F1 Championship Season 2000 - Strategy Guide (Page 04)

Below are the cheat codes, hints and help for F1 Championship Season 2000 - Strategy Guide (Page 04).

Turn 11: Shortly following Turn 10, the right-hand Turn 11
requires moderate braking to stay out of the kitty litter,
but can be taken at top speed with no traffic and a flawless
racing line.

Turns 12 and 13: This is a right-left chicane for which the
CPU is again very touchy concerning shortcutting.  While
slowing for the corner here is officially preferable, it is
possible to speed through at full throttle by making use of
the rumble strips; of course, this is virtually impossible to
do safely if racing in wet conditions.

Straightaway: The straightaway following Turn 13 has a small
rise about halfway to Turn 14.  This rise can be a good point
at which to measure your braking zone, which is very
important for the upcoming corner.  Cars running a very high
downforce set-up can especially benefit from braking at the
crest of this small rise.

Turn 14: This is a wide 'J' turn to the left.  At first,
there is plenty of sand to the outside for those who overrun
the corner, but then a metal barrier rubs up against the
pavement beginning about halfway around the corner, so DO NOT
overrun the corner if you like having the right side of the
car intact.  The course begins its steep uphill trajectory
here.  A very short straightaway follows.

Turn 15: At the entry of this final corner is the Pit Lane
entry, so beware of slower cars on the right.  The official
corner itself is an uphill, right-hand hairpin with little
room for those who overrun the corner.  Accelerate strongly
out of this final corner to pass along the Pit Straight and
put on a show for the spectators.

Pit Entry: The Pit Lane begins at the entry of Turn 15 on the
right; begin slowing (or do not accelerate much) at the end
of Turn 14.

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

GRAND PRIX OF BELGIUM: SPA-FRANCORCHAMPS
This is a well-storied course used for many forms of racing.
One of the longer courses used in the 2000 F1 season, the
forest setting is rather scenic.  This is also home to the
famous Turn 1 - the La Source hairpin - which is the slowest
corner in all of F1 racing.  As at Hungaroring, it is very
important to be at the front of the grid on the first lap to
safely navigate the first turn.

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

Pit Straight: Strong acceleration out of the Bus Stop chicane
allows SOME room for passing here, but only experts (or those
with a death wish) would ever consider waiting until after
crossing the Start/Finish Line to brake for La Source,
because the Line is so far down the Pit Straight.  The course
also slopes downward here, all the way through La Source.

Turn 1 (La Source): This is an incredibly tight right-hand
hairpin.  Fortunately, there is plenty of swing-out room and
plenty of recovery space, both paved. The downward slope of
the course is not much here, but it does add to the
difficulty of this hairpin turn.  Brake lock-up and the
resultant flat-spotting of the tires is quite easy to
inadvertently accomplish here, especially in wet racing
conditions, so caution is extremely important.  If a car in
front of you takes the wrong racing line, passing here can be
easy.  Passing can also occur here if you brake REALLY late
(after crossing the Start/Finish Line), as CPU cars almost
always begin braking before the Line.

Straightaway (Eau Rouge): Immediately at the exit of La
Source is where the Pit Lane rejoins the main course, so try
to keep away from the inside of the course here.  To the
right is the Pit Lane for the 24-hour races held at Spa-
Francorchamps; take care not to smash into this concrete Pit
Lane barrier.  Immediately after passing the 'other' Pit Lane
and entering Eau Rouge (Red Water), the straightaway has
several fades during a semi-blind steep uphill climb into
Turn 2.  It is all too easy to misjudge the racing line and
wind up out in the sand and the grass on either side of the
pavement here.

Turn 2 (Eau Rouge): This is an easy right-hand corner at the
top of the steep uphill climb.  The kitty litter on either
side of the course fades away shortly after the corner.

Straightaway (Kemmel): The course truly enters the forested
area here, with trees lining both sides of the course.  Cars
can easily achieve speeds around 200MPH by the end of this
straightaway.  The end of Kemmel is where Mika Hakkinen made
'The Pass' on Michael Schumacher in the 2000 Grand Prix of
Belgium.

