F1 2002 - Strategy Guide (Page 12)
Below are the cheat codes, hints and help for F1 2002 - Strategy Guide (Page 12).
Turn 2 (Eau Rouge): This is an easy right-hand corner at the
top of the steep uphill climb. The kitty litter on either
side of the course fades away shortly after the corner.
Straightaway (Kemmel): The course truly enters the forested
area here, with trees lining both sides of the course and
casting lengthy shadows which make this area of the circuit
rather dark when racing in wet conditions. Cars can easily
achieve speeds over 200MPH by the end of this straightaway.
The end of Kemmel is where Mika Hakkinen made 'The Pass' on
Michael Schumacher in the 2000 Grand Prix of Belgium.
Turns 3-5 (Malmedy): This is a right-left-right combination
of corners. Moderate or even heavy braking is necessary
entering Malmedy (Turn 3), but little or no braking is needed
for Turn 4. After an almost non-existent straightaway, light
braking is needed for Turn 5 to keep from running into the
nearby grandstand. The Malmedy complex has plenty of run-off
room, comprised of both sand and grass, with minor short-
cutting permitted by the CPU. Entering Malmedy, be sure not
to keep going straight along another stretch of pavement
(part of the old circuit), which leads to a barrier.
Straightaway: Between Malmedy and Bruxelles (the French
spelling of 'Brussels,' the capital of Belgium), the course
takes a steep downward trajectory. This can be a good
passing zone for those who did not need to use the brakes
(much) leaving the Malmedy complex.
Turn 6 (Bruxelles): The course continues downhill all the way
through this right-hand hairpin, making heavy braking a
necessity before the corner as well as light braking most of
the way through Bruxelles, especially if the tires are rather
worn. If any corner is to be overrun on a regular basis
during the course of the race, this is it (due to the
downhill slope), so the wide sandy recovery area may actually
be a blessing in disguise. However, due to the slope of the
hill, running up on the rumble strips on the inside of the
turn may well result in a spin or other loss of control; if
done 'correctly,' this may also result in launching the
vehicle airborne.
Turn 7: Shortly following Bruxelles, this left-hand corner
requires moderate braking.
Turn 8 and 9 (Pouhon): These two easy left-hand corners
essentially form a wide 'U' shape, and require light or
moderate braking. There is plenty of run-off room here, if
needed, on both sides of the pavement.
Turns 10 and 11 (Fagnes): This right-left complex will
require moderate braking on entry, and possibly tapping the
brakes through Turn 11 as well. Accelerate well out of
Fagnes to pass one or two cars on the short straightaway
which follows.
Turn 12 (Stavelot): This is another right-hand corner,
requiring light or moderate braking. It is highly important
to accelerate STRONG out of Stavelot, as you won't be using
the brakes again until the Bus Stop Chicane.
Turn 13 (Blanchimont): This is a long, sweeping, left-hand
corner which must be carried at top speed (from Stavelot) or
else you WILL be passed by others. The trees here are
pretty, but keep your eyes on the road, especially due to the
shadows cast over the circuit.
Turns 14-17 (Bus Stop Chicane): This is a tight left-right
followed by a super-short straightaway and a tight right-
left. The beginning of the chicane is at the top of a small
rise, so the first two turns are blocked from view on
approach (especially from Driver View) unless other cars are
there to mark the course for you. Moderate braking should be
used for both parts of the Bus Stop, but true experts can
semi-easily fly through the Bus Stop at top speed without
incurring a Stop-Go Penalty for shortcutting the chicane (but
be prepared to save the car should the rumble strips cause
you to lose control).
Pit Entry: While the Bus Stop Chicane begins here with a
tight left-hand corner, the Pit Lane continues straight
ahead, with a quick right-left mini-chicane of its own.
There is not much room in Pit Lane to slow down before
reaching the Paddock, so slow on the main course, but keep to
the right to allow cars remaining in the race to pass you on
the left as they enter the Bus Stop Chicane.
