V8 Supercar: Race Driver - Strategy Guide (Page 08)
Below are the cheat codes, hints and help for V8 Supercar: Race Driver - Strategy Guide (Page 08).
Pit Straight: The Start/Finish Line is directly at the
beginning of the Pit Straight. There is no room for error on
the right side of the track, as the Pit Lane barrier is
directly against the pavement.
Turn 1 (Copse): This is a moderate right-hand corner which
can be taken at full speed with a pristine racing line, but
be careful to not run off the course at the exit of the turn.
The best racing line is to tightly hug the apex, but the Pit
Lane barrier is right there against the pavement, so it is
imperative to keep the right side of the vehicle from rubbing
the barrier. Copse exits onto a long straightaway.
Straightaway: The Pit Lane rejoins the main course from the
right about 1/3 of the way along the straight.
Turns 2-3 (Maggots): This is a left-right S-curve. Turn 2 can
be taken at full speed or with very quick tapping of the
brakes, but Turn 3 requires moderate braking to keep to the
pavement.
Turn 4: This tight right-hand J-curve can easily surprise
newcomers to this version of Silverstone; fortunately, there
is plenty of sand to the outside of the corner to catch the
unwary. With the heavy braking required to safely clear this
corner, this is a prime place to pass on braking.
Turn 5-7 (Ireland): This tight set of S-curves can be taken
at full throttle with no traffic by straightlining the
corners using the rumble strips. Otherwise, expect to be
frustrated by slow traffic in this tight left-right-left
complex. There is a fade to the left on exiting Ireland.
Turn 8: There is a fade to the left immediately before
entering this tight right-hand hairpin, which makes the
hairpin itself much more difficult. Fortunately, pavement
from the Silverstone Grand Prix circuit crosses the
International circuit here, so those who go wide on the
hairpin can generally make use of the Grand Prix pavement to
recover and get back onto the International pavement.
Straightaway (Farm Straight): From the right side, the Grand
Prix pavement rejoins the International pavement. Both
circuits follow the same pavement for the remainder of the
lap. With good acceleration out of the hairpin, good passing
opportunities can be made here.
Turns 9-13: This final segment of the circuit is very similar
to The Stadium at Hockenheim. However, these similar
segments cannot be approached in the same manner.
Turn 9 (Bridge): Immediately after passing underneath the
pedestrian bridge, you will enter a complex similar to The
Stadium at Hokkenheim. This is a right-hand corner which
can likely be taken at full speed.
Turn 10 (Priory): This left-hand corner will require
moderate braking.
Turn 11 (Brooklands): Another left-hand corner, this one
requires heavy braking. There is a small sand trap for
those who miss the braking zone.
Turn 12 (Luffield): This set of right-hand corners
essentially forms a 'U' shape, and requires moderate or
severe braking to avoid sliding off into the kitty litter.
The entry to Pit Lane is on the right shortly leaving
Luffield.
Turn 13 (Woodcote): Barely a corner but more than a fade,
the course eases to the right here. The right-side
barrier begins abruptly here (be careful not to hit it).
Pit Entry: The Pit Lane begins to the right between Luffield
and Woodcote. The new Pit Lane has a gentle right-hand
swing, so you can come into Pit Lane at top speed and have
plenty of room to slow.
==============================================
DRIVING INSTRUCTIONS: T1 CIRCUIT 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.
==============================================
DRIVING INSTRUCTIONS: VALLELUNGA
This Italian venue is primarily a high-speed circuit with
semi-gentle curves that require only very light braking, if
any braking is required at all. However, on the back side of
the circuit, there is a set of hairpin corners which requires
moderate or hard braking, thus slowing things down
considerably. So long as drivers master this 'additional'
section along the back side of the circuit, there should be
no problems attaining success at Vallelunga :-)
Turn 1: At the end of Pit Straight, this is a gentle left-
hand bend. There is pavement which continues straight ahead,
but this is not used. Little braking is needed here, if any.
Turn 2: Shortly after Turn 1, the raceway makes a gentle
right-hand bend. Little braking is needed here, if any.
Turn 3: If any, little braking is needed for this long,
gentle, sweeping right-hand bend.
Turn 4: This is a rather wide hairpin corner to the right,
requiring moderate braking on approach and careful throttle
management throughout.
Turns 5 and 6: This right-left section should not require any
braking whatsoever, except perhaps by the most powerful of
cars.
