F1 2001 - Strategy Guide (Page 06)

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Straightaway: Yet another long, sweeping straightaway which
fades calmly to the right, so powerful acceleration out of
the Jim Clark Chicane is imperative to keep from getting
passed.  Drift to the left before entering the Brems Chicane,
and begin braking much earlier than for the Jim Clark
Chicane.

Turns 4 and 5 (Brems Chicane): The original course
configuration (used in older F1 racing games) did not have a
chicane here, and the original pavement remains.  However,
the official course suddenly cuts tightly to the right and
then cuts tightly to the left to rejoin the old pavement.
Moderate braking will be needed for Turn 4, and light braking
for Turn 5.  This right-left chicane has a continual downhill
slope, adding to the difficulty of the chicane.  Even with
the Flags option disabled, the angle of the old pavement to
the official chicane is such that it is impossible to blast
through this segment at top speed without spinning the car
through the kitty litter.

Turn 6 (East Curve): This is a very wide right-hand corner
which can be taken at top speed.  Strong acceleration out of
Brems is key to assist in passing here.

Straightaway: This is yet another long straightaway, but
without any fades.  Drift to the right for the Ayrton Senna
Chicane.

Turns 7-9 (Ayrton Senna Chicane): DO NOT follow the old
course pavement directly ahead unless you really WANT to
collide with the brand-new barrier.  The official course
turns to the left, cuts to the right, and eases left again.
It is actually possible to speed into Turn 7 at top speed,
lift off the throttle through Turn 8, and accelerate quickly
out of the chicane - but this is certainly NOT recommended.

Straightaway: The final long straightaway of the course has
extra pavement on the left - this could potentially be a
place to pass large numbers of cars.  This extra pavement
begins shortly after the exit of the Ayrton Senna Chicane,
and ends at the entry of the Stadium; thus, if you are on
this 'extra' pavement entering the Stadium, you will have a
better racing line for Turn 10, allowing you to navigate the
corner with less.

Turns 10-13 (The Stadium): This is similar to the final
segment of the Silverstone circuit.  However, do not expect
to drive The Stadium the same way you would the final segment
at Silverstone.

   Turn 10 (Entrance to the Stadium: Agip Curve): Light
   braking may be required here, but you should be able to
   pass through the Agip Curve without any braking at all
   (especially if your racing line began with the 'extra'
   pavement on the left before the Stadium).  A short
   straightaway follows.

   Turn 11 (Continuing through the Stadium: Sachscurve): This
   is a left-hand wide hairpin turn, requiring moderate
   braking.  Be careful not to end up in the grass, either
   entering or exiting the corner.

   Straightaway (Continuing through the Stadium): This short
   straightaway has a fade to the left, followed by a fade to
   the right.

   Turns 12 and 13 (Exiting the Stadium: Opel): The first
   right-hand corner is somewhat tight, and heavy braking
   will be required here; the old course rejoins the current
   course from the left on exit, so if you run wide in this
   corner, you can likely recover here using the old
   pavement.  The final corner of the circuit is a right-hand
   turn which will require moderate braking.  The Pit Lane
   entry is to the right just before the official Turn 13.

Pit Entry: The Pit Lane begins to the right at the entry of
Turn 13 (the final corner of the Stadium).

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

GRAND PRIX OF HUNGARY: HUNGARORING
The Hungaroring circuit has wide run-off areas, which can be
quite important, especially for Turn 1.  It is imperative to
qualify near the top of the grid and be (one of) the first
through this corner, as traffic backs up tremendously here at
the start of a race - moreso than at most other circuits due
to the extremely nasty configuration of the first turn.

Pit Straight: Like Interlagos, Pit Straight is the highest
elevation on the course and a very long straightaway.
Actually, the highest elevation is at the very end of the Pit
Straight, at the entrance of Turn 1, due to the continual
uphill slope.

Turn 1: It's all downhill from here, almost literally.  This
tight right-hand hairpin corner is downhill all the way
through, making early braking a necessity; plus, you will
certainly be tapping the brakes all the way through this
important first turn.  If you do overrun the corner, there is
a huge sand trap for your inconvenience.  However, if you
roll up on the inside rumble strips, expect your car to spin
violently and collide with anything nearby.

Turns 2 and 3: After a short straightaway, Turn 2 is a left-
hand 'J' turn requiring moderate braking.  Turn 2 is quickly
followed by Turn 3, a light-braking right-hand corner which
must be taken at full throttle on exit to set up passing
opportunities through Turn 3 and along the ensuing
straightaway.

