F1 2002 - Strategy Guide (Page 10)

Below are the cheat codes, hints and help for F1 2002 - Strategy Guide (Page 10).

Pit Entry: The Pit Lane begins to the right immediately after
Turn 15. It is possible to enter at a fairly high speed, but
there will be a sharp turn to the right very quickly,
requiring moderate or heavy braking.  Before entering the
main Pit area, however, is a tight right-left chicane, so be
prepared to truly slam on the brakes, or else the nose of
your car will slam into the Pit Lane barrier.

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GRAND PRIX OF MALAYSIA: KUALA LAMPUR
This is the second-newest F1 course currently in use, as its
construction was completed just in time for the end of the
1999 F1 season.  Kuala Lampur includes very wide recovery
zones all along the course, on both sides of the pavement,
with very few exceptions.  The main grandstands are nestled
'within' the course itself, as the 'back straight' and the
'Pit Straight' flank each side of the main spectator seats,
linked by a tight left-hand hairpin.  While the pavement is
rather wide for an F1 circuit, it is actually more difficult
to drive than it appears on television, especially the 'back'
part of the course (behind the main grandstands).

Pit Straight: The main grandstands are to the left as you fly
down the Pit Straight.  Slam on the brakes at the end of the
Pit Straight, as the first two corners are VERY tight.

Turns 1 and 2: Turn 1 is a TIGHT right-hand corner, followed
immediately by the not-as-tight-but-still-difficult left-hand
Turn 2.  If there is traffic ahead of you, the cars will
certainly bunch up here.  The first corner on the opening lap
of any F1 race is characterized by cars bunching up together;
given the downhill slope of Turns 1 (beginning at the exit)
and 2, cars are even more likely than usual to bump each
other and/or the barrier here.  Fortunately, the outside of
Turn 2 has a wide (sand-filled) recovery area, so if a major
accident takes place, it might be wise to (carefully) take to
the sand to avoid the worst of the chaos and debris.
Remember that Turn 2 is slower than Turn 1, so if following
another car, allow plenty of room to keep from ramming the
other vehicle.

Turn 3: Accelerate hard through this sweeping right-hand
corner.  No braking is necessary here.  The course begins a
gentle uphill climb here.

Turn 4: It is easy to overrun this corner, either on entry or
on exit, but the wide patch of sand is available to slow you
down in these situations.  This right-hand corner is the
crest of the uphill climb which began in Turn 3.  Moderate
braking will be required here.

Turns 5 and 6: Turn 5 is an easy left-hand corner, followed
by the similarly-shaped right-hand Turn 6.  In Turn 5, the
barrier comes very close to the pavement on the inside of the
corner, so be careful not to roll up on the grass here.
There is plenty of space for recovery on the outside of each
corner, which may be important exiting Turn 6 as it is rather
easy to run too wide on exit.  Both corners can be taken
either flat-out or with simply a slight lifting of the
accelerator.

Turns 7 and 8:  These two right-hand corners are best taken
in a wide 'U' formation.  There is plenty of kitty litter on
the outside of the corners here should you lose concentration
and drive off the pavement.  While experts with a death wish
may be able to speed through these corners at full throttle,
braking or significantly lifting off the accelerator would be
a far better choice.

Turn 9: This tight left-hand J-turn is made even more
difficult by the brief uphill slope leading to the corner
itself, which hides the view of the pavement as the course
turns to the left here.  Early braking is key, or else you
WILL be caught out in the sand trap.  Moderate or heavy
braking will be needed here, depending on your top speed
coming out of the 'U' formation of Turns 7 and 8.  If you
have excellent confidence in your braking ability (especially
with fresh tires after a pit stop), this is a great place to
pass other cars on braking, but only if attempted near the
inside of the corner - otherwise, you will be far off the
racing line, and any car(s) you try to pass will force you
out into the sand.

Turn 10: After the tightness of Turn 9, Turn 10's right-hand
corner can be taken at full throttle.  The course climbs
gently uphill here, cresting shortly after the exit.

Turn 11: The course begins a gentle downhill slope near the
entry of Turn 11, then turns to the right as the downhill
slope continues.  Moderate braking will be needed here, as
Turn 11 is tighter than Turn 10.  This is also a good place
to pass other cars on braking.  It is also easy to overrun
the corner, so there is plenty of sand to the outside of the
corner to slow you down in this instance.

Turn 12: After a short straightaway, the course turns to the
left.  If you hug the apex tightly, you should be able to
take Turn 12 without braking.  Again, plenty of sand awaits
those who slide off the pavement here.