Turn 7: This begins the tricky section of the circuit. This
is a right-hand hairpin corner requiring moderate braking.
Note that there is virtually NO recovery room should a driver
miss the braking zone for Turn 7.
Turn 8: After a brief straightaway, this is an even tighter
hairpin corner, this time to the left. Severe braking will
be needed here, especially since there is NO recovery area to
the outside of the corner until corner exit - and this is
primarily a steep hillside which risks to cause a vehicle to
flip onto its side or roof.
Turns 9 and 10: This left-right section requires light
braking for most cars, or moderate braking by high-power
vehicles.
Turn 11: This final corner is a right-hand hairpin requiring
light braking. Drivers must avoid shortcutting the corner
even by a few centimeters, as a barrier protrudes all the way
up to the pavement itself at the apex of this hairpin turn.
Note that Pit Entry is to the left (the inside of the corner)
just beyond the apex but before corner exit.
==============================================
DRIVING INSTRUCTIONS: VANCOUVER
Perhaps most popular for the annual CART race (one of three
in Canada - the others being in Toronto and Montreal), this
is a TIGHT street circuit. This means that there are AT MOST
two lanes of racing (and passing in most areas is very dicey
at best), and that there is NOWHERE to go in case of a
mistake or an accident. Due to the barriers, ALL corners are
semi-blind.
Turn 1: This is a wide right-hand hairpin corner, with Pit
Exit at the apex. This is actually one of the two best
passing zones at Vancouver, but passing here means keeping a
VERY tight line on corner entry and hoping that the brakes do
not lock up and cause the vehicle to slide across the
pavement and into the outside barrier.
Turn 2: Immediately after Turn 1, this is a left-hand right-
angle corner.
Turn 3: After a VERY short straightaway, this is a right-hand
right-angle corner onto the long back straightaway.
Straightaway: This is the longest straightaway at Vancouver.
Passing here is possible, but definitely still tricky due to
the narrow nature of the circuit. The 'straightaway' has a
semi-significant bend to the right about 1/3 of the way along
its length, but this can be handled at full acceleration
(even with side-by-side racing).
Turn 4: This is the other prime passing area, a right-hand
right-angle corner. There is some extra room on the inside
of the corner, so crossing over the rumble strips can be
quite useful for passing.
Turn 5: This is a right-hand hairpin corner, requiring
moderate braking. If there is no traffic here, some good
speeds can be carried through Turn 5.
Turns 6-9: This is a left-left-right-left complex which is
rather tricky, especially since the raceway narrows between
Turns 6 and 7. Harder and harder braking will be required
while passing through this section.
Turns 10-12: This final section is the trickiest, both to see
and to drive. There is an overhead highway on the left side
of the raceway approaching Turn 10; at the TINY break in the
wall, the raceway makes a hard left-right-left onto Pit
Straight. GOING STRAIGHT AHEAD LEADS TO PIT LANE!!!!!
Moderate or even severe braking is required to definitely be
able to keep to the pavement without banging any of the
barriers here at the tiny opening.
==============================================
DRIVING INSTRUCTIONS: ZANDVOORT
This is one of the trickiest race circuits on the planet.
While not as technical as Monaco, the difficulty level is
still definitely rather high. There are really only two
high-speed sections along the entire circuit; the rest of the
circuit is filled with twists and turns combined with changes
in elevation; for much of the circuit, there is NO room for
error, as - similar to a street circuit - the barriers come
almost directly up against the raceway itself.
Pit Straight: This is one of only two sustained high-speed
sections at Zandvoort. Pit Entry is on the right about 1/3
of the way along Pit Straight; the Pit Entry lane begins just
after the exit of Turn 14.
Turn 1: This right-hand hairpin requires moderate or even
severe braking to keep out of the vast area of kitty litter
on the outside of the corner. Careful throttle management
will also be needed throughout the corner once past the apex.
Turn 2: After a quick fade to the left, Turn 2 is a right-
hand corner requiring moderate braking. This enters the main
area where there are barriers almost directly against the
pavement on both sides, so making any mistakes in this
section of the circuit can be extremely costly, creating A
LOT of work for the pit crew (and thus longer pit stops).
Turn 3: IMMEDIATELY after Turn 2, this left-hand hairpin
corner requires even more braking. From the apex of Turn 3,
the circuit begins a noticeable uphill trajectory, which can
make corner exit slightly difficult.
