V8 Supercar Race Driver - Strategy Guide (Page 06)

Below are the cheat codes, hints and help for V8 Supercar Race Driver - Strategy Guide (Page 06).

Turn 2: IMMEDIATELY after exiting Turn 1, this is a long
sweeping left-hand corner on a slightly-wider raceway.  Full
acceleration can be used here, and there is definitely plenty
of room to make a well-timed pass.  However, drivers must be
careful as traffic from Pit Lane merges with the higher-speed
traffic coming off Pit Straight.

Turns 3-6: This is an elongated right-left-left-right bus
stop chicane.  Moderate or severe braking will be required
for Turn 3 and Turn 5; careful throttle management will be
needed for Turn 6 to ensure avoiding the outside barrier.

Turns 7-9: This is a left-right-right complex which in total
acts as nearly a hairpin corner.  Moderate braking will be
needed here, with gentle throttle control throughout.  In
fact, this section is easier if Turns 8 and 9 are treated as
a hairpin corner, making a wide berth to hit both apexes just
right.  Note that there is an access road BETWEEN Turn 8 and
Turn 9, but this is NOT part of the official raceway;
nonetheless, this can be rather confusing until the
intricacies of this circuit have been committed to memory.

Turn 10: This right-hand corner requires moderate braking.

Straightaway: This is not 'straight' at all.  Instead, this
'straightaway' is one long continuous sweeping bend to the
left.  there are three bridges over this 'straightaway;' it
is best to begin braking for Turn 11 once beyond the third
bridge.

Turn 11: This right-hand corner requires moderate braking.

Turns 12 and 13: This is a VERY slow left-right chicane, so
moderate or even severe braking will be required.  Due to the
VERY slow speed required here for safe passage, this is a
prime place for cars to pile up if one driver is too
aggressive.

Turns 14-16: This right-left-right chicane is just as slow as
the previous chicane.  What makes this worse, however, is
that the left-hand corner of this chicane is an actual
hairpin in its own right!!!  Fortunately, once past the apex
of the chicane's own hairpin turn, the right side of the
raceway opens up, so those drivers using too much speed
through the hairpin portion of the chicane will have a nice
expanse of grass to greet them instead of the usual immovable
barrier.

Turns 17 and 18: Immediately after exiting the chicane, the
raceway curves twice to the right.  These are gentle curves,
but the second will still require light braking since the
momentum of the vehicle will try to force it into the left-
side barrier. This leads onto Pit Straight.

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

DRIVING INSTRUCTIONS: CATALUNYA
The Catalunya circuit is challenging, especially the two
hairpins and the final corners of the race.  This is the same
circuit configuration used in modern F1 racing.

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
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.

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

DRIVING INSTRUCTIONS: CHARLOTTE
One of the favorite circuits of NASCAR racing, Charlotte is a
tri-oval, with Pit Straight actually curved slightly along
its entire length.  The corners can accommodate two-wide
racing if necessary, but single-file racing is best through
the turns.

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

DRIVING INSTRUCTIONS: DIJON PRENOIS
Located in southern France, Circuit Dijon Prenois is a small,
hilly, and FUN circuit.  Pit Straight is 1.1km (0.7 miles) in
length, whereas the rest of the circuit continually twists
and turns in the hills.

Pit Straight: This is really the only true straightaway of
the entire circuit.  At 1.1km (0.7 miles) in length, this
straightaway really should be taken at lower than optimal
speeds, due to the necessity for high downforce on the rest
of the circuit.

Turns 1-2 (Villeroy): This is a double-apex right-hand
corner.  Turn 1 can be taken with light braking, but moderate
braking will be necessary for Turn 2.

Turns 3-5 (Hourglass S'es): Careful, precision steering will
be needed to keep the car on the pavement while still
negotiating traffic at top speed through these right-left-
right S-curves.  Turn 5 is sharper than the other corners.
There is a continual rise in elevation throughout this
section of the circuit.

Turn 6 (Crossover): The shorter configuration of the circuit
has simply a moderate left-hand corner here, but the main
configuration uses a 135-degree left-hand corner heading
toward the Parabolique.  Light to moderate braking will be
required for Crossover, and plenty of sand on the outside of
the corner awaits the not-so-focused drivers.