Turn 13: This is a nasty right-hand decreasing-radius hairpin
with no paved swing-out area on exit, making the corner far
more difficult than it at first appears.  The first 60
degrees can be taken at top speed, although some braking is
greatly recommended here.  After that, moderate or heavy
braking is required to keep from rolling out into the kitty
litter.  Strong acceleration is key on exit.

Straightaway: This straightaway runs along the 'back side' of
the main grandstands.  This is a very long straightaway, so
powerful acceleration out of the Turn 13 hairpin can provide
good passing opportunities here, especially for those using a
low-downforce set-up.  Near the end of the straightaway, a
line of pavement leaves to the right, but this is NOT the Pit
Lane entry used for F1 races.

Turn 14: This is the final corner of the course, and
certainly the most important in a close race.  Following the
long straightaway on the 'back side' of the main grandstands,
this is a left-hand hairpin, much tighter than Turn 13.  It
is key here to approach from the extreme right side of the
pavement, tightly hug the apex, and accelerate strongly while
drifting back out to the right on exit.  The Pit Lane entry
begins here about halfway through the hairpin, so beware of
slower cars going in for servicing.  This is also a good
place to pass on braking, but be ready to block any
aggressive drivers trying to pass you as they slam on the
throttle on exit.

Pit Entry: The Pit Lane begins halfway through the Turn 14
hairpin (the final corner of the course).  Keep tight to the
right entering the hairpin, to allow those passing you to
dive to the left-hand apex of the corner; after the first 90
degrees of the corner, drive straight ahead along the Pit
Lane.  However, you will quickly find the Pit Lane curving to
the left, so make sure you have slowed enough to not bang the
front wing or front-right tire against the barrier.

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GRAND PRIX OF BRAZIL: INTERLAGOS
Most F1 courses are driven clockwise; built on a steep
hillside, Interlagos is driven counter-clockwise, which I
understand causes 'undue' fatigue to drivers' necks as the
race progresses.  The upper part of the course features two
extensive segments of flat-out, full-throttle, top-speed
driving.  However, the lower part of the course (where the
most clock time is spent per lap) features tight corners and
several significant elevation changes.  However, despite
these two very different sections of the circuit, the car
set-up is not quite as key here as at Indianapolis.

Pit Straight: This is the highest point of the course in
terms of elevation.  There is no room to pull off the course
here if there is a problem with a car, as the barriers rub
against the pavement on both sides of the track.  This is
also the fastest portion of the course, leading into the most
dangerous set of corners in all of F1 racing.  There are
several left-hand fades along the 'Pit Straight.'  This
'straightaway' is the longest stretch of flat-out
acceleration of this course.  The optimal racing line is hard
to the left, so be careful not to rub the left-side tires
against the barriers, especially when passing the Pit Lane
Entry.  The Pit Entrance is also to the left; beware of slow
cars entering Pit Lane.

Turn 1 (S do Senna): Especially since this corner follows an
incredibly long and fast 'Pit Straight,' this is by far the
most dangerous turn on the course, and thus perhaps the most
dangerous corner in all of F1 racing.  This is a tight, left-
hand, semi-blind, downhill corner requiring severe braking
long before reaching the turn.  Unless you have PERFECT
confidence in your car's braking AND turning ability, this is
definitely NOT a place to pass!!!  For those who overrun the
corner, there is a continent-size patch of kitty litter.

Turn 2 (S do Senna): Following immediately after Turn 1, it
is best to coast through this right-hand corner, with strong
acceleration on exit to set up prime passing opportunities in
Curva du Sol or along the following straightaway.  Beware the
Pit lane barrier practically rubbing up against the pavement
here on the left.  (Historical note: The Pit Lane used to
rejoin the main course at the exit of Turn 2, but FIA and the
drivers deemed that this was too dangerous.)

Turn 3 (Curva du Sol): Immediately following S do Senna, Turn
3 is a gentle left-hand corner which can also be taken at top
speed.  Just beyond the exit of Turn 3, the Pit Lane rejoins
the main course on the left.  Curva du Sol leads into the
second-longest straightaway of the circuit.

Straightaway: This long straightaway presents a gentle
downhill slope leading to the lower portion of the course.
Keep to the right on exiting Curva du Sol so that cars
rejoining the race from the Pit Lane can blend in without
incident.

Turn 4 (Lago): This corner truly begins the lower portion of
the course in terms of elevation.  Lago is a semi-hidden
left-hand corner with a slight downward slope.  Moderate
braking is necessary here to keep from sliding the car into
the recovery zone, especially if the track is wet.  Good
acceleration out of Lago sets up great passing in the next
corner and along the following straightaway.  Do not overrun
the course, or you will be slowed severely by the sand and
grass.