Turns 3-5 (Malmedy): This is a right-left-right combination
of corners.  Moderate or even heavy braking is necessary
entering Malmedy (Turn 3), but little or no braking is needed
for Turn 4.  After an almost non-existent straightaway, light
braking is needed for Turn 5.  The Malmedy complex has plenty
of run-off room, both sand and grass, with minor short-
cutting permitted by the CPU.

Straightaway: Between Malmedy and Bruxelles (the French
spelling of 'Brussels,' the capital of Belgium), the course
takes a steep downward trajectory.  This can be a good
passing zone for those who did not need to use the brakes
leaving the Malmedy complex.

Turn 6 (Bruxelles): The course continues downhill all the way
through this right-hand hairpin, making heavy braking a
necessity before the corner as well as light braking most of
the way through Bruxelles.  If any corner is to be overrun on
a regular basis during the course of the race, this is it, so
the wide sandy recovery area may actually be a blessing in
disguise.  However, due to the slope of the hill, running up
on the rumble strips on the inside of the turn may well
result in a spin or other loss of control.

Turn 7: Shortly following Bruxelles, this left-hand corner
requires light braking.

Turn 8 and 9 (Pouhon): These two easy left-hand corners
essentially form a wide 'U' shape.  Unless traffic blocks the
main racing line, top speed can be carried from Bruxelles all
the way through Pouhon to Fagnes.  There is plenty of run-off
room here, if needed, on both sides of the pavement.

Turns 10 and 11 (Fagnes): This right-left complex will
require light braking on entry, and possibly tapping the
brakes through Turn 11 as well.  Accelerate well out of
Fagnes to pass one or two cars on the short straightaway
which follows.

Turn 12 (Stavelot): This is another right-hand corner,
requiring light or moderate braking.  It is highly important
to accelerate STRONG out of Stavelot, as you won't be using
the brakes again until the Bus Stop.

Turn 13 (Blanchimont): This is a long, sweeping, left-hand
corner which must be carried at top speed (from Stavelot) or
else you WILL be passed by others.  The trees here are
pretty, but keep your eyes on the road!!!!!

Turns 14-17 (Bus Stop Chicane): This is a tight left-right
followed by a short straightaway and a tight right-left.  The
beginning of the chicane is at the top of a small rise, so
the first two turns are blocked from view on approach
(especially from Driver View) unless other cars are there to
mark the course for you.  Moderate braking should be used for
both parts of the Bus Stop, but experts can semi-easily fly
through the Bus Stop at top speed (but be prepared to save
the car should the rumble strips cause you to lose control).
The CPU has little tolerance for shortcutting here.

Pit Entry: While the Bus Stop Chicane begins here with a
tight left-hand corner, the Pit Lane continues straight
ahead, with a quick right-left mini-chicane of its own.
There is not much room in Pit Lane to slow down before
reaching the Paddock, so slow on the main course, but keep to
the right to allow cars remaining in the race to pass you on
the left as they enter the Bus Stop Chicane.

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

GRAND PRIX OF ITALY: MONZA
This historic high-speed track hosts a highly partial pro-
Ferrari crowd - affectionately known as the 'tifosi.'
Unfortunately, as with F1 2000, F1 Championship Season 2000
uses the 'old' course configuration; for the 2000 incarnation
of the Italian Grand Prix, the initial tight left-right-left-
right chicanes used in previous races were removed and
replaced instead with a gentler right-left-right chicane
similar to Hokkenheim's Jim Clark Chicane, but slightly
tighter in overall configuration.  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-Harald
Frentzen missing his braking zone.  This is the final race of
the 'European' season; the final three races are all
overseas, 'flyaway' races.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: +3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: -3
   Rear Downforce: -3
   Ride Height: -3
   Rear Diffuser: 0

Pit Straight: Strong acceleration out of the Curva Parabolica
can create prime passing opportunities along the Pit
Straight.  The Pit Lane begins on the right shortly after
exiting the Parabolica.  All along the Pit Straight, take
care not to rub the right-side tires against the barriers,
which are practically flush up against the pavement.

