F1 2002 - Strategy Guide (Page 05)
Below are the cheat codes, hints and help for F1 2002 - Strategy Guide (Page 05).
Brakes
Brake Bias Brake bias controls the percentage of
braking power going toward the front
and rear of the car. In a change from
F1 2001, Brake Bias is now done on a
percentage basis, from -50% (front) to
0% (neutral) to +50% (rear).
Brake Strength Independent of brake bias, brake
strength controls the response of the
brakes relative to the amount of
pressure applied to the brake button.
A low setting produces little (slow)
response, while a high setting
produces great (fast) response.
Therefore, assuming that equal
pressure is always applied to the
brake button, a low setting requires
that braking begin earlier than the
same car and corner using a high
setting in the exact same racing
conditions.
Gearbox F1 2002 allows players to customize
gear settings, but also includes three
preset gear ratios: short, medium, and
long. A short gear ratio provides
impressive acceleration while
sacrificing top-end speed. A long
gear ratio provides excellent top-end
speed (especially in a straight line),
but far slower acceleration. A medium
gear ratio provides the best of both
extremes.
Note that for F1's famous
standing starts, a short gear ratio
will allow a car to get off the line
very quickly, allowing for the player
to immediately gain one or more race
positions. Conversely, a high gear
ratio will almost certainly cause the
player to lose one or more positions
at the start of a race due to the slow
acceleration inherent to long gear
ratios.
For more information on specific car parts used in tuning,
please see Minesweeper's excellent Tuning Guide, available at
GameFAQs While this guide is
specifically for Gran Turismo 3 A-spec, GT3 includes many,
many, many more tuning/parts options than F1 2001, and
Minesweeper does a very good job explaining the function of
each part. <<>>
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SUGGESTED SET-UPS
Here are my personal suggestions for car set-up. These are
based on my own driving style, which is a bit aggressive...
moreso than what F1 2002 really wants to allow, so I am
always driving on the edge (moreso than the average player).
Most importantly, the set-ups presented here are essentially
just baselines upon which individual players can begin
tinkering to find the best possible settings for their own
driving styles.
These set-ups were achieved using Michael Schumacher's
Ferrari, always in dry and sunny conditions, using the camera
mounted just above the driver's helmet. The settings were
determined through extensive experimentation in Practice,
then checked with Qualifying and a four-lap Race.
Suggested set-up for Australia (Albert Park)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 13
Rear Wing 16
Suspension
Front
Ride Height 30
High Bump Stop 35
Low Bump Stop 30
Spring Rate 183
Anti-roll Bar 184
Rear
Ride Height 42
High Bump Stop 50
Low Bump Stop 45
Spring Rate 115
Anti-roll Bar 77
Brakes
Brake Bias +5%
Brake Strength 70
Gearbox Long
Notes: This creates an extremely twitchy car which likes
to slide a lot on braking.
Suggested set-up for Malaysia (Sepang)
Tires
Type Hard
Front Pressure 21.3
Rear Pressure 21.2
Aerodynamics
Front Wing 17
Rear Wing 19
Suspension
Front
Ride Height 30
High Bump Stop 35
Low Bump Stop 30
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 42
High Bump Stop 50
Low Bump Stop 42
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +5%
Brake Strength 65
Gearbox Long
Notes: The long gear ratio will provide plenty of
benefits along the Pit Straight and the 'back
straight' behind the main grandstands, as well as
on the gentle uphill climb from Turn 2 to Turn 4.
Drafting techniques in these three areas will pay
even further dividends in terms of overall speed.
Caution is required when accelerating out of
Turns 1 and 2 especially.
Suggested set-up for Brazil (Interlagos)
Tires
Type Soft
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 30
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +2%
Brake Strength 65
Gearbox Long
Notes: The long gear ratios can be a disadvantage in the
lower portion of the circuit, but the straight-
aways are so short that even those cars using
medium gear ratios will not have sufficient room
to come up to a respectable speed. Still, take
extreme care with accelerating out of Turn 1 and
the corners of the lower portion of the circuit.
Suggested set-up for San Marino (Imola)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 30
High Bump Stop 30
Low Bump Stop 25
Spring Rate 87
Anti-roll Bar 184
Rear
Ride Height 50
High Bump Stop 50
Low Bump Stop 45
Spring Rate 108
Anti-roll Bar 72
Brakes
Brake Bias +2%
Brake Strength 65
Gearbox Long
Notes: Beware excessive wheelspin on acceleration out of
Tosa and the Alta Chicane. Medium gear ratios
should also be a viable option at Imola, but long
gear ratios will help to reduce wheelspin on
acceleration out of tight corners and chicanes.