Turn 5: A gentle left-hand turn, this can be taken at full
throttle.  The course begins to slope upward again.  However,
do not try to take this corner to sharply on the apex, as the
barrier may not agree with your tactics.

Straightaway: This is effectively the last straightaway
before the Pit Straight at the beginning of the course.  The
course here slopes upward, so cars with excellent
acceleration out of Turns 4 and 5 can pass those with poor
uphill speed.

Turn 6 (Laranjinha): This is the beginning of a pair of
right-hand corners which effectively form a 'U' shape.  The
entry of this corner can be taken at full throttle, but be
ready to touch the brakes at the exit of this corner.  Turn 6
is also on the crown of a hill.

Turn 7 (Laranjinha): The final corner of a 'U' shape in the
course, this is a right-hand decreasing-radius corner with a
gentle downward slope.

Turn 8 (Curva do S): After an almost negligible straightaway,
this incredibly tight right-hand corner requires hard
braking.  The course also begins to slope downhill at the
beginning of Turn 8.  Pinheirinho immediately follows.

Turn 9 (Pinheirinho): Immediately upon exiting Turn 8, slam
on the brakes again (or simply coast) for the sharp left-hand
Pinheirinho.  This may potentially a good place to pass other
cars.  Turn 9 is a long corner, however, so it is important
to hug the apex much longer than usual.  Extreme caution must
be taken here if racing in wet conditions, or you will find
yourself sliding into the sand.  The exit of Pinheirinho
leads to an upward-sloping straightaway.

Turn 10 (Bica do Pato): The entrance of Turn 10 begins the
final downward slope of the course, making this right-hand
corner even more difficult to navigate.  Heavy braking and
excellent hands are required to maneuver the car safely
through this corner, especially in the rain.  Good
acceleration is needed exiting Bica do Pato to pass traffic
in the next corner and ensuing straightaway.  The kitty
litter is available if you overshoot the corner, but then you
will quickly find yourself rubbing against a barrier.

Turn 11 (Mergulho): This left-hand corner almost immediately
follows Bica do Pato and can be taken almost flat-out to
provide good speed along the next (very short) straightaway.
Good acceleration out of Bica do Pato makes this a good
passing zone if you have a decent racing line, otherwise you
may find yourself off the course on the outside of the
corner.

Turn 12 (Juncao): This is a tight left-hand corner requiring
moderate to heavy braking.  The final, steep uphill slope
begins here, and the exit of the corner is hidden (even in
chase view).  It is extremely easy to run off the outside of
the corner here, but a small patch of grass and another paved
lane provide some run-off relief here.  This corner leads to
the incredibly long Pit Straight.

Pit Entry: As you climb the long 'Pit Straight,' the Pit Lane
begins on the left.

Pit Exit: The Pit Lane once emptied onto the exit of Turn 2;
it now rejoins the main course just after the exit of Curva
du Sol.  This makes Pit Lane extremely long, which makes it
extremely important to select your pit strategy carefully in
long races.

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

GRAND PRIX OF SAN MARINO: IMOLA
The Imola circuit is challenging but rather fun.  Again, this
is a 'counterclockwise' circuit, but, oddly, the Pits and
Paddock are located on the outside of the circuit and not on
the inside.  There is extremely little tolerance for
shortcutting the chicanes.  Due to the slope of the grass on
the inside of the corner, Turn 6 (Tosa) is essentially a
blind corner unless traffic is present to mark the course for
you.

Pit Straight: This is a long straightaway, which enables high
speeds as the cars cross the Start/Finish Line.  Good exit
speed out of the final chicane makes for prime passing and a
good show for the spectators.  The Pit Straight fades to the
left at the exit of Pit Lane (which is aligned with the
Start/Finish Line).  Once past the Pits, there is a barrier
directly against the right side of the track.

Turns 1 and 2 (Tamburello): This is a left-right chicane.
Turn 1 requires moderate braking, but if you slow enough in
Turn 1, you should be able to drive at full throttle through
Turn 2 and beyond.  If you try to take the entire chicane at
full speed, you can make it through Turn 1 fairly well, but
you will quickly find yourself in the grass on the outside of
Turn 2 and banging against the nearby barrier.  If you
completely miss the braking zone for Turn 1, there is a huge
sand trap to help you recover.