==============================================
GRAND PRIX OF ITALY: MONZA
This historic high-speed track hosts a highly partial pro-
Ferrari crowd - affectionately known as the 'tifosi.' The
2000 Italian Grand Prix is the race in which a volunteer
corner worker was killed at the Roggia Chicane, due to all
the flying debris from the first-lap multi-car collision
caused by Heinz-Herald Frentzen missing his braking zone.
This is also the final race of the 'European' season; the
final two races are both overseas, 'flyaway' races (at
Indianapolis and Suzuka).
Pit Straight: Strong acceleration out of the Curva Parabolica
can create prime passing opportunities along the Pit
Straight, the longest straightaway at Monza. The Pit Lane
begins on the right shortly after exiting the Parabolica.
Turns 1-3 (Rettifilio): The new chicane here is a tight
right-left with a gentle right turn back into line with the
original pavement. The chicane is blocked by a barrier, but
the inside of Turn 1 has a paved 'extension' which may be of
benefit. Even with Flags on, shortcutting the chicane TO THE
RIGHT OF THE BARRIER can be done at top speed, thus lowering
lap times; shortcutting to the left of the barrier results in
a Stop-Go Penalty.
Turn 4 (Biassono): This sweeping right-hand corner among the
thick trees can be taken flat-out. To the left is a long,
wide area of sand, but the corner is so extremely gentle that
the sand should not be needed for any reason unless you blow
an engine or severely puncture a tire.
Turns 5 and 6 (Roggia): Despite the flatness of the Monza
circuit, this chicane is extremely difficult to see on
approach unless traffic is present to mark the pavement for
you, so it is very easy to overrun the chicane. This is a
very tight left-right chicane, so moderate or heavy braking
is required; shortcutting through here at full throttle is
possible by making use of the new, narrow, bright-green
extensions on the inside of each corner, as the CPU us rather
tolerant of shortcutting here (compared to previous
incarnations of the game). There is a large sand trap for
those who miss the chicane altogether.
Turn 7 (First Lesmo): This right-hand corner requires
moderate braking. There is a wide sand trap on the outside
of the corner, just in case. Beware the barrier on the
inside of the corner. About 150MPH is the maximum speed
here, or you risk slipping off the course and into the kitty
litter. If you shortcut the first two chicanes of the game,
this will be the first time you absolutely need to use the
brakes.
Turn 8 (Second Lesmo): This right-hand corner is a little
tighter than First Lesmo, and also has a significant area of
kitty litter on the outside of the corner. Moderate braking
will be needed here. Again, beware the barrier on the inside
of the corner. Generally, about 140MPH is the maximum speed
here to keep from sliding off the pavement.
Straightaway/Turn 9 (Serraglio): This is really just a fade
to the left, but the official course map lists this as a
curve. Counting this as a fade, this marks about the halfway
point on the longest straightaway of the Monza circuit.
There is sufficient room to pull off the course here on
either side if necessary, except when passing underneath the
first bridge. The circuit is extremely bumpy between the two
bridges.
Turns 10-12 (Ascari): The Ascari chicane is more difficult
than it seems. Turn 10 is a left-hand corner requiring at
least light braking. This is followed immediately by a
right-hand corner requiring moderate braking. Turn 12 can be
taken at full acceleration if you slowed enough in Turn 11.
Wide areas of grass and sand are available for those
overruninng any part of the chicane. Still, unless
encumbered by traffic, experts may be able to take Ascari at
full throttle with a flawless racing line which makes use of
the rumble strips as well as the bright-green 'extension' on
the inside of Turn 10.
Straightaway (Rettilineo Parabolica): This is the second-
longest straightaway at Monza and a prime passing zone,
especially with powerful acceleration out of Ascari.
Turn 13 (Curva Parabolica): This final corner is a very-wide
increasing-radius right-hand hairpin. Light or moderate
braking is required on entry, but after about one-third of
the way around the hairpin, stand on the accelerator all the
way through to Rettifilio. The outside of the Curva
Parabolica has an immense expanse of kitty litter, but this
really should not be necessary unless you suddenly need to
take evasive action to avoid someone else's accident. After
the Lesmo corners, the Curva Parabolica is the third and
final place where braking is a definite MUST.