Turns 1-4 (Rettifilio): These are the aforementioned 'old'
chicanes.  This is a pair of consecutive tight left-right
corners.  The CPU does allow for some shortcutting here, but
not much.  The inside of each of these four corners has a
straight line diagonal to the pavement where the different
types of grass join together; cross this line by a single
pixel, and you will shortly be serving a Stop-Go Penalty.

Turn 5 (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 6 and 7 (Roggia): 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
(and be given a Stop-Go Penalty).  This is a very tight left-
right chicane which even experts will rarely be able to
handle at full speed; moderate or heavy braking is required
by drivers of all levels of experience.  The CPU has NO
tolerance for shortcutting Roggia, so don't even try it!!!!!
There is a large sand trap for those who miss the chicane
altogether.  Attempting to speed through the chicane at top
speed will almost certainly result in a Stop-Go Penalty
and/or severe loss of car control.

Turn 8 (First Lesmo): This right-hand corner requires
moderate braking.  There is a wide sand trap on the outside
of the corner.

Turn 9 (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.

Straightaway/Turn 10 (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
bridge.

Turns 11-13 (Ascari): The Ascari chicane is more difficult
than it seems.  Turn 11 is a left-hand corner requiring at
least light braking.  This is followed immediately by a
right-hand corner requiring moderate braking.  Turn 13 can be
taken at full acceleration if you slowed enough in Turn 12.
Wide areas of grass and sand are available for those
overruninng any part of the chicane, but those drivers will
also be given a Stop-Go Penalty.  Unfortunately, F1
Championship Season 2000 does not provide the real course's
paved swing-out area at the exit of Ascari.

Straightaway (Rettilineo Parabolica): This is a significant
straightaway and a prime passing zone, especially with
powerful acceleration out of Ascari.

Turn 14 (Curva Parabolica): This final corner is a wide
increasing-radius right-hand 'hairpin.'  Light or moderate
braking is required on entry, but once 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
should not be necessary.

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.

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

GRAND PRIX OF THE UNITED STATES: INDIANAPOLIS
The inaugural U.S. Grand Prix was significant for three
reasons.  First, for the first time ever, cars were racing
'backward' (clockwise) at Indianapolis.  Second, cars were
racing in the rain, which is virtually unheard-of in American
auto racing.  Third, FIA allowed Fox Sports Net, the American
cable network which provided the world feed coverage of the
race, to introduce the side-view of a driver (Michael
Shumacher) at work.  Fortunately, except the Pit Straight,
the course features wide run-off areas, especially along
Hulman Blvd.  According to many of the drivers, part of the
'mystique' of the U.S. Grand Prix at Indianapolis was the
closeness of the spectators; at no other F1 circuit are the
fans literally 'just across the wall' from the cars.  The
U.S. Grand Prix begins the final 'flyaway' (non-European)
races of the 2000 season.

Suggested Car Set-up:
   Gear Ratios: -3
   Steering Lock: -3
   Front Suspension: -2
   Rear Suspension: -2
   Brake Balance: -2
   Engine RPM: +2
   Side Pod Radiators: +3
   Front Downforce: -3
   Rear Downforce: -3
   Ride Height: -3
   Rear Diffuser: +1
Note that this is a low-downforce set-up designed
specifically to take advantage of the Indy oval section of
the course.  This set-up makes the infield segment rather
tricky, especially 'Mickey' and 'Mouse.'  Extreme caution
must be taken in the infield portion of the circuit,
especially if playing with Tire Wear activated.

Pit Straight: This is the same as the Pit Straight used for
the Indy and NASCAR races here, but the cars drive in the
'wrong' direction.  Expect top speeds close to or even
exceeding 200MPH.