Turn 4: This moderate left-hand corner may require light
braking or may be taken flat-out.  Plenty of kitty litter
awaits those who overrun the corner.

Turn 5: Moderate braking is necessary for this right-hand 'J'
turn.  Plenty of sand is available on both sides of the
pavement here, just in case.

Turns 6 and 7: The CPU is very touchy about this right-left
chicane; virtually ANY short-cutting here results in a Stop-
Go Penalty.  There is plenty of sand here as well, just in
case.  Turn 6 is tight, requiring heavy braking.  Turn 7
requires moderate braking, and beware the barrier on exit if
you happen to swing out too wide.

Turn 8: This moderate left-hand corner may require light
braking, but may also be taken as a full speed passing zone
if using rapid reflexes and a flawless racing line.

Turn 9: Almost immediately following Turn 8, this right-hand
corner definitely requires moderate braking to keep to the
pavement.  Accelerate strongly out of Turn 9 to set up good
passing opportunities.

Turn 10: An easy left-hand corner which can be taken at top
speed, but only with a good racing line.  This is a prime
place to pass if sufficient acceleration was made out of Turn
9.

Turn 11: Shortly following Turn 10, the right-hand Turn 11
requires moderate braking to stay out of the kitty litter on
the outside of the corner.

Turns 12 and 13: This is a right-left chicane for which the
CPU is again very touchy concerning shortcutting.

Turn 14: This is a narrow 'J' turn to the left.  At first,
there is plenty of sand to the outside for those who overrun
the corner, but then a metal barrier rubs up against the
pavement beginning about halfway around the corner, so DO NOT
overrun the corner if you like having the right side of the
car intact.  The course begins its steep uphill trajectory
here.  A very short straightaway follows.

Turn 15: At the entry of this final corner is the Pit Lane
entry, so beware of slower cars on the right.  The official
corner itself is a tight, uphill, right-hand hairpin with
little room for those who overrun the corner.  Accelerate
strongly (but not too early) out of this final corner to pass
along the Pit Straight and put on a show for the spectators.
Do not take this corner too tightly, or you will damage the
right-side tires on the Pit Lane barrier.

Pit Entry: The Pit Lane begins at the entry of Turn 15 on the
right; begin slowing (rather, do not accelerate much) at the
end of Turn 14 (the left-hand 'J' turn).

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

GRAND PRIX OF BELGIUM: SPA-FRANCORCHAMPS
This is a well-storied course used for many forms of racing.
The longest course used in the 2001 F1 season, the forest
setting is rather scenic.  This is also home to the famous
Turn 1 - the La Source hairpin - which is deemed the slowest
corner in all of F1 racing.  As at Hungaroring, it is very
important to be at the front of the grid on the first lap to
safely navigate the first turn.  Due to the forest setting,
much of the circuit is perpetually shadowed, which is
especially significant if racing in wet or overcast
conditions.

Pit Straight: Strong acceleration out of the Bus Stop chicane
allows SOME room for passing here.  Fortunately, the
Start/Finish Line has been moved back away from La Source.
The course also slopes downward here, all the way through La
Source.

Turn 1 (La Source): This is an incredibly tight right-hand
hairpin.  Fortunately, there is plenty of swing-out room and
plenty of recovery space, both paved, which can provide a
great passing opportunity by taking an extremely wide racing
line. The downward slope of the course is not much here, but
it does add to the difficulty of this hairpin turn.  Brake
lock-up and the resultant flat-spotting of the tires is quite
easy to inadvertently accomplish here, especially in wet
racing conditions, so caution is extremely important.  If a
car in front of you takes the wrong racing line, passing here
can be easy if you can suddenly dart either to the outside or
the inside of the turn.  Passing can also occur here if you
brake REALLY late.

Straightaway (Eau Rouge): Immediately at the exit of La
Source is where Pit Lane rejoins the main course, so try to
keep away from the inside of the course here, especially
since the barrier prevents cars exiting La Source to see cars
exiting Pit Lane (and vice versa).  To the right is the Pit
Lane for the 24-hour races held at Spa-Francorchamps; take
care not to smash into this concrete Pit Lane barrier,
especially if you are too hard on the accelerator exiting La
Source and force the car into a slide or a spin to the right.
   Immediately after passing the 'other' Pit Lane and
entering Eau Rouge (Red Water), the straightaway has several
fades during a semi-blind steep uphill climb into Turn 2.  It
is all too easy to misjudge the racing line and wind up out
in the sand and the grass on either side of the pavement
here, so memorization of this segment of the circuit is just
as important as perfect timing in order to keep the car on
the pavement.  Until this corner can be taken flawlessly, it
is best to keep to single-file driving through the fades.