Turn 7 (Parabolique): This is a right-hand heavy-braking
near-hairpin corner which is made much more difficult due to
the sudden steep climb in elevation beginning at the entry of
the Parabolique.  This means that much of the corner is
unsighted, thus drivers must have PRISTINE knowledge of this
corner in order to truly power through the Parabolique at any
great speed.  There is fortunately a sand trap on the outside
of the Parabolique to collect runaway vehicles, but it is
still possible to clear the kitty litter and severely damage
the car against the barrier.

Turn 8: This left-hand corner is a long moderate-braking
corner at the crest of the circuit.  There is a wide sand
trap on the outside of the turn for those who overshoot the
corner, which is especially important since this is a semi-
blind corner until the car is safely at the top of the rise.

Turn 9 (Combe): This right-hand corner can be easily
negotiated with only slight braking as needed.

Turn 10 (Pouas Corner): This final corner is a long right-
hand sweeping turn leading back onto the immense Pit
Straight.  Slight tapping of the brakes may be necessary for
Pouas Corner, especially in high-powered cars.  Pit Entry is
on the right approximately 1/4 of the way along Pit Straight.

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

DRIVING INSTRUCTIONS: DONINGTON PARK
This popular British venue is the host of many events, and
has been included in other games.  The outside of almost
every corner has a very small strip of grass between the
pavement and the sand trap.  The Grand Prix configuration
inverts the final chicane of the National configuration and
adds two lengthy straightaways with two hairpin corners
behind the paddock area.

Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.

Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.

Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all.  Due
to the downhill slope, it may be difficult to see the apex of
the corner as you approach.

Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.

Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here.  No braking is required.

Turn 6: This is really just a left-hand fade.

Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn.  The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.

Turn 8: This lengthy, sweeping right-hand J-turn will require
light braking to keep out of the grass and sand as the course
continues slowly uphill.  This corner opens out onto the
longest straightaway at Donington.

Turns 9-10: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane.  This is a tight left-
right combination with NO room for error.  The barrier on the
inside of Turn 9 prevents shortcutting, and the sand trap to
the inside of Turn 10 severely hinders anyone attempting to
shortcut that corner.

Turn 11: After a significant straightaway, this is a tight
right-hand hairpin turn onto another significant straightaway
behind the Paddock Suite.  Essentially, think of this as
changing runways on an airport circuit (such as at Sebring)
and you should do fairly well here.  Moderate braking is
required here.  If you miss your braking zone, there is a
wide patch of kitty litter to the outside of the corner.

Turn 12: The final corner of the circuit is a left-hand tight
hairpin.  Again, think of this as changing runways on an
airport circuit.  Moderate braking will be needed here.

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

DRIVING INSTRUCTIONS: EASTERN CREEK
This 3.93-kilometer (2.456-mile) circuit hosts V8 Supercars,
many Formula series, a number of sports cars and sports
sedans series, touring cars, production cars, and numerous
national and support motorcycle series.  The pit straight
even incorporates a drag strip, so racecars here can make use
of this wider section to pass large packs of slower traffic.
This is a high-speed technical circuit, and those with
moderately- or extremely-loose cars will likely find
themselves slamming the barriers and/or sliding through the
many patches of kitty litter.

Pit Straight: The longest straightaway at Eastern Creek, Pit
Straight also doubles as a drag strip :-)   Pit Entry is
approximately 1/3 of the way along Pit Straight.

Turn 1: This is a long left-hand corner requiring light
braking after the immense length of Pit Straight and the high
speeds attained there.

Turn 2: This left-hand hairpin corner requires moderate or
even heavy braking on approach, and perhaps slight braking
throughout.  This is a somewhat-tight corner, so it is easy
to misjudge speed and end up slipping off the pavement and
getting stuck in the grass on the outside of the corner.

Turn 3: Almost immediately following Turn 2, this right-hand
corner may require light braking to keep from slipping out
into the kitty litter on corner exit.

Turn 4: This right-hand corner needs moderate braking to keep
to the pavement, although a wide sand-filled recovery area is
available if necessary.

Turn 5: Just after Turn 4, Turn 5 is a left-hand corner
requiring moderate braking.

Turns 6-7: Turn 6 is a quick right-hand flick leading
immediately into the left-hand sweeping Turn 7.  Light
braking can be useful for Turn 6, whereas moderate braking is
required for and throughout Turn 7 to keep the vehicle on the
pavement.

Turn 8: Light or moderate braking is needed for this left-
hand corner.

