5 is the single-longest section of flat-out acceleration at Buenos Aries. This makes powerful acceleration out of Turn 4 virtually a requirement for passing a slew of cars through Turn 5 and along this straightaway. About 3/4 of the way along the straightaway, there is a dogleg to the right; this is a good marker for the braking zone for Turn 6. Turn 6: This is a tricky right-hand hairpin on a steep uphill incline. Even worse, this hairpin is semi-blind on approach (unless traffic is present to help mark the corner), so drivers can easily overshoot this corner. Due to the long section of flat-out acceleration preceding the hairpin, Turn 6 has a rather lengthy braking zone, although those drivers who are VERY confident in their braking power and the condition of their tires can certainly attempt to pass on braking on entering this hairpin corner. Turn 7 and 8: Very quickly after the hairpin at Turn 6, this is a rapid left-right chicane which is semi-blind on approach. Those unfamiliar with the circuit will certainly miss this chicane and lose control of the car in the grass and sand. Depending on the car's speed coming out of Turn 6, slight or moderate braking will be needed for the chicane. Turns 9 and 10: Almost immediately after the chicane, the circuit turns twice to the left. The straightaway between Turns 9 and 10 is very short, but is still long enough that it is not possible to treat this section of the circuit as one elongated hairpin corner. Slight or moderate braking will be needed for both corners. Turns 11 and 12: Shortly following Turn 10 is the single most difficult section of the circuit. This is a left-right chicane on a steep descent back to the lower level of the circuit. Because of the steep descent, the entire chicane is hidden from view until it is too late to safely turn into it, which means that PRISTINE knowledge of this area of the circuit is key to a fast lap time. Moderate or heavy braking is required here. Turn 13: After a moderate-length straightaway, the circuit makes a J-turn to the right. Moderate braking will be required here. Immediately upon corner exit, the circuit doglegs to the left. Powerful acceleration out of Turn 13 will set up passing opportunities along Pit Straight and into Turn 1. ==================================== BUGATTI This is the permanent section of the Le Mans circuit. Bugatti is a rather technical circuit, so top-end speed is generally not the best way to set up a car here. Those familiar with the Nevers Magny-Cours circuit will certainly appreciate its similarity to the four semi-parallel straightaways on the first half of the Bugatti circuit. Interestingly, the PlayStation game Test Drive: Le Mans actually calls this circuit 'Test Course.' Turn 1 (Dunlop Curve): This is a rather nice right-hand fade which can be taken flat-out. However, it may be a good idea to begin braking for Dunlop Chicane when exiting Dunlop Curve. An elevation change begins here. Turns 2-4 (Dunlop Chicane): Given the continual upward slope through Dunlop Chicane, it is extremely easy to slip off the pavement on either side of the circuitŠ and both sides are filled with plenty of kitty litter. Braking well before entering the Dunlop Chicane is of UTMOST importance as the corners of the chicane are rather tight. At the beginning of a race, all the traffic can make this segment even more treacherous than it would be normally. Semi-parallel Straightaways: These four semi-parallel straightaways can produce an unexpected aural effect. Once traffic stretches out all around the circuit, whenever you are on the middle straightaways, you will almost certainly hear cars speeding past you on the straightaways to either side of you. Straightaway: The significant hill crests as you pass underneath the big Dunlop tire. Turn 5 (Chapel): This is a rather tight right-hand hairpin which will require moderate breaking on entrance. Chapel begins immediately after passing the tall Ferris Wheel on the left. Turn 6 (Museum Curve): This is a wide left-hand hairpin with an extensive sand trap to the outside of the pavement. Of the three consecutive hairpins, this is by far the easiest to handle, allowing for most cars to still carry some considerable speed through the hairpin, but braking is still required before entry. Turn 7 (Green Garage): Yet another tight right-hand hairpin requiring harsh braking. If you miss your braking zone, you will find yourself beached in the kitty litter to the outside of the hairpin. Turns 8-9 (Ox Way S): Hard braking is required here after the fourth of the semi-parallel straightaways. Beware the sand traps to the outside of each corner, and make sure not to overcompensate and roll through the grass on the inside of the corners. Turn 8 begins immediately after passing underneath the Bridgestone bridge. Turns 10-11 (Blues S): Brake early or Turn 10 will have you either out in the kitty litter or spinning around in the middle of the pavement. The right-handed Turn 10 is rather straightforward. However, there are then TWO pieces of pavement turning to the left. The official Turn 11 is the SECOND pavement, so do not turn too soon. Turns 12-13 (Connection): Pit Entry is to the right immediately before entering Connection, so beware of slower cars here. The Connection complex is extremely complex, as the final chicanes and the Pit Entry of the Le Mans course rejoin the Bugatti course here. Just make two right-hand, ninety-degree turns at a moderate pace (likely making good use of the rumble strips) and you will soon find yourself safely back on the Pit Straight. The pavement here is extremely narrow, making safe passing impossible; if any passing is to be done here, it is only by ramming another car off the pavement and into the kitty litter. ==================================== BURKE LAKEFRONT AIRPORT (CLEVELAND) Burke Lakefront Airport, located on the southern shore of Lake Erie in Cleveland, Ohio, USA, is one of the few world- famous airport circuits. While not quite as popular overall as Silverstone in the United Kingdom, Burke Lakefront Airport is actually more challenging, especially due to its incredible bumpiness. When not in use, this is an actual working Airport servicing