Suggested set-up for Spain (Catalunya)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 12
Rear Wing 15
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 72
Brakes
Brake Bias +8%
Brake Strength 70
Gearbox Medium
Notes: Long gear ratios could be used here, as there
are several long sections of full-throttle
racing. However, even with medium gear ratios,
there are usually a few cars along the straight-
aways which can be used for drafting techniques
to make a pass while gaining extra speed. The
higher Brake Strength set closer to the rear of
the car can be extremely important at the end of
Pit Straight, both due to its immense length and
the likelihood of gaining even more speed due to
drafting.
Suggested set-up for Austria (A1-Ring)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 35
High Bump Stop 35
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 205
Rear
Ride Height 50
High Bump Stop 50
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +3%
Brake Strength 63
Gearbox Medium
Notes: This set-up is very close to the default settings
given by the CPU; the only major change is to the
aerodynamics.
Suggested set-up for Monaco (Monaco)
Tires
Type Soft
Front Pressure 18.1
Rear Pressure 18.4
Aerodynamics
Front Wing 19
Rear Wing 20
Suspension
Front
Ride Height 48
High Bump Stop 48
Low Bump Stop 40
Spring Rate 97
Anti-roll Bar 215
Rear
Ride Height 69
High Bump Stop 69
Low Bump Stop 61
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +15%
Brake Strength 70
Gearbox Long
Notes: The long gear ratios seem counterproductive in
theory at this venue, but the straightaways
actually ARE long enough to make this practical;
also, the circuit is narrow enough that defensive
maneuvers can be employed to keep faster cars at
bay, and drafting tactics can be used to make
passes (especially in The Tunnel, although
the narrowness of the circuit combined with the
inherent darkness makes The Tunnel a dangerous
passing zone). The higher Brake Strength brought
closer to the rear of the car is key for keeping
off the barriers.
Suggested set-up for Canada (Circuit Gilles-Villeneuve)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 12
Rear Wing 14
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 194
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +3%
Brake Strength 65
Gearbox Long
Notes: Hard braking while cornering will generally cause
the car to slide in the direction the steering
wheel is turned.
Suggested set-up for Europe (Nurburgring)
Tires
Type Hard
Front Pressure 18.1
Rear Pressure 18.4
Aerodynamics
Front Wing 12
Rear Wing 14
Suspension
Front
Ride Height 30
High Bump Stop 30
Low Bump Stop 25
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 40
High Bump Stop 50
Low Bump Stop 45
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: Take extreme care in the hairpin.
Suggested set-up for Great Britain (Silverstone)
Tires
Type Soft
Front Pressure 21.3
Rear Pressure 21.2
Aerodynamics
Front Wing 14
Rear Wing 15
Suspension
Front
Ride Height 35
High Bump Stop 45
Low Bump Stop 40
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 50
High Bump Stop 61
Low Bump Stop 56
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: With the long gear ratios, it is possible to zip
through Bechetts (Turns 2-5) at full throttle,
with the natural lean of the car through Turn 5
causing an automatic gearbox to drop down into
6th gear to help with cornering (beginning about
at the apex). Expect a difficult ride through
the Stadium-like section at the end of each lap.
Suggested set-up for France (Nevers Magny-Cours)
Tires
Type Soft
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 12
Rear Wing 13
Suspension
Front
Ride Height 50
High Bump Stop 50
Low Bump Stop 45
Spring Rate 103
Anti-roll Bar 173
Rear
Ride Height 61
High Bump Stop 61
Low Bump Stop 56
Spring Rate 115
Anti-roll Bar 72
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: Keep a tight inside line through Turn 2
(Estoril), else risk sliding out into the sand
to the left of the pavement due to
centripetal force.
Suggested set-up for Germany (Hockenheim)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 21.2
Aerodynamics
Front Wing 11
Rear Wing 13
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 45
High Bump Stop 50
Low Bump Stop 45
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: The long gear ratios will mean slower
acceleration out of Turn 1 (North Curve) and
the chicanes, as well as a difficult ride through
The Stadium. However, the straightaways are so
long that the car should hit at least
190MPH/310KPH in most straightaways; excellent
use of drafting tactics can easily pull the car
to over 200MPH/320KPH, especially if there are
numerous cars close enough together to all be
used for drafting. On the other hand, given that
the straightaways are so long, expect for other
cars to also attempt to use drafting techniques;
therefore, at Hockenheim moreso than at any other
F1 venue, keep looking in the mirrors to defend
a position if necessary, especially if driving a
consistently-slower car (such as an Arrows or a
Minardi).