Turn 9: This right-hand hairpin requires moderate or even
heavy braking.

Turns 10-11: Turn 10 is a quick right-hand flick leading
immediately into the left-hand sweeping Turn 11.  Light
braking can be useful for Turn 10, whereas moderate braking
is required for and throughout Turn 11 to keep the vehicle on
the pavement.  This leads onto Pit Straight.

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

DRIVING INSTRUCTIONS: FUJI
This Japanese circuit is perhaps most notable to North
American classic video game enthusiasts from its appearance
in Atari's Pole Position series in the stand-up arcades of
the 1980s.  There are a few of these classic Pole Position
and Pole Position II arcade boxes still in existence,
although the best bet for finding these games now is on the
various gaming consoles.  However, those who prefer the
version of the circuit in the Pole Position series will be
rather disappointed at the chicanes added along the faster
sections of the Fuji circuit.

Turns 1-2 (Daiichi Corner) This is a double-apex right-hand
near-hairpin corner.  Due to the immense length of Pit
Straight, HARD braking will be required before even thinking
of entering Daiichi Corner, and moderate braking will be
required throughout this section.  There is a nice patch of
kitty litter on the outside of Daiichi Corner, but drivers
should not expect it to stop a runaway car before the vehicle
slams hard into the wall when overshooting this section of
the circuit.

Turns 3 and 4 (Sumtory Corner): Ahead, a barrier can be seen;
this blocks direct access to the smooth left-hand corner Pole
Position enthusiasts know so well; instead, players are
forced straight ahead into a tight left-right complex around
the barrier, so moderate or hard braking will be needed here
on entry.  It is possible to power out of Turn 3 and through
Turn 4 without braking, unless the car has some severe grip
problems and/or is extremely loose (i.e., the back end of the
car tends to swing about).

Turn 5 (100R): If the driver's car is properly tuned, there
should be no trouble with powering through this wide right-
hand sweeping turn, even when navigating traffic.  However,
cars which are moderately or extremely loose will have plenty
of trouble here, ESPECIALLY if encumbered by traffic.

Turn 6 (Hairpin): This left-hand corner is aptly named.
Unfortunately, Hairpin comes at the dip following 100R, which
can make this corner extremely tricky as the car inherently
loses traction; the proximity of the barrier is definitely
too close for comfort here due to this drop in elevation (the
elevation change is certainly not significant, but it is just
enough to cause grip problems in many cars).

Turn 7 (MC Corner): This long, sweeping, right-hand corner is
another prime place for full-throttle acceleration.

Turns 8-10 (Dunlop Corner): This right-left-right chicane
will also disappoint Pole Position enthusiasts.  Heavy
braking will be needed for Turn 8, with moderate braking
required for Turn 9.  Turn 10 should be easily taken at full
acceleration.  Fortunately, the barrier forcing cars to take
the chicane is easily visible from a distance on approach.

Turn 11 (Last Corner): This aptly-named corner is the final
sweeping long right-hand corner of the Fuji circuit.
Moderately- and extremely-loose cars will have difficulty
here; otherwise, only a slight tapping of the brakes MAY be
necessary for Last Corner.

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

DRIVING INSTRUCTIONS: HOCKENHEIM LONG
Surrounded by multitudes of trees which make much of the
circuit rather dark in wet or overcast races, this is the
fastest course used for F1 racing in recent years.  If not
for the Jim Clark, Brems, and Ayrton Senna chicanes, cars
would be flying around the course in top gear all the way
from the North Curve (Turn 1) to the entry of the Stadium
(Turn 10).  Except for the right side of the Pit Straight,
there is more than enough room to pull well off the pavement
should a car have a serious problem on any part of the
circuit.  Interestingly, Hockenheim's Stadium segment is very
similar to an unnamed final segment at Silverstone.

Important Note: These driving instructions are for the old
Hockenheim circuit.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

DRIVING INSTRUCTIONS: HOCKENHEIM SHORT
In 2002, the long, traditional Hockenheim circuit was
dismantled and replaced by a much shorter version.  F1
traditionalists worldwide were FURIOUS about this change, as
the shorter circuit is no longer scenic and is really too
compact for F1 racing (although still better than A1-Ring in
Austria).  However, the new, severely-shortened version of
Hockenheim still retains its characteristic Stadium section,
so at least some measure of the old circuit's tradition and
history remains.  Interestingly, the new, shorter circuit
supposedly now handles more spectators than the old, longer
circuit.