Cleveland and extreme northern Ohio. Turn 1: This is by far the most difficult corner of the circuit. This is a right-hand J-turn of MORE THAN 135 DEGREES!!! This requires severe braking and a wide approach from the far-left of the Pit Straight. This also means that cars exiting Pit Lane have a FAR better approach angle or racing line for Turn 1, since the angle of the corner for them is only approximately fifty degrees (which inherently means that the potential for collisions with cars exiting Pit Lane is rather great here). Turn 2: This is really a dogleg to the right onto one of the wider runways at Burke Lakefront Airport. Turns 3 and 4: This is a glorified right-left chicane onto another runway. These are perpendicular corners requiring moderate or heavy braking. Turn 3 especially will require heavy braking, since a lot of speed can be gained on the run from Turn 1. Turns 5 and 6: after a moderate straightaway, this is a glorified left-right chicane back onto the previous widened runway. These are perpendicular corners requiring moderate or heavy braking. Turn 5 especially will require heavy braking, since a lot of speed can be gained on the run from Turn 4. Turn 7: After a short straightaway, this is a perpendicular turn to the right. Turn 8: After a short straightaway, this is a perpendicular turn to the right leading onto the single longest straightaway of this race venue. Turns 9 and 10: The final two corners of the Burke Lakefront circuit form a tight right-left chicane. Due to the intense speeds gained coming down the long straightaway from Turn 8, VERY HEAVY braking is required for Turn 9. However, it is important to not overcommit at Turn 9, as Turn 10 follows immediately. Adding to the difficulty of Turn 9 is that Pit Entry continues running straight ahead beyond the actual chicane, so there may well be VERY slow cars on the left side of the straightaway on approach clogging the optimal racing line. ==================================== CANBERRA Canberra is a rather difficult street circuit. This venue is not nearly as tight and compact as at Vancouver, but the corners are definitely FAR worse (and also more numerous), requiring much slower speeds. It is important to keep to the left on Pit Straight to ensure avoiding Pit Lane... unless a pit stop is truly needed or required. Pit Straight: Pit Entry is on the right half of Pit Straight, so it is important for cars remaining on the main circuit to keep to the left to ensure they do not accidentally go into Pit Lane itself. Also, the Pit Lane barrier is difficult to see on approach, so drivers should commit to either the far- left or the far-right until they have safely passed the beginning of this barrier. Turn 1: This is a severe-braking right-hand right-angle corner which will likely see a lot of bumping and grinding on the first lap of a race. During a race, Pit Exit is at the apex of the corner, so it is important for those coming from Pit Straight to keep hard to the left, and those coming from Pit Lane to keep hard to the right. Turn 2: IMMEDIATELY after exiting Turn 1, this is a long sweeping left-hand corner on a slightly-wider raceway. Full acceleration can be used here, and there is definitely plenty of room to make a well-timed pass. However, drivers must be careful as traffic from Pit Lane merges with the higher-speed traffic coming off Pit Straight. Turns 3-6: This is an elongated right-left-left-right bus stop chicane. Moderate or severe braking will be required for Turn 3 and Turn 5; careful throttle management will be needed for Turn 6 to ensure avoiding the outside barrier. Turns 7-9: This is a left-right-right complex which in total acts as nearly a hairpin corner. Moderate braking will be needed here, with gentle throttle control throughout. In fact, this section is easier if Turns 8 and 9 are treated as a hairpin corner, making a wide berth to hit both apexes just right. Note that there is an access road BETWEEN Turn 8 and Turn 9, but this is NOT part of the official raceway; nonetheless, this can be rather confusing until the intricacies of this circuit have been committed to memory. Turn 10: This right-hand corner requires moderate braking. Straightaway: This is not 'straight' at all. Instead, this 'straightaway' is one long continuous sweeping bend to the left. there are three bridges over this 'straightaway;' it is best to begin braking for Turn 11 once beyond the third bridge. Turn 11: This right-hand corner requires moderate braking. Turns 12 and 13: This is a VERY slow left-right chicane, so moderate or even severe braking will be required. Due to the VERY slow speed required here for safe passage, this is a prime place for cars to pile up if one driver is too aggressive. Turns 14-16: This right-left-right chicane is just as slow as the previous chicane. What makes this worse, however, is that the left-hand corner of this chicane is an actual hairpin in its own right!!! Fortunately, once past the apex of the chicane's own hairpin turn, the right side of the raceway opens up, so those drivers using too much speed through the hairpin portion of the chicane will have a nice expanse of grass to greet them instead of the usual immovable barrier. Turns 17 and 18: Immediately after exiting the chicane, the raceway curves twice to the right. These are gentle curves, but the second will still require light braking since the momentum of the vehicle will try to force it into the left- side barrier. This leads onto Pit Straight. ==================================== CATALUNYA - GRAND PRIX CONFIGURATION The Catalunya circuit is challenging, especially the two hairpins and the final corners of the race. Intertextal Note: The Catalunya circuit is also used in the recent 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 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 Penalty. Turn 8 (La Cacsa): Severe braking is required for this left- hand corner. While not suggested, you may be able to pass other cars on braking here. As with Wuth, stay off the rumble strips and grass on the inside of the turn, or you will risk losing control of the car. This is a 'J' turn, and the corner seems to go on forever before you reach the exit. Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or heavy braking will be needed here for the right-hand, upward- sloping corner. This is also a 'J' turn which is nearly a double-apex corner. If you need a recovery area anywhere on the course, it will most likely be here. It is possible to pass slower cars here by tightly hugging the inside of the turn, even running the right-side tires on the rumble strips 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. ==================================== CATALUNYA - NATIONAL CONFIGURATION The Catalunya circuit is challenging, but good speeds can be carried along much of the circuit. The National configuration chops off much of the first third of the Grand Prix circuit. Pit Straight: As usual, incredible speeds can be attained here. Watch for cars rejoining the race from the right side of the straightaway. Turn 1: This right-hand hairpin is rather tight, and rejoins the Grand Prix circuit just short of Wuth. Heavy braking will be needed to slow sufficiently for Turn 1 after the high speed attained on the Pit Straight. Turn 2 (Wuth): With a good racing line, you should be able to brake lightly to clear this semi-blind, slightly-downhill, left-hand corner. Beware the barrier on the inside of Wuth. The exit of Wuth has an immediate fade to the right. Turn 3 (Campsa): This right-hand corner can be taken at full speed, although other cars will usually swing wide-left and brake slightly while rounding this corner. Note that the official circuit is to the right; do not drive directly ahead onto another patch of pavement, or you will lose plenty of time. Also, in a twilight or night race, Campsa is extremely difficult to see unless the taillights of other cars mark the corner for you, so approach Campsa with extreme caution. Turn 4 (La Cacsa): Severe braking is required for this left- hand corner. While not suggested, you may be able to pass other cars on braking here. As with Wuth, stay off the rumble strips and grass on the inside of the turn, or you will risk losing control of the car. This is a ŒJ¹ turn, and the corner seems to go on forever before you reach the exit. Turn 5 (Banc Sabadeau): Shortly following Turn 4, moderate or heavy braking will be needed here for the right-hand, upward- sloping corner. This is also a ŒJ¹ turn which is nearly a double-apex corner. If you need a recovery area anywhere on the course, it will most likely be here. It is possible to pass slower cars here by tightly hugging the inside of the turn, even running the right-side tires on the rumble strips. Turn 6: Light braking may be needed for this right-hand corner. The key here is to truly hug the inside of the turn and accelerate strongly through the exit. Watch for slow cars here preparing to go to Pit Lane for servicing. Turn 7: Entering this right-hand corner, the Pit Lane begins on the right, so be on the lookout for very slow cars here. If you take this final corner too tightly, or make a VERY late decision to go to the pits, you will likely damage the front of the car on a barrier. ==================================== CIRCUIT GILLES VILLENEUVE This incredible circuit is built on an island, accessible to spectators only via subway from Montreal, Canada. 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. Pit Straight: This follows the final chicane of the circuit. As the Pit Lane rejoins the main course from the left, the Pit Straight fades to the right, setting up Turn 1. If you were successful in flying through the final chicane at top speed without needing to navigate traffic, you will likely be pushing 200MPH at the Start/Finish Line. Turn 1: This left-hand corner will require moderate braking, and immediately flows into the Senna Curve. There is a patch of extra pavement on the right before entering Turn 1, but it is set too far back to be useful in attempting to gain a better racing line. Turn 2 (Senna Curve): This is a right-hand hairpin corner requiring heavy or severe braking. It is very easy to run too wide here, slipping off into the grass. Likewise, it is rather easy to overcompensate and cut the corner, which can cause the car to spin if taken too fast. Extreme caution is required here if racing in wet conditions, as the severity of the hairpin can itself cause the car to slide. Perhaps the best tactic is to enter Turn 1 from the extreme right of the pavement, and brake smoothly all the way through to just beyond the apex of Senna Curve before accelerating again. 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 straightaway. Turn 7: Following a very short straightaway, Turn 7 is a light-braking right-hand corner. On the outside of Turn 7 is a short, steep hillside with a barrier, so DO NOT run wide entering the corner, as it is possible to send the vehicle airborne!!! It is easy to run wide on exit and slip off the course and into the barrier on the left, so be careful. Straightaway: The course runs along the southern shore of the island here. Unfortunately, the extremely tall barrier prevents much of a 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. For experts, this chicane can be taken at full speed and no braking, but only with a flawless racing line and a perfect knowledge of the corners. The exit of Turn 13 has a wide odd-colored lane of concrete to allow for some swing-out; nonetheless, be careful not to bump the barrier. The exit of the chicane flows onto the Pit Straight. The Pit Lane entry runs straight ahead in line with the Casino Straight, so cars slowing on the left are likely heading in for servicing, and may block your optimal racing line if you are continuing on- course. Pit Entry: As you enter the final (right-left) chicane, the Pit Entry runs straight ahead. Once clear of the main course, there is very little room for deceleration before the Pit Lane's own tight right-left chicane, so it is very important to slow down on Casino Straight before reaching the Pit Entry. Keep as far to the left as possible when slowing on Casino Straight, allowing other cars to keep to the right as they prepare for the final chicane. ==================================== CROFT Croft's design incorporates numerous types of corners with several high-speed