F1 2000 - Strategy Guide (Page 02)

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

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

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

Turns 16 and 17 (Bassa Chicane): This is the final chicane
(left-right) of the course.  There is no tolerance for
shortcutting here.  To the outside of Turn 16 is the Pit Lane
entry, so be mindful of slower cars entering Pit Lane as you
approach the chicane.  Moderate braking is required entering
Turn 16, but then Turn 17 can usually be taken at full speed
onto the Pit Straight.

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GRAND PRIX OF GREAT BRITAIN: SILVERSTONE
For the 2000 F1 season, the British Grand Prix was moved up
in the racing calendar, and resulted in a very wet weekend
(although the race itself was semi-sunny).  Built on an
airport site, this historic course features wide run-off
areas in most places.  At last, this course is a return to
normal, clockwise racing.

Set-up:
Front Downforce: -1
Rear Downforce: +3
Gear Ratios: -3
Steering Lock: +3
Front Suspension: +2
Rear Suspension: +2
Brake Balance: -1
Ground Clearance: -1

Pit Straight: The Start/Finish Line is directly at the
beginning of the Pit Straight.  There is no room for error on
the right side of the track, as the Pit Lane barrier is
directly against the pavement.

Turn 1 (Copse): This is a moderate right-hand corner which
can be taken at full speed, but be careful to not run off the
course at the exit of the turn.  The best racing line is to
tightly hug the apex, but the Pit Lane barrier is right there
against the pavement, so it is imperative to keep the right-
side tires from rubbing the barrier.  Turn 1 exits onto a
long straightaway.

Straightaway: The Pit Lane rejoins the main course from the
right about 1/3 of the way along the straight.

Turns 2-5 (Bechetts): This is a set of left-right-left-right
"S" curves. Turns 2 and 4 can be taken at full speed, but
Turns 3 and 5 require moderate or even heavy braking.

Turn 6 (Chapel): This is a gentle left-hand corner which can
be taken at full speed.  This opens onto Hangar Straight.

Straightaway (Hangar Straight): At 738.28m, this is the
longest straightaway of the course.  Good acceleration out of
Turn 5 (the final "S" curve) can lead to good passing
opportunities along Hangar Straight and/or entering the
braking zone for Turn 7 (Stowe).  To your left is the Roger
Clark Circuit, owned and operated by the same organization
which owns and operates this Grand Prix Circuit.

Turn 7 (Stowe): If you have sufficient downforce, this corner
can be taken at full speed; otherwise, light or moderate
braking will be required here in order to remain on the
pavement.  This is a sweeping right-hand corner followed
immediately by a left-hand semi-corner.  This is the
southernmost point of the course.

Straightaway (Vale): If you use a high-downforce set-up and
can successfully navigate Turn 7 (Stowe) without braking,
then you should be able to continue passing others fairly
easily along Vale, especially if they use a low-downforce
set-up and had to brake through Stowe.

Turns 8 and 9 (Club): There is a stretch of pavement to the
left, but that is NOT the official course; in fact, it has a
tall barrier blocking a clear path for those who wish to
accumulate a Stop-Go Penalty.  The official corner is a tight
left-hand turn followed by the increasing-radius right-hand
Turn 9, leading out onto another long straightaway (Abbey
Straight).

Turns 10 and 11 (Abbey): Like the previous set of corners,
there is another stretch of pavement to the left which is not
part of the official course; as before, this patch of
pavement is blocked by a tall barrier, and taking this route
will accumulate a Stop-Go Penalty.  The official Turn 10 is a
tight left-hand corner, but not as tight as Turn 8.  This is
immediately followed by a light-braking Turn 11, a right-hand
corner.  Be careful not to slip off the course and rub the
nearby barrier on exiting Turn 11.

Straightaway (Farm Straight): With good acceleration out of
Abbey, good passing opportunities can be made here.

Turn 12 (Bridge): Immediately after passing underneath the
pedestrian bridge, you will enter a complex similar to The
Stadium at Hokkenheim.  This is a right-hand corner which can
be taken at full speed with almost all set-ups.

Turn 13 (Priory): With the suggested race set-up, this left-
hand corner will require light braking.  With a high-
downforce set-up, no braking should be necessary.

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

Turn 15 (Luffield): This set of right-hand corners
essentially form a "U" shape, and both require moderate or
severe braking to avoid sliding off into the kitty litter.
The exit of Luffield can be taken flat-out all the way to
Turn 3.  The entry to Pit Lane is on the left shortly leaving
Luffield.

Turn 16 (Woodcote): Barely a corner but more than a fade, the
course eases to the right here.  At the exit of the corner is
the Start/Finish Line, and the right-side barrier begins
abruptly here (be careful not to hit it).  In F1 2000, be
careful not to drive to the right of the official course; you
will not be given a Stop-Go Penalty here, but if you drive
over the painted advertisement, your car will slow
noticeably.