Turn 2 (Eau Rouge): This is an easy right-hand corner at the
top of the steep uphill climb.  The kitty litter on either
side of the course fades away shortly after the corner.

Straightaway (Kemmel): The course truly enters the forested
area here, with trees lining both sides of the course and
casting lengthy shadows which make this area of the circuit
rather dark when racing in wet conditions.  Cars can easily
achieve speeds over 200MPH by the end of this straightaway.
The end of Kemmel is where Mika Hakkinen made 'The Pass' on
Michael Schumacher in the 2000 Grand Prix of Belgium.

Turns 3-5 (Malmedy): This is a right-left-right combination
of corners.  Moderate or even heavy braking is necessary
entering Malmedy (Turn 3), but little or no braking is needed
for Turn 4.  After an almost non-existent straightaway, light
braking is needed for Turn 5 to keep from running into the
nearby grandstand.  The Malmedy complex has plenty of run-off
room, comprised of both sand and grass, with minor short-
cutting permitted by the CPU.  Entering Malmedy, be sure not
to keep going straight along another stretch of pavement
(part of the old circuit), which leads to a barrier.

Straightaway: Between Malmedy and Bruxelles (the French
spelling of 'Brussels,' the capital of Belgium), the course
takes a steep downward trajectory.  This can be a good
passing zone for those who did not need to use the brakes
(much) leaving the Malmedy complex.

Turn 6 (Bruxelles): The course continues downhill all the way
through this right-hand hairpin, making heavy braking a
necessity before the corner as well as light braking most of
the way through Bruxelles, especially if the tires are rather
worn.  If any corner is to be overrun on a regular basis
during the course of the race, this is it (due to the
downhill slope), so the wide sandy recovery area may actually
be a blessing in disguise.  However, due to the slope of the
hill, running up on the rumble strips on the inside of the
turn may well result in a spin or other loss of control; if
done 'correctly,' this may also result in launching the
vehicle airborne.

Turn 7: Shortly following Bruxelles, this left-hand corner
requires moderate braking.

Turn 8 and 9 (Pouhon): These two easy left-hand corners
essentially form a wide 'U' shape, and require light or
moderate braking.  There is plenty of run-off room here, if
needed, on both sides of the pavement.

Turns 10 and 11 (Fagnes): This right-left complex will
require moderate braking on entry, and possibly tapping the
brakes through Turn 11 as well.  Accelerate well out of
Fagnes to pass one or two cars on the short straightaway
which follows.

Turn 12 (Stavelot): This is another right-hand corner,
requiring light or moderate braking.  It is highly important
to accelerate STRONG out of Stavelot, as you won't be using
the brakes again until the Bus Stop Chicane.

Turn 13 (Blanchimont): This is a long, sweeping, left-hand
corner which must be carried at top speed (from Stavelot) or
else you WILL be passed by others.  The trees here are
pretty, but keep your eyes on the road, especially due to the
shadows cast over the circuit.

Turns 14-17 (Bus Stop Chicane): This is a tight left-right
followed by a super-short straightaway and a tight right-
left.  The beginning of the chicane is at the top of a small
rise, so the first two turns are blocked from view on
approach (especially from Driver View) unless other cars are
there to mark the course for you.  Moderate braking should be
used for both parts of the Bus Stop, but true experts can
semi-easily fly through the Bus Stop at top speed without
incurring a Stop-Go Penalty for shortcutting the chicane (but
be prepared to save the car should the rumble strips cause
you to lose control).

Pit Entry: While the Bus Stop Chicane begins here with a
tight left-hand corner, the Pit Lane continues straight
ahead, with a quick right-left mini-chicane of its own.
There is not much room in Pit Lane to slow down before
reaching the Paddock, so slow on the main course, but keep to
the right to allow cars remaining in the race to pass you on
the left as they enter the Bus Stop Chicane.