Turns 4-6: The raceway crests at the apex of Turn 4, a gentle
right-hand bend, then dips at the apex of Turn 5, a gentle
left-hand bend; the raceway then crests again at the apex of
Turn 6, another gentle right-hand bend. This is the second
high-speed section at Vandvoort. At one point, the right-
side barrier does give way, but generally, the barriers are
almost directly up against the raceway on both sides.
Turn 7: Moderate or severe braking will be needed for this
long right-hand corner. There is a steeply-banked elongated
sand trap on the outside of the corner to help slow runaway
vehicles, but it is still possible to slam into the barrier
on the other side of the kitty litter; also, should a car
slide sideways into the sand, the sudden deceleration rate
and the angle of the slope here risks to cause the car to
roll onto its side and/or roof.
Turns 8 and 9: The circuit map shows these as two distinct
right-hand corners, but it is best to approach these as one
270-degree decreasing-radius corner. Moderate braking is
needed entering Turn 8, but the braking pressure must be
slowly increased to safely make it to the exit of Turn 9.
There is a large sand trap to the outside of this section,
but by the exit of Turn 9, the raceway is again bounded VERY
closely by barriers.
Turn 10: Moderate braking is required for this left-hand
hairpin corner. There is not much recovery room to the
outside of Turn 10, then the barriers again closely protect
the raceway.
Turns 11 and 12: This is the absolute worst section of the
circuit. This is a NASTY right-left chicane: a right-hand
perpendicular corner instantly followed by a left-hand
hairpin turn around a large sand trap bisected by a barrier.
There is NO shortcutting possible here, and those carrying
too much speed into this chicane will DEFINITELY destroy the
front of the vehicle on the barrier.
Turns 13 and 14: These final two corners again appear as
distinct turns on the race map, but should also be treated as
one massive hairpin corner. Turn 13 may require light
braking by high-power vehicles, but ALL cars should be able
to power through Turn 14 at full throttle. This leads onto
Pit Straight.
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DRIVING INSTRUCTIONS: ZOLDER
This circuit can be fun but tricky, especially in wet racing
conditions. It is generally a high-speed circuit, but the
chicanes and few tight corners will certainly test a driver's
guts.
Turn 1: This left-hand corner will require light braking to
remain on the raceway. The outside of the corner begins with
a good recovery area, but by corner exit, the outside barrier
is almost directly against the pavement. Pit Exit is at
corner exit on the right.
Turn 2: Turn 2 is a right-hand hairpin corner with a
decreasing radius. There is some good sand-filled recovery
space on the outside of the corner. Light braking will be
required initially, but the braking pressure must be slowly
increased in order to remain on the circuit itself.
Turn 3: Light braking will be needed with most vehicles to
keep them on the pavement for this right-hand corner. There
is little room for error on either side of the pavement
through Turn 3.
Turns 4-6: On approach, the back side of the paddock area is
to the right of the raceway. Then the circuit makes a left-
right-left chicane which requires moderate braking. Turning
too soon will be costly, however, as the left-hand barrier
does not give way until after the apex of Turn 4. The inside
of Turn 5 is filled with sand, so straightlining this chicane
may not be very beneficial. Fortunately, the swing rate of
the corners is not very great, so turning left just a little
bit can allow drivers to make ample use of the inside rumble
strip for Turn 5, and then straightline Turn 6; however, if
encumbered by traffic, this tactic will likely result in a
collision with one or more competitors.
Turn 7: This left-hand bend can be taken at full
acceleration. However, at corner exit, it is best to begin
braking for the next corner.
Turns 8-10: This is a rough right-left-right chicane with a
much wider swing rate than the former chicane, so
straightlining this chicane will never be a viable option.
Due to the much greater angle of each corner, moderate or
even severe braking will be required to slow enough for
safely negotiate Turn 8 and properly set up the approach for
Turn 9. Most cars should be able to handle full acceleration
from the apex of Turn 9 through Turn 10.
Turn 11: Except for the most powerful of vehicles, this
right-hand corner can be taken at full acceleration. There
is a nice recovery area to the outside of the corner,
however, for those who may need to make use of its services.
Turn 12: This left-hand bend can be handled at full
acceleration without problems.