Pit Entry: Shortly after exiting the Curva Parabolica, the
Pit Lane begins on the right. This is perhaps the shortest
Pit Lane in all of F1; there is virtually NO room for
deceleration once leaving the main course, so cars going in
for servicing will begin slowing at the exit of the Curva
Parabolica.
==============================================
GRAND PRIX OF THE UNITED STATES: INDIANAPOLIS
The inaugural U.S. Grand Prix was significant for two
reasons. First, for the first time ever, cars were racing
'backward' (clockwise) at Indianapolis. Second, cars were
racing in the rain, which is virtually unheard-of in American
auto racing (CART is an exception, but only on road courses).
Fortunately, FIA gave the live rights to ABC for the American
audience, a very intelligent move to try to increase F1's
exposure in the American market; this would not have been
nearly as effective if SpeedVision had been permitted the
live rights for the race, as SpeedVision is a cable-
/satellite-only channel, and not all cable systems carry
SpeedVision in their more affordable packages (in Tucson, I
personally pay $25 extra per month just to get the package
which includes SpeedVision). Except the Pit Straight, the
U.S. Grand Prix circuit features wide run-off areas,
especially along Hulman Blvd. According to many of the
drivers, part of the 'mystique' of the U.S. Grand Prix at
Indianapolis is the closeness of the spectators; at no other
F1 circuit are the fans literally 'just across the wall' from
the cars (the main grandstands at Albert Park would come
closest). The U.S. Grand Prix begins the final 'flyaway'
(non-European) races of the 2002 season.
Pit Straight: This is the same as the Pit Straight used for
the Indy and NASCAR races here, but the F1 cars drive in the
'wrong' direction (clockwise). Expect top speeds close to or
even exceeding 200MPH.
Turns 1 and 2: After more than 25 seconds at full throttle,
this tight right-left combination can be deadly if you miss
the braking zone. Brake early and hard to safely navigate
Turn 1 in first or second gear, then accelerate violently
through Turn 2.
Turn 3: This is a sweeping right-hand corner which can be
taken at top speed.
Turn 4: This is a long right-hand 'J' turn requiring moderate
braking to keep to the pavement.
Turn 5: Another right-hand corner, this corner requires light
or moderate braking, and can be a good passing zone with good
braking on entry.
Turn 6: This left-hand hairpin requires good braking
throughout. Accelerating too soon will certainly put you out
on the grass.
Turn 7: This is a right-hand 'J' turn onto the famous Hulman
Blvd., which leads to the Indy Museum. Moderate braking is
need here, but there is fortunately an immense paved swing-
out area on exit which stretches much of the way toward Turn
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., and is rather easy to miss if not marked by traffic.
However, the following straightaway is extremely short, so do
not expect to accelerate much (if at all) before 'Mickey' and
'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.
==============================================
GRAND PRIX OF JAPAN: SUZUKA
This world-famous circuit in figure-eight style is used for
many forms of auto and motorcycle racing; as such, those who
have played other racing games (such as Moto GP World Tour or
Le Mans 24 Hours) may already have some familiarity with the
Suzuka circuit. One of the most famous sights of the
'circuit' is the large Ferris Wheel on the left behind the
grandstands as cars pass along the Pit Straight. This is the
circuit where Michael Schumacher won the 2000 Driver's
Championship. Suzuka was once the official test circuit for
Honda, with the figure-eight configuration ensuring that
there were a near-equal number of both left-hand and right-
hand turns; similarly, the circuit was purposely designed to
include as many types of corners and situations as possible,
which makes the Suzuka circuit more technically difficult
than it might at first appear to Suzuka novices.
Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane. The Pit Lane rejoins the
course from the right near the end of the Pit Straight.
Turn 1: This right-hand (almost double-apex) hairpin requires
moderate braking on approach, and you will likely be tapping
the brakes through the hairpin itself. This begins an uphill
climb, and it is difficult to see the left side of the
pavement on exit, so be careful not to run too wide and end
up out in the sand. There is really no reason to overrun the
hairpin on entry, as the corner is quite easily identifiable.