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

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

Set-up:
Front Downforce: -1
Rear Downforce: +3
Gear Ratios: -3
Steering Lock: +3
Front Suspension: +2
Rear Suspension: +2
Brake Balance: -1
Ground Clearance: -2

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

Turn 1 (Elf): This is a right-hand corner which can only be
taken flat-out if using a high-downforce set-up, which is not
advisable for the Catalynua circuitŠ even then, it requires
quick reflexes and a flawless racing line to keep from
sliding off the course.  Otherwise, light braking is required
here.  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.

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.

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.  This can actually be a good place to pass, 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 you are 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 left-hand turn.
Beware the barrier on the inside of the corner.  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.  Note that the official circuit is to the right; do
not drive directly ahead on 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.  If you need a
recovery area anywhere on the course, it will most likely be
here.

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.  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.

Set-up:
Front Downforce: +1
Rear Downforce: +3
Gear Ratios: -3
Steering Lock: +3
Front Suspension: +2
Rear Suspension: +2
Brake Balance: -1
Ground Clearance: -1

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.

Turn 3: Light braking will be necessary for this left-hand
corner, unless using a high-downforce set-up.  With any set-
up, however, hard braking will be required for the Ford
Curve.  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 can be taken at top speed, so good
acceleration out of the Dunlop Curve will be very beneficial
for passing 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 by on 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, this requires a high-
downforce set-up which may not be very beneficial overall due
to the course's long straightaways.

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 course.

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 almost
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 pull off the
course, so all drivers must be 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!!!!!

Given the handling and physics parameters of F1 2000, this is
by far the most difficult circuit in the game, precisely due
to the infinite closeness of the barriers; those who have
done well on the Monaco course in other incarnations of F1
racing games may be extremely disappointed with their results
at Monaco in F1 2000.  While this is not an option in
Championship Mode once the Championship has begun, it may be
best to attempt to conquer this course with Damage and Tire
Wear off.

Tip: F1 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.

Set-up:
Front Downforce: +3
Rear Downforce: +3
Gear Ratios: -1
Steering Lock: +3
Front Suspension: +2
Rear Suspension: +2
Brake Balance: -1
Ground Clearance: +1

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.  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 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 point on the
courseŠ 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.

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 on the left is a pull-off
area, 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 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 circuit.  Start braking shortly
after breaking back out into the sunlight (assuming Dry
Weather is active), or you will break the front end of the
car at the chicane.

Chicane (Nouveau Chicane): This would not be so bad, except
that F1 2000 puts both rumble strips AND a nasty barrier here
to mark the chicane; some other F1 games (including the
follow-up game to F1 2000) use only rumble strips here.  With
the barrier here to impede your progress, braking is of
utmost importance.  The course narrows as you come around the
chicane, but then "widens" back to "normal" at the exit.

Turn 8 (Tobacco): This left-hand corner is best taken with
light braking, although it can be cleared with no braking
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.  Turns 9 and 10 form a
tight left-right combination, for which moderate braking is
required.  After an extremely short 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 the 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 again to the
outside of the course, 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 Pin (Turn 10), the
westernmost corner of the course.

Set-up:
Front Downforce: 0
Rear Downforce: +3
Gear Ratios: -3
Steering Lock: +3
Front Suspension: +2
Rear Suspension: +2
Brake Balance: -1
Ground Clearance: -2

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.

Turn 1: This left-hand corner will require moderate braking,
and immediately flows into the Senna Curve.  There is a patch
of extra pavement 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.  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.

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 corner 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 short straightaway.

Turn 7: Following a very short straightaway, Turn 7 is a
light-braking right-hand corner.  The outside of Turn 7 is a
short, steep hillside with a barrier, so DO NOT run wide
entering the corner!!!  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 other cars ahead.  Once you
pass underneath the pedestrian bridge, begin braking for the
next 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 course to the right 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 The Pin.  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; braking
after passing underneath the second pedestrian bridge may be
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.  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; a car with a low-
downforce set-up will perform quite well along the Casino
Straight.  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.
With a high-downforce set-up, this chicane can be taken at
full speed and no braking, but only by those 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, but 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.

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 right-left chicane, so it is very important to
slow down on Casino Straight before the Pit Entry.  Keep to
the left 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 Turn 1 (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 straightaways are almost exactly parallel to each other,
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 your car have a
major malfunction.

Set-up:
Front Downforce: +1
Rear Downforce: +3
Gear Ratios: -1
Steering Lock: +3
Front Suspension: +2
Rear Suspension: +2
Brake Balance: -1
Ground Clearance: -2

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
wide left-hand corner which can be taken flat-out.

Turn 2 (Estoril): Depending on your set-up, 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 in 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.

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.  If using a high-downforce
set-up, 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 high-downforce set-ups
and 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 "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.  The
official chicane requires light 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 barrier blocking direct access to Pit Lane.