V8 Supercar Race Driver - Strategy Guide (Page 07)

Below are the cheat codes, hints and help for V8 Supercar Race Driver - Strategy Guide (Page 07).

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.

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DRIVING INSTRUCTIONS: MANTORP PARK
Like Eastern Creek, Mantorp Park uses one of its
straightaways as a drag strip.  This time, however, the width
from standard road course to drag strip is more impressive,
allowing road course racers MUCH more room for passing along
the drag strip portion of the circuit.  This is a high-speed
circuit, although strong braking will be required for many
corners; fortunately, there is plenty of recovery room in
almost all areas of the circuit.

Pit Straight: Unlike Eastern Creek, Mantorp Park's Pit
Straight does not double as a drag strip; instead, the drag
strip is just to the right as cars pass along Pit Straight.
The Pit Straight itself is relatively short, so any passing
here requires INCREDIBLE power out of the final corner and/or
outbraking a competitor into Turn 1.

Turn 1: This is a left-hand corner requiring moderate
braking.

Turn 2: After a too-brief straightaway comes the right-hand
hairpin at Turn 2.  Moderate braking will be needed here, and
light braking may be required throughout, especially if a car
is loose.

Turn 3: Shortly after the hairpin is a gentle right-hand bend
which can generally be handled at full acceleration.

Turns 4-5: This is a double-apex right-hand section leading
onto the drag strip portion of the circuit.  Moderate braking
is needed for Turn 4, while full acceleration can be used in
Turn 5.  However, those who miss the braking zone for Turn 4
can turn in the sand trap and slide sideways onto the staging
area for the drag strip, then power ahead at full
acceleration without having lost too much time.

Straightaway: This is the drag strip portion of the Mantorp
Park road course.  This is a rather wide stretch of pavement,
so there should be no problems with passing slower cars here.
Not surprisingly, this is the longest straightaway of the
road course.

Turn 6: At the end of the drag strip, this right-hand
increasing-radius hairpin corner requires moderate or heavy
braking on approach, and judicious throttle management
throughout to keep from sliding the car off the pavement.

Turn 7: Light braking may be required for this left-hand
bend.

Turns 8-9: This is a double-apex right-hand increasing-radius
section leading back toward Pit Straight.  Moderate or heavy
braking is required for Turn 8, while gentle throttle
management can alleviate the need for braking in Turn 9 IF
the car has slowed enough for Turn 8.  Pit Entry is on the
left side of the pavement at the entry of Turn 9.

Turn 10: This is a left-hand right-angle corner requiring
moderate braking.  This leads onto Pit Straight.

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DRIVING INSTRUCTIONS: MEXICO
This circuit reopened for use in a CART race in November
2002, many months after its originally-scheduled grand
opening.  Pit Straight is immensely lengthy, but the rest of
the circuit consists of mainly high-speed twists and turns.
Drivers who prefer slightly-loose cars AND are excellent at
countersteering and/or drift-style racing should perform well
at Mexico.

Turns 1-3: The end of Pit Straight is a moderate braking zone
for the right-left-right chicane that begins the difficult
twisty portion of the circuit.  If not encumbered by traffic,
shortcutting across the chicane (or at least making ample use
of the rumble strips) will save a lot of time and allow the
driver to maintain momentum for the following straightaway.

Turns 4 and 5: This is a left-right complex which can be
rather tricky.  Moderate braking is needed on entering Turn
4, but the car must be slowed even more in order to safely
handle Turn 5 without getting caught in the kitty litter to
the outside of the corner.

Turns 6-13: This is the S-curve section.  Interestingly, the
corners begin with a right-hand tight corner, then the
corners gradually decrease in radius and 'tightness' while
the slight distances between the corners keeps growing
gradually.  After the final corner of this section (the
fourth left-hand corner), the S-curve section empties onto
another long straightaway which runs through a popular Mexico
City baseball stadium.

Turn 14: Essentially the Curva Parabolica of Mexico, this
right-hand wide hairpin corner can be taken at full
acceleration with slight or no braking required.  On corner
entry, however, there is a rather significant bump - if a car
is not tuned correctly, this bump can cause a problem for
drivers.  Pit Entry is on the right immediately before
entering Turn 14.

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DRIVING INSTRUCTIONS: MONZA
This historic high-speed track hosts a highly partial pro-
Ferrari crowd - affectionately known as the 'tifosi.'  The
2000 Italian Grand Prix is the race in which a volunteer
corner worker was killed at the Roggia Chicane, due to all
the flying debris from the first-lap multi-car collision
caused by Heinz-Herald Frentzen missing his braking zone.