Suggested set-up for Hungary (Hungaroring)
Tires
Type Soft
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 19
Rear Wing 20
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 103
Anti-roll Bar 194
Rear
Ride Height 50
High Bump Stop 56
Low Bump Stop 50
Spring Rate 115
Anti-roll Bar 72
Brakes
Brake Bias 15%
Brake Strength 85
Gearbox Long
Notes: Due to the slopes throughout, the first and last
corners of the circuit must be approached with
extreme care. The inherent lack of strong
acceleration which comes with a long gear ratio
will certainly help. Despite the long gear
ratio, only in very rare circumstances will the
car be able to climb into seventh gear due to the
lack of significant sections of full-throttle
racing. This set-up is extremely twitchy, and
the car loves to slide through corners; this is
really a set-up for EXPERT DRIVERS ONLY and
definitely needs A LOT of fine-tuning... but I
honestly do not have the patience for this
track >:-(
Suggested set-up for Belgium (Spa-Francorchamps)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 21.2
Aerodynamics
Front Wing 17
Rear Wing 18
Suspension
Front
Ride Height 40
High Bump Stop 35
Low Bump Stop 35
Spring Rate 108
Anti-roll Bar 205
Rear
Ride Height 61
High Bump Stop 50
Low Bump Stop 50
Spring Rate 121
Anti-roll Bar 82
Brakes
Brake Bias +5%
Brake Strength 70
Gearbox Long
Notes: Take care to NOT accelerate too hard/soon exiting
La Source, as the car could easily spin itself
into Pit Exit and result in a race-ending Black
Flag. Also, beware the bumps through Eau Rouge.
Suggested set-up for Italy (Monza)
Tires
Type Hard
Front Pressure 18.1
Rear Pressure 21.2
Aerodynamics
Front Wing 10
Rear Wing 13
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 194
Rear
Ride Height 50
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 72
Brakes
Brake Bias +10
Brake Strength 80
Gearbox Long
Notes: Drafting tactics can be extremely beneficial
along Pit Straight and Rettilineo Parabolica.
The long gear ratio certainly takes advantage of
the long straightaways of the Monza circuit.
Suggested set-up for the United States (Indianapolis)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 22.6
Aerodynamics
Front Wing 13
Rear Wing 16
Suspension
Front
Ride Height 45
High Bump Stop 45
Low Bump Stop 35
Spring Rate 114
Anti-roll Bar 152
Rear
Ride Height 71
High Bump Stop 54
Low Bump Stop 49
Spring Rate 128
Anti-roll Bar 82
Brakes
Brake Bias +10
Brake Strength 75
Gearbox Long
Notes: There is simply NO 'good' set-up for the
Indianapolis F1 circuit; the infield portion
requires a tight, technical set-up, while the
Indy/NASCAR oval portion requires a high-speed
set-up. The settings offered here reflect
somewhat of a 'middle-ground' set-up, achieving
only around 175MPH/280KPH on the oval portion
while having a moderately difficult time
cornering (especially in traffic) in the infield
portion of the circuit.
Drafting along the Indy/NASCAR oval portion of
the circuit can bring faster lap times and higher
top-end speed, which is particularly important
with this suggested set-up. The long gear ratio
will certainly help on the Indy/NASCAR oval, and
will help to reduce excessive acceleration in the
infield portion of the circuit.
Suggested set-up for Japan (Suzuka)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 21.2
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 45
High Bump Stop 45
Low Bump Stop 40
Spring Rate 103
Anti-roll Bar 173
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 101
Anti-roll Bar 88
Brakes
Brake Bias +5
Brake Strength 70
Gearbox Long
Notes: It is best to take a TIGHT line over apex rumble
strips through Chicane. Take care not to carry
too much speed through the S-curves.