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

GRAND PRIX OF ITALY: MONZA
This historic high-speed track hosts a highly partial pro-
Ferrari crowd - affectionately known as the 'tifosi.'  The
2000 Italian Grand Prix is the race in which a volunteer
corner worker was killed at the Roggia Chicane, due to all
the flying debris from the first-lap multi-car collision
caused by Heinz-Herald Frentzen missing his braking zone.
This is also the final race of the 'European' season; the
final two races are both overseas, 'flyaway' races (at
Indianapolis and Suzuka).

Pit Straight: Strong acceleration out of the Curva Parabolica
can create prime passing opportunities along the Pit
Straight, the longest straightaway at Monza.  The Pit Lane
begins on the right shortly after exiting the Parabolica.

Turns 1-3 (Rettifilio): The new chicane here is a tight
right-left with a gentle right turn back into line with the
original pavement.  The chicane is blocked by a barrier, but
the inside of Turn 1 has a paved 'extension' which may be of
benefit.  Even with Flags on, shortcutting the chicane TO THE
RIGHT OF THE BARRIER can be done at top speed, thus lowering
lap times; shortcutting to the left of the barrier results in
a Stop-Go Penalty.

Turn 4 (Biassono): This sweeping right-hand corner among the
thick trees can be taken flat-out.  To the left is a long,
wide area of sand, but the corner is so extremely gentle that
the sand should not be needed for any reason unless you blow
an engine or severely puncture a tire.

Turns 5 and 6 (Roggia): Despite the flatness of the Monza
circuit, this chicane is extremely difficult to see on
approach unless traffic is present to mark the pavement for
you, so it is very easy to overrun the chicane.  This is a
very tight left-right chicane, so moderate or heavy braking
is required; shortcutting through here at full throttle is
possible by making use of the new, narrow, bright-green
extensions on the inside of each corner, as the CPU us rather
tolerant of shortcutting here (compared to previous
incarnations of the game).  There is a large sand trap for
those who miss the chicane altogether.

Turn 7 (First Lesmo): This right-hand corner requires
moderate braking.  There is a wide sand trap on the outside
of the corner, just in case.  Beware the barrier on the
inside of the corner.  About 150MPH is the maximum speed
here, or you risk slipping off the course and into the kitty
litter.  If you shortcut the first two chicanes of the game,
this will be the first time you absolutely need to use the
brakes.

Turn 8 (Second Lesmo): This right-hand corner is a little
tighter than First Lesmo, and also has a significant area of
kitty litter on the outside of the corner.  Moderate braking
will be needed here.  Again, beware the barrier on the inside
of the corner.  Generally, about 140MPH is the maximum speed
here to keep from sliding off the pavement.

Straightaway/Turn 9 (Serraglio): This is really just a fade
to the left, but the official course map lists this as a
curve.  Counting this as a fade, this marks about the halfway
point on the longest straightaway of the Monza circuit.
There is sufficient room to pull off the course here on
either side if necessary, except when passing underneath the
first bridge.  The circuit is extremely bumpy between the two
bridges.

Turns 10-12 (Ascari): The Ascari chicane is more difficult
than it seems.  Turn 10 is a left-hand corner requiring at
least light braking.  This is followed immediately by a
right-hand corner requiring moderate braking.  Turn 12 can be
taken at full acceleration if you slowed enough in Turn 11.
Wide areas of grass and sand are available for those
overruninng any part of the chicane.  Still, unless
encumbered by traffic, experts may be able to take Ascari at
full throttle with a flawless racing line which makes use of
the rumble strips as well as the bright-green 'extension' on
the inside of Turn 10.  Unfortunately, F1 2001 does not
provide the real course's paved swing-out area at the exit of
Ascari.

Straightaway (Rettilineo Parabolica): This is the second-
longest straightaway at Monza and a prime passing zone,
especially with powerful acceleration out of Ascari.

Turn 13 (Curva Parabolica): This final corner is a very-wide
increasing-radius right-hand hairpin. Light or moderate
braking is required on entry, but after about one-third of
the way around the hairpin, stand on the accelerator all the
way through to Rettifilio.  The outside of the Curva
Parabolica has an immense expanse of kitty litter, but this
really should not be necessary unless you suddenly need to
take evasive action to avoid someone else's accident.  After
the Lesmo corners, the Curva Parabolica is the third and
final place where braking is a definite MUST.

Pit Entry: Shortly after exiting the Curva Parabolica, the
Pit Lane begins on the right.  This is perhaps the shortest
Pit Lane in all of F1; there is virtually NO room for
deceleration once leaving the main course, so cars going in
for servicing will begin slowing at the exit of the Curva
Parabolica.