straightaways. This mix can make car set- up difficult and can truly tax a driver. Pit Straight: Pit Straight is rather lengthy at Croft, with Pit Entry just beyond the exit of the hairpin. Turns 1-3: These right-left-right S-curves require moderate to severe braking on entry, but by Turn 3, it should be possible to accelerate strongly out of this section of the course, but the ensuing straightaway is almost nonexistent, so strong braking will be required for the next chicane. Turns 4-5: This right-left chicane follows shortly after the initial S-curves. Passing entering Turn 4 is not suggested, as strong braking is required to keep to the pavement. Straightaway: This rather lengthy straightaway has a slight left-hand bend halfway along its length. Turn 6: This moderate right-hand corner will require moderate braking to keep the car from sliding. Turns 7-8: This left-right segment presents a VERY gentle 'chicane' and can generally be taken at full acceleration. Turns 9-11: This trio of right-hand corners can be taken at full throttle with a pristine racing line, although a slight tapping of the brakes may be useful. Turns 12-13: This is almost exactly like Turns 7-8, but Turn 13 is much tighter than Turn 8; moderate braking will be necessary. Turn 14: This is the hairpin which leads onto Pit Straight. It follows very shortly after Turn 13, so it best to not try to pass exiting Turn 13. ==================================== DETROIT The Pit Straight is of moderate length, with a dogleg to the right at about its midpoint and the Start/Finish Line located near its end. It is important to begin braking for the first corner WELL before the Start/Finish Line. It is also important to NOT focus on the beautiful scenery to either side of the circuit. Turns 1 and 2: This right-left complex comes at the very end of Pit Straight... whose Start/Finish Line is practically at its end. There will be plenty of traffic jams here on the opening laps until the traffic can space itself out. Heavy braking will be required for Turn 1, with barely any acceleration for Turn 2 until its exit due to all the anticipated traffic. Turn 2, which is a longer-duration corner than Turn 1, opens onto a long straightaway. Turn 3 is a right-hand perpendicular corner. Because of the length of the preceding straightaway, this corner requires a long braking zone. Turns 4-6: Following a brief straightaway, Turn 4 is a moderate right-hand corner. The raceway snakes to the left at Turn 5, then sharply to the right (nearly a J-turn) at Turn 6. Moderate braking is required for all corners. Straightaway: This next straightaway is fairly long and contains fades to the right and to the left. The fade to the left is more of a dogleg than a fade, so some minor tapping of the brakes may be warranted here. However, this dogleg is a good marker for the braking zone for Turn 7. Turns 7-10: This right-hand corner is nearly a double-apex corner, making it somewhat lengthy; moderate braking is needed here. Turns 8 and 9 are moderate-braking left-hand corners, with Turn 9 fairly lengthy in comparison with Turn 8. Turn 10 is a tight, sharp right-hand J-turn requiring heavy braking. Turns 11-12: This is a pair of right-hand corners connected by a very brief straightaway. Moderate braking is needed for both, but strong power is required out of Turn 12 to set up passing opportunities along Pit Straight. ==================================== DIJON-PRENOIS Located in southern France, Circuit Dijon Prenois is a small, hilly, and FUN circuit. Pit Straight is 1.1km (0.7 miles) in length, whereas the rest of the circuit continually twists and turns in the hills. Pit Straight: This is really the only true straightaway of the entire circuit. At 1.1km (0.7 miles) in length, this straightaway really should be taken at lower than optimal speeds, due to the necessity for high downforce on the rest of the circuit. Turns 1-2 (Villeroy): This is a double-apex right-hand corner. Turn 1 can be taken with light braking, but moderate braking will be necessary for Turn 2. Turns 3-5 (Hourglass S'es): Careful, precision steering will be needed to keep the car on the pavement while still negotiating traffic at top speed through these right-left- right S-curves. Turn 5 is sharper than the other corners. There is a continual rise in elevation throughout this section of the circuit. Turn 6 (Crossover): The shorter configuration of the circuit has simply a moderate left-hand corner here, but the main configuration uses a 135-degree left-hand corner heading toward the Parabolique. Light to moderate braking will be required for Crossover, and plenty of sand on the outside of the corner awaits the not-so-focused drivers. Turn 7 (Parabolique): This is a right-hand heavy-braking near-hairpin corner which is made much more difficult due to the sudden steep climb in elevation beginning at the entry of the Parabolique. This means that much of the corner is unsighted, thus drivers must have PRISTINE knowledge of this corner in order to truly power through the Parabolique at any great speed. There is fortunately a sand trap on the outside of the Parabolique to collect runaway vehicles, but it is still possible to clear the kitty litter and severely damage the car against the barrier. Turn 8: This left-hand corner is a long moderate-braking corner at the crest of the circuit. There is a wide sand trap on the outside of the turn for those who overshoot the corner, which is especially important since this is a semi- blind corner until the car is safely at the top of the rise. Turn 9 (Combe): This right-hand corner can be easily negotiated with only slight braking as needed. Turn 10 (Pouas Corner): This final corner is a long right- hand sweeping turn leading back onto the immense Pit Straight. Slight tapping of the brakes may be necessary for Pouas Corner, especially in high-powered cars. Pit Entry is on the right approximately 1/4 of the way along Pit Straight. ==================================== DONINGTON PARK - GRAND PRIX CONFIGURATION This popular British venue is the host of many events, and has been included in other games. The outside of almost every corner has a very small strip of grass between the pavement and