Turns 1 and 2: After about 28 seconds at full throttle, this
tight right-left combination can be deadly if you miss the
braking zone.  Brake early and hard to safely navigate Turn 1
in first or second gear, then accelerate through Turn 2.

Turn 3: This is a sweeping right-hand corner which can be
taken at top speed.

Turn 4: This is a long right-hand 'J' turn requiring moderate
braking to keep to the pavement.

Turn 5: Another right-hand corner, this corner requires light
or moderate braking, and can be a good passing zone with good
braking on entry.

Turn 6: This left-hand hairpin requires good braking
throughout.  Accelerating too soon will certainly put you out
on the grass.

Turn 7: This is a right-hand 'J' turn onto Human Blvd.
Moderate braking is need here, but there is fortunately a
wide paved swing-out area on exit.

Straightaway (Hulman Blvd.): This is the longest straightaway
of the infield course, so strong acceleration is key here.

Turn 8: Turning a little to the left, this corner requires
light or moderate braking, depending on top speed on Hulman
Blvd.  However, the following straightaway is extremely
short, so do not expect to accelerate much (if at all) before
'Mickey' and 'Mouse.'

Turn 9 ('Mickey'): This is a tight right-hand 'J' turn,
nicknamed 'Mickey' by the sportscasters at the inaugural F1
race at Indianapolis.  This is a second-gear corner at best,
but likely first gear is a better choice here.

Turn 10 ('Mouse'): This tight left-hand hairpin corner was
nicknamed 'Mouse' by sportscasters.  Any speed above 45MPH
will certainly force you off the course and into the grass.
A strong, short burst of acceleration out of 'Mouse' can set
up a good passing opportunity in Turn 11.

Turn 11: This long right-hand corner is the final corner of
the course requiring braking.  It is still fairly easy to
slip off the course (especially in wet racing conditions), so
be careful here.  From here all the way to the end of the Pit
Straight, you should be fully on the accelerator for
approximately 28 seconds before braking for the first corner.

Turn 12: This right-hand corner brings the cars back out onto
the oval used for Indy and NASCAR races, and coming back out
onto the banking may be a little challenging at first.  No
braking is required here.

Turn 13: This is the banked 'Turn 1' of the Indy and NASCAR
races here, taken in reverse.  It is important to hug the
apex of the corner tightly, but to keep off the infield
grass.

Pit Entry: The Pit Lane begins just before Turn 13, but in F1
Championship Season 2000, the Pit Lane barrier doesn't begin
until the exit of Turn 13.  This means that 1.) you can enter
the Pit Lane 'late,' or 2.) you can use the beginning of the
Pit Lane to pass slower cars on the main course, then cut
back out to the Pit Straight just before the barrier; in
either case, you are likely to cross the grass, although
there is a short paved area immediately before the Pit Lane
barrier.

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

GRAND PRIX OF JAPAN: SUZUKA
This famous figure-eight circuit is used for many forms of
auto and motorcycle racing; as such, those who have played
other racing games (such as Moto GP World Tour) may already
have some familiarity with Suzuka Circuit.  One of the most
famous sights of the 'circuit' is the large Ferris Wheel on
the left behind the spectator stands as cars pass along the
Pit Straight.  The Grand Prix of Japan is usually the last
race of the F1 season, but was pushed back by one race for
the 2000 season; it will once again be the final race of the
season in 2001.

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

Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane.  The Pit Lane rejoins the
course from the right near the end of the Pit Straight.

Turn 1: This right-hand hairpin requires moderate braking on
approach, and you will likely be tapping the brakes through
the hairpin itself.  This begins an uphill climb, and it is
difficult to see the left side of the pavement on exit, so be
careful not to run too wide and end up out in the sand.
There is really no reason to overrun the hairpin on entry, as
the corner is quite easily identifiable.

