F1 2001 - Strategy Guide (Page 05)

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Pit Straight: Long and straight; main grandstands to the
left, Pit Lane to the right.  Rather mundane, except that the
entire Pit Straight has a slow uphill climb into the Castrol
Curve.  The beginning of the Pit Straight (coming off
Mobilkom Curve) is also a bit bumpy.

Turn 1 (Castrol Curve): After a rather mundane Pit Straight,
the Castrol Curve is anything but mundane.  This is a right-
hand uphill corner which requires moderate braking.  The Pit
Lane rejoins the main course on the right at the exit of the
corner.  Because of the steep slope of the hill, it is all
too easy to drive off the outside of the corner and into the
massive sand trap.  If you lose your concentration and forget
even to slow down, you will likely find yourself airborne
once you hit the rumble strip; similarly, if you try to take
this corner at top speed, you may find yourself looking up at
the ground.

Straightaway: There are a few fades in the straightaway as
the course continues its uphill climb.  The end of the
straightaway (approaching Remus Curve) has a suddenly steeper
grade and demands total concentration.

Turn 2 (Remus Curve): This is a TIGHT right-hand 'J' turn
requiring heavy or even severe braking, and complete
concentration to navigate safely (even when not dealing with
traffic).  The uphill climb of the circuit continues through
most of the turn, making high or even moderate speeds
impossible here.  Rolling the right-side tires up on the thin
patch of grass on the inside of the Remus Curve will almost
definitely result in loss of control of your vehicle.  Even
worse, this is a blind corner due to the barrier.  Aggressive
drivers will certainly end up overrunning the Remus Curve on
exit and find themselves beached in the kitty litter.  If you
use the accelerator too soon on exit, you WILL find yourself
off-course.

Straightaway: Located at the highest elevation of the course,
this straightaway has a fade to the right, then another to
the left.  After the second fade, prepare for braking before
arriving at the Gosser Curve.  Make use of the distance-to-
corner markers, or else you risk overrunning Gosser Curve.

Turn 3 (Gosser Curve): Another tight right-hand corner, heavy
braking will be required here to avoid sliding off the course
and into yet another sand trap.  This is also a blind corner,
due to the barrier on the inside of Gosser.  The circuit
begins to slowly descend in elevation here.

Straightaway: This is actually NOT a straightaway at all; the
course map does not list the right-hand turn, but it is
definitely more than just a fade.  If you overrun this, you
will end up in the same sand trap as before - it is simply
extended along the left side of the course from the outside
of Gosser until well beyond this unofficial corner.

Turn 4 (Niki Lauda Curve): This is a wide left-hand corner
which will require moderate or heavy braking, especially
since this is a blind corner due to the slope of the hill on
the inside of the turn; even if you slow greatly before
entering the corner, you will likely be tapping the brakes as
you progress through Niki Lauda.  There is another wide patch
of sand on the outside of the corner, stretching almost all
the way to the entrance of the Gerhard Berger Curve.  A short
straightaway separates Turns 4 and 5.  Note that the circuit
turns to the left here; the patch of pavement which continues
straight forward will lead you into a barrier.

Turn 5 (Gerhard Berger Curve): This is almost identical to
the Niki Lauda Curve, but with an additional sand trap which
begins on the inside of the corner.

Straightaway: Again more than a fade but not listed as an
official corner, there is a 'turn' to the right shortly after
exiting the Gerhard Berger Curve.  About two-thirds of the
way along, the course enters a scenic forested area; this
'transition' section is also rather bumpy.

Turn 6 (Jochen Rindt Curve): This is a blind right-hand
corner which can be taken with light braking, or just a small
lift of the accelerator; the best way to judge this corner is
by using the right-side barrier as a guide.  Another sand
trap awaits those who run off the outside of the corner.  A
short straightaway follows Jochen Rindt.

Turn 7 (Mobilkom Curve): This is a right-hand corner which
will require light or moderate braking.  The Pit Lane begins
on the right just before the entry to Mobilkom, so be careful
not to bump cars slowing before going to the pits.

Pit Entry: Located just before the entrance to the Mobilkom
Curve, the Pit Lane is to the right.  This is a very long pit
lane, so plan to stay out of here as much as possible!!!

