F1 Championship Season 2000 - Strategy Guide (Page 03)

Below are the cheat codes, hints and help for F1 Championship Season 2000 - Strategy Guide (Page 03).

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, 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.  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 be
using the recovery area.

Straightaway: This straightaway fades to the left.  Good
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 angle of the rumble strip along the apex in relation to
the short patch of grass is rather odd; if you roll your
left-side tires onto the grass, you may quickly lose control
of the car, causing the vehicle to slide or even spin.  The
exit of Wuth has an immediate fade to the right.

Turn 7 (Campsa): This right-hand corner can be taken at full
speed, although other cars will usually swing wide-left and
brake slightly while rounding this corner.  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.

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 likely damage the
front of the car on a barrier.

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

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

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: -1
   Rear Diffuser: -3

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

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

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

Turn 4 (Ford Curve): This is a hard right-hand corner,
practically a 'J' curve.  The course resumes an uphill slope
here.  Braking too late here means a trip through the kitty
litter, while riding up on the inside rumble strips usually
means losing control of the car.  This is definitely NOT a
place to pass unless absolutely necessary.

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

Turn 5 (Dunlop Curve): Severe braking for this hairpin is a
mustŠ unless you really want to drive through the sand.
Again, rolling up on the rumble strips on the inside of the
curve will likely cause you to lose control of the car.  The
course continues gently uphill here toward the Audi S.

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

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

Turn 9 (BIT Curve): This right-hand curve quickly follows the
RTL Curve, forming an 'S' curve.  If you have a good racing
line exiting the RTL Curve, you should be able to speed
through the BIT Curve without any problem.

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

Turns 11 and 12 (Veedal S): This is an extremely tight left-
right made even worse for the drivers by its placement at the
very crest of the hill.  For those who overshoot the chicane,
there is a patch of pavement which bypasses the chicane and
rejoins the main course, but those taking this route are
greeted with a Stop-Go Penalty.  Only experts can fly through
the Veedal S at full speed; even then, the car is very likely
to spin or careen straight into a barrier.

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

Pit Entry: The Pit Lane begins at the entry of the final
corner.  It is extremely important to slow down before
entering Pit Lane; if you come in too fast, you will
certainly damage the front of the car on the barrier.

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

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 or the Front Wing 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!!!!!
Fortunately, the new physics engine of F1 Championship Season
2000 makes the Monaco circuit a little easier than the same
course in F1 2000, but this is still - by far - the most
challenging circuit in the game.  While driving this circuit,
players may want to have "I Will Survive" playing on auto-
repeat!!!

Tip: F1 Championship Season 2000 allows you to toggle the
Fuel/Damage Indicator on and off at will.  When driving at
Monaco, this Indicator should be on at all times.  This
course is so unbelievably TIGHT that even the most cautious
of drivers will likely bump a barrier (or another car) fairly
oftenŠ and all those bumps WILL eventually take their toll.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +3
   Side Pod Radiators: +3
   Front Downforce: +3*
   Rear Downforce: +3*
   Ride Height: -2
   Rear Diffuser: +3
*The downforce options are purposely set much higher than at
other circuits to assist in cornering.  The Monaco circuit
simply does not allow for a high-speed set-up.

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
varying-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.

Turn 2 (Massanet): This is a sweeping decreasing-radius left-
hand blind corner requiring moderate braking on entry and
light braking 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): Light or 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 long downhill straightaway,
heavy braking is needed for this right-hand blind 'J' turn.
A small pull-off area is provided on the left on entry.  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.  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.

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.

Straightaway (The Tunnel): This 'straightaway' is actually a
very long right-hand fade in a semi-tunnel (the left side
provides a clear 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 circuitŠ and 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 Championship Season 2000 has removed
the barrier on the inside of the chicane which made this a
treacherous configuration in F1 2000; however, if you attempt
to speed in a straight line over the rumble strips, you are
quite likely to lose control of the car and either careen
into the right-side barrier following the chicane, or spin
and hit barriers on both sides of the chicane's exit.

Turn 8 (Tobacco): This left-hand corner is best taken with
light braking, although it can be cleared with no braking
(not suggested, even for experts) with sufficient downforce,
no traffic, and a FLAWLESS racing line.