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

GRAND PRIX OF THE UNITED STATES: INDIANAPOLIS
The inaugural U.S. Grand Prix was significant for two
reasons.  First, for the first time ever, cars were racing
'backward' (clockwise) at Indianapolis.  Second, cars were
racing in the rain, which is virtually unheard-of in American
auto racing (CART is an exception, but only on road courses).
Fortunately, FIA gave the live rights to ABC for the American
audience, a very intelligent move to try to increase F1's
exposure in the American market; this would not have been
nearly as effective if SpeedVision had been permitted the
live rights for the race, as SpeedVision is a cable-
/satellite-only channel, and not all cable systems carry
SpeedVision in their more affordable packages (in Tucson, I
personally pay $25 extra per month just to get the package
which includes SpeedVision).  Except the Pit Straight, the
U.S. Grand Prix circuit features wide run-off areas,
especially along Hulman Blvd.  According to many of the
drivers, part of the 'mystique' of the U.S. Grand Prix at
Indianapolis is the closeness of the spectators; at no other
F1 circuit are the fans literally 'just across the wall' from
the cars (the main grandstands at Albert Park would come
closest).  The U.S. Grand Prix begins the final 'flyaway'
(non-European) races of the 2001 season.

Pit Straight: This is the same as the Pit Straight used for
the Indy and NASCAR races here, but the F1 cars drive in the
'wrong' direction (clockwise).  Expect top speeds close to or
even exceeding 200MPH.

Turns 1 and 2: After more than 25 seconds at full throttle,
this tight right-left combination can be deadly if you miss
the braking zone.  Brake early and hard to safely navigate
Turn 1 in first or second gear, then accelerate violently
through Turn 2.

Turn 3: This is a sweeping right-hand corner which can be
taken at top speed.

Turn 4: This is a long right-hand 'J' turn requiring moderate
braking to keep to the pavement.

Turn 5: Another right-hand corner, this corner requires light
or moderate braking, and can be a good passing zone with good
braking on entry.

Turn 6: This left-hand hairpin requires good braking
throughout.  Accelerating too soon will certainly put you out
on the grass.

Turn 7: This is a right-hand 'J' turn onto the famous Hulman
Blvd., which leads to the Indy Museum.  Moderate braking is
need here, but there is fortunately an immense paved swing-
out area on exit  which stretches much of the way toward Turn
8.

Straightaway (Hulman Blvd.): This is the longest straightaway
of the infield section of the Indianapolis F1 circuit, so
strong acceleration exiting Turn 7 is key here.

Turn 8: Turning to the left, this corner requires moderate or
heavy braking, depending on your car's top speed on Hulman
Blvd.  However, the following straightaway is extremely
short, so do not expect to accelerate much (if at all) before
'Mickey' and 'Mouse.'

Turn 9 ('Mickey'): This is a tight right-hand 'J' turn,
nicknamed 'Mickey' by the sportscasters at the inaugural F1
race at Indianapolis.  This is a second-gear corner at best,
but first gear is probably a better choice here.

Turn 10 ('Mouse'): This tight left-hand hairpin corner was
nicknamed 'Mouse' by sportscasters.  Any dry-conditions speed
above 40MPH will certainly force you off the course and into
the grass.  A strong, short burst of acceleration out of
'Mouse' can set up a good passing opportunity in Turn 11.
Take care not to induce wheelspin on exit.

Turn 11: This long right-hand corner is the final corner of
the course requiring braking.  It is still fairly easy to
slip off the course (especially in wet racing conditions), so
be careful here.  From here all the way to the end of the Pit
Straight, you should be fully on the accelerator for
approximately 28 seconds before braking for the first corner.

Turn 12: This right-hand corner brings the cars back out onto
the oval used for Indy and NASCAR races, and coming back out
onto the banking may be a little challenging at first.  No
braking is required here.

Turn 13: This is the banked 'Turn 1' of the Indy and NASCAR
races here, but taken in reverse (clockwise) for the U.S.
Grand Prix.  It is important to hug the apex of the corner
tightly, but keep off the infield grass.

Pit Entry: The Pit Lane begins just before Turn 13.  There is
plenty of room to enter Pit Lane and slow down, so keep up to
speed while still on the main circuit.