Turns 13-15: Severe braking is required for Turn 13, a right-
hand J-turn. Exiting Turn 13 leads into a gentle left-right
chicane which can be handled at full acceleration.
Turns 16 and 17: After passing underneath an advertisement
comes a 'junction.' Pit Entry is directly ahead, whereas the
main circuit makes a left-right chicane. Moderate braking
will be needed to slow enough to handle the chicane without
getting bogged down in the sand trap. Like the initial
chicane of the circuit, the left-side barrier protrudes all
the way to the apex of Turn 16, so it is not possible to turn
early to have a better racing line. Because of the
'junction' setting here, those going to Pit Lane should
remain hard to the right side of the circuit (perhaps even
with the right-side tires just slightly OFF the pavement) to
allow the best-possible racing line for those remaining on
the circuit itself.
==============================================
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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:
->*****************
*
*
*
<-*****************
Virtual Bus Stop Chicane:
+++++++++++++++++++++++++++++++++++++++++++++++++++++
Car #1 ->->->->->-> Car #3
Player Path: ->->->->->->-> Car #2 ->->->->->->->
+++++++++++++++++++++++++++++++++++++++++++++++++++++
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ONLINE RESOURCES
These sites are listed in the order of: game-related sites
first, followed by the official Web sites for the circuits
used in Pro Race Driver.
The official Web site for Pro Race Driver, covering the
PlayStation2, PC, and X-Box versions of the game in both
English and Spanish.
The Web site for the developers of Pro Race Driver.
Players can register their copies of Pro Race Driver
online here and receive the two codes mentioned in the
Bonus Codes section.
Octagon Motorsports is the owner of many of the circuits
used in the TOCA (British touring cars) series, including
Silverstone, Brands Hatch, and Oulton Park.
The official Web site for Circuit Dijon Prenois. However,
this site is only available in French.
This is the official Web site for Fuji Speedway. There is
some English-language information (as well as Chinese-
language information), but the core information on this
site is only available in Japanese.
Unable to find a Web site specifically for the Bathurst
circuit, this is the Web site for the new Bathurst 24
Hours, held for the first time in 2002.
This is the official Web site for Mantorp Park. However,
the site is currently only available in Swedish; an
English-language version of the site is in the works
(according to an announcement - in English - posted
on the site).
The official Web site for Norisring. This site is only
available in German.
The official Oran Park Web site.
This is the official Web site for Oschersleben. This site
is only available in German.
The official Web site of the Phillip Island Grand Prix
Circuit.
This is the official Web site for Sandown International
Motor Raceway. However, the site is extremely slow and
virtually unresponsive at the time of the initial writing
of this game guide.
The official Web site for Bristol Motor Speedway.
The A1-Ring official Web site.
The official Web site for Clipsal 500 Adelaide (the V8
Supercars annual event).
The official Web site for the annual CART race at Mexico.
This is the official Web site for Monza.
The official Web site of Circuit Zandvoort in Holland.
This site is only available in Dutch.
Circuit Zolder's official Web site.
The official Web site of Donington Park.
The official Eastern Creek Web site.
The official Web site for Hockenheim (the new shortened
version).
The official Web site for Nevers Magny-Cours.
Nurburgring's official Web site.
The official Web site for Oran Park.
The official Web site for Charlotte Motor Speedway.
Las Vegas Motor Speedway's official Web site.
This is the official Web site for Knockhill; however, as
of the initial writing of this guide, this link loads only
a single blank page.
The official Web site of Rockingham Motor Speedway.
This is the official Web site of Sears Point Raceway, now
officially known as Infineon Raceway.
This is the official Web site of T1 Circuit AIDA, but the
site is only available in Japanese.
This is the official Web site of the Vallelunga circuit,
but the site redirects to a blank page.
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COMPLETELY SUBJECTIVE SECTION
Favorite Circuits
Adelaide
Bathurst
Dijon Prenois
Donington Park
Fuji
Hockenheim Short
Mexico
Monza
Oschersleben
Oulton Park
Rockingham Road
Sears Point
Vallelunga
Zandvoort
Zolder
Least-favorite Circuits
A1 Ring
Bristol
Charlotte
Hockenheim Long
Las Vegas
Norisring
Rockingham Oval
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THANKS
Thanks to ikancu from the Pro Race Driver message board on
GameFAQs for his clarification on
the accumulation of championship points in Career Mode for
the purposes of unlocking new racing tiers.
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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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