Turns 2-5 (S Curves): This is by far the hardest section of
the course - tight left-right-left-right corners.  The first
of the 'S' curves can likely be taken at full speed, with
light or moderate braking for Turn 3.  Turn 4 can be taken
either flat-out (not suggested) or with light braking.  No
matter what, slam on the brakes for Turn 5, the tightest
corner of the 'S' section.  This entire segment of the course
continues the uphill climb, making Turn 5 particularly a
little more difficult.  There is ample recovery room on
either side of the course through the uphill 'S' section.
The 'S' section is a good place to pass slower cars, if you
have enough confidence in your brakes to pass during corner
entry.  No matter what, you will NOT be surviving the 'S'
curves unless you use the brakes generously.

Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
crest of the initial uphill segment of the course, and can be
taken at full acceleration.

Turn 7 (Degner): Here, the course turns to the right in
anticipation of the figure-eight pattern.  Light braking will
likely be required, but it is possible to speed through here
without braking.  To the outside of the course is a wide
expanse of grass and sand in case you overrun the corner.

Turn 8 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate braking and a steady racing line will
be required here.  This is also another prime passing zone.

Straightaway: Accelerate strongly out of Degner and you
should be able to pass one or two cars as you race underneath
the bridge.  The course fades to the right here before
reaching the tight Hairpin.

Turn 9 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit.  It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions.  Be careful not to accelerate too soon, or you
will be out in the grass.  There is a sizeable patch of kitty
litter for those who miss the hairpin completely.

Turn 10: Continuing the uphill run, the course here makes a
wide sweep to the right.  Any braking here means losing track
positions.

Turns 11 and 12 (Spoon): This is a tricky pair of left-hand
corners, in a decreasing-radius 'U' formation.  The first
corner is fairly standard, requiring little (if any) braking.
However, Turn 12 is both tighter AND slopes downhill, so
judicious usage of brakes and a pristine racing line are both
important here, especially if attempting to pass a slower
vehicle.  If you misjudge any single corner at Suzuka, it
will be Turn 12; fortunately, there is plenty of recovery
room on both sides of the pavement here.  However, do not
roll up on the rumble strips or the grass on the inside of
Turn 12, as that will almost certainly cause you to lose
control and likely spin.

Straightaway: Power out of Spoon and fly along the
straightaway, passing multiple cars.  After you cross the
bridge, start thinking about the chicane.

Turn 13 (130R): Shortly after crossing the bridge, the course
turns gently to the left.  No braking is required here, but
look for cars slowing for the Pit Lane entry just before the
chicane.

Turns 14-16 (Chicane): This is a very tricky part of the
course.  The chicane begins with a moderate turn to the
right, then a tight left-hand corner, then ends with a wider
turn to the right and empties out onto the Pit Straight.
Fortunately, the inside of the chicane is filled with just
sand, not barriers, but cutting the chicane results in a
Stop-Go Penalty.  Be careful coming out of Turn 15 that you
don't go too wide and bump the right-front tire on the Pit
Lane barrier.

Pit Entry: The Pit Lane begins to the right just before
Chicane.  Note that the Pit Entry is the SECOND patch of
pavement to the right coming off the main course.

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

GRAND PRIX OF MALAYSIA: SEPANG
This is the second-newest F1 course currently in use, as its
construction was completed just in time for the end of the
1999 F1 season.  Sepang includes very wide recovery zones all
along the course, on both sides of the pavement, with very
few exceptions.  The main grandstands are nestled 'within'
the course itself, as the 'back straight' and the 'Pit
Straight' flank each side of the main spectator seats, linked
by a tight left-hand hairpin.  While the pavement is rather
wide for an F1 circuit, it is actually more difficult to
drive than it appears on television, especially the 'back'
part of the course (behind the main grandstands).

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

Pit Straight: The main grandstands are to the left as you fly
down the Pit Straight.  There is a short bit of sand or grass
to the right between the main course and the Pit Lane
barrier, about enough room for a car to pull off.  Slam on
the brakes at the end of the Pit Straight, as the first two
corners are VERY tight.