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

GRAND PRIX OF MONACO: MONTE CARLO (TEMPORARY STREET CIRCUIT)
'To finish first, first you must finish.'  The Monaco circuit
is a highly daunting temporary street course, especially from
the Driver View, as the barriers are FAR too close for
comfort, and passing is virtually impossible for even expert
drivers.  If there is a problem with a car, there are
extremely few places to safely pull aside, so all drivers
must be constantly wary of damaged vehicles, especially slow
or stationary cars around the many blind corners.  The most
significant key to simply finishing a race at Monaco is
SURVIVAL, which means a slow, methodical, patient race.
Aggressive drivers (like myself) would almost certainly end
up dead - or at least driving an extremely beat-up vehicle -
driving the Monaco circuit for real!!!  For a comparison, the
Surfer's Paradise circuit in Newman-Haas Racing is a sweet
dream compared to the Monaco circuit!!!!!  The circuit is
extremely narrow, to the point that if a car bangs a barrier,
it will almost certainly ricochet into the opposite barrier
(if not into a nearby vehicle).  While driving this circuit,
players may want to have "I Will Survive" playing on auto-
repeat!!!

Pit Straight: Not straight at all, the 'Pit Straight' fades
to the right along its entire length.  Near the end, the Pit
Lane rejoins the main course from the right.

Turn 1 (Sainte Devote): This is a tight right-hand semi-blind
corner; heavy braking is required long before reaching Sainte
Devote.  To the left on entering this corner is one of the
few areas to pull off the course if there is a problem.
Overshooting the corner results in smashing the front wing
against the unmoving barrier.  The uphill portion of the
course begins here.

Straightaway (Beau Rivage): Not really straight with its
multi-direction fades, the circuit climbs steeply uphill
here.  Because of the fades, this is actually NOT a passing
zone; you may think you have enough room to pass a slower car
and actually pull up alongside it, but then you and the
slower vehicle will end up bumping each other and/or a
barrier because of a fade.  Three-wide racing is definitely
NOT an option here!!!!!

Turn 2 (Massanet): This is a sweeping decreasing-radius left-
hand blind corner requiring moderate or heavy braking on
entry and light braking (or coasting) as you continue through
the turn.  If you come in too fast, the corner workers will
be scraping the right side of your car off the barrier at the
end of the race; if you take the corner too tightly, the same
will happen for the left side of the car.  The exit of
Massanet is the highest elevation of the circuitŠ which has
only just begun, even if it IS 'all downhill' from here!!!

Turn 3 (Casino): Moderate braking will be needed for the
right-hand Casino.  This corner almost immediately follows
Massanet, and begins the long downward trajectory of the
course.  This corner is actually wider than most, to the
extent that a car in trouble may be parked along the barrier
on the outside of the corner.  Be careful not to scrape the
left-side barrier while exiting Turn 3; similarly, do not
overcompensate and scrape the right-side barrier at the apex
of Casino.

Turn 4 (Mirabeau): Following a medium-length downhill
straightaway, heavy braking is needed for this right-hand
blind 'J' turn.  If you miss the braking zone, your front end
will be crushed up against yet another barrier. This corner
continues the course's downhill slope, which adds to the
difficulty of the turn.

Turn 5 (Great Curve): Following an extremely short
straightaway, this left-hand hairpin is one of the slowest in
all of F1 racing (even 40MPH is a dangerous speed here).  If
you have excellent braking ability, you can actually PASS (a
rarity!!!) by taking the tight inside line; otherwise, it
would be best to drive through the Great Curve single-file.
If there is traffic ahead, it may simply be best to fall in
line, as two-wide cornering here is extremely difficult to do
without damaging the car.

Turns 6 and 7 (Portier): This pair of right-hand corners form
a 'U' shape, but neither can be taken at any respectable
speed.  Between these two corners is a pull-off area on the
left, with another to the left on exiting the 'U' formation.
Turn 7 is the slowest of the two corners, and is the most
difficult in terms of the almost-nonexistent view of the
track.  Accelerating too soon out of Turn 7 means banging the
left side of the car against yet another immovable barrier.
Do not let the beautiful view of the water distract you from
the race.  The circuit is a little bumpy exiting Portier,
especially if you stay tight to the inside of the corner on
exit.

Straightaway (The Tunnel): This 'straightaway' is actually a
very long right-hand fade in a semi-tunnel (the left side
provides a view of the water).  However, even on a sunny day,
visibility here is poor due to the sun being at a 'wrong'
angle compared to the circuit, and this is made even worse
should you be following a car with a malfunctioning or
expired engine.  Start braking shortly after entering back
into the sunlight (assuming Dry Weather is active) for the
chicane.

