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F1 2002 DRIVING GUIDE
by
Jamie Stafford/Wolf Feather
FEATHER7@IX.NETCOM.COM
Initial Version Completed: July 24, 2002
FINAL VERSION Completed: November 16, 2002
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ACCOLADE #1: The F1 2002 Driving Guide won the initial FAQ of
the Month contest at GameFAQs (http://www.GameFAQs.com/) for
the month of July 2002 :-)
ACCOLADE #2: The F1 2002 Driving Guide was recognized as Full
Circle FAQ of the Day on the FAQ Contributors Message Board
for September 18, 2002 :-)
GUIDE NOTE: Those interested primarily in car set-ups may
instead wish to view/print the F1 2002 Car Set-ups Guide. As
changes are made to car set-ups in the Car Set-ups Guide, the
changes will also be made in this (full) guide accordingly.
The same holds true for the circuit histories, which are
available separately in the F1 2002: Circuit Histories Guide.
JOIN THE FEATHERGUIDES E-MAIL LIST: To be the first to know
when my new and updated guides are released, join the
FeatherGuides E-mail List. Go to
http://www.coollist.com/group.cgi?l=featherguides for
information about the list and to subscribe for free.
==============================================
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CONTENTS
Spacing and Length
Permissions
Introduction
Assumptions and Conventions
Race Order: 2002 Season
Changes From F1 2001 To F1 2002
Normal Handling vs. Simulation Handling
Quick Race Mode
Challenge Mode
Team Duel Mode
Grand Prix Modes
EA Sports Cards
EA Sports Cards Acquisition Suggestions
Survival Driving: Braking
Survival Driving: Cornering
Survival Driving: Rumble Strips
Survival Driving: Concrete Extensions
Survival Driving: Tire Care
Survival Driving: Drafting (Slipstreaming)
Flags and Boards
General Tips
F1-speak
A Major Problem: FIA Rules
Completely Subjective Section
Team Information
Arrows
BAR
Ferrari
Jaguar
Jordan
McLaren
Minardi
Renault
Sauber
Toyota
Williams
Advertisers
A1 (A1-Ring)
ABN-AMRO
Agip
Air Canada
Allianz
Alpine
AMP
Aral
ARCOR
Banco Real
Bridgestone
Canon
Casino (de Montreal)
Casio
Chevrolet
D2/Mannesmann
Daimler-Chrysler
Deutsche Post/Deutsche Post World Net
EuroBusiness
Evenrudee
Firestone
France
Fuji Television/Fuji TV
FujiFilm
GPF1
Honda
HSBC
Ipiranga
Jaguar
Kaimin
Magneti Marelli
Malaysia
Melbourne
MillionCard
Mobil 1
Monaco Grand Prix
Monaco
Monte Carlo Grand Hotel
NGK
Nicos
Nikon
Nokia
Orange
Panasonic
Pastor
Petronas
PIAA
Pioneer
Pony Canyon
Potenza
Qantas
Sao Paulo
SAP
Shell/Helix
Siemens
Spa-Francorchamps
Toenec
United States Grand Prix
Vodafone
Zepeter International
Circuit Histories
Circuit History: Albert Park
Circuit History: Kuala Lampur
Circuit History: Interlagos
Circuit History: Imola
Circuit History: Catalunya
Circuit History: A1-Ring
Circuit History: Monte Carlo
Circuit History: Circuit Gilles Villeneuve
Circuit History: Nurburgring
Circuit History: Silverstone
Circuit History: Nevers Magny-Cours
Circuit History: Hockenheim
Circuit History: Hungaroring
Circuit History: Spa-Francorchamps
Circuit History: Monza
Circuit History: Indianapolis
Circuit History: Suzuka
Parts Used in Car Set-ups
Suggested Set-ups
Suggested set-up for Australia (Albert Park)
Suggested set-up for Malaysia (Sepang)
Suggested set-up for Brazil (Interlagos)
Suggested set-up for San Marino (Imola)
Suggested set-up for Spain (Catalunya)
Suggested set-up for Austria (A1-Ring)
Suggested set-up for Monaco (Monaco)
Suggested set-up for Canada (Circuit Gilles-Villeneuve)
Suggested set-up for Europe (Nurburgring)
Suggested set-up for Great Britain (Silverstone)
Suggested set-up for France (Nevers Magny-Cours)
Suggested set-up for Germany (Hockenheim)
Suggested set-up for Hungary (Hungaroring)
Suggested set-up for Belgium (Spa-Francorchamps)
Suggested set-up for Italy (Monza)
Suggested set-up for the United States (Indianapolis)
Suggested set-up for Japan (Suzuka)
Grand Prix Of Australia: Albert Park
Grand Prix Of Malaysia: Kuala Lampur
Grand Prix Of Brazil: Interlagos
Grand Prix Of San Marino: Imola
Grand Prix Of Spain: Catalunya
Grand Prix Of Austria: A1-Ring
Grand Prix Of Monaco: Monte Carlo (Temporary Street Circuit)
Grand Prix Of Canada: Circuit Gilles Villeneuve
Grand Prix Of Europe: Nurburgring
Grand Prix Of Great Britain: Silverstone
Grand Prix Of France: Nevers Magny-Cours
Grand Prix Of Germany: Hockenheim
Grand Prix Of Hungary: Hungaroring
Grand Prix Of Belgium: Spa-Francorchamps
Grand Prix Of Italy: Monza
Grand Prix Of The United States: Indianapolis
Grand Prix Of Japan: Suzuka
Diagrams
Wish List - Mine
Wish List - Others
Thanks
Wrap-up
Contact Information
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SPACING AND LENGTH
For optimum readability, this driving guide should be
viewed/printed using a monowidth font, such as Courier.
Check for font setting by making sure the numbers and letters
below line up:
1234567890123456789012345678901234567890123456789012
ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz
This guide is now approximately *****245 pages long**** in
the Macintosh version of Microsoft Word 98 using single-
spaced Courier 12 font. This means that it is likely NOT a
good idea to print this guide in its entirety.
==============================================
PERMISSIONS
Permission is hereby granted for a user to download and/or
print out a copy of this driving guide for personal use.
However, due to the extreme length, printing this driving
guide may not be such a good idea.
This driving guide may only be posted on: FeatherGuides,
GameFAQs.com, f1gamers.com, Games Domain, PSXCodez.com,
Cheatcc.com, gamesover.com, Absolute-PlayStation.com,
GameReactors.com, RedCoupe, InsidePS2Games.com,
CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
CheatHeaven, IGN, cheatingplanet.com, RobsGaming.com,
neoseeker.com, ps2fantasy.com, and vgstrategies.com. Please
contact me for permission to post elsewhere on the Internet.
Should anyone wish to translate this game guide into other
languages, please contact me for permission(s) and provide me
with a copy when complete.
Remember: Plagiarism in ANY form is NOT tolerated!!!!!
==============================================
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INTRODUCTION
F1 2002 is the latest entry in EA Sports' line of F1-based
games for (originally) the PlayStation and (now) the
PlayStation2. F1 Championship Season 2000, the game
immediately preceding F1 2001, marked EA Sports' first foray
of the series to the PS2, but F1CS2K was actually released in
two 'flavors:' PSX and PS2. F1 2001 was thus the first PS2-
only game of the series, and F1 2002 continues EA Sports'
great tradition with its F1 games.
Most likely, if you play F1 2002, then you are at least a
casual fan of F1 racing, and have at least a basic knowledge
of many or all of the F1 courses currently in use. That
knowledge certainly does help when first playing F1 2002, and
vice versa - as any extensive gameplay greatly helps in
determining where the drivers are on each course when races
are televised.
The final segment of this driving guide provides information
to help you to cleanly drive each course. Even those who
know the courses fairly well and/or play the game regularly
can always use tips.
Please note that much of this information comes from the
driving guide I wrote for F1 Championship Season 2000 and
updated in the guide written for F1 2001, both games also by
EA Sports. Those who have read and/or downloaded the driving
guide for F1CS2K and/or F1 2001 will already have the same
basic information covered in this driving guide. Information
also comes from my General Racing/Driving Guide, with
appropriate modifications. This driving guide has been
modified and expanded to reflect the many additions in F1
2002, including the minor circuit alterations included in the
game.
Please also note that this guide is written specifically for
the PlayStation2 version of F1 2002. I do not own a PC and
do not have access to a PC on which to play games, nor do I
own any other gaming consoles on which this game appears, so
this guide does not address any of the cross-platform or
cross-console differences in the game.
==============================================
ASSUMPTIONS AND CONVENTIONS
Most race circuits outside the United States name most
corners and chicanes, and even some straightaways. Where
these names are known, they will be referenced in the Notes
section of each circuit's suggested set-up. These names have
been gathered from course maps available on the courses'
official Web sites, my memory of how F1 races have been
called by American TV sportscasters (Fox Sports Net and
SpeedVision, in 1999-2001, and Speed Channel in 2002), and/or
from the Training Mode of F1 Championship Season 2000
(corner/segment names are listed at the bottom of the
screen). To the extent possible, these names have been
translated into English.
==============================================
RACE ORDER: 2002 SEASON
F1 2002 presents the courses in the order in which they were
presented for the 2002 Formula 1 season. This driving guide
will follow the same convention.
F1 Race Schedule, 2002 Season:
March 3 Australia Albert Park
March 17 Malaysia Kuala Lampur
March 31 Brazil Interlagos
April 14 San Marino Imola
April 28 Spain Catalunya
May 12 Austria A1-Ring
May 26 Monaco Unnamed (Street Circuit)
June 9 Canada Circuit Gilles Villeneuve
June 23 Europe Nurburgring
July 7 Great Britain Silverstone
July 21 France Nevers Magny-Cours
July 28 Germany Hockenheim
August 18 Hungary Hungaroring
September 1 Belgium Spa-Francorchamps
September 15 Italy Monza
September 29 USA Indianapolis
October 13 Japan Suzuka
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CHANGES FROM F1 2001 TO F1 2002
In many ways F1 2001 and F1 2002 are the same game, simply
updated. Colors and reflections are much more vibrant, it is
MUCH easier to see the flags waved by the corner workers -
and certainly, the teams and drivers have been updated for
the 2002 season.
Each team's cars also sounds and handles slightly differently
from other teams' cars; for example, in Normal Handling, a
Toyota's top speed is about 170MPH, whereas a Ferrari can
climb to nearly 185MPH. This is initially quite noticeable
when completing Challenge Mode. However, whether using
Normal Handling or Simulation Handling, car control seems a
bit twitchier than in F1 2001.
In terms of the race circuits, they are largely the same,
with appreciable enhancement in colors. However, the Monaco
circuit seems to have been narrowed from the entrance to The
Tunnel all the way to the entrance to Swimming Pool Chicane.
In terms of gameplay, the AI has become even MORE aggressive
than in F1 2001. This is especially significant on the
standing starts, where it is fairly common to get speared
from behind and knocked off the circuit.
'Gamebreakers' have been added to F1 2002. Whenever a major
event takes place during a race (i.e., a massive crash), all
action will suddenly stop as multiple cameras show the
incident at regular speed and in slow-motion. Gamebreakers
is an optional feature.