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

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

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

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

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

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

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

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

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

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

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

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DRIVING INSTRUCTIONS: NORISRING
Due to the track layout and the surrounding scenery,
Norisring primarily has the feel of an inner-city street
circuit.  The circuit itself is rather small and thus
extremely easy to learn, yet it is VERY difficult to master.

Pit Straight: The single longest straightaway at Norisring,
Pit Straight is also the widest straightaway, allowing plenty
of room for passing slower traffic.  Pit Entry is on the
right side about 1/4 of the way along Pit Straight; the lane
for Pit Entry actually begins at the exit of the final
corner.

Turn 1: Things start with a BANG at this left-hand SHARP
hairpin corner.  What makes this corner so nasty is that
there is virtually NO recovery room for those who miss the
braking zone or do not brake hard enough - there is
definitely a reason why SEVERE braking is required for this
initial hairpin corner.

Turns 2-3: Essentially an overglorified chicane, this is a
right-left complex which leads the raceway around and behind
the main grandstands.  Both corners here are perpendicular
corners, but the sand on the inside of Turn 2 makes car
control virtually impossible if touched.  The exit of Turn 3
has a brick extension alongside a brick wall; this extension
is more than wide enough to provide an extra lane for passing
slower traffic and/or for making a wide sweeping run out of
Turn 3.

Turns 4-5: Turn 4 is a right-hand kink just before the left-
hand hairpin at Turn 5.  It is important to begin braking
before Turn 4, then slam HARD on the brakes for Turn 5.
Fortunately, the exit of the hairpin is onto an unbelievably-
wide straightaway (the same width as Pit Straight), so the
braking required here is not quite as severe as for the
initial hairpin corner at Turn 1.

Turn 6: Very quickly after the second hairpin is the left-
hand full-throttle kink onto Pit Straight.  Those vehicles
going to Pit Lane will keep hard to the right here coming off
the second hairpin and through Turn 6.

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DRIVING INSTRUCTIONS: NURBURGRING
From a driving standpoint, the hilly Nurburgring circuit is
very much characterized by its tight corners, some of which
are semi-blind turns.  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 narrow streets of Monaco require more
braking than does the Nurburgring circuit.

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): Moderate braking is required
before entering this 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.  Turn 2 is actually somewhat of
a double-apex left-hand corner, so do not go too wide
initially on exit.  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 or a quick lift of the accelerator 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 continues its downhill
slope here, which significantly adds to the difficulty of the
turn, especially in wet condditions.  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 as you continue downhill.

Turn 5 (Dunlop Curve): Severe braking for this hairpin is a
must, unless you really want to drive through the sand.
Again, rolling up on the rumble strips on the inside of the
curve may cause you to lose control of the car; however, I
have several times induced slight wheelspin of the right-side
tires on the rumble strip, which helped to swing the car
around the corner just a little faster.  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.  Unless traffic
blocks your racing line, the entire Audi S section can be
taken at top speed if you have a good racing line, 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, or you will definitely be off in the grass on
the outside of the curve.  After a short straightaway, this
corner is followed by the gentler BIT Curve.

Turn 9 (BIT Curve): This right-hand curve will require light
or moderate braking, depending on how much acceleration was
used in the brief straightaway following the RTL Curve.

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 newly-added barrier to collect you and your car.

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 Pit Lane
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.  Keep
tight to the right for Pit Entry, to allow those continuing
the race to have the prime racing line to the left of the
pavement.

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DRIVING INSTRUCTIONS: ORAN PARK
Like Suzuka in Japan, Oran Park includes a bridge where the
raceway crosses over itself.  However, Oran Park is generally
a slower-speed circuit than Suzuka, primarily due to the lack
of long straightaways and the many moderate- and severe-
braking corners.  Fortunately, the circuit is almost entirely
flat; even the ascent to and the descent from the bridge is
so gradual that elevation is really not an issue when working
on car set-ups for Oran Park.

Pit Straight: Pit Entry is about 1/3 of the way along Pit
Straight, although the entry lane for Pit Entry begins at the
exit of the final corner (on the right); this 'extra lane' is
also quite useful as a swing-out area for the final corner,
if necessary, but a barrier directly against the pavement
here still requires some amount of moderate braking for the
final corner.

Turn 1: This is a gentle left-hand kink which itself can be
taken at full acceleration.  However, it is best to begin
braking well before Turn 1, since the nasty Turn 2 follows
IMMEDIATELY.

Turn 2: This tight left-hand corner requires moderate or even
severe braking.  This 135-degree corner leads underneath the
bridge, and because there is precious little recovery room,
missing the braking zone for Turn 2 will obliterate a vehicle
almost instantly.