Chicane (Nouveau Chicane): The course narrows as you come
around the chicane, but then 'widens' back to 'normal' at the
exit.  Fortunately, F1 2001 has removed the barrier on the
inside of the chicane which made this a treacherous
configuration in F1 2000.

Turn 8 (Tobacco): This left-hand corner is best taken with
moderate braking.

Turns 9-12 (Swimming Pool): This is essentially a double
chicane around the swimming pool in the classic 'bus stop'
configuration.  Turns 9 and 10 form a tight left-right
combination, for which moderate braking is required, although
little or no braking can be used if you roll straight over
the rumble strips with a solid racing line and no encumbering
traffic.  After an extremely brief straightaway, Turns 11 and
12 form the opposite configuration (right-left), but are even
tighter and require moderate braking at best.  This opens out
onto a short straightaway where you MIGHT be able to pass ONE
car.

Turns 13 and 14 (La Rascasse): This is a tight left-right
chicane requiring moderate braking for Turn 13 and heavy
braking for Turn 14.  Even worse, Turn 14 is a 'J' turn, so
the racing line is also very important here.  The Pit Lane is
to the right at the exit of this chicane.

Turns 15 and 16 (Anthony Hoges): A tight right-left chicane,
these are the final corners of the Monaco circuit.  The
course narrows here through the chicane, then 'widens' to
'normal' for the Pit Straight.

Pit Entry: The entrance to the Pit Lane is to the right
immediately after clearing La Rascasse.  Given that La
Rascasse is a blind corner, on every lap, expect a slower car
here headed for the pits.

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

GRAND PRIX OF CANADA: CIRCUIT GILLES VILLENEUVE
This incredible circuit is built on an island, accessible to
spectators only via subway.  Much of the course runs along
the southern and northern shores of the island.  This course
is also unusual in that the paddock area is to the outside of
the course (as at Imola), along the northern shore of the
island.  The long, sweeping straightaways provide for
excellent top-end speed - a much-welcome change from the
slow, tight corners and the many unforgiving barriers of the
streets of Monaco (the previous race circuit in Championship
Mode) - but there are several tight corners here to challenge
both drivers and cars.  Mind the Casino Hairpin (Turn 10),
the westernmost corner of the course.  Also tricky is the
Senna Curve, as it immediately follows the first corner of
the race.

Pit Straight: This follows the final chicane of the circuit.
As the Pit Lane rejoins the main course from the left, the
Pit Straight fades to the right, setting up Turn 1.  If you
were successful in flying through the final chicane at top
speed without needing to navigate traffic, you will likely be
pushing 200MPH at the Start/Finish Line.

Turn 1: This left-hand corner will require moderate braking,
and immediately flows into the Senna Curve.  There is a patch
of extra pavement on the right before entering Turn 1, but it
is set too far back to be useful in attempting to gain a
better racing line.

Turn 2 (Senna Curve): This is a right-hand hairpin corner
requiring heavy or severe braking.  It is very easy to run
too wide here, slipping off into the grass.  Likewise, it is
rather easy to overcompensate and cut the corner, which can
cause the car to spin if taken too fast.  Extreme caution is
required here if racing in wet conditions, as the severity of
the hairpin can itself cause the car to slide.  Perhaps the
best tactic is to enter Turn 1 from the extreme right of the
pavement, and brake smoothly all the way through to just
beyond the apex of Senna Curve before accelerating again.
Beware the barrier to the left on exit.  A moderate
straightaway follows the Senna Curve, so acceleration from
the exit is important.

Turns 3 and 4: This right-left chicane can provide a good
passing zone.  Turn 3 is tight and semi-blind, but passing on
braking is an option for those who know the chicane well.
Turn 4 is an easier corner, allowing good acceleration on
exit, but it is still easy to overshoot the exit of the
chicane and bang the right side of the car against the nearby
barrier.  Expert drivers MIGHT be able to blast through this
chicane at full acceleration by making judicious use of the
rumble strips.  This chicane begins the segment of the
circuit closely bounded by barriers.

Turn 5: This sweeping right-hand corner can be taken at full
speed, unless you are coping with traffic.  Be careful not to
hug the apex too tightly, or your right-side tires will be on
the grass here.

Turn 6: Finally coming out of the section of Monacoesquely-
close barriers, this left-hand corner will require moderate
braking, or you will be flying through the grass toward the
spectators in Grandstand 33.  This leads out to a very brief
straightaway.