A nice addition is the slipstream effect. On the right side
of the race screen, a set of bars will slowly light up as a
driver gets closer and closer behind another car, thus able
to take advantage of the lead car's slipstream (aerodynamic
vacuum) to suddenly jump out and make a pass. When racing in
very wet weather when cars are launching a tall 'rooster
tail' of spray in their wake, the slipstream meter can be
used to approximate the distance to the car in front as well
as the closing speed.
EA Sports Cards are new to F1 2002. The EA Sports Cards for
the Challenge Mode events are rather easy to obtain, as are
those for Team Duel Mode; the others are gained seemingly 'at
random' as certain tasks are completed in races. At the end
of each race, a status screen will list the EA Sports Cards
earned in the race (if applicable); during the race, if TV
Panels is activated, then an indicator at the bottom of the
screen will show that an EA Sports Card has been awarded
(this notice will be repeated at the end of the race). See
the EA Sports Cards section for more details.
==============================================
NORMAL HANDLING VS. SIMULATION HANDLING
Most game modes of F1 2002 allow the player to select which
handling option is preferred. Normal Handling is essentially
arcade-style driving. Here, the only 'tuning' option is
whether to use hard or soft tires as the dry-weather tire
compound (the compound option is only available in one of the
Grand Prix Modes offering a Practice session). There are
extremely few variables affecting car control in Normal
Handling, which makes this driving option quite forgiving
should the player make a mistake. For example, braking late
for a corner does not necessarily mean that the car will
slide off the outside of the turn; in fact, it is often
possible to keep to the pavement in this situation and
continue cornering. In another example, should the car get
speared from behind and start to spin, it is TOO easy to
'catch' the vehicle and point the car back in the correct
direction of travel.
Simulation Handling introduces MANY more variables in the
issue of car control, as well as many more tuning options.
The Suggested Set-ups section is designed with Simulation
Handling in mind; it covers the various tuning elements and
presents car set-ups for all seventeen circuits in current F1
racing as presented in F1 2002. Whereas Normal Handling
might be good for young adolescents and those just learning
to drive in reality, Simulation Handling is best left to the
parents and those with A LOT of gaming experience, as
Simulation Handling is a MUCH more difficult level in terms
of car control. Here, tuning is key, as improper tuning
means horrific car control; since there is no such thing as a
perfectly-tuned car (especially with so many tuning elements
involved), there will always be a compromise somewhere in car
control.
==============================================
QUICK RACE MODE
Here, players can simply jump into a car in P22 and get out
on the tracks in four-lap races using Normal Handling.
Initially, only Hockenheim, Monza, and Silverstone are
available for race venues. Winning at these venues opens new
venues. Here is the list, with easiest circuits listed first
and most difficult circuits listed last:
Hockenheim Initially available
Monza Initially available
Silverstone Initially available
Imola Win at Monza
Melbourne (Albert Park) Win at Monza
A1-Ring Win at Monza
Barcelona (Catalunya) Win at Monza
Indianapolis Win at Hockenheim
Nurburgring Win at Hockenheim
Magny-Cours Win at Silverstone
Montreal (Gilles-Villeneuve) Win at Imola
Sepang (Kuala Lampur) Win at Imola
Hungaroring Win at Melbourne
Interlagos Win at A1-Ring
Spa-Francorchamps Win at Barcelona
Suzuka Win at Indianapolis
Monaco Win at Nurburgring
Expect weather conditions to change at least once during a
race in Quick Race Mode. If a race begins in the dry, expect
rain by the end of Lap 3. If a race begins in the wet,
expect the rain to end by the end of Lap 3 (but the road will
still be a little damp at the end of the race).
There are no FIA Rules in effect for Quick Race Mode; this
means that shortcutting, dangerous driving, ignoring yellow
flags, and other unsportsmanlike/unsafe conduct IS permitted.
Also, the driver is protected from incurring damage and does
not suffer mechanical failures... unlike some of the
competitors.
Quick Race Mode is VERY forgiving in terms of the technique
of racing. Missing a braking zone is not necessarily
disastrous here, even with Speed Assist deactivated.
Catching a spinning car is fairly easy, even at over 150MPH.
Botching an apex can still result in good cornering, even
passing while cornering.
==============================================
CHALLENGE MODE
Challenge Mode presents 22 challenges total, 11 basic
challenges and 11 advanced challenges; within each category,
the challenges are listed by team, where the player takes the
role of a given driver for that team and must complete the
task at hand.
Before each challenge, the player is presented with a screen
detailing exactly what is about to happen, and what is
required for success. This ranges from simply maintaining
position to passing an inordinate number of cars in VERY
little time to an interactive Pit Stop.
Note that each team's challenges are often similar between
the basic challenge and the advanced challenge, but this is
not always the case. Also, it only takes one pixel for a car
to be considered out of bounds, so high-speed car control is
crucial to success in many of the advanced challenges.
==============================================
TEAM DUEL MODE
This unique race mode works on the concept of intra-team
rivalry: Each driver wants to prove that he is better than
his teammate. In Team Duel Mode, all that matters is that
the player finish better than his teammate in a race of four
or eight laps total, with the player starting at P22.
Note that Team Duel Mode is essentially one of the Grand Prix
Modes (see next section), with the exception that a race win
is not necessary. As long as the player can beat his
teammate, that will suffice.
Team Duel Mode also awards EA Sports Cards. One EA Sports
Card is granted per Team Duel Mode win per team per
difficulty level.
==============================================
GRAND PRIX MODES
Here is where an F1 driver earns his money!!! These modes
present one or more full race weekends - Practice,
Qualifying, Warm-up, and Race - using either Normal Handling
(easiest) or Simulation Handling (hardest). Grand Prix
events are quite customizable: race length, transmission, FIA
Rules, slipstream effects, etc.
Single Grand Prix is a single race weekend, using any driver
at any venue. Full Championship covers the entire 2002
season in order using any driver. Custom Championship allows
the player to create an original championship season using
any number of races and any order of venues with any driver;
the possibilities are endless: all-technical circuits
(Monaco, Suzuka, etc.), all high-speed circuits (Monza,
Hockenheim, etc.), the reverse of the actual 2002 season
(Suzuka, Indianapolis, etc.)...
For the various Grand Prix Modes, points are distributed in
accordance with FIA regulations:
First Place: 10 points
Second Place: 6 points
Third Place: 4 points
Fourth Place: 3 points
Fifth Place: 2 points
Sixth Place: 1 point
Others: 0 points
These points are given to both the cars' drivers AND the
cars' teams (constructors) for the Drivers Championship and
Constructors Championship; in effect, the points do 'double
duty.' Those concerned about winning both championships
should elect to play as a driver from a team with a strong
track record (pardon the pun) for winning: McLaren, Ferrari,
etc.
Grand Prix Modes include the following sessions:
Practice: The first step in a race weekend is to prepare
the car as best as possible for the weekend's
race. There is no such thing as a 'universal
car set-up,' as each venue requires different
things from each car. A total of sixty
minutes is allowed for Practice; a car may
complete any lap already in progress when the
sixty-minute timer expires. Practice is
generally held on Friday of a race weekend.
If FIA Rules is activated, there are no
penalties assessed for any infractions. It
is important to wisely choose a tire compound
before the end of Practice; whatever compound
is on the car at the end of Practice is the
same tire compound which MUST be used
throughout the rest of the grand prix
weekend.
Qualify: The day before a race, all twenty-two cars have
a total of one hour to qualify for the race
and try to begin the race as high up on the
grid as possible. Each driver is permitted a
total of twelve laps - INCLUDING out-laps and
in-laps - to qualify for the race, and only
the fastest lap time is used to place the
driver on the grid. If FIA Rules is
activated, infractions will result in the
loss of the current lap in progress.
Warm-up: The morning of the race, cars are given one
hour in which to further hone car set-up
for the race. This can be very important, as
the best qualifying set-up may not
necessarily be the best race set-up for a
particular circuit.
Race: This is the big event!!! Once the lights go
out, hit the accelerator and try to gain
multiple positions by reacting faster than
any cars before you. If you decided to skip
the Qualify session, you will automatically
be placed in the very last position on the
grid (P22) for the Race session. The slowest
cars are obviously placed at the rear of the
starting grid, so if a player has an
excellent reaction time on the standing
start, up to half the field (and possibly
even more!!!!!) can be passed before reaching
the first corner of the circuit.
==============================================
EA SPORTS CARDS
F1 2002 presents EA Sports Cards, awarded for completing
specific events in the game, or for achieving certain feats
during races. The following is a checklist of the EA Sports
Cards available per team, and the requirements for earning
each of these cards. Keep this list handy and cross them off
as the various requirements are completed :-)
As for the Cards themselves for each team, consider which
level of the Cards you want to get. If you want the Bronze
Medal level, just do all the requirements on Easy. Silver
Medal = Medium. Gold Medal = Hard.
Many of the requirements for the Cards are attained
cumulatively across the game (with the caveat that Quick Race
Mode is inherently Easy-only; this cannot be changed), so
even before you start working on attaining x points for a
given team, you may have already picked up 10 points by
winning a race within its Team Duel.
For those Cards which require specific tasks (such as
starting P22 and finishing P1), make things as easy as
possible... although this STILL took me three months to get
all the Cards at Gold Medal level!!! Also, turn off FIA
Rules, use clear weather, no damage, etc. Also, use Normal
Handling... although after spending three months with Normal
Handling, I now need to relearn Simulation Handling :-(
The main thing, however, is to do as much as you can at the
tracks where you perform best. For me, that has long been
Monza (going back to F1 2000), especially with the new
Goodyear Chicane. Shortcutting the initial chicane and
handling the car well enough to fly through Roggia and Ascari
at top speed without even tapping the brakes results in only
THREE braking zones: First Lesmo, Second Lesmo, and Curva
Parabolica. (It is possible to keep to the track - by using
the rumble strips - at Goodyear Chicane and still keep full-
on with the accelerator, but I have yet to master this.)
Toyota (Gold)
Duration: Complete an eight-lap race
Racing: Gain a place
Milestone: Score ten Top Six finishes
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Toyota (Silver) Toyota (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Minardi
Duration: Complete a sixteen-lap race
Racing: Overtake a teammate
Milestone: Ten podium finishes
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Minardi (Silver) Minardi (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Arrows
Duration: Complete a race of at least half the
full race distance (i.e., a race of
at least 39 laps at Monaco, which
has a full race distance of 78
laps)
Racing: Finish in a higher position than where
started the race
Milestone: Start P1 twenty times
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Arrows (Silver) Arrows (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Renault
Duration: Complete five 16-lap races
Racing: Take first place
Milestone: Win 20 races
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Renault (Silver) Renault (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Jaguar
Duration: Complete five races of at least half
full race distance (i.e., a race of
at least 39 laps at Monaco, which
has a full race distance of 78
laps)
Racing: Once at P1, keep from being overtaken
for at least one full lap*
Milestone: Score the fastest race lap twenty
times
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Jaguar (Silver) Jaguar (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
BAR
Duration: Complete five full-lap races
Racing: Never leave the track for a single lap
Milestone: Earn 100 points
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
BAR (Silver) BAR (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Jordan
Duration: Complete nine 16-lap races
Racing: Start a race P22 and finish P1
Milestone: Win a season**
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Jordan (Silver) Jordan (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Sauber
Duration: Complete nine races of at least half
full race distance (i.e., a race of
at least 39 laps at Monaco, which
has a full race distance of 78
laps)
Racing: Set a fastest lap for a race
Milestone: Earn 150 points
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Sauber (Silver) Sauber (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Williams
Duration: Complete nine full-lap races
Racing: Win two races in a row
Milestone: Win two seasons**
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Williams (Silver) Williams (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
McLaren
Duration: Complete 17 races of at least half
full race distance (i.e., a race of
at least 39 laps at Monaco, which
has a full race distance of 78
laps)
Racing: Lap a backmarker
Milestone: Earn 200 points
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
McLaren (Silver) McLaren (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
Ferrari
Duration: Complete 17 full-lap races
Racing: Lead race from start to finish*
Milestone: Earn maximum points in a season
Team Duel: Win Team Duel for the team
Basic Challenge: Complete Basic Challenge for the team
Advanced Challenge: Complete Advanced Challenge for the
team
Ferrari (Silver) Ferrari (Bronze)
Duration Duration
Racing Racing
Milestone Milestone
Team Duel Team Duel
Basic Challenge Basic Challenge
Advanced Challenge Advanced Challenge
*If another driver can put the nose of his car just one pixel
ahead of yours for just one millisecond, your chances of
attaining this EA Sports Card at the current race are
destroyed.