Turn 3: Shortly after passing underneath the bridge is the
right-hand Turn 3, a nasty and tight 135-degree corner.  With
the lack of a recovery area, moderate or severe braking is a
MUST for Turn 3.

Turn 4: A paved chicane area which is not used for the Grand
Prix configuration appears on the right; immediately
following this is Turn 4 itself.  This is yet another nasty
and tight 135-degree corner leading onto the bridge.  There
is a moderate recovery area to the outside of Turn 4, but
moderate or heavy braking is still required to keep off the
grass.

Turn 5: INSTANTLY beyond the bridge is a junction; the Grand
Prix circuit heads to the right here with yet another nasty
right-hand corner requiring moderate or severe braking.  It
is best to begin braking just as the car comes onto the
bridge itself.

Turns 6-7: Shortly beyond Turn 5, this is an overglorified
right-left chicane.  Light or moderate braking will be needed
here to keep to the pavement.

Turn 8: Beyond the overglorified chicane, this is a left-hand
corner which needs light or possibly moderate braking.

Turns 9-10: Again, this is an overglorified right-left
chicane.  Expert drivers can squeak through here with no
braking whatsoever, but most drivers will likely need light
braking to keep to the pavement here.  There is also a slight
crest on entry here, and a dip exiting Turn 10, and these
features can certainly play havoc with a car's handling
(especially with lightweight cars).

Turn 11: This final corner is on a slight incline as it leads
onto Pit Straight.  Moderate braking is needed for this left-
hand 135-degree corner.

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DRIVING INSTRUCTIONS: OSCHERSLEBEN
This is a primarily flat circuit, so ride height need not be
a problem.  However, there are several slow hairpin corners
plus plenty of other corners which require moderate braking.
The recovery areas around the circuit are not very
significant, so it really is best to keep to the pavement at
all times.

Pit Straight: This is the longest straightaway at
Oschersleben.

Turn 1: At the end of Pit Straight, this is a semi-gentle
left-hand corner.  This corner itself does not require
braking, but Turn 2 (which follows immediately after the exit
of Turn 1) DOES require braking, so it is perhaps best to
begin braking just at the entry of Turn 1 at the latest (of
course, braking works best in a straight line).

Turn 2: This right-hand 270-degree corner requires moderate
or even severe braking to keep from sliding off the pavement.
Once in the corner itself, careful throttle management is
required to keep from overspinning the drive wheels and
sending the car sliding off the raceway.

Turn 3: After a short straightaway, this is a left-hand
hairpin corner requiring moderate braking.  The entire turn
is banked slightly, but it is definitely not enough to help
to 'catch' a car which is carrying too much speed into and
through Turn 3.

Turns 4-6: This is a triple-apex left-hand complex with
requires increasing braking with each corner.

Turn 7: IMMEDIATELY following Turn 6, this right-hand hairpin
requires moderate braking (if the vehicle is not already
slowed enough after the triple-apex section) and feather-
light acceleration to remain on the pavement.

Turns 8-10: This right-left-right chicane requires increasing
braking with each corner.  It is possible to completely
bypass Turn 9, but this requires running through the kitty
litter.  Careful acceleration is needed from the apex to the
exit of Turn 10.

Turns 11-12: At the end of the second-longest straightaway at
Oschersleben is an overglorified right-left chicane.  It is
important to use light or even moderate braking for Turn 11
to avoid the sand trap.  By making judicious use of the
rumble strips, drivers can save a few milliseconds of time -
and may also even be able to make a pass.

Turn 13: This is a 30-degree right-hand corner which requires
light braking.

Turn 14: After a VERY brief straightaway, this final turn is
a right-hand 150-degree turn leading back onto Pit Straight.
Pit Entry is to the left just before corner entry.

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DRIVING INSTRUCTIONS: OULTON PARK
Overtaking is often difficult at this tight venue.  This
circuit is also somewhat rough on brakes in long races, in
part due to the traffic jams (especially at the first corner
at the beginning of a race).  The two lengthy straightaways
(one with a tight chicane) can be a great place to pass if
gearing and downforce are set correctly.

Pit Straight: The Pit Straight here is rather long compared
to most, so powerful acceleration is absolutely necessary.

Turn 1 (Old Hall Corner): This right-hand corner begins a
slow downhill run along The Avenue and Dentons.  Slight or
moderate braking is required for the corner, put strong
acceleration is needed on corner exit.

Turn 2 (Cascades): This tricky left-hand corner requires
moderate braking as the pavement leaves the Fosters circuit
using this left-hand J-turn.  This opens out onto the longest
straightaway of the circuit, so hard acceleration is needed
here to gain race positions before the next corner.