Turn 7: Following a very short straightaway, Turn 7 is a
light-braking right-hand corner.  On the outside of Turn 7 is
a short, steep hillside with a barrier, so DO NOT run wide
entering the corner, as it is possible to send the vehicle
airborne!!!  It is easy to run wide on exit and slip off the
course and into the barrier on the left, so be careful.

Straightaway: The course runs along the southern shore of the
island here.  Unfortunately, the extremely tall barrier
prevents much of a view, which actually forces your eyes to
be transfixed on the road and any other cars ahead.  Once you
pass underneath the pedestrian bridge, begin braking for the
upcoming chicane.

Turns 8 and 9: This right-left chicane is similar to Turns 6
and 7 in that overrunning the chicane leaves you driving
through the sand directly toward another grandstand full of
spectators.  Moderate braking will be needed to safely enter
the chicane's tight right-hand corner.  The second corner of
the chicane is a gentler left-hand turn, but you might still
run off the pavement on exit and grind the right side of the
car against the barrier, or roll up on the rumble strips on
the inside of the corner and lose control of the car.
Accelerate strongly out of the chicane to set up passing
possibilities along the following straightaway and into
Casino Hairpin.

Straightaway: About two-thirds of the way along, the course
fades to the left.  Begin braking early for Casino Hairpin
unless you really want to beach the car in the kitty litter;
to begin braking after passing underneath the second
pedestrian bridge is almost certainly too late for this
braking zone.

Turn 10 (Casino Hairpin): This is a tight right-hand hairpin
requiring heavy or even severe braking, depending on when you
begin braking for the corner.  Somehow, this corner seems to
be longer than it really is, so be judicious with the
accelerator until you see clear, straight track ahead.

Straightaway: On exiting Turn 10, the course fades to the
right, then back to the left.  However, no braking is
required here.

Turn 11: Officially marked on course maps as a corner, the
course actually only fades to the right here, thus no braking
is required.  You should be fairly high up in the gearbox by
the time you reach Turn 11.

Straightaway (Casino Straight): The Casino Straight (named
for the casino in the middle of the island) runs parallel to
the northern shore of the island on which the course is
built; there is not much of a view to the left, but it is not
very interesting anyhow (especially when compared to Albert
Park Lake in Melbourne).  This is by far the longest
straightaway of the entire course, so much of the time spent
here will be in your car's top gear, quite likely achieving
speeds over 200MPH.  The Casino Straight leads to the final
(right-left) chicane of the course, as well as the entry for
Pit Lane.  if you can spot it through the trees, the Casino
de Montreal is the grayish complex off the course to the
right as you drive between the final two pedestrian bridges.

Turns 12 and 13: This is a right-left chicane which can be
cleared (without traffic) with light or moderate braking.
For experts, this chicane can be taken at full speed and no
braking, but only with a flawless racing line and a perfect
knowledge of the corners.  The exit of Turn 13 has a wide
odd-colored lane of concrete to allow for some swing-out;
nonetheless, be careful not to bump the barrier.  The exit of
the chicane flows onto the Pit Straight.  The Pit Lane entry
runs straight ahead in line with the Casino Straight, so cars
slowing on the left are likely heading in for servicing, and
may block your optimal racing line if you are continuing on-
course.

Pit Entry: As you enter the final (right-left) chicane, the
Pit Entry runs straight ahead.  Once clear of the main
course, there is very little room for deceleration before the
Pit Lane's own tight right-left chicane, so it is very
important to slow down on Casino Straight before reaching the
Pit Entry.  Keep as far to the left as possible when slowing
on Casino Straight, allowing other cars to keep to the right
as they prepare for the final chicane.

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

GRAND PRIX OF EUROPE: NURBURGRING
From a driving standpoint, the hilly Nurburgring circuit is
very much characterized by its tight corners, some of which
are semi-blind turns.  Tire wear is a definite issue in long
races here, especially in wet conditions.  Even more
important, however, is braking early for almost every corner;
perhaps only the narrow streets of Monaco require more
braking than does the Nurburgring circuit.

Pit Straight: This straightaway is fairly long, but the
Start/Finish Line is near the exit of the final corner.  The
Pit Lane rejoins the course near the end of the Pit Straight,
just before the Castrol S.