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

GRAND PRIX OF JAPAN: SUZUKA
This world-famous circuit in figure-eight style is used for
many forms of auto and motorcycle racing; as such, those who
have played other racing games (such as Moto GP World Tour or
Le Mans 24 Hours) may already have some familiarity with the
Suzuka circuit.  One of the most famous sights of the
'circuit' is the large Ferris Wheel on the left behind the
grandstands as cars pass along the Pit Straight.  This is the
circuit where Michael Schumacher won the 2000 Driver's
Championship.  Suzuka was once the official test circuit for
Honda, with the figure-eight configuration ensuring that
there were a near-equal number of both left-hand and right-
hand turns; similarly, the circuit was purposely designed to
include as many types of corners and situations as possible,
which makes the Suzuka circuit more technically difficult
than it might at first appear to Suzuka novices.

Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane.  The Pit Lane rejoins the
course from the right near the end of the Pit Straight.

Turn 1: This right-hand (almost double-apex) hairpin requires
moderate braking on approach, and you will likely be tapping
the brakes through the hairpin itself.  This begins an uphill
climb, and it is difficult to see the left side of the
pavement on exit, so be careful not to run too wide and end
up out in the sand.  There is really no reason to overrun the
hairpin on entry, as the corner is quite easily identifiable.

Turns 2-5 (S Curves): This is by far the hardest section of
the course - tight left-right-left-right corners.  The first
of the 'S' curves can likely be taken at full speed, with
light or moderate braking for Turn 3.  Turn 4 can be taken
either flat-out (not suggested) or with light braking.  No
matter what, slam HARD on the brakes for Turn 5, the tightest
corner of the 'S' section.  This entire segment of the course
continues the uphill climb, making Turn 5 particularly more
difficult.  There is ample recovery room on either side of
the course through the uphill 'S' section.  The 'S' section
is a good place to pass slower cars, if you have enough
confidence in your brakes to pass during corner entry.  No
matter what, you will NOT be surviving the 'S' curves unless
you use the brakes generously - or use only second or third
gear.

Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
crest of the initial uphill segment of the course.  However,
it is best to brake lightly or at least lift off the
accelerator to keep from sliding out into the grass and sand
on the right side of the long corner.

Turn 7 (Degner): Here, the course turns to the right in
anticipation of the figure-eight pattern.  Light braking will
likely be required, but it is possible to speed through here
without braking.  To the outside of the course is a wide
expanse of grass and sand in case you overrun the corner.

Turn 8 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate or heavy braking and a steady racing
line will be required here.  This is also another prime
passing zone.  Take care not to overrun Turn 8, or your
front-left tire will be damaged.

Straightaway: Accelerate strongly out of Degner and you may
be able to pass one or two cars as you race underneath the
bridge.  The course fades to the right here before reaching
the tight Hairpin.  The fade is a good place to begin braking
for Hairpin.

Turn 9 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit.  It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions.  Be careful not to accelerate too soon, or you
will be out in the grass.  There is a sizeable patch of kitty
litter for those who miss the hairpin completely or lock the
wheels.

Turn 10: Continuing the uphill run, the course here makes a
wide sweep to the right.  Any braking here means losing track
positions.

Turns 11 and 12 (Spoon): This is a tricky pair of left-hand
corners, in a decreasing-radius 'U' formation.  The first
corner is fairly standard, requiring little braking.
However, Turn 12 is both tighter AND slopes downhill, so
judicious usage of brakes and a pristine racing line are both
important here, especially if attempting to pass a slower
vehicle.  If you repeatedly misjudge any single corner at
Suzuka, it will be Turn 12; fortunately, there is plenty of
recovery room on both sides of the pavement here.  However,
do not roll up on the rumble strips or the grass on the
inside of Turn 12, as that will almost certainly cause you to
lose control and likely spin.

Straightaway: Power out of Spoon and rocket down the
straightaway, passing multiple cars.  After you cross the
bridge, start thinking about the chicane.  (If you feel a bit
cocky, try speeding through the Pit Lane for the support
races, located on the right as you start uphill again - this
Pit Lane will be familiar to those who have played Le mans 24
Hours.)

Turn 13 (130R): Shortly after crossing the bridge, the course
turns gently to the left.  Light braking or - even better - a
quick lift off the accelerator - is almost certainly required
at 130R to keep from sliding off-course, although experts can
speed through here at full throttle with an excellent racing
line and no encumbering traffic.