==============================================
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GRAND PRIX OF AUSTRALIA: ALBERT PARK
The 2002 F1 racing season begins with a set of 'flyaway'
(non-European) races. This fast, flat, attractive circuit is
built around Melbourne's beautiful Albert Park Lake, using
actual city streets which generally receive little traffic
during the year. There are usually plenty of trees on both
sides of the track, with a nice view of Melbourne's buildings
as you come through Turns 12 and 13. The Albert Park circuit
features many long, gentle, no-braking corners, allowing for
incredible top-end speed all around this completely-flat
circuit. However, these are tempered with several moderate-
and hard-braking corners, as well as many dark shadows
obscuring long stretches of the pavement, especially in wet
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 (Jones): A moderate-braking right-hand corner. If you
miss the braking zone here, there is a wide area in which you
can recover. Traffic will often bunch up entering Turn 1,
even beyond the start of a race.
Turn 2 (Brabham): Immediately following Turn 1, this is a
gentle left-hand turn which can be taken at full speed.
Excellent acceleration out of Turn 1 makes the exit of Turn 2
and the ensuing straightaway a prime passing zone. Beware
the barrier on the right on exiting Turn 2; do not hit the
throttle too soon exiting Turn 1.
Turn 3: This is a hard-braking right-hand semi-blind corner
following a long straightaway; the braking zone begins
earlier than it would otherwise appear, so make use of the
distance-to-corner markers. Again, there is a wide recovery
area here. A little speed can be made coming out of Turn 3,
but the straightaway is virtually non-existent, requiring
moderate braking for Turn 4. This is definitely NOT a place
to pass (safely) unless you have EXCELLENT brakes and little
or no tire wear. Traffic tends to bunch up here for Turns 3
and 4.
Turn 4: A left-hand corner requiring at least moderate
braking. To the outside of the corner is a wide, paved
recovery area; however, driving too far out to the right or
remaining on this paved area beyond the painted advertisement
will result in a Stop-Go Penalty. The inside of Turn 4 is
also a wide paved zone, but short-cutting Turn 4 by more than
one car length will also result in a Stop-Go Penalty. Good
acceleration out of Turn 4 can set up a good passing
opportunity.
Turn 5 (Whiteford): A gentle right-hand corner through the
trees which leads to a nice straightaway. With a flawless
racing line, no braking is necessary here; otherwise, a quick
lift of the accelerator will be needed to keep the left side
of the car off the barrier.
Turn 6 (Albert Road): A semi-hidden moderate-braking right-
hand corner. Traffic will sometimes bunch up here, as
drivers try to spot the corner. A wide recovery zone is
available here as well, but take care not to shortcut the
corner. Blasting through Turn 6 without braking will almost
certainly result in loss of control (with subsequent
spinning, sliding, and/or crashing) due to the angle of the
rumble strips.
Turn 7 (Marina): Immediately following Turn 6, Turn 7 is a
very gentle left-hand corner which brings you alongside the
northernmost end of Albert Park Lake. Beware the barrier on
the right.
Turn 8 (Lauda): This is almost not a turn at all, as it
curves extremely gently along the shoreline, but the course
map on the race's official Web site lists this as a corner.
Turn 9 (Clark Chicane): This corner is a tight right-hand
turn which requires moderate or hard braking. Traffic almost
always bunches up here. If you miss the braking zone here,
you will end up out in the blue-green dust-covered area.
Turn 10 (Clark Chicane): This is almost not a turn at all, as
it curves extremely gently to the left and back along the
shoreline. There is absolutely NO room for error on the
right side of the track, as the pavement runs directly up
against the barrier. Once you pass underneath the second
pedestrian bridge and see the grandstands ahead on the right,
drift to the right to set up the best racing line for Turns
11 and 12.
Turns 11 and 12 (Waite): This extended left-right chicane is
tricky. Turn 11 can be taken flat-out, but Turn 12 (Waite)
CANNOT be successfully navigated at full speed without either
shortcutting the corner (using the pavement inside the rumble
strips) or ending up beached in the kitty litter on the exit
of the chicane. Sliding even one pixel across the rumble
strips on either side of the chicane results in a Stop-Go
Penalty. A flawless racing line is crucial to success here
and in the ensuing straightaway.
Straightaway: The pavement runs directly up against the
barrier on the left side of the course here, creating
problems for cars on the left whose engines suddenly expire.
Turn 13 (Ascari): This is a semi-blind right-hand corner
requiring moderate braking if you are alone; traffic tends to
bunch up here. The recovery area again is quite wide, with a
long run-off strip if needed. This leads to a short
straightaway which can be a prime passing zone if
acceleration out of Turn 13 is strong.
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