V8 Supercar: Race Driver - Strategy Guide (Page 05)

Below are the cheat codes, hints and help for V8 Supercar: Race Driver - Strategy Guide (Page 05).

The official Web site is actually the site for Octagon
Motorsports which owns
and operates Silverstone, as well as Snetterton, Cadwell
Park, Brands Hatch, and Oulton Park.

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CIRCUIT HISTORY: T1 CIRCUIT AIDA
The official Web site is only
available in Japanese, so there is no circuit history
available.

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CIRCUIT HISTORY: VALLELUNGA
The official Web site has an
automatic redirection to a blank page.  Therefore, no circuit
history is available.

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CIRCUIT HISTORY: VANCOUVER
The Vancouver temporary street circuit primarily features one
of the three Canadian rounds of the CART-FedEx Championship
Series, but also includes CASCAR Super Series, Fran-Am,
Barber Dodge Pro Series, and the SCCBC Sedan Invitational
Race.

Circuit history from the official Web site (written in 2002):

   From green flag to checkered flag, the challenging
   Vancouver course will take the world's most talented
   drivers on a heart-pounding 12-turn ride through the
   streets of downtown Vancouver. With the spectacular North
   Shore mountains as a backdrop, the twisting waterfront
   course is sure to test the limits of every CART driver and
   their million-dollar racing machines.

   Last year a packed house of more than 65,000 cheering fans
   were revved up for another Canadian victory following the
   first ever in Vancouver the year before by Team KOOL
   Green's 'Thrill from Westhill', Paul Tracy. Things
   couldn't have started any better as 26 cars took the green
   flag led by the all-Canadian front row of Team Players
   drivers Alex Tagliani and Patrick Carpentier.

   After 175 miles of racing and seven lead changes, it was
   Patrick Racing's 'Super Sub' Roberto Moreno who powered
   his Visteon Reynard Lola to his first victory of the
   season after passing fellow Brazilian Gil de Ferran with
   just nine laps to go. An emotional Moreno treated the
   crowd to some victory donuts before dedicating the race to
   the memory of hometown favorite Greg Moore.

   As always, the Vancouver race played a pivotal role in the
   race for the season championship. With his second place
   finish, Team Penske driver Gil de Ferran, took over top
   spot in the standings and never looked back on his way to
   repeating as CART FedEx Championship Series champion.

   Last year, more than 160,000 motorsport fans came to
   Concord Place to catch thrilling wheel-to-wheel action and
   the roar of the 800-horsepower engines.

See the official Web site for
more information.

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CIRCUIT HISTORY: ZANDVOORT
The official Web site is
only available in Dutch, so an official circuit history of
not available.

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CIRCUIT HISTORY: ZOLDER
Circuit Zolder has been used in the past for F1's Grand Prix
of Belgium, but is a 'sore point' amongst many current
drivers due to the lack of modernized safety features.  For
example, the 2002 season featured primarily sand and gravel
in the recovery zones, whereas the majority of European
racing venues are instead removing sand and gravel to be
replaced by more pavement; such changes permit cars to slide
off of the actual raceway, recover, and rejoin the race.

Events held at Circuit Zolder include: German Touring Cars,
World Championship Cyclo-Cross, Road World Championships, FIA
Electro Solar Cup, Motorcycle Road Racing Grand Prix, Grand
prix of the Nations, European Historic Grand Prix, Truck
Super Prix, and 24 Hours of Zolder... among others.

Circuit history from the official Web site:

   The name 'Terlamen' is derived from 'Terlaemen', the name
   of the local domain that is already quoted in 1293 and at
   the heart whereof the circuit has been constructed. The
   community of Heusden-Zolder is the owner of the circuit
   and of the greater part of the surrounding woods. The vzw
   Terlamen runs the circuit.

   In 1959, Auto-Moto-Club Bolderberg came
   with the idea to build a circuit where its
   members could practice their hobby. In
   1960, this idea was materialised in a small
   2,700-meters long circuit. Very soon, it
   became clear that this circuit was too small
   for national and international competitions.
   A permanent and larger circuit was
   required. On 14 July 1963, the 4,300-meters
   long circuit was officially inaugurated. After
   the works in 1994, the length was reduced
   up to 4,184 meters.

   Although not the largest, Circuit Zolder
   surely is one of the safest circuits of the
   world. Moreover, the track has been built in
   such a way that the drivers can demonstrate
   their true capacities. Since the circuit
   constitutes a closed complex, timings,
   races or other events can be organised
   without obstructing the circulation on the
   public road.
   Besides many Formula 1 races in the past
   and other internationally famous races such
   as the European Historic Grand Prix and the
   Truck Super Prix, Circuit Zolder hosts many
   national and regional competitions such as
   the New Race Festival, the 24 Hours of
   Zolder, the Belgian Masters and the Race
   Promotion Night as well. Every year, Circuit
   Zolder is the place-to-be for thousands of
   visitors.

Please see the official Web site
zolder.be/) for more information.

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DRIVING INSTRUCTIONS
The following large section is a list of detailed driving
instructions to help players to quickly yet safely drive each
circuit in Pro Race Driver.  Much of this information comes
from my World-famous Racing Circuits Guide (in which the
information is based upon a variety of racing games featuring
the listed circuits), so there may be a few minor differences
between what is printed here and the rendition of each
circuit in Pro Race Driver.

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.

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 both in the previous
section of this guide and also in my General Racing/Driving
Guide, also available EXCLUSIVELY on FeatherGuides and
GameFAQs.

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INSTRUCTIONS: 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, as well as COMPLETE
CONCENTRATION to navigate safely (even when not dealing with
traffic).  The uphill climb of the circuit continues through
most of the turn, plus Remus Curve is even slightly banked
toward the OUTSIDE of the corner, making high or even
moderate speeds absolutely 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!!!

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DRIVING INSTRUCTIONS: 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.

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DRIVING INSTRUCTIONS: 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.

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DRIVING INSTRUCTIONS: BRANDS HATCH GRAND PRIX
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.

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DRIVING INSTRUCTIONS: BRANDS HATCH INDY
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.

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DRIVING INSTRUCTIONS: BRISTOL
First used for NASCAR in 1961, Bristol Motor Speedway is the
shortest track on the current NASCAR calendar at 0.533 miles
(0.853 kilometers) - thus it is known as 'The World's Fastest
Half-mile.'  Formerly asphalt, the  Bristol, Tennessee, USA,
circuit was converted to concrete in 1992, and boasts
attendance easily topping 150,000 for NASCAR events.  The
banking is thirty-six degrees in the corners and sixteen
degrees on the straightaways.  Passing is difficult at
Bristol due to the compact nature of the circuit; the only
easy part about racing at Bristol is the ability to be
involved in accidents.

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DRIVING INSTRUCTIONS: 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.

==============================================

DRIVING INSTRUCTIONS: CATALUNYA
The Catalunya circuit is challenging, especially the two
hairpins and the final corners of the race.  This is the same
circuit configuration used in modern F1 racing.

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.