**While it is obviously possible that a player can 'win' a
season before the final race, the CPU does not recognize a
season as officially having been WON until the player at
least goes to the starting grid of the final race. However,
for those races the player chooses to 'skip,' once the car is
on the grid for the race, the player can elect to 'Retire
from Session.' If this is done before the final race, the
CPU will simply move on to the next round of the season; if
this is done at the final race of the season, the CPU will
first show race results and championship points (as usual),
THEN award any appropriate EA Sports Cards if they have been
earned during the season.
This checklist can be used for strategy purposes. By
studying this checklist carefully, players can determine the
best approach for the game to gain as many of the EA Sports
Cards as possible in the shortest possible time.
Note that there are indeed some rewards for attaining ALL the
teams' EA Sports Cards at Gold Medal level. These are
detailed in my F1 2002: Unlockables Guide.
==============================================
EA SPORTS CARDS ACQUISITION SUGGESTIONS
Here are some suggestions for acquiring the medals as quickly
as possible. However, A LOT of time will still be spent
trying to collect each of the EA Sports Cards.
General F1 2002 permits players to effectively 'skip'
medals. There is no reason to first earn a
team's Bronze Medal before working on its
Silver Medal. Instead, players can immediately
work toward earning a team's Gold Medal.
Earning a higher medal will still grant access
to those features unlocked with the acquisition
of a lower medal.
F1 2002 also permits players to acquire more than
one EA Sports Card (per team) per event.
'Event' is specifically used here, as even when
working on Challenges or Team Duel, other EA
Sports Cards (such as a team's Racing Card) can
also be earned.
Not surprisingly, the EA Sports Cards requirements
for the 'lesser' teams (Toyota, Minardi, etc.)
are far easier than those for the 'greater'
teams (i.e., Williams, McLaren, and Ferrari).
Acquiring the various EA Sports Cards can be made
a little easier by using Normal Handling with
Tire Wear, Fuel, and FIA Rules deactivated, and
with only dry Weather. Also, using shortcuts
where available can be very handy, especially
for those cards where one must gain first place
and keep from being passed for a specific
period of time. (For information on shortcuts,
see my F1 2002: Illegal Times Guide. I find
that Monza is the best circuit to use when
shortcutting could be an integral part of
attaining one or more EA Sports Cards.)
Toyota The Racing Card can be easily acquired in the hunt
for any of the other Toyota cards.
Ten finishes in the points are required to gain
Toyota's Milestone Card. One of these can be
earned simultaneously by scoring in the points
in an eight-lap race, which itself will grant
the Duration Card.
Minardi The Racing Card requires overtaking a teammate,
which is the entire point of Team Duel. Thus,
winning Team Duel will also grant the Racing
Card.
Arrows Somewhat similar to Minardi, the Arrows Racing
Card requires finishing in a position higher
than where one began an event. Therefore,
since Team Duel always begins with the player
at P22, successfully passing Team Duel will
grant two cards at once: the Team Duel Card and
the Racing Card.
This comes from Nick Wade, who e-mailed me with
this tip for getting the Arrows Milestone Card:
'...for the Arrows Milestone Card, which is
getting 20 pole positions, you don't actually
have to do the race that you get pole position
for. I was able to just go to any track I
wanted and qualify, then once I got pole
position, I would get to the screen where the
only choices left are 'warm up' 'race' and
'exit'. I would choose 'exit' and just quit
the whole event. Then I would begin a new
event, either at the same track or another (it
doesn't matter which track), and repeat the
same process 20 times. And on the 20th time, I
got the silver card, so there you have it.'
Renault The requirement for Renault's Milestone Card
(winning twenty races) inherently means taking
first place, which is the requirement for the
Racing Card. Since the Duration Card requires
completing five sixteen-lap races, winning a
single sixteen-lap race will grant the Racing
Card. Successfully earning the Duration Card
with ONLY RACE VICTORIES means that five of the
required twenty wins for the Milestone Card
will have been successfully attained.
The Basic Challenge and Advanced Challenge for
Renault both involve interactive Pit Stops at
Indianapolis. In both scenarios, the Challenge
begins at the entrance of Turn 12 (where the
infield course rejoins the Indy 500 banking).
To shed a few milliseconds and especially to
ensure getting TO Pit Lane before the rival in
the Advanced Challenge, the CPU WILL permit
using the access road FROM TURN 11; this means
that as soon as the Challenge begins, the
player needs to cross the rumble strips to the
right and get on the access road (the one used
by Indy and NASCAR in their events), even
though the official F1 Pit Entry is between
Turn 12 and Turn 13. Also, a caution: In the
Advanced Challenge, the player begins with an
automatic speed boost due to inherent drafting
from starting the Advanced Challenge directly
behind the rival entering Turn 12, so it is far
too easy to miss this 'extra' Pit Entry road
and put all four wheels into the grass.
Jaguar The Jaguar Milestone Card requires scoring twenty
Fastest Laps. This is NOT 'Fastest Lap at
twenty races,' which is the misinterpretation I
included in earlier versions of this guide.
This means that if a player elects to compete
in a race of at least twenty laps, the
Milestone Card could easily be attained at just
that one race. However, such a tactic could
almost certainly never be realized, as a player
will occasionally be slowed by traffic, make a
mistake and run off-course, etc. On the other
hand, a good driver can easily set the required
twenty fastest laps within five races of at
least half the full race distance, which is the
requirement for attaining the Duration Card.
BAR The BAR Milestone Card requires earning 100
points. Fortunately, this is cumulative
across the entire game, so simply playing as
usual in virtually any race or event and
placing consistently within the Top Six will
amass points which will automatically be put
toward the acquisition of this card.
The Racing Card requires never leaving the track
for a single lap. Since the Duration Card
requires completing five full-lap races, even
a novice player should be able to keep to the
track for one full lap in a full-distance race
and not lose so much time that the player
cannot perform well in the race. I personally
tried attaining the Racing Card while working
on the BAR Team Duel (held at A1-Ring), and it
was a major handful trying to keep to the
track for an entire lap AND maintain position.
The BAR Milestone Card is earned by accumulating
100 points. This can be earned quickly by
competing in and winning ten four-lap races.
Jordan Jordan's Racing Card is earned by starting last
and finishing first. Depending on a player's
skill, this can be easily done while working
toward the Duration Card, which requires the
completion of nine sixteen-lap races.
For the Milestone Card, a season can use races as
short as four laps each.
Sauber The Racing Card is earned by setting the Fastest
Lap for a race. The best way to do this is to
choose a four-lap race, and start P22. Those
with excellent skills combined with prime
shortcut knowledge (and FIA Rules turned off)
can quickly catapult themselves from P22 to
P1 in just one lap, inherently resulting in a
Fastest Lap (since F1 2002 awards Fastest Lap
beginning with Lap 1 - this is a programming
error which can be greatly exploited!!!).
From here, a player must simply stay in front;
if challenged seriously, dirty tactics such as
banging wheels or cutting off the challenger
should preserve the Fastest Lap set on Lap 1,
unless the player can better that lap time in
the three laps which remain. Note: Team Duel
is a great place to attain the Racing Card,
although it will be eight laps in length.
As with BAR, the Milestone Card is based upon
points, which are gained cumulatively across
most racing events. Consistent performance in
the Top Six will result in points being
automatically used toward the acquisition of
the Sauber Milestone Card.
Williams The Williams Basic and Advances Challenge Cards
take place at Monza, finishing just beyond the
exit of Ascari (the left-right-left chicane
leading onto the back straightaway). The key
to a Gold Medal time here is to take Ascari at
full acceleration, which requires intimate
familiarity with this portion of the Monza
circuit as well as fast reflexes. This is
actually an important skill to have at Monza,
as the traditional top-running drivers (both
Schumachers, Barrichello, Montoya, Raikkonen,
and Coultard) are all able to fly through
Ascari at top speed, so a player able to do
the same can maintain position in relation to
these CPU-controlled drivers.
Winning two seasons is required to earn the
Milestone Card. It is certainly possible
within a season to win two races in a row,
which just happens to be the requirement for
the Racing Card.
For the Milestone Card, a season can use races as
short as four laps each.
McLaren McLaren's Racing Card requires lapping a
backmarker. This can easily be accomplished
in one of the seventeen half-distance races
required for the Duration Card. Depending on
the CPU, this may also occur in Team Duel or
even in a standard four-lap race is Failures
is activated, as cars may have trouble and
go to Pit Lane for repairs - thus giving the
player a chance to lap the backmarker(s).
As with BAR, the Milestone Card is based upon
points, which are gained cumulatively across
most racing events. Consistent performance in
the Top Six will result in points being
automatically used toward the acquisition of
the McLaren Milestone Card.
Ferrari Ferrari's Racing Card requires starting AND
finishing a race P1 WITHOUT EVER BEING PASSED.
This effectively means no Pit Stops without
having a large enough lead to maintain P1 (a
lead of at least thirty seconds should be
adequate for this purpose). This also places
prime importance upon gear ratios and circuit
selection - if a player wishes to attain the
Racing Card at a circuit which requires long
gear ratios (such as Hockenheim), the player
will likely fail at the standing start due to
long ratios' inherent slow acceleration. A
circuit with good shortcutting opportunities,
such as Albert Park or Monza, can work to the
player's advantage.
The Milestone Card requires earning maximum points
in a season - in other words, the player must
win EVERY race in the season. This will be
extremely difficult at circuits where passing
is fairly rare, such as Monaco and
Hungaroring, unless the player can qualify P1
and never be passed during the race. It may
also be a good idea to disengage Autosave, so
that if a player does not win a race within a
season, progress can be reloaded and the loss
wiped clean, allowing the player to make
another attempt; of course, the player should
save game progress after each win!!!!!
Ferrari's Duration Card is one of the hardest of
the EA Sports Cards to acquire - after all,
who really has the time to spend playing
SEVENTEEN full-lap races??? Fortunately,
HondaF1 from the GameFAQs message board for
F1 2002 (PlayStation2 version) has discovered
a nice time-saving measure: At the start of a
race, pass the Start/Finish Line, then pull
aside (out of the optimum racing line to
avoid getting speared from behind) and walk
away; come back about ninety minutes later,
finish the lap, and since the leader should
have won the race by then, the game will end.