Turns 1 and 2 (Castrol S): Moderate braking is required
before entering this right-left 'S' curve.  It is quite easy
to miss seeing the entry to the Castrol S unless traffic is
present to mark the corner for you.  Until you know the
course really well, expect to find yourself driving straight
ahead into the recovery area.  Turn 2 is actually somewhat of
a double-apex left-hand corner, so do not go too wide
initially on exit.  Also, be careful not to drive too wide
exiting the Castrol S.  Caution must be taken here on the
first lap of a race, as the traffic truly bunches up here.

Turn 3: Light braking or a quick lift of the accelerator will
be necessary for this left-hand corner.  However, hard
braking will be required for the Ford Curve ahead.  Beginning
at the top of Turn 3, the course moves downhill.

Turn 4 (Ford Curve): This is a hard right-hand corner,
practically a 'J' curve.  The course continues its downhill
slope here, which significantly adds to the difficulty of the
turn, especially in wet condditions.  Braking too late here
means a trip through the kitty litter, while riding up on the
inside rumble strips usually means losing control of the car.
This is definitely NOT a place to pass unless absolutely
necessary.

Straightaway: The course fades to the left here.  If you can
accelerate well out of the Ford Curve, you should be able to
pass several cars here as you continue downhill.

Turn 5 (Dunlop Curve): Severe braking for this hairpin is a
must, unless you really want to drive through the sand.
Again, rolling up on the rumble strips on the inside of the
curve may cause you to lose control of the car; however, I
have several times induced slight wheelspin of the right-side
tires on the rumble strip, which helped to swing the car
around the corner just a little faster.  The course continues
gently uphill here toward the Audi S.

Turns 6 and 7 (Audi S): Entering the left-right Audi S, the
uphill slope of the course increases, making it very
difficult to see the course more than a few feet ahead.  The
exit of Turn 6 is the crest of this hill.  Unless traffic
blocks your racing line, the entire Audi S section can be
taken at top speed if you have a good racing line, so good
acceleration out of the Dunlop Curve will be very beneficial
for passing entering Turn 6 and/or exiting Turn 7.

Turn 8 (RTL Curve): With the rise in the course entering the
left-hand RTL Curve, this appears to be identical to Turn 6
on approach.  However, you MUST use moderate braking entering
the RTL Curve, or you will definitely be off in the grass on
the outside of the curve.  After a short straightaway, this
corner is followed by the gentler BIT Curve.

Turn 9 (BIT Curve): This right-hand curve will require light
or moderate braking, depending on how much acceleration was
used in the brief straightaway following the RTL Curve.

Turn 10 (Bilstein-Bogen): This is a gentle right-hand semi-
corner which can be taken at full throttle.  From here to the
Veedal S, the course makes its final and steepest upward
slope.

Turns 11 and 12 (Veedal S): This is an extremely tight left-
right made even worse for the drivers by its placement at the
very crest of the hill.  For those who overshoot the chicane,
there is a newly-added barrier to collect you and your car.

Turn 13 (Coca-Cola Curve): A 'J' turn to the right, moderate
braking is required here to keep from sliding off the course.
The entry of the Coca-Cola Curve is also where the Pit Lane
begins, so cars may be slowing on approach to go to Pit Lane
for servicing.  This is the final corner of the circuit.

Pit Entry: The Pit Lane begins at the entry of the final
corner.  It is extremely important to slow down before
entering Pit Lane; if you come in too fast, you will
certainly damage the front of the car on the barrier.  Keep
tight to the right for Pit Entry, to allow those continuing
the race to have the prime racing line to the left of the
pavement.

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

GRAND PRIX OF FRANCE: NEVERS MAGNY-COURS
The Magny-Cours circuit is characterized by long, sweeping
straightaways, and fairly quick corners. The Adelaide hairpin
will almost definitely cause trouble, especially for
aggressive drivers, and is one of the slowest corners in
modern F1 racing.  This is a very fun course to drive
(admittedly a very subjective statement), but its layout can
produce problems from the standpoint of hearing other cars:
Three of its main straightaways are almost exactly parallel
to each other with little distance and no large obstacles
between them, sometimes making it difficult to determine
where other cars are truly located around you as you try to
anticipate where the next group of traffic that you will need
to navigate is located; listen attentively to the team radio
for useful traffic information.  The circuit also has
extremely wide areas along most of the main course for a car
to pull aside should a major malfunction arise.