Straightaway (Lakeside): Named for the lake to the left of
the pavement, strong acceleration is needed here.

Turn 3 (Island Bend): This left-hand corner (more of a fade
than a corner) can itself be taken flat-out, but moderate
braking is really required due to the hairpin which follows
almost immediately.

Turn 4 (Shells Oils Corner): This right-hand hairpin is
rather slow, making this a prime place for passing on braking
on corner entry, and for passing on horsepower on corner
exit.

Turns 5-7 (Foulstons): This tight left-right-left chicane
truly disrupts any sense of speed, but can be good for
passing on braking FOR EXPERTS ONLY due to the signs blocking
a clear run past the chicane.

Straightaway (Hilltop): This long straightaway is a wonderful
place for high-horsepower cars to pass slower traffic,
especially if there are multiple cars all trying to draft off
each other.

Turn 8 (Knickelbrook): This right-hand corner can be taken at
full throttle unless blocked by traffic.  A pristine racing
line is needed (perhaps with the assistance of the rumble
strips) to keep on the pavement.  There is a paved chicane on
the inside of Knickelbrook, but it is not used for TOCA
racing.

Straightaway (Clay Hill): This long straightaway has a left-
hand bend.

Turn 9 (Druids Corner): This right-hand corner will require
light braking to keep to the pavement as the car muscles its
way along a slow uphill climb.

Turn 10 (Lodge Corner): This right-hand J-turn requires
moderate braking on entrance to keep out of the sand and
grass.  Once safely though Lodge Corner, it is imperative to
power hard along Pit Straight to make a few passes.
==============================================

DRIVING INSTRUCTIONS: PHILLIP ISLAND
The Phillip Island Grand Prix Circuit is host of both V8
Supercars and some of the high-profile international
motorcycle series.  The circuit combines high speeds with
VERY slow hairpin corners, making car set-up a bit more of a
compromise than usual in auto racing.

Pit Straight: The final corner is gentle enough that braking
should not be necessary, so Pit Straight is FAST.

Turn 1: This gentle right-hand corner may not require any
braking at all; however, depending on car set-up, moderate
braking may be required.  In any event, there is plenty of
sand to catch those who miss the braking zone.

Turn 2: This is a long left-hand hairpin corner requiring
moderate braking.  The speeds here are definitely slow, but
not quite as slow as for the other hairpin corners of the
circuit.

Turn 3: This is a gentle left-hand corner which should
require light braking at most.  However, toward the end of
the corner, it is imperative to begin braking for Turn 4.

Turn 4: The first of the REALLY slow hairpin corners, this
right-hand corner requires moderate or even severe braking,
depending on if/when braking began in Turn 3 itself.

Turn 5: This is a barely-noticeable kink to the right, but
this is listed as an official corner on the circuit map.

Turn 6: This is another REALLY slow hairpin corner, this time
to the left.  Moderate or severe braking will be required for
Turn 6 as well.

Turn 7: This is a barely-noticeable kink to the left, but
this is listed as an official corner on the circuit map.

Turn 8: Turn 8 is a high-speed sweep to the right, requiring
only a light tapping of the brakes if necessary.

Turn 9: Light or moderate braking is needed to keep to the
pavement in this sweeping left-hand corner.

Turn 10: This is the final hairpin corner of the circuit, and
it is also very SLOW, requiring moderate or (most likely)
severe braking on approach.

Turn 11: Coming out of Turn 10, this left-hand corner may
require light braking, but throttle management is the true
key to remaining on the pavement in Turn 11.

Turn 12: This final corner is a long sweeping left-hand arc
back onto Pit Straight; Pit Entry is to the left just before
corner entry.

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DRIVING INSTRUCTIONS: ROCKINGHAM OVAL
'Oval' is really a misnomer in the case of Rockingham Oval.
This circuit is essentially shaped like a square with an
adjacent triangle attached to its side.  If a car is tuned
properly, NO braking will be required unless the driver
cannot get low enough in a corner and drifts toward the wall.
All corners are also banked, although Turn 3 is banked less
than the other corners.  It may actually be beneficial to
simply SLIDE through the corners, depending on car set-up and
driver experience.

Turns 1 and 2: These are left-hand perpendicular corners,
although the corners themselves are long and semi-gentle.
Pit Exit is from the left beyond the exit of Turn 2.

Turn 3: This is a 45-degree corner.

Turn 4: This is a 135-degree corner which is long and semi-
gentle.  Pit Entry is to the left just before corner entry.