Turn 3 (Tamburello): Immediately following Turn 2, Turn 3 is
a soft left-hand corner which can be taken at full speed.
Strong acceleration out of Turn 1 and through Turn 2 makes
this a good passing zone.  Following this corner is a
significant straightaway.

Turns 4 and 5 (Villeneuve): This is another left-right
chicane, but not as lengthy as the first.  Care must be taken
not to slide off the course at the exit of Turn 5.  It is
possible for experts to fly through this chicane at top speed
(if not encumbered by traffic) by rolling up on the rumble
strips, but doing so produces a significant chance of losing
control of the car and crashing into the barrier on the left
side of the circuit as the sandy recovery area severely
narrows on approach to Tosa.  The course slopes upward at the
exit of this chicane.

Turn 6 (Tosa): This is a semi-blind left-hand corner which
continues the upward slope of the course.  Moderate or even
severe braking is required here, or else your car will be in
the kitty litter and headed toward the spectators.  Traffic
is actually a benefit in approaching this corner, as the
course is largely hidden from view given the slope of the
grass on the inside of the corner, but other cars are easy to
see.

Straightaway: The course continues up the hill here.  Just
beyond the overhead billboard, the track fades to the right
as it begins its gentle downward slope, but then leads
directly into Piratella.

Turn 7 (Piratella): The course continues downward here, with
the slope increasing.  This is a left-hand semi-blind corner.
It is rather easy to slip off the pavement here and into the
kitty litter on the outside of the corner.  Any passing here
is best made tight to the apex of the corner, perhaps with
only the right-side wheels on the pavement or rumble strip.

Turn 8: Barely a corner at all but more than a fade, the
course gently turns to the left here.  This is a full-speed
'corner,' but the racing line is still very important here.

Turns 9 and 10 (Mineralli): This is a pair of right-hand
corners which effectively function as a decreasing-radius 'U'
formation and are best taken in this manner.  Turn 9 can be
taken at full speed, but upon exit to the outside of Turn 9,
severe braking is needed and extra steering to the right is
required to safely navigate around the decreasing-radius Turn
10.  The track begins another (steep) uphill slope in Turn
10.  Tightly hugging the apex allows for prime passing
through Turn 10.  Care must be taken not to enter Turn 10 too
fast, or else you will be off the course on the left.

Turn 11 (Mineralli): Immediately following Turn 10, the left-
hand Turn 11 continues the upward slope of the course.  Care
must be taken not to slip off to the right of the track on
exit.

Turns 12-13 (Alta Chicane): This is a tight right-left
chicane.  Other cars generally slow significantly for this
chicane, so a full-speed maneuver here in traffic is NOT
advised.  In fact, attempting to take this chicane at top
speed will require rolling up on the rumble strips, and you
will likely lose control and either spin or collide with the
all-too-close barrier to the right side of the course.  The
barrier to the outside of Turn 13 is very close to the track,
so be careful not to slip off the course.  Alta Chicane, due
to its placement just slightly beyond the crest of the
circuit, is also 100% unsighted on approach, so it is very
easy to miss the chicane and either overshoot it or turn too
early - either method results in a Stop-Go Penalty.

Straightaway: The course begins its final downhill slope
here, fading gently first to the left, then to the right.

Turns 14 and 15 (Rivazza): This is a left-hand 'U' formation.
Moderate braking is required entering Turn 14, but then Turn
15 can be taken at full speed (IF you slowed enough in Turn
14), although some may feel more comfortable lightly tapping
the brakes here.  Caution must be taken to use enough braking
entering the 'U' formation, or else you will end up in the
sand on the right side of the track.

Straightaway: This is the final long straightaway before
reaching the Pit Straight.  However, the official course
fades to the right just after passing underneath the Helix
banner; driving straight ahead (the pavement of the old
course) and thus missing the entire final chicane results in
a Stop-Go Penalty.  The end of this straightaway provides two
options: 1.) Keep driving straight ahead onto Pit Lane; 2.)
Turn left for the final chicane.

Turns 16 and 17 (Bassa Chicane): This is the final chicane
(left-right) of the course.  To the outside of Turn 16 is the
Pit Lane entry, so be mindful of slower cars entering Pit
Lane as you approach the chicane.  Moderate braking is
required entering Turn 16, but then Turn 17 requires light
braking.  Be VERY careful riding the rumble strips in Bassa
Chicane, as wheelspin on the rumble strips is likely to force
the car out of control, which means either getting caught in
the kitty litter inside Turn 17, or colliding with the
barrier (which is VERY close to the pavement) on exiting the
chicane.