Turns 2-5 (S Curves): This is by far the hardest section of
the course - tight left-right-left-right corners. The first
of the 'S' curves can likely be taken at full speed, with
light or moderate braking for Turn 3. Turn 4 can be taken
either flat-out (not suggested) or with light braking. No
matter what, slam HARD on the brakes for Turn 5, the tightest
corner of the 'S' section. This entire segment of the course
continues the uphill climb, making Turn 5 particularly more
difficult. There is ample recovery room on either side of
the course through the uphill 'S' section. The 'S' section
is a good place to pass slower cars, if you have enough
confidence in your brakes to pass during corner entry. No
matter what, you will NOT be surviving the 'S' curves unless
you use the brakes generously - or use only second or third
gear.
Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
crest of the initial uphill segment of the course. However,
it is best to brake lightly or at least lift off the
accelerator to keep from sliding out into the grass and sand
on the right side of the long corner.
Turn 7 (Degner): Here, the course turns to the right in
anticipation of the figure-eight pattern. Light braking will
likely be required, but it is possible to speed through here
without braking. To the outside of the course is a wide
expanse of grass and sand in case you overrun the corner.
Turn 8 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate or heavy braking and a steady racing
line will be required here. This is also another prime
passing zone. Take care not to overrun Turn 8, or your
front-left tire will be damaged.
Straightaway: Accelerate strongly out of Degner and you may
be able to pass one or two cars as you race underneath the
bridge. The course fades to the right here before reaching
the tight Hairpin. The fade is a good place to begin braking
for Hairpin.
Turn 9 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit. It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions. Be careful not to accelerate too soon, or you
will be out in the grass. There is a sizeable patch of kitty
litter for those who miss the hairpin completely or lock the
wheels.
Turn 10: Continuing the uphill run, the course here makes a
wide sweep to the right. Any braking here means losing track
positions.
Turns 11 and 12 (Spoon): This is a tricky pair of left-hand
corners, in a decreasing-radius 'U' formation. The first
corner is fairly standard, requiring little braking.
However, Turn 12 is both tighter AND slopes downhill, so
judicious usage of brakes and a pristine racing line are both
important here, especially if attempting to pass a slower
vehicle. If you repeatedly misjudge any single corner at
Suzuka, it will be Turn 12; fortunately, there is plenty of
recovery room on both sides of the pavement here. However,
do not roll up on the rumble strips or the grass on the
inside of Turn 12, as that will almost certainly cause you to
lose control and likely spin.
Straightaway: Power out of Spoon and rocket down the
straightaway, passing multiple cars. After you cross the
bridge, start thinking about the chicane. (If you feel a bit
cocky, try speeding through the Pit Lane for the support
races, located on the right as you start uphill again - this
Pit Lane will be familiar to those who have played Le mans 24
Hours.)
Turn 13 (130R): Shortly after crossing the bridge, the course
turns gently to the left. Light braking or - even better - a
quick lift off the accelerator - is almost certainly required
at 130R to keep from sliding off-course, although experts can
speed through here at full throttle with an excellent racing
line and no encumbering traffic.
Turns 14-16 (Chicane): This is the trickiest part of the
course (even moreso than Hairpin), and quite likely the one
area which will determine whether or not you can execute a
good lap time. The chicane begins with a moderate turn to
the right, then a tight left-hand corner, then ends with a
wider turn to the right and empties out onto the Pit
Straight; all of this is on a downhill slope, adding to the
inherent difficulty of Chicane. Fortunately, the inside of
the chicane is filled with only sand, not barriers, but
shortcutting the chicane will likely result in a loss of
control (due to the rumble strips and the kitty litter), or
at least cause you to slow tremendously. Be careful coming
out of Turn 15 so that you don't go too wide and bump the
right side of the vehicle on the Pit Lane barrier.
Pit Entry: Using the old entrance to Pit lane, the Pit Lane
begins to the right just before Chicane. The current real-
world course configuration has cars entering Pit Lane from
the tiny stretch between Turns 15 and 16.