(It is important to note that on the race
results, the CPU will deem the player 'DNF'
for the race, but this does not matter.)
Doing this seventeen times results in
'earning' the Ferrari Duration Card :-)
Note that this same strategy can be used
for other teams which require simply
completing a specific number of races at a
given distance.
==============================================
==============================================
==============================================
SURVIVAL DRIVING: BRAKING
The first step in driving fast is knowing when, where, and
how much to slow down (braking). In some games, a brake
controller can be acquired or purchased, allowing the player
to customize the brake strength by axle or by adjusting the
bias of the brakes toward the front or the rear of the car.
The use of a brake controller will affect the braking zone,
as will other factors. Specifically, the car's speed on
approaching a corner, the amount of fuel in the car at a
given moment, the drivetrain of the car, the weight of the
car, and even the car's center of gravity can all affect the
braking zone. Similarly, the driving conditions - sunny,
overcast, damp, wet, icy, snowy etc. - will affect the
braking zone for each corner (as well as the car's ability to
attain high speeds).
Except for purely arcade-style games, the braking zone will
differ somewhat for each car depending upon its strengths and
weaknesses. It certainly helps for the player to try a Free
Run or a Time Trial (if these modes exist in a given game) to
learn the circuit(s) - including the braking zones.
When looking for braking zones, try to find a particular
stationary object near the entry of each corner; it helps
tremendously if this object is far enough away from the
circuit that it will not be knocked over during a race. To
begin, try using the brakes when the front of the car is
parallel with the chosen stationary object. If this does not
slow the car enough before corner entry or if the car slows
too much before reaching the corner, pick another stationary
object on the following lap and try again.
Whenever changes are made to the car - whether to the brake
controller or to other aspects of tuning and/or parts - it
would be a good idea to go back into Free Run mode and check
that the braking zones still hold; if not, adjust as
necessary using the method in the paragraph above.
For those races which include fuel loads, the car will become
progressively lighter during a race. The lesser weight can
often mean a slightly shorter braking zone; however, if tire
wear is excessive (especially if there have been numerous
off-course excursions), that might dictate a longer braking
zone.
Cars with a higher horsepower output will inherently attain
faster speeds, and will therefore require a longer braking
zone than cars with a lower horsepower output. Try a Renault
and a Ferrari along the same area of a circuit and note how
their braking zones differ.
A final note on braking: To the extent possible, ALWAYS brake
in a straight line. If braking only occurs when cornering,
the car will likely be carrying too much speed for the
corner, resulting in the car sliding, spinning, and/or
flipping. (Some games purposely do not permit the car to
flip, but a slide or spin can still mean the difference
between winning and ending up in last position at the end of
a race.)
If nothing else, players should strive to become of the
'breakers' they possibly can. This will essentially force a
player to become a better racer/driver in general once the
player has overcome the urge to constantly run at top speed
at all times with no regard for damages to self or others.
Also, slowing the car appropriately will make other aspects
of racing/driving easier, especially in J-turns, hairpin
corners, and chicanes.
==============================================
SURVIVAL DRIVING: CORNERING
Ideally, the best way to approach a corner is from the
outside of the turn, braking well before entering the corner.
At the apex (the midpoint of the corner), the car should be
right up against the edge of the pavement. On corner exit,
the car drifts back to the outside of the pavement and speeds
off down the straightaway. So, for a right-hand turn of
about ninety degrees, enter the corner from the left, come to
the right to hit the apex, and drift back to the left on
corner exit. See the Diagrams section at the end of this
guide for a sample standard corner.
For corners that are less than ninety degrees, it may be
possible to just barely tap the brakes - if at all - and be
able to clear such corners successfully. However, the same
principles of cornering apply: approach from the outside of
the turn, hit the apex, and drift back outside on corner
exit.
For corners more than ninety degrees but well less than 180
degrees, braking will certainly be required. However, for
these 'J-turns,' the apex of the corner is not the midpoint,
but a point approximately two-thirds of the way around the
corner. J-turns require great familiarity to know when to
begin diving toward the inside of the corner and when to
power to the outside on corner exit. See the Diagrams
section at the end of this guide for a sample J-turn.
Hairpin corners are turns of approximately 180 degrees.
Braking is certainly required before corner entry, and the
cornering process is the same as for standard corners:
Approach from the outside, drift inside to hit the apex
(located at halfway around the corner, or after turning
ninety degrees), and drifting back to the outside on corner
exit. See the Diagrams section at the end of this guide for
a sample hairpin corner.
If there are two corners of approximately ninety degrees each
AND both corners turn in the same direction AND there is only
a VERY brief straightaway between the two corners, they may
be able to be treated like an extended hairpin corner.
Sometimes, however, these 'U-turns' have a straightaway
between the corners that is long enough to prohibit a
hairpin-like treatment; in this case, drifting to the outside
on exiting the first of the two corners will automatically
set up the approach to the next turn. See the Diagrams
section at the end of this guide for a sample U-turn.
FIA (the governing body of F1 racing, World Rally
Championship, and other forms of international motorsport)
seems to LOVE chicanes. One common type of chicane is
essentially a 'quick-flick,' where the circuit quickly edges
off in one direction then realigns itself in a path parallel
to the original stretch of pavement, as in the examples in
the Diagrams section at the end of this guide. Here, the
object is to approach the first corner from the outside, hit
BOTH apexes, and drift to the outside of the second turn.
FIA also seems to like the 'Bus Stop' chicane, which is
essentially just a pair of quick-flicks, with the second
forming the mirror image of the first, as shown in the
Diagrams section at the end of this guide. Perhaps the most
famous Bus Stop chicane is the chicane (which is actually
called the 'Bus Stop Chicane') at Pit Entry at Spa-
Francorchamps, the home of the annual Grand Prix of Belgium
(F1 racing) and the host of The 24 Hours of Spa (for
endurance racing).
Virtually every other type of corner or corner combination
encountered in racing (primarily in road racing) combines
elements of the corners presented above. These complex
corners and chicanes can be challenging, such as the Ascari
chicane at Monza. See the Diagrams section for an idea of
the formation of Ascari.
One thing which can change the approach to cornering is the
available vision. Blind and semi-blind corners require
ABSOLUTE knowledge of such corners. Here is where gamers
have an advantage over real-world drivers: Gamers can
(usually) change their viewpoint (camera position), which can
sometimes provide a wider, clearer view of the circuit, which
can be especially important when approaching semi-blind
corners; real-world drivers are obviously inhibited by the
design of their cars and racing helmets. Great examples of
real-world blind and semi-blind corners would be Turns 14 and
15 at Albert Park, and each of the first three corners at A1-
Ring.
Also important to cornering - especially with long, extended
corners - is the corner's radius. Most corners use an
identical radius throughout their length. However, some are
increasing-radius corners or decreasing-radius corners.
These corners may require shifting the apex point of a
corner, and almost always result in a change of speed.
Decreasing-radius corners are perhaps the trickiest, because
the angle of the corner becomes sharper, thus generally
requiring more braking as well as more turning of the
steering wheel. Increasing-radius corners are corners for
which the angle becomes more and more gentle as the corner
progresses; this means that drivers will generally accelerate
more, harder, or faster, but such an extra burst of speed can
backfire and require more braking. See the Diagrams section
at the end of this guide for sample images of a decreasing-
radius corner and an increasing-radius corner.
For traditional road racing circuits, increasing-radius and
decreasing-radius corners may not be too much of a problem.
After several laps around one of these circuits, a driver
will know where the braking and acceleration points are as
well as the shifted apex point (should a shift be required).
One particularly interesting aspect of cornering is one which
I honestly do not know if it works in reality (I am not a
real-world racer, although I would certainly LOVE the chance
to attend a racing school!!!), but which works in numerous
racing/driving games I have played over the years. This
aspect is to use the accelerator to help with quickly and
safely navigating sharp corners. This works by first BRAKING
AS USUAL IN ADVANCE OF THE CORNER, then - once in the corner
itself - rapidly pumping the brakes for the duration of the
corner (or at least until well past the apex of the corner).
The action of rapidly pumping the accelerator appears to
cause the drive wheels to catch the pavement just enough to
help stop or slow a sliding car, causing the non-drive wheels
to continue slipping and the entire car to turn just a little
faster. Using this rapid-pumping technique with the
accelerator does take a little practice initially, and seems
to work best with FR cars; however, once perfected, this
technique can pay dividends, especially with REALLY sharp
hairpin corners, such as La Source at Spa-Francorchamps.
==============================================
SURVIVAL DRIVING: RUMBLE STRIPS
Depending on car set-up and weather conditions, rumble strips
(sometimes also called 'alligators') can be either useful or
dangerous. The purpose of rumble strips is to provide a few
extra centimeters of semi-racing surface to help keep cars
from dropping wheels off the pavement, which can slow cars
and throw grass and other debris onto the racing surface
(which makes racing a little more dangerous for all involved,
especially in corners). Generally, rumble strips are found
on the outside of a corner at corner entry and corner exit,
and also at the apex of a corner - these locations provide a
slightly better racing line overall.
If a car is set with a very stiff suspension (i.e., there is
not much room for the suspension to move as the car passes
over bumps and other irregularities in the racing surface),
hitting rumble strips can cause the car to jump. Even if
airborne for only a few milliseconds, at speed, it could be
just enough so that the driver loses control of the car.
Obviously, if one or more wheels are not in contact with the
ground, the car is losing speed, which could be just enough
of a mistake for other cars to pass by, and the lack of
contact with the ground could result in excessive wheelspin
which risks to flat-spot the tire(s) when contact is regained
with the ground.
When the racetrack is damp or wet, however, it is generally
best to avoid using the rumble strips. Since rumble strips
are painted (usually red and white), ANY amount of moisture
will make the rumble strips extremely slick as the water
beads on the paint, so that hitting a rumble strip in the
process of cornering (especially at the apex of a corner)
will cause the tire(s) to lose traction and often send the
car spinning.
==============================================
SURVIVAL DRIVING: CONCRETE EXTENSIONS
Similar to rumble strips are concrete extensions. These are
generally (much) wider than rumble strips, and may or may not
be painted (at FIA-approved F1 circuits, for example, these
are generally painted green). Also, whereas rumble strips
protrude slightly above the level of the racing surface,
concrete extensions are at the same level as the racing
surface.
Concrete extensions can be used in the same manner as rumble
strips. However, if painted, concrete extensions should be
avoided for the same reasons listed above for rumble strips n
the event of wet or damp racing conditions.
Players should note that in some games - especially where
challenges or license tests are involved - concrete
extensions are often NOT designated as part of the official
track, resulting in an 'Out of Bounds' designation. This is
true, for example, in EA Sports' F1-based series (F1 2000, F1
Championship Season 2000, F1 2001, and F1 2002).
==============================================
SURVIVAL DRIVING: TIRE CARE
At the beginning of a race and immediately after a Pit Stop,
the tires are brand new ('stickers') and need to be brought
up to temperature as quickly as possible so that they can
provide the best possible grip. During this period, sharp
turns or extremely-fast cornering will almost certainly cause
the car to slide, and perhaps even spin. However, slides and
spins will bring the tires up to optimum temperature even
faster, so you may wish to purposely induce slides when
entering corners, but only with extreme caution, as the
already-thin line between having control of the car and
losing control of the car will be at least halved until the
tires come up to optimum temperature.