Turns 1 and 2: Turn 1 is a TIGHT right-hand corner, followed
immediately by a not-as-tight-but-still-difficult left-hand
Turn 2.  If there is traffic ahead of you, the cars will
certainly bunch up here.  The first corner on the opening lap
of any F1 race is characterized by cars bunching up together;
given the downhill slope of Turns 1 (beginning at the exit)
and 2, cars are even more likely than usual to bump each
other and/or the barrier here.  Fortunately, the outside of
Turn 2 has a wide (sand-filled) recovery area, so if a major
accident takes place, it might be wise to (carefully) take to
the sand to avoid the worst of the chaos and debris.

Turn 3: Accelerate hard through this sweeping right-hand
corner.  No braking is necessary here.  The course begins a
gentle uphill climb here.

Turn 4: It is easy to overrun this corner, either on entry or
on exit, but the wide patch of sand is available to slow you
down in these situations.  This right-hand corner is the
crest of the uphill climb which began in Turn 3.  Moderate
braking will be required here.

Turns 5 and 6: Turn 5 is an easy left-hand corner, followed
by the similarly-shaped right-hand Turn 6.  In Turn 5, the
barrier comes very close to the pavement on the inside of the
corner, so be careful not to roll up on the grass here.
There is plenty of space for recovery on the outside of each
corner, which may be important exiting Turn 6 as it is rather
easy to run too wide on exit.  Both corners can be taken
either flat-out or with simply a light tapping of the brakes.

Turns 7 and 8:  These two right-hand corners are best taken
in a wide 'U' formation.  It is possible to fly through these
corners at top speed, but some may feel more comfortable by
tapping the brakes very briefly at about the apex of each
corner (especially in Turn 8).  There is plenty of kitty
litter on the outside of the corners here if you lose
concentration and drive off the pavement.

Turn 9: This tight left-hand corner is made even more
difficult by the brief uphill slope leading to the corner
itself, which hides the view of the pavement as the course
turns to the left here.  Early braking is key, or else you
WILL be caught out in the sand trap.  Moderate or heavy
braking will be needed here, depending on your top speed
coming out of the 'U' formation of Turns 7 and 8.  If you
have excellent confidence in your braking ability (especially
with fresh tires after a pit stop), this is a great place to
pass other cars on braking, but only if attempted near the
inside of the corner - otherwise, any car(s) you try to pass
will force you out into the sand.

Turn 10: After the tightness of Turn 9, Turn 10's right-hand
corner can be taken at full throttle.  The course climbs
gently uphill here, cresting shortly after the exit.

Turn 11: The course begins a gentle downhill slope near the
entry of Turn 11, then turns to the right as the downhill
slope continues.  Light or moderate braking will be needed
here.  This is also a good place to pass other cars on
braking.  It is also easy to overrun the corner, so there is
plenty of sand to the outside of the corner to slow you down
in this instance.

Turn 12: After a short straightaway, the course turns to the
left.  If you hug the apex tightly, you should be able to
take Turn 12 without braking.  Again, plenty of sand awaits
those who slide off the pavement here.

Turn 13: This is a right-hand decreasing-radius hairpin with
no paved swing-out area on exit, making the corner more
difficult than it at first appears.  The first 90 degrees can
be taken at top speed, although some braking is greatly
recommended here.  After that, moderate or heavy braking is
required to keep from rolling out into the kitty litter.
Strong acceleration is key on exit.

Straightaway: This straightaway runs along the 'back side' of
the main grandstands.  This is a very long straightaway, so
powerful acceleration out of the Turn 13 hairpin can provide
good passing opportunities here, especially for those using a
low-downforce set-up.  Near the end of the straightaway, a
line of pavement leaves to the right, but this is NOT the Pit
Lane entry used for F1 races.

Turn 14: This is the final corner of the course, and perhaps
the most important in a close race.  Following the long
straightaway on the 'back side' of the main grandstands, this
is a left-hand hairpin, much tighter than Turn 13.  It is key
here to approach from the right, tightly hug the apex, and
accelerate strongly while drifting to the right on exit.  The
Pit Lane entry begins here halfway through the hairpin, so
beware of slower cars going in for servicing.  This is also a
good place to pass on braking, especially for those with a
high-downforce set-up.