the sand trap. The Grand Prix configuration inverts the final chicane of the National configuration and adds two lengthy straightaways with two hairpin corners. Turn 1: This right-hand J-turn requires moderate braking, and plenty of patience at the start of a race as traffic really jams up here. Turn 2: This is a long, gentle right-hand semi-corner, sloping downhill along its entire length. Turn 3: Continuing downhill, this left-hand corner will only require light braking, if the brakes are needed at all. Due to the downhill slope, it may be difficult to see the apex of the corner as you approach. Turn 4: Immediately after Turn 3, the course turns uphill to the right here, with light or moderate braking required. Turn 5: After passing underneath the pedestrian bridge, the course turns to the left here. No braking is required. Turn 6: This is really just a left-hand fade. Turn 7: Moderate braking is necessary as the course continues uphill through this right-hand turn. The barrier on the left comes rather close to the pavement, so there is not much grass and sand to stop you if you miss your braking zone. Turn 8: This lengthy, sweeping right-hand J-turn will require light braking to keep out of the grass and sand as the course continues slowly uphill. This corner opens out onto the longest straightaway at Donington. Turns 9-10: Shortly after passing underneath the big Dunlop tire, begin braking for the chicane. This is a tight left- right combination with NO room for error. The barrier on the inside of Turn 9 prevents shortcutting, and the sand trap to the inside of Turn 10 severely hinders anyone attempting to shortcut that corner. Turn 11: After a significant straightaway, this is a tight right-hand hairpin turn onto another significant straightaway behind the Paddock Suite. Essentially, think of this as changing runways on an airport circuit (such as at Sebring) and you should do fairly well here. Moderate braking is required here. If you miss your braking zone, there is a wide patch of kitty litter to the outside of the corner. Turn 12: The final corner of the circuit is a left-hand tight hairpin. Again, think of this as changing runways on an airport circuit. Moderate braking will be needed here. ==================================== DONINGTON PARK - NATIONAL CONFIGURATION This popular British venue is the host of many events, and has been included in other racing games. The outside of almost every corner has a very small strip of grass between the pavement and the sand trap. The only difference from the Donington Park - Grand Prix course is that the two straightaways behind the Paddock Suite are bypassed. Turn 1: This right-hand J-turn requires moderate braking, and plenty of patience at the start of a race as traffic really jams up here. Turn 2: This is a long, gentle right-hand semi-corner, sloping downhill along its entire length. Turn 3: Continuing downhill, this left-hand corner will only require light braking, if the brakes are needed at all. Due to the downhill slope, it may be difficult to see the apex of the corner as you approach. Turn 4: Immediately after Turn 3, the course turns uphill to the right here, with light or moderate braking required. Turn 5: After passing underneath the pedestrian bridge, the course turns to the left here. No braking is required. Turn 6: This is really just a left-hand fade. Turn 7: Moderate braking is necessary as the course continues uphill through this right-hand turn. The barrier on the left comes rather close to the pavement, so there is not much grass and sand to stop you if you miss your braking zone. Turn 8: This lengthy, sweeping right-hand J-turn will require light braking to keep out of the grass and sand as the course continues slowly uphill. This corner opens out onto the longest straightaway at Donington. Turns 9-10: Shortly after passing underneath the big Dunlop tire, begin braking for the chicane. This is a tight right- left combination. Barriers to the inside AND outside of Turn 9 prevent any shortcutting. ==================================== EASTERN CREEK This 3.93-kilometer (2.456-mile) circuit hosts V8 Supercars, many Formula series, a number of sports cars and sports sedans series, touring cars, production cars, and numerous national and support motorcycle series. The pit straight even incorporates a drag strip, so racecars here can make use of this wider section to pass large packs of slower traffic. This is a high-speed technical circuit, and those with moderately- or extremely-loose cars will likely find themselves slamming the barriers and/or sliding through the many patches of kitty litter. Pit Straight: The longest straightaway at Eastern Creek, Pit Straight also doubles as a drag strip :-) Pit Entry is approximately 1/3 of the way along Pit Straight. Turn 1: This is a long left-hand corner requiring light braking after the immense length of Pit Straight and the high speeds attained there. Turn 2: This left-hand hairpin corner requires moderate or even heavy braking on approach, and perhaps slight braking throughout. This is a somewhat-tight corner, so it is easy to misjudge speed and end up slipping off the pavement and getting stuck in the grass on the outside of the corner. Turn 3: Almost immediately following Turn 2, this right-hand corner may require light braking to keep from slipping out into the kitty litter on corner exit. Turn 4: This right-hand corner needs moderate braking to keep to the pavement, although a wide sand-filled recovery area is available if necessary. Turn 5: Just after Turn 4, Turn 5 is a left-hand corner requiring moderate braking. Turns 6-7: Turn 6 is a quick right-hand flick leading immediately into the left-hand sweeping Turn 7. Light braking can be useful for Turn 6, whereas moderate braking is required for and throughout Turn 7 to keep the vehicle on the pavement. Turn 8: Light or moderate braking is needed for this left- hand corner. Turn 9: This right-hand hairpin requires moderate or even heavy braking. Turns 10-11: Turn 10 is a quick right-hand flick leading immediately into the left-hand sweeping Turn 11. Light braking can be useful for Turn 10, whereas moderate braking is required for and throughout