The longer you run on the same set of tires, the more you
need to take better care of your tires. This is especially
important if you have had one or more off-course excursions.
You may experience slides when cornering.
If you have several offs with the same set of tires and find
yourself sliding around the circuit a lot more than usual,
you definitely need to return to Pit Lane for a new set of
tires. Essentially, you are driving on pure ice, and the
only way to 'reliably' get around the circuit is to bounce
off the rails - which is extremely difficult to do
'correctly' to keep yourself pointed forward.
One of the best ways to reduce the durability of the tires is
to corner at high speeds. The manual for Gran Turismo 3
gives an excellent, detailed description of what occurs with
the tires when cornering. In short, cornering at high speeds
causes a high percentage of the tire to be used for speed,
and a low percentage to be used for the actual cornering. To
combat this and thus extend the durability of the tires, try
to brake in a STRAIGHT line before reaching a turn, thus
reducing overall speed and providing a lower percentage of
the tires to be used for speed, and a greater percentage used
for cornering.
Note that if the percentage of the tires used for speed is
too high compared to the percentage used for cornering, the
car will slide and/or spin.
==============================================
SURVIVAL DRIVING: DRAFTING (SLIPSTREAMING)
Drafting (also called slipstreaming) can be a very valuable
technique for passing, especially on high-speed circuits with
long straightaways. Drafting entails closely following a
car, and allowing that car's aerodynamic vacuum to draw your
car closer and closer while simultaneously giving your car a
short boost in speed; just before colliding with the other
car, dart out to the side and speed past as the 'extra' speed
gained slowly drains away. This tactic is best used on long
straightaways, and can be a prime passing method when
combined with late braking at the end of a straightaway. If
at all possible, try to draft off multiple cars, making
several passes at once while gaining a TRULY dramatic spike
in top-end speed.
However, QUICK reflexes and good tire grip are very important
to edging your car far enough out of the way to safely make a
pass while drafting, otherwise you will ram or clip the lead
car. Also, in F1 2002, some CPU-controlled cars will
actually slow (sometimes significantly) if you try to use
their aerodynamic wake to pass, adding more necessity to a
player's quick reflexes.
On the right side of the race screen, a set of bars will
slowly light up as a driver gets closer and closer behind
another car, thus able to take advantage of the lead car's
slipstream (aerodynamic vacuum) to suddenly jump out and make
a pass. When racing in very wet weather when cars are
launching a tall 'rooster tail' of spray in their wake, the
slipstream meter can be used to approximate the distance to
the car in front as well as the closing speed.
==============================================
FLAGS AND BOARDS
Auto racing presents a number of flags and boards to quickly
convey information to drivers as they speed around a circuit.
Many of these flags are shown by corner workers, track-side
personnel who display the various flags to warn drivers if
there is potential trouble ahead or behind them. Boards are
generally shown only at the Start/Finish Line. Please note
that not all of these flags and boards are used in F1 2002,
but they are used in real-world F1 racing.
Boards
Safety Car (SC): What is called the Safety Car in many
countries is better known as the Pace Car
in American motorsports. When this board
is displayed at the Start/Finish Line
(the board is painted white with the
letters 'SC' painted in large black
font), there is a significant incident
somewhere on the circuit warranting that
all cars at all areas of the circuit must
slow down and follow the Safety Car. The
main reason a Safety Car may be used is
to allow safety personnel to get to areas
of the track which are otherwise not
easily accessible when cars pass at full
speed; this situation usually means that
there has been a collision or mechanical
problem which has left one or more cars
sitting idle in a vulnerable situation.
The Safety Car board may also be
displayed in the event that the weather
does not permit full-speed racing.
Flags
Black Flag: Generally shown only at the Start/Finish
Line, a driver is shown this flag when
her or his car has suffered severe damage
which the race marshals deem MUST be
repaired immediately, or when a driver
has committed an infraction of the racing
rules. Depending on the form of
motorsport, a Black Flag may also mean
automatic disqualification from the
event, especially if it is being
displayed due to an infraction of the
racing rules.
Blue Flag: The Blue Flag is generally displayed by
the corner workers to indicate that a
slower car must pull aside to allow a
faster car to pass. This generally means
that the slower car is not on the lead
lap, as many forms of auto racing allow
for drivers to fight to remain on the
lead lap, especially in oval-track
racing.
Green Flag: The Green Flag means that full racing
conditions are in effect. If a driver
is coming out of a Yellow Flag area of
a track, this flag indicates that the car
can at least be brought back to full
racing speed.
Red Flag: Generally shown only at the Start/Finish
Line, the Red Flag indicates that a race
has been suspended temporarily. The
rules regarding what can take place
during a Red Flag period vary by the
form of motorsport in question. For
example, NASCAR parks all cars behind the
Safety Car/Pace Car on the track and all
drivers must remain in their cars unless
NASCAR officials (usually at Race
Control) grant drivers permission to
leave the vehicles (this usually only
occurs in inclement weather). In F1
racing, if a race is Red Flagged, the
race essentially begins again once the
condition creating the Red Flag situation
has passed or has been remedied.
White Flag: Shown at the Start/Finish Line, the White
Flag indicates that there is only one
more lap remaining in a race. Not all
forms of motorsport use the White Flag.
In some endurance races, the white flag
is displayed when it is calculated that
the official race duration (in terms of
time) will expire by the time the lead
car completes one more lap of the
circuit.
Yellow Flag: A Yellow Flag means that drivers must
slow due to a potentially-dangerous
situation. On oval tracks, a Yellow Flag
covers the entire circuit, although some
forms of oval-track racing (such as
NASCAR) permit drivers to race back to
the Start/Finish Line to 'take' the
Yellow Flag there. On road courses, the
Yellow Flag usually only applies to a
specific section of the circuit, which
allows for full-speed racing elsewhere;
should a full-course Yellow Flag
situation be warranted, a Safety Car or
Pace Car will be used to collect all the
competitors and lead them slowly around
the race venue.
One of the STRANGEST Yellow Flag
situations took place in 2000 at the F1
Grand Prix of Germany at the high-speed
Hockenheim circuit. A local Yellow Flag
was issued for one of the long,
insanely-fast straightaways (where cars
can easily achieve 180MPH... or more)
because a spectator somehow made his way
out of the grandstands and onto the track
itself. Fortunately, this EXTREMELY
dangerous situation did not result in any
injuries or accidents, and the imbecile
was quickly grabbed, hauled off the
track, and arrested.
==============================================
GENERAL TIPS
A general tip for ALL racing games is to successfully
complete ALL the license tests in any game of the Gran
Turismo series. This is a great way to learn how to handle
cars of all drivetrain formats and horsepower ratings in a
wide variety of situations - starting and stopping, J-turns,
right-angle corners, chicanes, blind turns, wet racing
conditions, etc. This will all be very handy for virtually
ANY racing/driving game you ever play, and the Gran Turismo
games are also extremely good to have in your PSX/PS2
collection (especially GT3).
Another general tip for ALL racing games is to read through
my General Racing/Driving Guide, available EXCLUSIVELY at
FeatherGuides (http://feathersites.angelcities.com/) and at
GameFAQs (http://www.GameFAQs.com). This presents many of
the same information the Gran Turismo license tests present
in practice, plus plenty of other information ranging from
judicious use of rumble strips to typical tuning options to
tire management.
When first playing F1 2002 (irrespective of whether or not
you have played the preceding games in the series), play with
flags, damage, etc., set to off, and with weather set to dry;
also, use Normal Handling. This will give you the best
possible (and most forgiving) conditions for learning how to
handle the cars in F1 2002. As you progress with the game,
add weather, damage, Simulation handling, etc.
F1's standing starts can either give you a great advantage,
or put you at the back of the pack. To reduce or eliminate
wheelspin from a standing start, try to time the use of the
accelerator with the exact millisecond the lights go out. If
you use the accelerator too soon, you WILL have wheelspin,
which can cause flat-spotting in the rear tires and can even
cause your car to go askew so that it points in a trajectory
taking you directly OFF the circuit (or into a barrier).
Also related to the standing starts, if you are deep in the
pack, the car directly in front of you is likely to produce A
LOT of smoke (and spray, if in wet conditions at the
beginning of a race) due to wheelspin. If at all possible,
swing to the edge of the pavement immediately to avoid an
early accident if you can get off the line a lot sooner than
the car in front. Some circuits are set up so that there is
either wide pavement on the Pit Straight or an expanse of
pavement unofficially part of the main circuit itself (such
as the right side of the pavement at Monza and at Suzuka);
making use of these areas can allow you to swing out wide to
avoid incidents, and also get you clear of traffic so that
you can REALLY slam on the accelerator and pass huge numbers
of cars before the initial corners of the circuit.
Braking is always important in racing. However, F1 2002
demands SMOOTH braking (especially if using Simulation
handling), which often means braking rather early. Slamming
on the brakes often results in wheel lock and/or car spin,
which can induce flat-spotting on the tires and tremendously
increases the risk of collision - especially with the Tire
Wear option activated.
Even after the standing starts, the use of the accelerator is
extremely important in F1 2002. By exercising extreme care
with both the brakes and the accelerator, anyone can rapidly
learn to essentially glide through corners at a rather quick
speed. A pristine racing line is also important in these
situations, as the changes in G-force and velocity need to be
constantly kept in check if you want to remain on the
official course.
I personally find it sometimes easier to take tight corners
WITHOUT braking. In these cases, simply let off the
accelerator and coast toward and through the corner until the
appropriate acceleration point, usually at or just beyond the
apex. One very good place to attempt this strategy is at the
initial corners at Kuala Lampur (Malaysia), although this
tactic can have rather dire consequences at the start of a
race with all the cars bunched together.
The AI in F1 2002 produces some interesting challenges in
terms of action on the track. For example, I have several
times seen a group of cars four-wide on the Pit Straight at
Monza (coming off the Curva Parabolica) as they dice for
position. If you are coming up quickly upon a pack of slower
cars involved in a heated battle for position, this can be a
particularly challenging situation, especially if you are
yourself being pursued rather aggressively. Try to analyze
the movements of the cars in front of you and look for an
opening. However, remember that most CPU-controlled cars use
the exact same racing line, so once they fall into line for a
corner or a chicane, dart up past them and try to outbreak
them into the corner/chicane (IF you have confidence in your
brakes and reflexes).
Speed Assist (which automatically handles braking when
cornering) can be great when first learning a course.
However, to be truly effective in these races, Speed Assist
should be turned off. This will allow YOU to handle braking
(if wanted) while cornering, and will generally allow you to
have MUCH more speed in corners. This translates to more
difficult handling, as cars will always handle better when
going slow than when going fast (assuming the car set-up has
not been changed). This also means that passing while
cornering will be much easier - and much more dangerous. For
those who wish to shortcut corners, deactivating Speed Assist
will also help to keep your momentum as you drive through
sand and/or grass. If you REALLY want to achieve fast lap
times and generally be much more competitive in a race, then
Speed Assist simply MUST be deactivated.