Pit Entry: The Pit Lane begins halfway through the Turn 14
hairpin (the final corner of the course).  Keep to the right
entering the hairpin, to allow those passing you to dive to
the left-hand apex of the corner; after the first 90 degrees
of the corner, drive straight ahead along the Pit Lane.
However, you will quickly find the Pit Lane curving to the
left, so make sure you have slowed enough to not bang the
front wing or front-right tire against the barrier.

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WISH LIST
There are several additions and modifications I hope EA
Sports makes in future versions of their F1 racing games.
This is a highly subjective list, but I believe most readers
of this driving guide will recognize that these changes will
both add to the realism of the F1 games and also make the
games more marketable with the proposed extra/bonus features.

1.) When a player skips both Practice and Qualifying and
begins instantly with a Race, it would be nice to have the
opportunity to modify car settings.

2.) More (single-player) scenarios would be niceŠ perhaps
about thirty scenarios total.

3.) Perhaps one or more bonus courses - courses designed
entirely by EA Sports and which are (hopefully) more
technical than anything used in current F1 racing, or real-
world courses which have never hosted an F1 event - for
achieving some fantastic feat, such as accumulating 125 or
more total points in the Drivers Championship.

4.) TRULY bring back the Front Downforce and Rear Downforce
options - how can a car truly obey the laws of physics when
one or both wings are missing and it is STILL DRIVING
FLAWLESSLY!?!?!?!?!?!

5.) Two-player competition scenarios - for example, Mika
Hakkinen versus Michael Schumacher for the Drivers'
Championship at the final course of the season, with only one
point separating them at the beginning of the race.

6.) Demolition Mode - this may also be an unlockable feature,
one in which the object is to both survive an entire race
(perhaps only eight laps) AND try to take out as many other
cars as possible.  For an eight-lap race, any single car may
be permitted to go to Pit Lane only twice.

7.) Course Builder - Allow players to design their own
fantasy F1 courses.  This may be best done via a separate
game disc (sold separately to increase your profits!!!), but
the main game would be able to import the data for the
courses players have created.  Several standard templates
should be available to give players a starting point.
Several location options should also be available: seaside,
mountains, plains, airport circuit, city circuit, etc.

8.) History Mode - Perhaps also unlockable, allow players to
race in versions of F1 cars from the 1950s to the present, on
courses which have previously hosted F1 races (Adelaide,
Detroit, etc.).

9.) Future Mode - Perhaps also unlockable, allow players to
race in potential futuristic versions of F1 cars.

10.) Add hazards - oil on the course, spectators running
amok, large pieces of debris following a major collision,
etc.

11.) Corner Workers - Instead of displaying flags at the top
of the screen, force the player to look for the corner
workers when entering each turn to see if a flag is being
displayed.  The first time a particular flag is displayed by
a corner worker, the team principal can still announce over
the radio that a particular flag is being shown, and what it
means; for all subsequent displays of that flag, no radio
announcement should be given.

12.) More frequent radio updates on teammate's race status,
including approximately when he will be going to Pit Lane
(i.e.: 'Pedro De La Rosa is scheduled to pit in two laps').

13.) Periodic radio updates on the points-paying positions.

14.) Leave the on-screen race updates (the TV-style
information at the bottom of the screen) on-screen a few
extra seconds.  If this is not possible (likely due to FIA
standards), include a radio version of this same information
(to the extent possible) simultaneously.

15.) Start each race on the warm-up lap, and force players to
correctly find their grid position for the Standing Start.
(This may best be used only in Championship Mode.)

16.) When lapping traffic or being lapped by the race
leaders, it would be nice to have a second column on the top-
left of the screen showing who is immediately in front of and
immediately behind the player on the track.  This second
column should be immediately to the right of the current
column which shows the player's current race position, or
underneath the lap counter.  Also, it would be beneficial if
both columns showed the TWO cars immediately in front of and
behind the player.