Turn 11 to keep the vehicle on the pavement. This leads onto Pit Straight. ==================================== ESTORIL In some ways, Estoril is reminiscent of the Catalunya circuit in Spain. Those familiar with both race venues will perhaps begin to anticipate the Catalunya circuit's upcoming corners... and get themselves into trouble here at Estoril. Turn 1: This is a gentle right-hand corner which can be taken with only moderate braking at most. Turn 2: Shortly after Turn 1, this long, extended, sweeping right-hand corner can be taken at full acceleration. Those who can maintain a good amount of speed without slipping off the pavement can easily make passes on the outside line here. Turn 3: Almost immediately following Turn 2, this right-hand corner requires moderate braking on entry and very little throttle usage throughout. Those who can maintain a good amount of speed without slipping off the pavement can easily make passes on the outside line here. Turn 4: This long, extended left-hand corner requires moderate braking on entry and very little throttle usage throughout. Those who can maintain a good amount of speed without slipping off the pavement can easily make passes on the outside line here. Straightaway: Following Turn 4 is a long, extended 'straightaway' with a dogleg to the right about halfway along its length. Slower cars tend to keep to the left at the dogleg, allowing for easy passing. Turn 5: At the end of the long 'straightaway,' the circuit turns semi-sharply to the left in a J-turn. Moderate or heavy braking will be required here. This is an excellent place to pass on corner entry due to late heavy braking. Turn 6: After a medium-length straightaway, the circuit turns somewhat gently to the right. Light braking should be all that is required here to keep the car from sliding off the pavement. Turn 7: Shortly after Turn 6, the pavement diverges, with one branch heading straight ahead and up a steep hill, and the second branch curving to the right. The F1 venue turns to the right here, with only light braking needed to keep to the pavement. Turns 8 and 9: This is the most difficult section of the Estoril circuit. Shortly after Turn 7, the circuit makes a hard turn to the left up a steep incline, then - at the top of the incline - makes a semi-hard J-turn to the right. The fact that there is really no straightaway connecting Turn 8 with Turn 9 makes the corners themselves even harder than they at first appear, which makes FLAWLESS knowledge of the circuit key to success here. Heavy braking is required for Turn 8, with moderate braking needed for Turn 9. Turns 10 and 11: Immediately following Turn 9, the circuit turns gently to the right and then back to the left. No braking should be required here unless blocked by traffic. Turn 12: This final corner is a long, sweeping corner with no braking needed. Flat-out acceleration throughout Turn 12 is key to passing along Pit Straight and entering Turn 1. ==================================== FUJI This Japanese circuit is perhaps most notable to North American classic video game enthusiasts from its appearance in Atari's Pole Position series in the stand-up arcades of the 1980s. There are a few of these classic Pole Position and Pole Position II arcade boxes still in existence, although the best bet for finding these games now is on the various gaming consoles. However, those who prefer the version of the circuit in the Pole Position series will be rather disappointed at the chicanes added along the faster sections of the Fuji circuit. Turns 1-2 (Daiichi Corner) This is a double-apex right-hand near-hairpin corner. Due to the immense length of Pit Straight, HARD braking will be required before even thinking of entering Daiichi Corner, and moderate braking will be required throughout this section. There is a nice patch of kitty litter on the outside of Daiichi Corner, but drivers should not expect it to stop a runaway car before the vehicle slams hard into the wall when overshooting this section of the circuit. Turns 3 and 4 (Sumtory Corner): Ahead, a barrier can be seen; this blocks direct access to the smooth left-hand corner Pole Position enthusiasts know so well; instead, players are forced straight ahead into a tight left-right complex around the barrier, so moderate or hard braking will be needed here on entry. It is possible to power out of Turn 3 and through Turn 4 without braking, unless the car has some severe grip problems and/or is extremely loose (i.e., the back end of the car tends to swing about). Turn 5 (100R): If the driver's car is properly tuned, there should be no trouble with powering through this wide right- hand sweeping turn, even when navigating traffic. However, cars which are moderately or extremely loose will have plenty of trouble here, ESPECIALLY if encumbered by traffic. Turn 6 (Hairpin): This left-hand corner is aptly named. Unfortunately, Hairpin comes at the dip following 100R, which can make this corner extremely tricky as the car inherently loses traction; the proximity of the barrier is definitely too close for comfort here due to this drop in elevation (the elevation change is certainly not significant, but it is just enough to cause grip problems in many cars). Turn 7 (MC Corner): This long, sweeping, right-hand corner is another prime place for full-throttle acceleration. Turns 8-10 (Dunlop Corner): This right-left-right chicane will also disappoint Pole Position enthusiasts. Heavy braking will be needed for Turn 8, with moderate braking required for Turn 9. Turn 10 should be easily taken at full acceleration. Fortunately, the barrier forcing cars to take the chicane is easily visible from a distance on approach. Turn 11 (Last Corner): This aptly-named corner is the final sweeping long right-hand corner of the Fuji circuit. Moderately- and extremely-loose cars will have difficulty here; otherwise, only a slight tapping of the brakes MAY be necessary for Last Corner. ==================================== HOCKENHEIM - PRE-2002 CONFIGURATION Surrounded by multitudes of trees which make much of the circuit rather dark in wet or overcast races, this is the fastest course used for F1 racing in recent years. 