Some circuits have distance-to-corner markers in anticipation
of tight and/or (semi-)blind corners. While these markers
are useful, DO NOT completely rely on them, as they may
'disappear' as the race progresses. These markers can be
knocked down by a car which slips or is forced off the
pavement, and the markers are not replaced. Therefore, try
to use permanent objects (such as grandstands or trees) to
judge the braking zone for a corner or chicane.
ALWAYS listen attentively to the team radio communications;
this will give you information about your teammate's progress
and the condition of your own car, as well as alert you to
any incidents on the circuit, such as spins, cars with
smoking engines (which often leak oil), etc. Especially when
you hear that another car has a problem, always be on the
lookout for EXTREMELY slow cars in the indicated sector of
the circuit - cars WILL come to a complete stop in the middle
of the pavement, and if you are playing with Flags off, it is
quite easy to miss seeing the slowed/stopped vehicle until it
is too late to take evasive action. If you are assigned a
Stop-Go Penalty, you will also receive radio communications
instructing you when to come to Pit Lane to serve the
penalty.
For those playing with Simulation Handling, it is important
to note that using long gear ratios will produce an automatic
loss of position for the standing starts due to the inherent
decreased acceleration. However, there are times when the
decreased acceleration can be of tremendous benefit, such as
taking a series of tight S-curves quickly without the need
for braking (such as through Bechetts at Silverstone). The
most obvious benefit to long gear ratios is the higher top-
end speed, yet the long gear ratio must be matched with
medium or low downforce settings for the wings to force the
car into seventh gear (in automatic transmission) on long
straightaways (such as Rettilineo Parabolica at Monza).
F1 2002 features CPU-controlled opposition which is FAR more
competitive and relentless than in previous incarnations of
the series. However, this also means the competitors are
absolutely ruthless. Should you have an off or an on-track
accident, do not expect those behind you to give you room to
rejoin the race. Instead, the competitors will often plow
into you at full throttle, knocking your car around like a
snowboarder at Tokyo Megaplex. While this certainly presents
some interesting visuals in Replay mode, this can very
quickly become frustrating... and costly, as you will likely
find yourself at the very tail end of the pack once you can
recover.
==============================================
F1-SPEAK
F1 racing has a somewhat specialized vocabulary. Here are
some of the more common terms:
ARMCO: The type of barriers generally used
at F1 races. Information on these
crash barriers can be found at Hill
and Smith Web site
(http://www.hill-smith.co.uk/).
Blowed up: A car's engine has expired. This is
characterized by a massive plume of
white-grey smoke pouring from the
rear of the car. Also, there is
often oil deposited all over the
race circuit, so if a blowed up
car does not instantly pull off the
pavement, that section of the
circuit will be very dangerous for
the remainder of the race.
Catch: In any form of auto racing, it is
quite common to see a car slide off
the course, often at high speeds.
Generally, this results in a car
either being essentially beached in
a sand trap, stuck in the grass if
the area has recently experienced a
significant rainfall, or a collision
a barrier. Even if the car does not
slide off the course, spins on the
racing circuit itself also occur
with relative frequency.
A 'catch' is when one of the
above incidents occurs, but the
driver is able to either keep the
car from hitting a barrier (or
another car) and/or is able to keep
the car from getting stuck in the
sand or grass before returning to
the circuit.
Lollipop Man: The man holding the Brakes stick in
a Pit Stop. This stick essentially
looks like a long lollipop, with its
long handle and rounded end with
instructions for the driver.
Off: A car has gone off-course. A minor
off means that only one or perhaps
two wheels have slipped off the
pavement, and the driver can
generally recover quickly. However,
a major off involves a trip well
off the pavement, and usually also
occurs at very high speed.
P#: This indicates a driver's race
position. P1 is Pole Position; P6
is the final points-paying position;
P22 is last place.
Points-paying Positions: These are the Top 6 places in a
race. At the end of a race, P1
awards 10 points, P2 awards 6
points, P3 awards 4 points, P4
awards 3 points, P5 awards 2 points,
and P1 awards 1 point. There are NO
points awarded to drivers not
finishing in the Top 6. This also
the reason why the TV Panels at the
bottom of the screen update by six
positions at once; in F1 2002, the
updates are generally ONLY for the
points-paying positions.
Shunt: A collision, generally between cars.
This term could also be used for
cars swapping paint, but that is
EXTREMELY difficult to do in open-
wheel racing (such as F1) without
inducing an accident.
Team Orders: Each F1 team runs two cars at each
race weekend. Team orders involve
one or both drivers purposely
altering driving style or changing
race positions for the betterment of
the team. While team orders are NOT
illegal in F1 competition (they are
illegal in some other forms of
motorsport), many generally have a
strong dislike (and even a nasty
hatred) for team orders, especially
in those situations where team
orders actually change the results
of a race.
The most notable incidence of
team orders - and likely the most
controversial use of team orders in
F1 history past, present, or future
- involved Ferrari's Reubens
Barrichello, who had dominated the
entire race weekend, pulling over in
the final meters of the 2002 Grand
Prix of Austria (at A1-Ring) so that
his teammate Michael Schumacher
could instead take the win, thus
gaining an extra four points over
his strong rival Juan Pablo Montoya
in the Drivers' Championship. This
use of team orders severely angered
F1 fans at the circuit and around
the world, but was justified by
Ferrari by the team's desire to
protect Schumacher's lead in the
Drivers' Championship.
World Feed: Because F1 races are televised
(generally live) worldwide, FIA has
implemented the World Feed system,
in which the images of grand prix
weekends are provided by the FIA-
licensed F1 broadcaster for the
country hosting each grand prix; all
other F1 broadcasters must then use
these images and sounds for their
F1 coverage. There are provisions
for the many F1-licensed
broadcasters worldwide to include
Pit Lane reports, but once a race
begins, FIA prohibits any images
from Pit Lane which are NOT provided
by the World Feed system.
Since each race is essentially
'televised' by a different country's
F1-licensed broadcaster, the World
Feed coverage between races
definitely varies in quality. The
World Feed for races in Malaysia is
generally rather poor, with images
often focusing on action away from
what is most significant for the
race or the overall season
standings, reflecting Malaysia's
F1-licensed broadcaster's lack of
experience and knowledge in
televising live F1 races. Races
held in Western Europe - where many
F1 races are held - generally have a
very high quality World Feed due to
extensive experience and knowledge
in televising F1 races.
==============================================
A MAJOR PROBLEM: FIA RULES
My only MAJOR complaint about F1 2002 (as with F1 2001) is
its implementation of FIA rules, which includes the use of
flags. While I personally WANT to race with flags active,
the implementation of the rules is FAR too oppressive - to
the point that I have thrown the controller in frustration
several times, and will probably need to buy a new one soon.
What makes the FIA Rules option oppressive is how the Yellow
Flag is used, particularly in accident situations. For
example, as a highly aggressive driver, I tend to get into
accidents or at least bump tires with someone fairly often.
When this happens, if the other car has even one pixel ahead
of my car, then ends up spinning or otherwise slipping behind
me while I am able to keep going, the Yellow Flag is often
presented instantly, and a $@#%^#&*!@ Stop-Go Penalty
assigned for supposedly 'Passing Under the Yellow Flag.'
Also oppressive is the Yellow Flag speed limit of 130MPH.
When the Yellow Flag is first displayed, the CPU does not
allow enough time for the player to see the Yellow Flag waved
(or its indicator at the top-right of the screen) and slow
appropriately, resulting in a $@#%^#&*!@ Stop-Go Penalty.
While not necessarily a problem, I personally wish that the
107% rule would actually be enforced (or at least allow the
player to choose to have the 107% rule enforced). The 107%
rule means that anyone qualifying with a time higher than
107% of the race's pole position is deemed to not have
qualified, thus keeping really slow cars (which could
possibly be dangerous to other drivers in the race) out of
the race. Granted, this then makes it possible that the
player may be the only one participating in a race
(especially if shortcutting where 'permitted' during
qualifying), or that a player not qualify well enough to
compete in a race.
I have been unable to check this, but if there is a minimum
speed rule in F1 racing, the game definitely needs to
implement this rule as well. There have been several times
when a super-slow car, or even a car stopped on the track in
an area without a Yellow Flag displayed, has suddenly
'appeared from nowhere' and - due to my closing speed at top
acceleration - caused me to crash. I know NASCAR has a
minimum speed rule (which is even more important on oval-
based tracks), but I would be surprised if a similar rule did
not exist in F1 racing.
==============================================
==============================================
==============================================
COMPLETELY SUBJECTIVE SECTION
My favorite circuits are:
Albert Park
Imola
Monaco (to watch a race, not to actually race - especially
since I was able to visit Monaco in 1991)
Hockenheim
Spa-Francorchamps
Monza (my personal 'test course' for the game)
Suzuka
My least favorite circuits are:
Hungaroring
Interlagos (but NOT because of any falling billboards!!!)
Nurburgring
Monaco (to race)
A1-Ring
Kuala Lampur
My favorite corners/segments:
Albert Park: Turns 11 and 12
Silverstone: Bechetts
Monaco: The Tunnel and the entry to the Swimming Pool
Chicane
Circuit Gilles-Villeneuve: Nurburgring and Turns 12 and 13
Hockenheim: The Stadium
Spa-Francorchamps: La Source, Red Water, and Blanchimont
Monza: Ascari (especially at full speed) and Curva
Parabolica
Indianapolis: Turn 13 (Indy/NASCAR Turn 1)
Suzuka: Degner and 130R
My least favorite corners are:
Monaco: Everything but The Tunnel and the entry to the
Swimming Pool Chicane
Spa-Francorchamps: Bruxelles
Most hairpins (especially at Nurburgring)
My favorite Pit Lanes (based on Pit Entry) are at:
Imola
Spa-Francorchamps
Monza
Indianapolis
My least favorite Pit Lanes (based on Pit Entry) are at:
Albert Park
Interlagos
Monaco
A1-Ring
Hungaroring
Kuala Lampur
My least favorite Pit Lane (based on Pit Exit) is at:
Interlagos
My favorite teams are:
Ferrari
Toyota
Williams
==============================================
==============================================
==============================================
TEAM INFORMATION
This section will present each team alphabetically and some
team information. Information is taken from the teams'
official Web sites; some information is extremely brief,
while other teams present essentially a book full of
information.
Arrows
Full Team Name: Arrows Grand Prix International, Ltd.
Web Site: http://www.arrows.com/
Sponsors and Partners: Orange, Red Bull, Lost Boys,
Bridgestone, Cosworth, Paul Costelloe
Whilst working for the Shadow team in 1977, and frustrated
by on-track results, Alan Rees, Jackie Oliver, Dave Wass
and Tony Southgate decided to start their own Grand Prix
team. On November 28th, after months of initial
preparation, Alan Rees arrived at their new factory in
Milton Keynes ready to face a big challenge. There wasn't
even a telephone in the new place, but as soon as one was
installed the next day it began to ring. People wanted to
be part of the Arrows dream. The equipment arrived on
December 5th and by January 28th, 1978, the first car (the
FA1) was ready to be unveiled to the press at a snowy
Silverstone. Ricardo Patrese was the team's first and only
driver at that time.