Pit Straight: Following the tight High School chicane, strong
acceleration through the Pit Straight creates good passing
chances through Great Curve and into Estoril.  However, the
tightness of the High School chicane and the incredibly close
proximity of the Pit Lane barrier requires immense caution
and headache-causing concentration as you come onto the Pit
Straight.  The Start/Finish Line is about halfway down the
Pit Straight; the Pit Lane rejoins the course from the left
at this point.

Turn 1 (Great Curve): In accordance with its name, this is a
sweeping left-hand corner which can be taken flat-out unless
encumbered by a lot of traffic.

Turn 2 (Estoril): Either light or moderate braking will be
needed for entering the VERY long right-hand 180-degree
Estoril; in either case, you will almost certainly be tapping
the brakes repeatedly through Estoril.  It is quite easy to
roll the right-side tires off onto the grass, and it is just
as easy to slip off onto the grass on the outside of Estoril
- both can easily occur, whether navigating traffic or
driving alone.

Straightaway (Golf): The Golf Straight if by far the longest
of the course and includes several fades to the right.

Turn 3 (Adelaide): The right-hand Adelaide hairpin is
EXTREMELY tight.  The key here is to brake EARLY, as you will
be downshifting from your top gear to your lowest gear
rapidly; if you begin braking too late, you will be off in
the grass.  If you accelerate too soon out of Adelaide, you
will be rolling through the kitty litter and losing valuable
track position.  Even 30MPH is likely to be too fast here.

Straightaway: Acceleration out of Adelaide is important for
passing other cars here.  There are a few fades in the course
here.

Turns 4 and 5 (Nurburgring): This is a right-left chicane
which will require light braking.  It is possible to fly
through Nurburgring without braking by making use of the
bright-green extension on the inside of Turn 5; however, this
extension is significantly shorter than it was in F1
Championship Season 2000.

Turn 6 (180 Degrees): This is quite true - the official name
of this corner is '180 Degrees' according to the official Web
site of Magny-Cours.  This is a wide left-hand hairpin
nestled well within the Estoril hairpin.  Running too wide
here will put you out in the sand; running too close to the
apex could put you up on the rumble strips and force you to
lose control.  While this corner is not as slow as the
Adelaide hairpin, you really do not want to try pushing very
much faster here.

Straightaway: The third of the three parallel-running
straightaways, this 'straightaway' has several fades before
the Imola chicane.

Turns 7 and 8 (Imola): This right-left chicane should require
light braking, except for cars with a flawless racing line.
The bright-green extension on the inside of Turn 8 is longer
than in F1 Championship Season 2000, which could well be used
for top-speed navigation of the chicane.  A short
straightaway out of Imola sets up the Water Castle curve.

Turn 9 (Water Castle): Somewhere between a standard 'J' turn
and a hairpin, this is an increasing-radius right-hand corner
leading into the final straightaway of the circuit.

Turns 10 and 11 (High School): There is a false line of
pavement to the right as you near the official chicane; this
false pavement runs directly up to an immovable barrier (I
believe this is the Pit Entry for other forms of racing at
the circuit).  The official chicane requires moderate braking
on entering, and allows for a VERY short burst of
acceleration on exit.  If you completely miss this chicane,
you will blast through the sand trap and break the front end
on a perpendicular barrier blocking any direct access to Pit
Lane.

Turn 12 (High School): On entry, the Pit Lane begins to the
left.  The official corner is a TIGHT right-hand turn which
requires moderate or even heavy braking; wheel lock is very
much a possibility here, especially in wet conditions.  If
you miss the corner, you will blast through the all-too-brief
sand trap and ram directly against a barrier and bounce
backward into any cars behind you.  Speed is an extreme
concern here; it is virtually impossible to go too slow, but
going too fast will definitely result in a crash (with great
possibility of bouncing into follow-up crashes with other
cars, or with another nearby barrier).

Pit Entry: The Pit Lane begins to the left at the entry of
Turn 12.  The Pit Lane has its own sharp right-hand turn
almost immediately, so it is best to begin slowing (or
rather, barely accelerating) as you leave the High School
chicane.

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

GRAND PRIX OF GREAT BRITAIN: SILVERSTONE
For the 2000 F1 season, the British Grand Prix was moved up
in the racing calendar, and resulted in a very wet weekend
(although the race itself was semi-sunny); fortunately, FIA
learned its lesson and moved the British Grand Prix further
back in the calendar.  Built on an airport site which will
host the race until at least 2010, this historic course
features wide run-off areas in most places.

