F1 Championship Season 2000 - Strategy Guide (Page 02)

Below are the cheat codes, hints and help for F1 Championship Season 2000 - Strategy Guide (Page 02).

As you progress through Championship Mode, you may be given
the option to change the difficulty setting of Championship
Mode based upon your performance.  You are also given the
opportunity to view the race analysis (lap-by-lap positions
of each car/driver, with crashes and pit stops marked) after
each race.

Finally, the engines sound a bit closer to realistic than
they did in F1 2000.  The sounds are more piercing, and carry
very well through the air - to the point that if you are
driving all alone in one section of the course, you are far
more likely to hear the competitors driving on the opposite
side of the course.  This can also make it difficult in some
instances to determine exactly where the next batch of
traffic is on the course, especially at a circuit as small as
A1-Ring, or at Suzuka due to its figure-eight formation.

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TRAINING MODE
Risking to make this driving guide obsolete is the Training
Mode, which was not available in F1 2000.  Even expert-level
drivers from F1 2000 should begin here, as the physics engine
of F1 Championship Season 2000 is somewhat different, thus
the overall handling of the cars is also a little different.
The biggest driving change between F1 2000 and F1
Championship Season 2000 is that this newer game requires
more use of the brakes, especially for aggressive drivers.

Training Mode uses the following colored cones to help you
see how to handle each corner of a given course:

   Blue Cone     Begin braking here
   Orange Cone   Begin cornering here
   Yellow Cone   This is the apex; begin acceleration
   White Cone    This is the exit; accelerate hard

Note that after a quick combination of corners or a chicane,
there will not be a white exit cone for each corner.
Instead, the white cone will follow that segment of the
course.

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SCENARIO MODE
One of the more interesting aspects of the 'upgrade' to F1
Championship Season 2000 is the new Scenario Mode.  There are
fourteen total scenario races, each progressing in the level
of difficulty.  Each scenario race takes place at a different
course, so it would be wise to become quite familiar with ALL
the courses before attempting Scenario Mode. Note that the
initial scenarios are set at the same level of difficulty as
Championship Mode.

Each scenario presents a realistic F1 situation, ranging from
simply finishing at or above a certain position, to simple
survival.  As you progress through Scenario Mode, you will
also be presented with different types of weather, thus
affecting your driving and your overall strategy.  Further,
for each Scenario race, you race as a different driver from
the 2000 F1 season (some drivers are 'repeated;' see below).
Many of these Scenario races are 'simple,' in that you need
to just drive and finish at or above a certain position.
However, some of the later Scenario races require quite a bit
of strategy, especially to receive a Gold Award; here, it
might be best to read the scenario, then wait and consider
the potential strategies for several hours first.

The initial Scenario races are fairly short, and can be
completed well within thirty minutes.  The later Scenario
races will likely take longer.  The fourteenth and final
Scenario race is a FULL race, so do not even attempt the
final scenario unless you have about two hours during which
you will not be interrupted by siblings, telephones, bathroom
breaks, hyperactive pets, etc.

Without giving away the challenges presented in Scenario
Mode, this is where the Scenario races are held, and the
driver you will be playing as:

   1.)  Grand Prix of Australia            Villeneuve
   2.)  Grand Prix of Brazil               Gene
   3.)  Grand Prix of San Marino           Coulthard
   4.)  Grand Prix of Great Britain        Button
   5.)  Grand Prix of Spain                Trulli
   6.)  Grand Prix of Europe               Coulthard
   7.)  Grand Prix of Monaco               Hakkinen
   8.)  Grand Prix of Canada               Wurtz
   9.)  Grand Prix of Austria              Verstappen
   10.) Grand Prix of Germany              Alesi
   11.) Grand Prix of Belgium              M. Schumacher
   12.) Grand Prix of the United States    Irvine
   13.) Grand Prix of Japan                Salo
   14.) Grand Prix of Malaysia             M. Schumacher

In most of the Scenario races, obtaining the Gold Award is
fairly easy, so long as you keep the car on the track and in
good condition, and fix any initial problems at a strategic
time.  However, a few races present significant challenges,
as you will start having already been lapped once by the race
leader.  In order to win these races and obtain their Gold
Awards, two potential tactics come into play:

   1.) Hope (pray to every deity you know, wish upon a star
       before beginning the Scenario race, etc.) for the race
       leader to retire early, or at least experience a
       serious problem slowing him significantly and forcing
       him into the Pits for servicing.
   2.) Drive aggressively and get into position to unlap
       yourself, then purposely try to knock the leading car
       off the track and into a barrier, hoping that a major
       mechanical failure will cause him to retire early.
       This tactic will likely need to be used several times
       in a single race.

Of course, the latter option also presents a serious risk of
eliminating YOU from the race; similarly, the race stewards
(i.e., the CPU) may well assign you a Stop-Go Penalty for
unsportsmanlike driving.  Note that you will likely need
multiple tries to obtain a Gold Award when you start a
Scenario race one lap behind, so prepare to be highly
frustrated, and try not to throw the controller/wheel through
the television screen!!!!!!!!!