The car made it's debut at the 1978 Brazilian Grand Prix
where Patrese qualified in 18th position, 2.7 seconds
behind pole sitter Ronnie Peterson in the Lotus. He stayed
out of trouble and finished 10th, four laps down on the
winner, Carlos Reutemann. The next Grand Prix took place a
month later in South Africa giving the team more time to
prepare. Patrese wowed everyone with his pace, starting
from seventh position (0.87 sec. behind Nikki Lauda in his
Brabham) and taking the lead halfway through the race.
Unfortunately his Ford engine gave up 14 laps before the
finish, taking with it Arrows' hopes for an early win.
There was also trouble brewing away from the track.
When the new Shadow car was shown to the press, it was
noticed that it looked exactly like the Arrows car. As
most of the Arrows team-members were former Shadow
employees, Shadow accused the Arrows team of plagiarism
and sued. The High Court in London ruled in favour of
Shadow, stating the Arrows FA1 was a copy of the Shadow,
and Arrows was forced to build a new car. In a record
breaking time of just four weeks, the new car was built
and ready to race but there were still problems on the
horizon
During the Italian Grand Prix that year there was a 10-car
pile-up on the first lap of the race. Patrese was later
accused of causing the accident as he hit the McLaren of
James Hunt that in turn hit the Lotos of Ronnie Peterson,
sending him into the barriers. Peterson was to later die
from his injuries and Patrese was suspended for the next
race because he was held indirectly responsible. Patrese
lived with this accusation for many years before he was
finally cleared of any blame.
By the end of the debut season, Arrows had accumulated 11
World Championship points and had beaten their old team,
Shadow, in the Constructors' Championship.
In 1979, Arrows fielded two cars in the World Championship
and Patrese was joined by Jochen Mass. It wasn't until the
last race of the year that they were able to score points
but the next year, 1980, would see the cars competing more
strongly. At the United States Grand Prix at Long Beach,
Patrese finished second, behind Nelson Piquet, and by the
end of the year the team had amassed enough points to take
seventh place in the Constructors' Championship, equal to
McLaren and ahead of Ferrari.
In 1979, Arrows fielded two cars in the World Championship
and Patrese was joined by Jochen Mass. It wasn't until the
last race of the year that they were able to score points
but the next year, 1980, would see the cars competing more
strongly. At the United States Grand Prix at Long Beach,
Patrese finished second, behind Nelson Piquet, and by the
end of the year the team had amassed enough points to take
seventh place in the Constructors' Championship, equal to
McLaren and ahead of Ferrari.
In 1980, Tony Southgate left the team and David Wass
assumed the mantle of Chief Designer. At the 1981 San
Marino Grand Prix the team came tantalisingly close to its
first win but Patrese had to settle for second place, just
4.5 seconds behind Piquet. New driver, Siegfried Stohr,
who replaced Mass was unable to score any points so he too
was replaced, this time by Jacques Villeneuve, the brother
of Gilles. Patrese scored all 10 points the team achieved
that year but then left the Arrows at the end of 1981 to
join the Brabham team.
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up.
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up .
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up.
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up.
Berger departed for Benetton in 1986 and his replacement,
Christian Danner, scored the teams' only point that year.
This was a big disappointment for Arrows but the arrival
of new designer, Ross Brawn, produced a car that helped
its drivers Eddie Cheever and Derek Warwick to pick up 11
points. In 1987 the team was even stronger and often on
the pace with the powerful factory-backed teams, finishing
sixth in the Constructors? Championship. More good fortune
was on the way.
Berger departed for Benetton in 1986 and his replacement,
Christian Danner, scored the teams' only point that year.
This was a big disappointment for Arrows but the arrival
of new designer, Ross Brawn, produced a car that helped
its drivers Eddie Cheever and Derek Warwick to pick up 11
points. In 1987 the team was even stronger and often on
the pace with the powerful factory-backed teams, finishing
sixth in the Constructors' Championship. More good fortune
was on the way.
With a more or less unchanged car in 1988, Arrows took
fourth place in the Constructors' Championship. The team
continued its good form in 1989. A long pit-stop in Brazil
scuppered Warwick's chance of taking Arrows' first win but
a podium finish for Cheever in Detroit did much to
motivate the team.
The team continued its good form in 1989. A long pit-stop
in Brazil scuppered Warwick's chance of taking Arrows'
first win but a podium finish for Cheever in Detroit did
much to motivate the team. At the end of 1989 the Arrows
team needed an injection of cash if it was to continue in
Formula One and it was at this point that the Japanese
Footwork Corporation bought a major share of Arrows,
splitting the directorship of the team between Jackie
Oliver, Alan Rees and Mr. Nagata from Footwork.
The 1990 season began with two new drivers, Alex Caffi and
Michele Alboreto, and a new engine from Porsche but again
the results just wouldn't come their way. In 1991, the
team was renamed 'Footwork' but the change of name didn't
produce a change of fortune and the struggle continued. It
wasn't until 1992, when Footwork teamed up with Mugen,
that the results changed. Alboreto scored six points that
year, taking seventh place for the team in the
Constructors' Championship.
The 1990 season began with two new drivers, Alex Caffi and
Michele Alboreto, and a new engine from Porsche but again
the results just wouldn't come their way. In 1991, the
team was renamed 'Footwork' but the change of name didn't
produce a change of fortune and the struggle continued. It
wasn't until 1992, when Footwork teamed up with Mugen,
that the results changed. Alboreto scored six points that
ear, taking seventh place for the team in the
Constructors' Championship.
The 1990 season began with two new drivers, Alex Caffi and
Michele Alboreto, and a new engine from Porsche but again
the results just wouldn't come their way. In 1991, the
team was renamed 'Footwork' but the change of name didn?t
produce a change of fortune and the struggle continued. It
wasn't until 1992, when Footwork teamed up with Mugen,
that the results changed. Alboreto scored six points that
year, taking seventh place for the team in the
Constructors' Championship.
Another tough season followed in 1993 because, although
the Footwork Mugens, now driven by Derek Warwick and Aguri
Suzuki, were qualifying higher up the grid, the race
results were poor and only 4 points were scored.
Footwork reduced its involvement in the team at this point
so in early 1994 it was renamed 'Arrows Grand Prix
International'. Warwick and Suzuki were replaced by F3000
Champion Christian Fittipaldi and Gianni Morbidelli who
together brought in nine points for the team that year.
Fittipaldi headed off to the American Indycar series at
the end of the year but a replacement was quickly found in
Taki Inoue, a Japanese driver.
A shortage of funds in 1995 forced Arrows to take on
drivers who brought sponsorship money with them. Inoue
didn't make the grade on the track but as he brought
finance it was Morbidelli who the team had to begrudgingly
let go. Max Papis arrived to take his place but for the
last three races Morbidelli returned and duly rewarded the
team for having faith in him by finishing on the podium in
Australia!
In March 1996, the Arrows team was bought by TWR Group
owner, Tom Walkinshaw, who moved the entire operation to
new headquarters in Leafield, Oxfordshire. Walkinshaw's
dream was to turn Arrows into a top-line team. He set
about his task and hired two promising young drivers, Jos
Verstappen and Riccardo Rosset. The team proved itself to
be fast in qualifying but needed to start producing strong
race results so Arrows needed a driver with a proven
record.
Walkinshaw pulled off the coup of the year and signed
newly-crowned F1 World Champion Damon Hill for the 1997
season. With the new Yamaha engine and Bridgestone tyres,
the team had a fighting chance and, at the Hungarian Grand
Prix, the moment they had all been waiting for arrived -
almost. Hill had put in a stunning performance and was
leading the race when, on the penultimate lap, he slowed
dramatically. Hydraulic problems had finally beaten him
and on the very last lap Jacques Villeneuve got past to
take the chequered flag. Although delighted with second
place, the team was greatly disappointed after getting so
close to a victory.
In 1998, John Barnard, the famed ex-Ferrari designer
joined the team along with two new drivers, Mika Salo and
Pedro Diniz. Together they scored six points that season.
A lack of money for testing and development meant that the
black-liveried A19 quickly fell of the pace. The Hart
designed Arrows V10 which the team built in the absence of
a factory deal couldn't match the power of Mercedes,
Renault, Ferrari and the like so did not allow the team to
exploit the car. Apart from a great drive by Salo to claim
fourth in Monaco, the year was disappointing. Barnard
departed, replaced by Mike Coughlan who designed the A20
for the 1999 season.
Pedro de la Rosa and Tora Tagaki took the driver's seats
in 1999 and, in his debut race, Pedro finished in sixth
place, taking one World Championship point. Unfortunately
this was to be the only point Arrows collected in 1999. At
the beginning of the same season, the Arrows team needed
another injection of cash and it was Nigerian Prince Ado
Ibrahim Malik who offered the rescue package. In return
for becoming a co-director with Walkinshaw, Malik sourced
a 45% buyout of the team from Morgan Grenfell. However,
Malik's continued failure to source sponsorship money was
resulted in his departure at the end of that season.
It was time to move onwards and upwards. Pedro de la Rosa
was re-signed for 2000 and was joined by Jos Verstappen.
In March 2000, telecommunications giant, Orange, joined
Arrows as title sponsor. The increased investment, in
addition to a new management structure, aided the team's
ability to develop and create greater security for the all
new OrangeArrows Team. The A21 chassis, powered by a
Supertec V10 engine proved to be a strong combination and
Vertappen and de la Rosa were both able to fight with the
front-runners. Finishing seventh in the Constructors'
Championship was a great result for the team and this
impressive performance was duly awarded when Arrows was
voted 'Most Improved Team of the Year, 2000' in a public
opinion vote.
In 2001, Arrows looked to build on its strong results from
the previous year. Powered by a new Asiatech engine
package, and with fresh faces in the race team and design
office, the team was confident of success. Early signs
were indeed positive, with the A22 proving its reliability
in Australia, and Jos Verstappen giving possibly the drive
of the season in rain-soaked Malaysia, which left the team
desperately unlucky not have finished in the points.
Despite other strong efforts, notably in Canada and
Germany, the team's best result came in Austria, where a
consistent drive by Verstappen saw him bring home a
valuable point, in what otherwise proved to be a tough
season for Arrows.
BAR (British American Racing)
Full Team Name: British American Racing Honda
Web Site: http://www.britishamericanracing.com/
Sponsors and Partners: Lucky Strike, Honda, Tiscali,
Intercond, smugone.com, Sonax, Bridgestone, EDS,
Koni Racing, Acorn, OZ Racing, Barco, Cartwright,
PerkinElmer, Lincoln Electric, Sandvik Coromant,
CRP Technology, DeVilbiss Automotive Refinishing,
AMIK, Acer, NTT DoCoMo, Bottaro
British American Racing (B.A.R) was formed in November
1997 by Craig Pollock, Reynard Racing Cars and British
American Tobacco. British American Racing purchased
Tyrrell Racing shortly afterwards and moved to a state-of
the-art 86,000 square foot headquarters in Brackley, near
Northampton (UK). The facility boasts some of the most up
to-date, technologically advanced engineering machinery
available, including a purpose-built wind tunnel.
B.A.R was launched to the world's media on 2 December
1997. Jacques Villeneuve, the reigning Formula One World
Champion, signed to drive for the fledgling team in July
1998; Ricardo Zonta joined three months later and the
inaugural driver line-up was complete. With everything in
place, B.A.R staged its first team launch at Brackley in
January 1999 - only 14 months after it was founded. The
team competed in its first-ever Formula One race in
Melbourne, Australia on 7 March 1999.