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. Interestingly, Hockenheim's Stadium segment is very similar to an unnamed final 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): Former games in the series had a patch of pavement heading straight off Turn 2, allowing for shortcutting of the chicane; this is no longer possible, as a nasty barrier blocks any shortcutting attempts. 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. 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 Chicane. Turns 4 and 5 (Brems Chicane): The original course configuration (used in older F1 racing games) did not have a chicane here, and the original pavement remains. However, the official course 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 Chicane. 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). ==================================== HOCKENHEIM - POST-2002 CONFIGURATION In 2002, the long, traditional Hockenheim circuit was dismantled and replaced by a much shorter version. F1 traditionalists worldwide were FURIOUS about this change, as the shorter circuit is no longer scenic and is really too compact for F1 racing (although still better than A1-Ring in Austria). However, the new, severely-shortened version of Hockenheim still retains its characteristic Stadium section, so at least some measure of the old circuit's tradition and history remains. Interestingly, the new, shorter circuit supposedly now handles more spectators than the old, longer circuit. 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. Turn 2: After a nearly-nonexistent straightaway comes the right-hand 120-degree Turn 2. This corner requires some moderate braking, and it is very easy to slide off the pavement here. Unfortunately, the barrier on the inside of the corner is really TOO close to the pavement, so a driver trying to pass to the inside of a slower car will have literally nowhere to go should the slower car suddenly cut inward in the corner. Just at the exit of Turn 2 is a quick fade to the left. Turn 3: After a brief straightaway is the left-hand 45-degree Turn 3. It is best to begin braking for Turn 4 at the exit of Turn 3. Turn 4: Almost immediately after Turn 3 is the right-hand 135-degree Turn 4, leading back onto the old (longer) Hockenheim circuit just before entering The Stadium. Moderate or heavy braking will be required for Turn 4, although there is a significant amount of paved swing-out room so that those in need of a quick recovery can briefly slam on the handbrake to keep off the outside barrier. Turns 5-8 (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 5 (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 6 (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, and beware the barrier. Straightaway (Continuing through the Stadium): This short straightaway has a fade to the left, followed by a fade to the right. Turns 7 and 8 (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 8. Pit Entry: The Pit Lane begins to the right at the entry of Turn 8 (the final corner of the Stadium). ==================================== HOUSTON GRAND PRIX Set in Houston, Texas, this venue features mostly perpendicular corners - not surprising for a circuit set within a city. The back straight is the longest straightaway of the circuit, lasting for a full seven city blocks. Most corners have rumble strips and paved mini-recovery areas, but some apexes have only unforgiving barriers, so make sure the first laps at this venue are nice and slow to become familiar with where one can and cannot clip the inside rumble strips. Turn 1: This is a left-hand perpendicular corner, with shortcutting possibilities by crossing the rumble strips. Immediately after the corner itself, the road fades to the left. Turn 2: Immediately after the fade, the course turns sharply to the right in a J-turn. Moderate braking is needed here, although light braking can be used if shortcutting the corner. Turn 3: This left-hand perpendicular corner does not have shortcutting possibilities, so moderate or heavy braking AND a solid racing line are required to safely clear this corner. Turn 4: Two city blocks beyond Turn 3, Turn 4 is a shortcuttable left-hand perpendicular corner. Light or moderate braking can be used here. Straightaway: This is the longest straightaway of the Houston circuit, covering a total of seven city blocks. Speeds approaching 200MPH are quite possible here, even without drafting. Turn 5: After the long back straightaway, moderate or even heavy braking will be required here to keep from banging the barriers on this left-hand perpendicular corner. Shortcutting is possible here. Turn 6: Very quickly after Turn 5, this left-hand right-angle turn requires light braking. Shortcutting is possible. Turn 7: Moderate braking is needed for this right-angle right-hand corner; shortcutting is possible. Turn 8: Immediately after Turn 7, the course makes a right- hand bend. Braking should not be needed here. Turn 9: This left-hand perpendicular corner required moderate braking and does not have the possibility of shortcutting. Turn 10: Light braking should be used for this final left- hand corner, also a right-angle corner with shortcutting possibilities. ==================================== HUNGARORING The Hungaroring circuit has wide run-off areas, which can be quite important, especially for Turn 1. It is imperative to qualify near the top of the grid and be (one of) the first through this corner, as traffic backs up tremendously here at the start of a race ­ moreso than at most other circuits due to the 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 straightaway. Turn 4: This moderate left-hand corner may require light braking or may be taken flat-out. Plenty of kitty litter awaits those who overrun the corner. Turn 5: Moderate braking is necessary for this right-hand 'J' turn. Plenty of sand is available on both sides of the pavement here, just in case. Turns 6 and 7: The CPU is very touchy about this right-left chicane; virtually ANY short-cutting here results in a Stop- Go Penalty. There is plenty of sand here as well, just in case. Turn 6 is tight, requiring heavy braking. Turn 7 requires moderate braking, and beware the barrier on exit if you happen to swing out too wide. Turn 8: This moderate left-hand corner may require light braking, but may also be taken as a full speed passing zone if using rapid reflexes and a 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 9. Turn 11: Shortly following Turn 10, the right-hand Turn 11 requires moderate braking to stay out of the kitty litter on the outside of the corner. 