Pit Entry: Instead of turning left for Turn 16, keep driving
directly ahead.  However, there is no room for slowing once
you leave the main course, so stay tight to the right side of
the pavement as you slow to enter Pit Lane.

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

GRAND PRIX OF SPAIN: CATALUNYA
The Catalunya circuit is challenging, especially the two
hairpins and the final corners of the race.  For observers
and drivers alike, plenty of action can be found at the
Spanish Grand Prix.

Intertextal Note: The Catalunya circuit is also used in the
PS2 game Le Mans 24 Hours.

Pit Straight: As usual, incredible speeds can be attained
here.  Watch for cars rejoining the race from the right side
of the straightaway about two-thirds of the way along its
massive length.

Turn 1 (Elf): This is a right-hand corner which requires
moderate braking.  Be careful not to hug the inside of the
corner too tightly, or you will damage your right-side tires
on the barrier.  Strong acceleration out of Turn 1 creates
great passing opportunities all the way to Repsol.
Attempting to take Turn 1 at top speed will either cause you
to lose control as you run up on the rumble strips, or send
you too far off course to survive Turn 2 intact.

Turn 2 (Elf): Immediately following Turn 1, the left-hand
Turn 2 can usually be taken at top acceleration.  With strong
acceleration out of Turn 1, this is a prime passing zone.

Turn 3 (Seat): A sweeping right-hand increasing-radius corner
which can be taken at full speed with a flawless racing line.
This is also a good place to pass slower cars, especially if
you have the inside line.

Turn 4 (Repsol): This is a semi-blind right-hand hairpin
corner which requires moderate or heavy braking.  The barrier
on the inside of the corner rests almost directly against the
track, and blocks your view around the corner.  This can
actually be a good place to pass on braking, but only with
extreme caution (and usually only if the car you wish to pass
takes the wide line around the corner).  Don't come too hot
into this corner or else you will find yourself in the sand.
After clearing the first 90 degrees, you should be able to
accelerate fairly well if not encumbered by traffic.

Turn 5: After a very short straightaway, this is a semi-blind
left-hand hairpin, a bit tighter than Turn 4.  Moderate or
heavy braking will be needed here, or you will definitely
find yourself in the kitty litter.

Straightaway: This straightaway fades to the left.  Strong
acceleration out of Turn 5 can create passing opportunities,
especially in the braking zone for Wuth.

Turn 6 (Wuth): With a good racing line, you should be able to
brake lightly to clear this semi-blind, slightly-downhill,
left-hand corner.  Beware the barrier on the inside of Wuth.
The exit of Wuth has an immediate fade to the right, so do
not commit too much to turning left here, or the front-left
of the car will be shaking hands with the barrier.

Turn 7 (Campsa): This right-hand corner can be taken at full
speed with a flawless racing line.  Note that the official
circuit is to the right; do not drive directly ahead onto
another patch of pavement, or you will be assigned a Stop-Go
Penalty.

Turn 8 (La Cacsa): Severe braking is required for this left-
hand corner.  While not suggested, you may be able to pass
other cars on braking here.  As with Wuth, stay off the
rumble strips and grass on the inside of the turn, or you
will risk losing control of the car.  This is a 'J' turn, and
the corner seems to go on forever before you reach the exit.

Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or
heavy braking will be needed here for the right-hand, upward-
sloping corner.  This is also a 'J' turn which is nearly a
double-apex corner.  If you need a recovery area anywhere on
the course, it will most likely be here.  It is possible to
pass slower cars here by tightly hugging the inside of the
turn, even running the right-side tires on the rumble strips
or just slightly in the grass.

Turn 10: Light braking may be needed for this right-hand
corner.  The key here is to truly hug the inside of the turn
and accelerate strongly through the exit.  Watch for slow
cars here preparing to go to Pit Lane for servicing.

Turn 11: Entering this right-hand corner, the Pit Lane begins
on the right, so be on the lookout for very slow cars here.
If you take this final corner too tightly, or make a VERY
late decision to go to the pits, you will certainly damage
the front of the car on a barrier.

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

GRAND PRIX OF AUSTRIA: A1-RING
This course may only have seven corners, the fewest of the
circuits used in the 2002 racing season, but it is still a
highly-challenging technical course for the drivers.  The
circuit itself is built on a steep hillside, with the Paddock
area and the Pit Straight located at the lowest elevation of
the course.  The significant elevation changes and poorly-
placed barriers make this a particularly challenging circuit
to safely navigate for 90+ minutes.

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); any speed over 30MPH is definitely too fast for
Remus Curve.  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.