Turns 14-16 (Chicane): This is the trickiest part of the
course (even moreso than Hairpin), and quite likely the one
area which will determine whether or not you can execute a
good lap time.  The chicane begins with a moderate turn to
the right, then a tight left-hand corner, then ends with a
wider turn to the right and empties out onto the Pit
Straight; all of this is on a downhill slope, adding to the
inherent difficulty of Chicane.  Fortunately, the inside of
the chicane is filled with only sand, not barriers, but
shortcutting the chicane will likely result in a loss of
control (due to the rumble strips and the kitty litter), or
at least cause you to slow tremendously.  Be careful coming
out of Turn 15 so that you don't go too wide and bump the
right side of the vehicle on the Pit Lane barrier.

Pit Entry: Using the old entrance to Pit lane, the Pit Lane
begins to the right just before Chicane.  The current real-
world course configuration has cars entering Pit Lane from
the tiny stretch between Turns 15 and 16.

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WISH LIST
There are several additions and modifications I hope EA
Sports makes in future versions of their F1 racing games:.
These are not presented in any particular order.

1.) Handling options should be given for Normal Handling.
Set-up options should include more than just tires when using
Normal Handling; a smaller list of set-up options, perhaps
those used in F1 2000, should be offered.

2.) While I really like the race information at the top-left
and top-right of the screen, most of it is really too small
to be seen easily by those (like myself) who use a small
television with the PS2.  This information needs to be
enlarged for easier viewing.

3.) Similarly, I really miss having the running order by
driver listed on the left side of the screen (as in F1
Championship Season 2000).  Beyond the game itself, this
information also helps players to recognize driver names and
teams and colors.

4.) Please bring back Scenario Mode and Training Mode!!!!!

5.) The FIA Rules, as used in F1 2001, are FAR too
oppressive.  While FIA Rules should indeed be an option, it
would be best to allow users to use a sub-menu to select
which FIA Rules to use in a particular race.  Also, if FIA
has a minimum speed rule, it DEFINITELY needs to be
implemented in future incarnations of the game.

6.) Unfortunately, the player is currently not given the
option of choosing a driver within each team, which would be
a nice addition to Teammate Challenge.

7.) When it comes to serving a Stop-Go Penalty, F1 2001 DOES
NOT follow the official rules, which state that a driver can
make no more than three complete laps before coming to Pit
Lane to serve the Penalty.  F1 2001 allows the car to cross
the Start/Finish Line ONCE without serving the Penalty;
crossing the Line again results in instant disqualification.
THIS MUST BE FIXED IN FUTURE INCARNATIONS OF THE GAME.

8.) Also concerning Stop-Go Penalties, if a car has damage,
the player should be given the option of either repairing the
damage first and serving the Penalty on the next lap, or
serving the Penalty first and repairing the damage later.  To
always force the player to serve the Stop-Go Penalty when a
car has significant damage (such as a missing wing) is in
essence a double penalty, because being forced to make
another lap before fixing the damage could very well result
in the player being forced to drop out of the race due to
severe damage.

9.) Similarly, if a player has been assigned a Stop-Go
Penalty and is extremely low of fuel when coming to Pit Lane,
the player should be given the option to either refuel or
serve the Penalty.  To always force the player to serve the
Penalty first can result in the player being forced to drop
out of the race due to lack of fuel on the ensuing lap.

10.) History Mode - Perhaps unlockable, allow players to race
in versions of F1 cars from the 1950s to the present, on
courses which have previously hosted F1 races (Adelaide,
Detroit, etc.).

11.) Periodic radio updates on the points-paying positions
would be helpful, as it is not always feasible to safely
watch the World Feed information at the bottom of the screen.

12.) Start each race on the warm-up lap, and force players to
correctly find their grid position for the Standing Start.
(This may best be used only in Grand Prix mode.)

13.) Provide a separate 'Map' option, which will allow
players to scrutinize detailed course maps.  This would be
especially beneficial for visual learners.

14.) Car set-ups should include an option to adjust the
maximum angle the front wheels can turn.  This would be a
great help in cornering, especially if the turn angle can be
maximized on tight technical courses such as Monaco.

15.) Players should have the option to save car set-ups for
each circuit.  This would save the time and paper of writing
down set-ups (or printing them from the Internet) and
manually entering in set-ups for each race at each venue.

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THANKS
Thank you to Minesweeper for allowing me to specifically
mention his Gran Turismo 3 A-spec Tuning Guide, to ViperMask
for his pointer to ARCOR, and to Not Me for his insight on
the bump stop.

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