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, 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 tires from rubbing the barrier.  Turn 1 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 2-5 (Bechetts): This is a set of left-right-left-right
'S' curves. Turns 2 through 4 can be taken at full speed or
with very quick tapping of the brakes, but Turn 5 requires
moderate braking to keep to the pavement.

Turn 6 (Chapel): This is a gentle left-hand corner which can
be taken at full speed.  This opens onto Hangar Straight.

Straightaway (Hangar Straight): At 738.28m, this is by far
the longest straightaway of the course.  Powerful
acceleration out of Turn 5 (the final corner of Bechetts) can
lead to good passing opportunities along Hangar Straight
and/or entering the almost-nonexistent braking zone for Turn
7 (Stowe).  Note: To your left is the Roger Clark Circuit,
owned and operated by the same organization which owns and
operates this Grand Prix Circuit.

Turn 7 (Stowe): Light braking or a quick lift off the
accelerator will be required here (unless blocked by traffic)
in order to remain on the pavement.  This is a tricky,
sweeping, right-hand corner followed immediately by a left-
hand semi-corner.  This is the southernmost point of the
course.

Straightaway (Vale): If you can somehow successfully navigate
Stowe without braking or lifting, then you should be able to
continue passing others fairly easily along Vale, especially
if they had to brake heavily in Stowe.

Turns 8 and 9 (Club): There is a stretch of pavement to the
left, but that is NOT the official course; in fact, it has a
tall barrier blocking a clear path for those who wish to
accumulate a Stop-Go Penalty.  The official corner is a tight
left-hand turn followed by the increasing-radius right-hand
Turn 9, leading out onto another long straightaway (Abbey
Straight).

Turns 10 and 11 (Abbey): Like the previous set of corners,
there is another stretch of pavement to the left which is not
part of the official course; as before, this patch of
pavement is blocked by a tall barrier, and taking this route
will accumulate a Stop-Go Penalty.  The official Turn 10 is a
tight left-hand corner, but not as tight as Turn 8.  This is
immediately followed by a Turn 11, a right-hand corner which
can be cleared with little or no braking depending on how
much you slowed entering Abbey.  Be careful not to slip off
the course and rub the nearby barrier on exiting Abbey.

Straightaway (Farm Straight): With good acceleration out of
Abbey, good passing opportunities can be made here.

Turns 12-16: 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 12 (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 13 (Priory): This left-hand corner will require
   moderate braking.

   Turn 14 (Brooklands): Another left-hand corner, this one
   requires heavy braking.  There is a small sand trap for
   those who miss the braking zone.

   Turn 15 (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 exit of Luffield can be taken flat-out all the way to
   Turn 5.  The entry to Pit Lane is on the right shortly
   leaving Luffield.

   Turn 16 (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.

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

GRAND PRIX OF GERMANY: HOCKENHEIM
Surrounded by multitudes of trees which make much of the
circuit rather dark in wet races, this is the fastest course
used for F1 racing in 2001.  If not for the Jim Clark, Brems,
and Ayrton Senna chicanes, cars would be flying around the
course in top gear all the way from the North Curve (Turn 1)
to the entry of the Stadium (Turn 10).  Except for the right
side of the Pit Straight, there is more than enough room to
pull well off the pavement should a car have a serious
problem on any part of the circuit.  It is truly interesting
that the German Grand Prix immediately follows the British
Grand Prix, due to The Stadium here at Hockenheim and its
unnamed similar segment at Silverstone.

Pit Straight: This is an extremely short straightaway
compared to the rest of the course.

Turn 1 (North Curve): This right-hand corner will require
moderate braking to keep out of the expansive kitty litter.
The Pit Lane rejoins the course from the right at the exit of
North Curve.  Acceleration out of North Curve is of key
importance due to the length of the ensuing straightaway.

Straightaway: Immensely lengthy and lined with trees, speed
is of the utmost importance here.  The entire straightaway is
an extremely gentle fade to the right.  Drift to the left
when you reach the grandstands.

Turns 2 and 3 (Jim Clark Chicane): Former games in the series
had a patch of pavement heading straight off Turn 2, allowing
for shortcutting of the chicane; this is no longer possible,
as a nasty barrier blocks any shortcutting attempts.
Moderate or heavy braking will be required for Turn 2 (or
light braking if not in traffic and using a FLAWLESS racing
line which makes judicious use of the rumble strips), but
full acceleration can be taken leading out of the chicane.