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.  After an extremely brief straightaway,
Turns 11 and 12 form the opposite configuration (right-left),
but are even tighter.  This opens out onto a short
straightaway where you MIGHT be able to pass ONE car.

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

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

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

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

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

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: -3*
   Rear Diffuser: +2
*The Circuit Gilles Villeneuve is almost perfectly flat, so
the only reason to raise ride height is for better cornering
due to slower top-end speed.

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

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

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

Turns 3 and 4: This right-left chicane can provide a good
passing zone.  Turn 3 is tight and semi-blind, but passing on
braking is an option for those who know the chicane well.
Turn 4 is an easier corner, allowing good acceleration on
exit, but it is still easy to overshoot the exit of the
chicane and bang the right side of the car against the nearby
barrier.  If you overshoot the entry to the chicane, you will
be given a Stop-Go Penalty if you attempt to simply edge back
onto the main course.  Expert drivers can blast through this
chicane at full acceleration by making judicious use of the
rumble strips.

Straightaway: At the end of this moderate straightaway, the
course fades to the left, followed by Turn 5.  Light braking
may be required at the fade if navigating traffic.

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

Turn 6: This left-hand corner will require moderate braking,
or you will be flying through the grass toward the spectators
in Grandstand 33.  Minor shortcutting of this corner is
allowed by the CPU, which may be beneficial here for passing
on braking.  This leads out to a very brief straightaway.

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

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

Turns 8 and 9: This right-left chicane is similar to Turns 6
and 7 in that overrunning the chicane leaves you driving
through the sand directly toward another grandstand full of
spectators.  Moderate braking will be needed to safely enter
the chicane's tight right-hand corner.  The second corner of
the chicane is a gentler left-hand turn, but you might still
run off the pavement on exit and grind the right side of the
car against the barrier, or roll up on the rumble strips on
the inside of the corner and lose control of the car.
Accelerate strongly out of the chicane to set up passing
possibilities along the following straightaway and into
Casino Hairpin.  Nowhere on the course is there less CPU
tolerance for shortcutting than in this chicane; if you
overshoot the first corner, you can certainly expect to
receive a Stop-Go Penalty.

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

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

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

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

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

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

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

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

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

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: -1

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

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

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

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

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

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

Turns 4 and 5 (Nurburgring): This is a right-left chicane
which will require light braking.  It is possible to fly
through Nurburgring without braking by making use of the
bright-green extension on the inside of Turn 5; however, if
you remain on the bright-green extension for too long, you
will be assigned a Stop-Go Penalty.

Turn 6 (180 Degrees): This is quite true - the official name
of this corner is '180 Degrees' according to the official Web
site of Magny-Cours.  This is a wide left-hand hairpin
nestled well within the Estoril hairpin.  Running too wide
here will put you out in the sand; running too close to the
apex could put you up on the rumble strips and force you to
lose control.

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

Turns 7 and 8 (Imola): This right-left chicane should require
light braking, except for cars with a flawless racing line.
A short straightaway out of Imola sets up the Water Castle
curve.  There is not much CPU tolerance for running off the
course here.

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

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

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

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

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

GRAND PRIX OF AUSTRIA: A1-RING
This course may only have seven corners, the fewest of the
circuits used in the 2000 racing season, but it is still
quite challenging for the drivers.  The course itself is
built on a 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.

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: -1
   Rear Diffuser: +2

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.

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, but the Pit Lane barrier ends just before the
entrance to Castrol Curve, meaning that if you really need to
avoid an accident (or a large group of cars) on Castrol, you
can suddenly jump over to the end of the Pit LaneŠ without
receiving a Stop-Go Penalty from the CPU.  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 certainly find yourself airborne once you hit the rumble
strip; similarly, if you try to take this corner at top
speed, you may find yourself looking up at the ground.

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

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

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.

Turn 3 (Gosser Curve): Another tight right-hand corner,
moderate 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 light or moderate braking; 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.

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.

Turn 6 (Jochen Rindt Curve): This is a semi-hidden right-hand
corner which can be taken with light braking.  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.