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DRIVING INSTRUCTIONS: ROCKINGHAM ROAD
This is a 'stadium circuit' (similar to the Indianapolis
Grand Prix circuit used in F1 racing) nestled within the
Rockingham Oval circuit. Turn 4 of the Rockingham Oval venue
is used, as is the Pit Lane and Pit Exit lane; otherwise, the
Rockingham Road circuit makes use of the vast infield area.

Turns 1-3: Just beyond the Start/Finish Line, the Rockingham
Road raceway has a left-right chicane off the oval portion
and onto the oval's Pit Exit lane; a barrier prevents drivers
from simply powering ahead along the oval.  Once on the
oval's Pit Exit lane, the pavement makes a gentle curve to
the left while merging once again with the oval portion of
the venue.  (Note that the chicane itself can be
straightlined, but moderate braking will still definitely be
required.)

Turns 4 and 5: This is a harsh double-apex left-hand hairpin
off the oval and onto the infield portion of the circuit.
This hairpin corner will require moderate or severe braking.

Turns 6 and 7: After a short straightaway, this is a pair of
right-hand perpendicular corners.  Moderate braking will
again be needed here for each of these corners .

Turns 8 and 9: This is a left-right chicane which requires
light or moderate braking, depending on car set-up and
traffic conditions.

Turns 10 and 11: Again, this is a set of left-hand
perpendicular corners.  Moderate braking is required for
both, but this section can be treated as a single left-hand
hairpin turn.

Turn 12: This left-hand 135-degree corner requires moderate
braking to keep on the pavement.

Turn 13: Here is a TRUE hairpin corner to the right,
requiring moderate or severe braking.  This is perhaps the
best place to pass via outbraking an opponent.

Turns 14 and 15: This is a pair of left-hand corners.  The
first of these corners will require moderate braking, but the
second corner can be handled nicely at full acceleration.

Turn 16: This is also a true hairpin corner, this time to the
left and leading back toward the oval portion of the circuit.
Moderate or severe braking will be required here; the
handbrake can be used here effectively if carrying too much
speed into Turn 16.

Turn 17 (Oval Turn 4): This is the final corner of the oval
portion of the circuit.  Note that for the Rockingham Road
circuit, however, Pit Entry is on the left at the APEX of
this corner.

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DRIVING INSTRUCTIONS: SANDOWN
This circuit appears easy on the circuit map, but is a very
different beast on the pavement; numerous test drives and
practice sessions are definitely required to truly come to
grips with Sandown.

Turn 1: The initial corner is a left-hand near-perpendicular
corner requiring moderate or severe braking after the lengthy
Pit Straight.  There is fortunately A LOT of recovery room
for those who miss the braking zone.

Turns 2 and 3: This is a right-left chicane which should
really require light braking.  However, it is quite feasible
to straightline this chicane; those with extensive rally
racing experience will already be quite adept at this tactic.

Turn 4: IMMEDIATELY following Turn 3, this is a NASTY left-
hand acute-angle corner which requires moderate or severe
braking.  Most importantly, the 'recovery area' here is
extremely tiny, so missing the braking zone for Turn 4 will
definitely result in severe car damage against the barrier on
the outside of the corner.

Straightaway: This is the longest straightaway of the
circuit, with a slight fade to the right just shortly beyond
Turn 4.  The straightaway also crests at its end.

Turns 5-8: This is a left-right-left-left complex which
requires harder and harder braking with each corner.  The
entire complex makes a left-hand 120-degree bend overall, but
it is comprised of some rather fast-approaching corners with
little recovery room.

Turns 9 and 10: This is a right-left chicane requiring
moderate braking on approach, but powerful acceleration
through Turn 10 and all the way to the end of Pit Straight.

Turn 11: With Pit Entry to the right at corner apex, this is
a gentle left-hand bend onto Pit Straight which can be taken
at full acceleration.

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DRIVING INSTRUCTIONS: SEARS POINT
Sears Point Raceway is one of only two road courses used in
NASCAR racing.  This circuit is also notable in NASCAR due to
the need for two Pit Lanes - one on each side of the raceway
near the Start/Finish Line.  Road course and street course
specialists will certainly love Sears Point, even if using a
standard NASCAR-spec vehicle :-)

Pit Straight: There really is NO 'Pit Straight' per se, since
the main Pit Lane curves around the outside of final corner
(a hairpin turn) while the secondary Pit Lane begins to the
inside of this hairpin turn.  There is a semi-significant
bend to the left about halfway between the final corner and
Turn 1.

Turn 1: This is a fast left-hand bend taken at full
acceleration and beginning an uphill climb.