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). ==================================== IMOLA The Imola circuit is challenging but rather fun. This is a 'counterclockwise' circuit, but, oddly, the Pits and Paddock are located on the outside of the circuit and not on the inside. Due to the slope of the grass on the inside of the corner, Turn 6 (Tosa) is essentially a blind corner unless traffic is present to mark the course for you. 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 makes this a good passing zone. Following this corner is a significant straightaway. Turns 4 and 5 (Villeneuve): This is another left-right chicane, but not as lengthy as the first. Care must be taken not to slide off the course at the exit of Turn 5. It is possible for experts to fly through this chicane at top speed (if not encumbered by traffic) by rolling up on the rumble strips, but doing so produces a significant chance of losing control of the car. The course slopes upward at the exit of this chicane. Turn 6 (Tosa): This is a semi-blind left-hand corner which continues the upward slope of the course. Moderate or even severe braking is required here, or else your car will be in the kitty litter and headed toward the spectators. Traffic is actually a benefit in approaching this corner, as the course is largely hidden from view given the slope of the grass on the inside of the corner, but other cars are easy to see. Straightaway: The course continues up the hill here. 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 exit. 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. 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. 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. ==================================== INDIANAPOLIS (U.S. GRAND PRIX CIRCUIT) The inaugural U.S. Grand Prix in 2000 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). 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). 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 8. 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. However, the following straightaway is extremely short, so do not expect to accelerate much (if at all) before 'Mickey' and 'Mouse.' Turn 9 ('Mickey'): This is a tight right-hand 'J' turn, nicknamed 'Mickey' by the sportscasters at the inaugural F1 race at Indianapolis. This is a second-gear corner at best, but first gear is probably a better choice here. Turn 10 ('Mouse'): This tight left-hand hairpin corner was nicknamed 'Mouse' by sportscasters. Any dry-conditions speed above 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. ==================================== INFINEON RACEWAY Please see Sears Point ==================================== INTERLAGOS Most F1 courses are driven clockwise; built on a steep hillside, Interlagos is driven counter-clockwise, which I understand causes 'undue' fatigue to drivers' necks as the race progresses. The upper part of the course features two extensive segments of flat-out, full-throttle, top-speed driving. However, the lower part of the course (where the most clock time is spent per lap) features tight corners and several significant elevation changes. 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 incident. 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 grass. 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 corner. Turn 12 (Juncao): This is a tight left-hand corner requiring moderate to heavy braking. The final, steep uphill slope begins here, and the exit of the corner is hidden (even in chase view). It is extremely easy to run off the outside of the corner here, but a small patch of grass and another paved lane provide some run-off relief here. This corner leads to the incredibly long Pit Straight. Pit Entry: As you climb the long 'Pit Straight,' the Pit Lane begins on the left. 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. ==================================== KNOCKHILL This circuit is a nightmare for car set-ups, as there are many tight corners (some with their own significant elevation changes) connected by significant straightaways. Pit Straight: Pit Straight is on an uphill slope, which may make standing starts somewhat tricky. It is also quite lengthy. Pit Entry is on the left, where the slots of the starting grid are located; this is a very short Pit Lane. Turn 1: This heavy-braking right-hand corner is made even more difficult because it heads downhill. It is very easy to foul up here and get caught out in the sand on the outside of Turn 1. Turn 2: Almost immediately after Turn 1, this left-hand corner requires at least a slight tapping of the brakes to keep to the pavement. Turn 3: Almost immediately after Turn 2, this right-hand corner requires moderate braking to keep to the pavement. Turn 4: Shortly after Turn 3, this gentle right-hand corner can be taken at full acceleration, but care must be taken on the approach to Turn 5. Turns 5-6: This tricky left-right complex requires heavy braking on entry; slowing enough on entry allows for powerful acceleration through Turn 6 and onto the ensuing straightaway. Turn 7: This difficult right-hand corner is on an uphill climb; if there is no traffic in front to provide an idea of where the circuit is, it is virtually impossible to see the layout of the pavement due to the angle of the hill. This opens onto a nice straightaway. Turn 8: This is another right-hand corner on an uphill climb; this time, the corner is nearly a hairpin. Strong acceleration out of Turn 8 is required, as this opens onto the lengthy Pit Straight. ==================================== KUALA LAMPUR 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, and is thus considered the future of racing venues worldwide, 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 accelerator. 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