==============================================
==============================================
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GRAND PRIX OF AUSTRALIA: ALBERT PARK
The 2000 F1 racing season begins with a set of 'flyaway'
(non-European) races.  This fast, attractive circuit is built
around Melbourne's beautiful Albert Park Lake, using actual
city streets which generally receive little traffic.  There
are usually plenty of trees on both sides of the track, with
a nice view of Melbourne's buildings as you come through
Turns 12 and 13.  The Albert Park circuit features many long,
gentle, no-braking corners, allowing for incredible top-end
speed all around this completely-flat circuit.  However,
these are tempered with several moderate- and hard-braking
corners, and dark shadows (especially in wet conditions)
obscuring long stretches of the pavement.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: -3
   Rear Downforce: -3
   Ride Height: -3*
   Rear Diffuser: +3
*This is an ABSOLUTELY FLAT circuit, so the only reason to
raise ride height is to slow the car for better cornering.
At Albert Park, this is really only an issue at Turns 3 and
15, and in the odd-formation Pit Lane Entry.

Pit Straight: The front straight is fairly long, following a
light-braking corner (Turn 16).  However, Turn 1 requires an
early braking zone.

Turn 1: A moderate-braking right-hand corner.  If you miss
the braking zone here, there is a wide area in which you can
recover.  Traffic will often bunch up entering Turn 1.

Turn 2: Immediately following Turn 1, this is a gentle left-
hand turn which can be taken at full speed.  Excellent
acceleration out of Turn 1 makes the exit of Turn 2 and the
ensuing straightaway a prime passing zone.  Beware the
barrier on the right on exiting Turn 2.

Turn 3: This is a hard-braking right-hand corner following a
long straightaway.  Again, there is a wide recovery area
here.  A little speed can be made coming out of Turn 3, but
the straightaway is virtually non-existent, requiring
moderate braking for Turn 4.  This is definitely NOT a place
to pass (safely) unless you have EXCELLENT brakes and little
or no tire wear.  Traffic tends to bunch up here for Turns 3
and 4.

Turn 4: A left-hand corner requiring at least moderate
braking.  To the outside of the corner is a wide, paved
recovery area; however, driving too far out to the right or
remaining on this paved area beyond the painted advertisement
will result in a Stop-Go Penalty.  The inside of Turn 4 is
also a wide paved zone, but short-cutting Turn 4 by more than
one car length will also result in a Stop-Go Penalty.  Good
acceleration out of Turn 4 can set up a good passing
opportunity.

Turn 5: A gentle right-hand corner through the trees which
leads to a nice straightaway.  No braking is necessary here.

Turn 6: A semi-hidden moderate-braking right-hand corner.
Traffic will sometimes bunch up here, as drivers try to spot
the corner.  A wide recovery zone is available here as well,
but take care not to shortcut the corner.  While it is
possible to blast through Turn 6 without braking, doing so
will almost certainly result in loss of control (with
subsequent spinning, sliding, and/or crashing) due to the
angle of the rumble strips.

Turn 7: Immediately following Turn 6, Turn 7 is a very gentle
left-hand corner which brings you alongside the northernmost
end of Albert Park Lake.

Turn 8: This is almost not a turn at all, as it curves
extremely gently along the shoreline, but the course map on
the race's official Web site lists this as a corner.

Turn 9: The first piece of pavement to the right is NOT the
official corner; taking this bypass area results in a Stop-Go
Penalty if playing with Flags activated.  The official corner
is a tight right-hand turn which requires moderate or hard
braking.  Traffic almost always bunches up here.

Turn 10: This is almost not a turn at all, as it curves
extremely gently to the left and back along the shoreline.
There is absolutely NO room for error on the right side of
the track, as the pavement runs directly up against the
barrier.  The view of Albert Park Lake is actually quite
serene from here (and the water is oh-so-blueŠ), but don't
take your eyes off the course!!!  Once you pass underneath
the second pedestrian bridge and see the grandstands ahead on
the right, drift to the right to set up the best racing line
for Turns 11 and 12.

Turns 11 and 12: If you are not navigating traffic, Turns 11
and 12 can be taken at full speed (even at 200+ MPH),
although some drivers may feel more comfortable with tapping
the brakes once in each turn.  However, sliding even one
pixel across the rumble strips on either side of the chicane
results in a Stop-Go Penalty.  It is very easy to slide off
the pavement exiting this chicane if taken at top speed, so a
flawless racing line is crucial.

Straightaway: The pavement runs directly up against the
barrier on the left side of the course here, creating
problems for cars on the left whose engines suddenly expire.

Turn 13: This is a semi-blind right-hand corner requiring
moderate braking if you are alone; traffic tends to bunch up
here.  The recovery area again is quite wide, with a long
run-off strip if needed.  This leads to a short straightaway
which can be a prime passing zone if acceleration out of Turn
13 is strong.  Note that is you were able to take Turns 11
and 12 without braking or navigating traffic, you can reach
over 210MPH just before entering Turn 13, making braking even
more important.

Turn 14: A light-braking, right-hand corner with a wide
recovery area.  Experts should be able to take this corner at
top speed (if not in traffic) with a flawless racing line, or
by dropping the right-side tires onto the grass.  This is a
good place to pass on braking upon entering the corner.