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DIAGRAMS
This section contains the diagrams referred to earlier in the
guide.
Ascari Chicane (at Monza):
*
*
*
*
*
***
*
*****************
Bus Stop Chicane (Variant I - Wide Chicane):
******************* *******************
* *
*********
Bus Stop Chicane (Variant II - Narrow Chicane):
******************* *******************
***********
Decreasing-radius Corner:
->*******************
*
*
*
*
*
*
<-*************************
Hairpin Corner:
->*****************
*
<-*****************
Increasing-radius Corner:
->**********************
*
*
*
*
*
<-*******************
J-turn
*******************
*
*
*
*
Quick-flicks (Variant I - Wide Chicane):
*************
*
*************
Quick-flicks (Variant II - Narrow Chicane):
*************
**************
Sample Circuit Using Some of the Above Corner Types Combined:
******|****** *****
* |-> * * *
* ** *** *
* * ** *
* * * * *
* * * * * ****
* ** * * *
* * ********
******* *
*******
Standard Corner:
*******************
*
*
*
*
*
*
*
*
U-turn:
->*****************
*
*
*
<-*****************
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WISH LIST - MINE
There are several additions and modifications I hope EA
Sports makes in future versions of their F1 racing games.
These are not presented in any particular order.
1.) FIX FIA RULES IMMEDIATELY - THIS IS A TOP PRIORITY!!!!!!!
2.) Implement the 107% Rule, either permanently or via a
gameplay option.
3.) The AI is FAR too aggressive, especially on standing
starts. Even if I qualify P1, I almost ALWAYS get tagged
from behind, which puts me off the track and eventually at
the very back of the field by the time I can recover.
4.) Handling options should be given for Normal Handling.
Set-up options should include more than just tires when using
Normal Handling; a smaller list of set-up options, perhaps
those used in F1 2000, should be offered.
5.) Please bring back Training Mode!!!!!
6.) History Mode - Perhaps unlockable, allow players to race
in versions of F1 cars from the 1950s to the present, on
courses which have previously hosted F1 races (Adelaide,
Detroit, etc.).
7.) Periodic radio updates on the points-paying positions
would be helpful, as it is not always feasible to safely
watch the World Feed information at the bottom of the screen.
8.) Start each race on the warm-up lap, and force players to
correctly find their grid position for the Standing Start.
(This may best be used only in Grand Prix mode.)
9.) Provide a separate 'Map' option, which will allow players
to scrutinize detailed course maps. This would be especially
beneficial for visual learners.
==============================================
WISH LIST - OTHERS
Here are some wish list ideas from the members of the F1 2002
(PS2) message board on GameFAQs
From: speeddevil83
1) Fix the twitchy controls on simulation handling. When I
move the analog to one side, the car slips very easily
in turns. Thus going around fast sweeping curves causes
me to lose some speed instead of gaining.
2) Better exhaust sounds from the F1 cars
3) Improve the graphics
From: AppleColour
I hope they make the next F1 game properly for PS2! and
make the next game plays better with d-pad.
Also please don't release a half-baked cake/game in the
middle (or 1st half) of a F1 season
If they do release an updated version of F1 2002 in the
end of the year. Can we, the people who bought the
original F1 2002, buy the new game at a discount price.
Of course we have to show that we have F1 2002 in some
way, maybe.
From: ViperMask
Make a new game engine. From what I read they need to fix
it up. I should try the game though...I don't have a PC
powerful enough. :(
Edit mode - Mess with the engine contracts and drivers
contracts. Create a driver with pictures of helmets,
adding your own picture (just import a .jpg or
something), etc.
Realistic driver stats and "styles" - I.E. Alex Yoong's
style would be so damn slow because he is a slow
driver; Jacques Villeneuve would be over aggressive and
overdriving; Mark Webber copies Michael Schumacher's
style (well his course lines.); Juan Pablo Montoya is
good at qualifying, and is over aggressive during races
and over drives the car; Rubens Barrichello is prone to
bad luck (due to Ferrari sabotaging his car probably).