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

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

Turn 2: After a nearly-nonexistent straightaway comes the
right-hand 120-degree Turn 2.  This corner requires some
moderate braking, and it is very easy to slide off the
pavement here.  Unfortunately, the barrier on the inside of
the corner is really TOO close to the pavement, so a driver
trying to pass to the inside of a slower car will have
literally nowhere to go should the slower car suddenly cut
inward in the corner.  Just at the exit of Turn 2 is a quick
fade to the left.

Turn 3: After a brief straightaway is the left-hand 45-degree
Turn 3.  It is best to begin braking for Turn 4 at the exit
of Turn 3.

Turn 4: Almost immediately after Turn 3 is the right-hand
135-degree Turn 4, leading back onto the old (longer)
Hockenheim circuit just before entering The Stadium.
Moderate or heavy braking will be required for Turn 4,
although there is a significant amount of paved swing-out
room so that those in need of a quick recovery can briefly
slam on the handbrake to keep off the outside barrier.

Turns 5-8 (The Stadium): This is similar to the final segment
of the Silverstone circuit.  However, do not expect to drive
The Stadium the same way you would the final segment at
Silverstone.

   Turn 5 (Entrance to the Stadium: Agip Curve): Light
   braking may be required here, but you should be able to
   pass through the Agip Curve without any braking at all
   (especially if your racing line began with the 'extra'
   pavement on the left before the Stadium).  A short
   straightaway follows.

   Turn 6 (Continuing through the Stadium: Sachscurve): This
   is a left-hand wide hairpin turn, requiring moderate
   braking.  Be careful not to end up in the grass, either
   entering or exiting the corner, and beware the barrier.

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

   Turns 7 and 8 (Exiting the Stadium: Opel): The first
   right-hand corner is somewhat tight, and heavy braking
   will be required here; the old course rejoins the current
   course from the left on exit, so if you run wide in this
   corner, you can likely recover here using the old
   pavement.  The final corner of the circuit is a right-hand
   turn which will require moderate braking.  The Pit Lane
   entry is to the right just before the official Turn 8.

Pit Entry: The Pit Lane begins to the right at the entry of
Turn 8 (the final corner of the Stadium).

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

DRIVING INSTRUCTIONS: KNOCKHILL
This circuit is a nightmare for car set-ups, as there are
many tight corners (some with their own significant elevation
changes) connected by significant straightaways.

Pit Straight: Pit Straight is on an uphill slope, which may
make standing starts somewhat tricky.  It is also quite
lengthy.  Pit Entry is on the left, where the slots of the
starting grid are located; this is a very short Pit Lane.

Turn 1: This heavy-braking right-hand corner is made even
more difficult because it heads downhill.  It is very easy to
foul up here and get caught out in the sand on the outside of
Turn 1.

Turn 2: Almost immediately after Turn 1, this left-hand
corner requires at least a slight tapping of the brakes to
keep to the pavement.

Turn 3: Almost immediately after Turn 2, this right-hand
corner requires moderate braking  to keep to the pavement.

Turn 4: Shortly after Turn 3, this gentle right-hand corner
can be taken at full acceleration, but care must be taken on
the approach to Turn 5.

Turns 5-6: This tricky left-right complex requires heavy
braking on entry; slowing enough on entry allows for powerful
acceleration through Turn 6 and onto the ensuing
straightaway.

Turn 7: This difficult right-hand corner is on an uphill
climb; if there is no traffic in front to provide an idea of
where the circuit is, it is virtually impossible to see the
layout of the pavement due to the angle of the hill.  This
opens onto a nice straightaway.

Turn 8: This is another right-hand corner on an uphill climb;
this time, the corner is nearly a hairpin.  Strong
acceleration out of Turn 8 is required, as this opens onto
the lengthy Pit Straight.

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

DRIVING INSTRUCTIONS: LAS VEGAS
This is a tri-oval which is VERY wide: three-abreast racing
is definitely feasible here; four-wide racing MIGHT be
possible (primarily on the straightaways), but should never
be attempted.  Due to the nice width of the circuit, passing
is relatively easy - the difficult part could be getting
enough of an aerodynamic tow (slipstreaming or drafting) to
actually make a pass.  The gentle, lengthy nature of the
corners means that this is a fast race venue.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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