Turn 15: Do not be fooled by the run-off lane which proceeds
directly ahead into an unmoving barrier; there IS a turn to
the left here, requiring moderate braking.  This is also a
good place to pass on braking when entering the corner.  Note
that the Pit Entry is immediately to the right upon exiting
the corner, so be sure to look for cars moving slower than
expected as they enter Pit Lane.

Turn 16: Without traffic, this right-hand corner can be taken
at full speed if you slowed enough in Turn 15.  But, be
careful with the approach and exit angles for this turn, as
the barrier (and a grandstand) is just a few feet off the
pavement on the left as you exit the corner.  This leads onto
the Pit Straight.

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.

Special Note: It is possible to start down Pit Lane and then
return to the main course, or vice-versa.  However, depending
on where you attempt to make this transition, you may be
given a Stop-Go Penalty.

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

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) 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.  Also, this is the
circuit where an advertisement billboard fell on a Prost car
in 2000.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: +1
   Rear Downforce: +1
   Ride Height: -1
   Rear Diffuser: +2
Note: This set-up is designed to take advantage of the lower
portion of the circuit.

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 at Interlagos.  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, and cars may
enter here at top speed.

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, but
there is also a two-level barrier; the first barrier is a
short segment, so it is possible (if necessary) to drive
behind this first barrier and come out on the other side in
the middle of Turn 3.

Turn 2 (S do Senna): Following immediately after Turn 1, this
right-hand corner can be taken at full speed (unless slower
traffic blocks the path) to set up prime passing
opportunities in Curva du Sol or along the following
straightaway.  Amazingly, there is a small paved path between
the main track and the Pit Lane where the old Pit Lane met
the course (drivers used to rejoin the race at the outside of
Turn 2).  F1 Championship Season 2000 does not penalize you
for leaving the main course via this short piece of pavement
and driving along the rest of the Pit Lane, which makes this
a great method for passing a large group of cars at once (the
Pit Lane rejoins the course just beyond the exit of Turn 3)
or for just reducing lap times; however, extreme caution must
be taken not to ram the barrier immediately on the left of
the Pit Lane when attempting this maneuver at full speed.
(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.

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 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.

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 right-hand corner requires moderate 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 for the sharp left-hand Pinheirinho.
This is 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 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.  It is possible to fly into Pit Lane at
high speed.

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 longŠ and F1
Championship Season 2000 refuses to give you control of your
car until you are effectively past Turn 2.  This fact 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.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: -3
   Rear Downforce: -3
   Ride Height: -1
   Rear Diffuser: +3

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.  There is slight tolerance for cutting the
corners here, but not much.  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 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.  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, cresting
underneath the overhead Firestone advertisement.  Just beyond
the ad, 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 as the track passes
under an Arexons banner.  This is a full-speed 'corner.'

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,
heavy 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.  If you
do find yourself off-course, you MUST turn sharply to the
right to get back onto the pavement, as Turn 11 immediately
follows and the CPU allows virtually no tolerance here for
shortcutting.

Turn 11 (Mineralli): Immediately following Turn 10, the left-
hand Turn 11 continues the upward slope of the course.  There
is almost no CPU tolerance for shortcutting here, so it is
very important to remain on-course here.  Care must be taken
not to slip off to the right of the track as you pass
underneath the EA Sports banner.

Turns 12-13 (Alta Chicane): This is a right-left chicane,
beginning underneath the EuroBusiness banner.  There is NO
tolerance for shortcutting here.  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.

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.  There is NO tolerance for
shortcutting here.  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.

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 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).  Built on an
airport site, this historic course features wide run-off
areas in most places.  At last, this course is a return to
normal, 'clockwise' racing.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: -2
   Rear Downforce: -2
   Ride Height: -2
   Rear Diffuser: +3

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 and 4 can be taken at full speed or with
very quick tapping of the brakes, but Turns 3 and 5 require
moderate or even heavy braking.  If using the suggested car
set-up, EACH corner of Bechetts will require braking.

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 the
longest straightaway of the course.  Good acceleration out of
Turn 5 (the final corner of Bechetts) can lead to good
passing opportunities along Hangar Straight and/or entering
the braking zone for Turn 7 (Stowe).  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 or moderate braking will be required
here 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
Turn 7 (Stowe) without braking, 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 light-braking Turn 11, a right-hand
corner.  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 light
   or moderate braking.

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

   Turn 15 (Luffield): This set of right-hand corners
   essentially form a 'U' shape, and both require 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 2.  The entry to Pit Lane is on the left shortly
   leaving Luffield.

   Turn 16 (Woodcote): Barely a corner but more than a fade,
   the course eases to the right here.  At the exit of the
   corner is the Start/Finish Line, and 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 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.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: -3
   Rear Downforce: -3
   Ride Height: -2
   Rear Diffuser: +3

Pit Straight: As usual, incredible speeds can be attained
here.  Watch for cars rejoining the race from the right side
of the straightaway.

Turn 1 (Elf): This is a right-hand corner which requires
light 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.