Would also pull over and let his team mate pass by! :)
From: Chong2K2
New Hockenheim
From: Sappy
Spectator mode on any circuit you could choose a
grandstand to watch the race just like a real spectator
From: rholding2000
Well ive been following f1 since the good old days of 1990
and played EVERY F1 game out. The best F1 game out I
have found is F1 2000 CS on PC, the level of set up
that can be achieved is great. What i would like to see
is
1. controller options similar to those of f12Kcs, this way
you can make the controller less or more twitchy at
higher speeds.
2. In normal mode keep only abs and traction control on so
that there are no wheel lock ups but have the rest of
the car fully customisable
3. For gods sake put a CUT TRACK warning option.....either
on or off
4. i have found this game utterly annoying to play with
FIA rules on and damage on, cut out the speed limit
penalty and leave the no overtaking rule on.
5. Realistic car phisics. i can brake at the last 25
meters shift to first and still take the 90 degree +
corner at the A1 ring. I want at least some lock if the
gears are shifted too quickly (even in normal mode
this option could be turned on or off but its not as
severe as the simulation mode)
The thing what gets me about this game is there is no in
between. I love F1 and want to be as close to the real
thing as i can be seeing that im sat in front of a damn
computer screen......i still want to play a game.
Simulation to me is too annoying the sounds of the
wheels screeching all the time is ridiculous and its
too hard to play (and is in no way realistic - do you
hear that kind of screeching when you are onboard and
they are flying round a corner at 120 mph and still
accelerating EA seem to think that simulation means fly
off the road as soon as you press a button. I don't
think an F1 car up in the hundreds of millions to build
and design would handle the way they portray it. They
have it right in the normal mode but again some things
need to be altered such as the way the brakes work).
Normal mode is too arcady (but good). There should be a
fully customisable way of playing 20 - 30 options to
choose from.
Why the hell do you have to do all the challenges in
automatic.
For those who know what I'm trying to say m sure you'll
agree, there should be 1 mode of play that is in
everyway as customisable as can be. look at F1CS2K that
has it right. More options for the drivers as well such
as agression, line holding, Composure, and other stuff
to make the drivers you like act the way you want them
too. With this game I'm being shunted too much where in
F1CS2K i can set the AI to back off if i have the line
(and they still challenge if i get it wrong)
I'm still waiting for a good console game the best being
this but still has a lot of annoying features that
really need to be sorted out.
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THANKS
A big thanks to HondaF1 from the GameFAQs message board for
F1 2002 (PlayStation2 version) for discovering the 'cheat'
for Ferrari's Duration Card. Thanks also to Nick Wade for
the Arrows Milestone Card information.
==============================================
WRAP-UP
The official FIA Web site has a lot of
good information pertaining to F1 racing, including the
current season's race schedule, rules and regulations, and
links to the official Web sites of most of the courses used.
The FIA Web site is available in both French and English.
I also strongly suggest visiting Formula1.com for F1 news and race information.
This is a FAR more interactive site than the FIA site,
including games, Flash-based virtual laps of each circuit,
team and driver information, extensive cross-linking between
related articles and features, screensavers, quizzes,
racequeen poll/contest, and much more. Formula1.com also
provides a FREE one-way mailing list, sending out previews
and reports for all grand prix events, as well as information
from the FIA-approved testing sessions during the year.
Finally, during Practice, Qualifying, and Race events, there
is a continually-updated register of activity; using this in
conjunction with live a television broadcast is great, as
this provides more information than what the commentators
usually report (and best of all, it is absolutely positively
indubitably amazingly 100% commercial-free!!!).
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CONTACT INFORMATION
For questions, rants, raves, comments of appreciation, etc.,
or to be added to my e-mail list for updates to this driving
guide, please contact me at: FEATHER7@IX.NETCOM.COM; also, if
you have enjoyed this guide and feel that it has been helpful
to you, I would certainly appreciate a small donation via
PayPal using the above e-mail
address.
To find the latest version of this and all my other
PSX/PS2/DC/Mac game guides, visit FeatherGuides at
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