Lessons learnt from a tough first season were put to good
effect. The new Honda-powered BAR002 came 4th and 6th on
its first competitive outing in 2000 and went on to finish
the season equal on points with fourth-placed Benetton.
British American Racing had finally arrived.
However, after such a successful second year, Lucky Strike
B.A.R Honda was unable to continue the momentum into 2001
and the year petered out into mediocrity. Jacques
Villeneuve had been joined by the highly experienced and
versatile Olivier Panis to form one of the best driver
line-ups in Formula One. However, despite grabbing the
team's first podiums in Spain and Germany, not even the
mercurial French-Canadian was able to really conquer a
hard-to-handle car.
2002 would have to be a completely fresh start and an all
new car - the BAR004 - was only the tip of the iceberg.
Honda designed a completely new engine - the RA002E - and
announced that it has reached agreement for a new three
year partnership with the team. In practical terms that
means Honda is stepping up its involvement in the chassis
programme and clearly focusing its resources on Formula
One to underline its determination to win the World
Championship.
More good news emerged in the form of an additional
commitment from technical partner Bridgestone. The Japanes
tyre giant announced that it has also laid the foundations
for a long-term partnership with Lucky Strike B.A.R Honda.
Finally and perhaps of most significance, the team
revealed that David Richards, founder of Prodrive, would
take over the reins as Team Principal, following the
departure of Craig Pollock.
David Richards' first task was to make a detailed and
extensive review of the team. As a result of this study a
new structure was implemented to give clearer lines of
reporting, more focused accountability and an overall
leaner organisation. Malcolm Oastler and Andy Green both
left the team and there was a reduction of some15% of the
workforce at the Brackley based team.
Richards commented: 'I have the greatest respect for the
people who created this team, and the dedication they have
shown to the task, but at the end of the day the
organisation has not delivered. I know that Malcolm and
Andy recognise that the results have been below their
expectations and I appreciate their disappointment and
thank them for their efforts.'
'We need to build a team with a very clear structure, with
the very best people and give them the responsibility to
deliver against precisely determined goals. As I have said
from the beginning, B.A.R has many extremely talented
people and what we are now doing is giving them the
framework within which they can fulfil their true
potential.'
Following the restructure, the new management team has
immediately set about the task of turning B.A.R into a
future World Championship contender, although they are
under no illusions that it will take a couple of years
before all the ingredients are in place to challenge the
top 3 teams.
Realistically, 2002 has been all about laying a
foundation, paving the way for the achievement of solid
longer-term objectives. A great deal of hard work lies
ahead and B.A.R will rely heavily on the excellent
relationship it has with its partners Honda and
Bridgestone to achieve its ambitions.
With this in mind B.A.R signed Jenson Button in July in a
four-year deal. 2003 looks like being a very interesting
year indeed.
Ferrari
Full Team Name: Scuderia Ferrari
Web Site: http://www.shellmotorsport.com/
ferrari/index.html
Sponsors and Partners: Shell
Scuderia Ferrari, formed in 1929 in Modena, has stamped
it's charismatic identity on the history of the Formula
One World Championship, the legend and achievements of
it's scarlet racing cars standing above all others.
Motor racing's most successful team, with countless
sportscar wins and an unrivalled 113 Grand Prix victories
to its credit, out of 586 Grand Prix starts the stable of
the prancing horse is also its most historic, exuding
boundless emotion. Ferrari has contested every World
Championship since the title was inaugurated in 1950, and
employed the talents of some of the sport's most colourful
and talented personalities.
Journeyman racing driver Enzo Ferrari was manager of the
most successful of the many private teams racing Alfa
Romeos in the 1930s, using the emotive cavallino rampante
(prancing horse) emblem for his Modena-based team; the
heraldic gift was presented by the Italian World War One
flying ace Francesco Baracca's family. Ferrari eventually
became Alfa Romeo's factory sporting director before
resigning and setting up his own team in 1940; and with
the designer GioacchinoColombo, the first racing car to
carry the Ferrari name on it's engine, the 125S, was
created. It competed in that year's Mille Miglia race.
After World War Two, Ferrari was amongst those leading the
revival of motor racing in Europe. Based in the Modena
suburb of Maranello, the new marque initially enjoyed
success in sportscar racing, scoring its debut race win in
1947. The first Formula One design followed in 1948,
penned by the gifted former Alfa designer, Aurelio
Lampredi.
The advent of the new World Championship saw Ferrari
developing its V12 engine - a configuration that was to
become synonymous with his name - the marque claiming its
first Grand Prix win in 1951 with the Shell fuel and
lubricated 4.5-litre 375. This set the stage for Ferrari's
domination of the 1952 season, when Alberto Ascari won the
first of his back-to-back world titles in Formula Two
machinery (as set out by new regualtions). The unrivalled
talent of Juan Manual Fangio was dominant at this time,
and the World Championship crown did not return to
Maranello until the Argentinean joined Ferrari in 1956.
The final World Championship achieved by a front-engined
car was to be Ferrari's honour in 1958. Fittingly,
Britain's Mike Hawthorn claimed the title at the wheel of
a car named after Ferrari's son, Dino, who had succumbed
to leukaemia two years earlier. The following season's
rear-engine revolution left Ferrari trailing the British
teams, as Enzo was reluctant for change. However, in 1961,
Ferrari's new designer Carlo Chiti created the famous
(rear-engined) 156 shark nose which carried American Phil
Hill to the World title in convincing style.
John Surtees, a World Champion on two wheels, piloted the
first monocoque-chassis Ferrari to the World title in
1964, and just missed out on another crown in 1966, the
debut season of the three-litre formula.
1968 saw Grand Prix cars radically change in their
appearance, when Ferrari introduced the use of ground
effect rear wings. However, the late 1960s proved to be
somewhat of a dry spell for the team.
An all-new flat (boxer) 12 engine, designed by Mauro
Forghieri put the prancing horse back in contention for
the 1970 World Championships. With the support of it's new
partner Fiat, Ferrari opened its own test facility at
Fiorano in 1972, replicating sections of the world's most
demanding circuits and featuring speed sensors and
television cameras covering every metre of track. The end
of the 1973 season saw the arrival of Luca di Montezemolo
as racing director, and he persuaded the commendatore to
hire the young Austrian driver Niki Lauda from the
struggling BRM team. This partnership was to herald the
full-scale revival of the marque's fortunes.
Ferrari and Lauda dominated the 1975 season, claiming the
Driver's title, and di Montezemolo moved on to other
responsibilities within Fiat. 1976 started where the
previous season left off, with Lauda convincingly
dominating the championship. However, his near-fatal
accident at the Nurburgring put him out of action for
several months, and despite his heroic comeback at Monza,
he relinquished the crown to James Hunt. The following
year, he re-claimed the title.
Lauda left Ferrari before the end of the year, and was
replaced by the young Canadian, Gilles Villeneuve. Ferrari
remained competitive throughout the end of the decade, and
South African Jody Scheckter clinched the 1979 World crown
(Ferrari's last) in his first season with the team.
The face of Grand Prix racing changed yet again with teams
embracing the turbo-charged engine and a ground-effect
design philosophy that was to prove ultimately fatal.
Ferrari was slow to embrace turbos, not fielding its first
turbocharged mount until the 1981 season. British designer
Harvey Postlethwaite replaced Forghieri in 1982, and his
designs propelled the team to the brink of the
championship, only for fate to cruelly strike down their
drivers, Gilles Villeneuve and Frenchman Didier Pironi.
The team managed to gather their emotions and won
consecutive Constructors' titles. The pace of technical
development stepped up a gear in 1986 with the opening of
a wind tunnel and the appointment of design innovator John
Barnard, from Mclaren, as technical director.
At a dinner in 1987, the ailing Enzo Ferrari poignantly
announced: 'I'm coming up to the finishing line,' and just
a few weeks after a Papal visit to Maranello, he passed
away on 14 August 1988 in Modena at the age of 90. The
racing gods smiled on his emotional legacy when the
scarlet cars scored a famous one-two in the Italian Grand
Prix a month later.
Barnard's first design for the marque featured a
revolutionary semi-automatic gearbox and the car won on
its debut in 1989. His temporary departure at the end of
that season affected the team's planning for the 1990
campaign, and Alain Prost narrowly failed to win the
championship when he was punted off the track by Ayrton
Senna at Suzuka. Barnard's return in 1992, along with the
appointment of Montezemolo as company president and
Frenchman Jean Todt as racing director, restored the
team's momentum.
The 1994 and 1995 seasons saw steady development of the
team's performance with Gerhard Berger and Jean Alesi
bringing the prancing horse back to the brink of success.
The addition of the then World Champion Michael Schumacher
- and Shell fuel and lubricants for the first time since
1973 - to the marque's 1996 package saw Ferrari achieve
three inspired victories in Spain, Belgium and Italy.
With the new development V10 in the 1999 F399, and the
unrivalled support of Shell, the famous stable of the
prancing horse took the Constructors' Championship and
narrowly missed out on the Drivers' Championship. However,
the team returned with a vengeance in 2000 to win the
Drivers' and the Constructors' Championship once again for
the legendary marque.
Jaguar
Full Team Name: Jaguar Racing
Web Site: http://www.jaguar-racing.com/
Sponsors and Partners: HSBC, Beck's, AT&T, EDS, DuPont,
HP, Michelin, Castrol, Lear, 3D Systems, Aqua-Pura,
Rolex, s.Olivier, Volvo Trucks
Jaguar Racing extends a long and distinguished motorsport
tradition with its entry into the 2002 Formula One World
Championship. The company has been involved in motorsport
since it was founded in 1922. Seven times it has won the
world's toughest endurance race at Le Mans, been World
Sports Car Champions three times and in 1956 won both Le
Mans and the Monte Carlo Rally in the same year.
The roll call of drivers who have raced Jaguars during the
past 50 years reads like a Who's Who of motorsport. In the
Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
Stirling Moss were regulars with the Jaguar team. Jackie
Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
Cuningham and Graham Hill all drove Jaguars during
successful racing careers. In more recent times, Martin
Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
John Watson, Eddie Cheever and Jan Lammers all drove for
Jaguar.
The lessons learned on the race tracks will benefit the
Company's customers around the world as Jaguar prepares to
expand its model range. This will extend the appeal of the
marque to new sectors of the premium car market.
Jordan
Full Team Name: Jordan Grand Prix
Web Site: http://www.f1jordan.com/
Sponsors and Partners: Deutsche Post, Benson & Hedges,
Damovo, Brother, Imation Corp., Hewlett-Packard,
Virgin Mobile, Liqui Molly, MasterCard, Puma,
Infineon, vielife, Powermarque, Sparco, Grundig,
Laurent-Perrier, Honda, Bridgestone, Celerant
Consulting, Schroth, Touchpaper, Imasaf, KPMG,
Attenda, Tridion, Bang New Media
Founded in 1991 by flamboyant Irishman Eddie Jordan
Jordan Grand Prix has brought colour and a sense of humour
to Formula One. In just over a decade in the sport, the
team has also produced impressive results, notably three
race wins, a further fourteen podiums, plus six front rows
in qualifying.
In 1998 the team broke the top four strangle-hold of
Ferrari, Williams, McLaren and Benetton which had stood
since 1989; in 1999 Jordan went one better - beating two
former world champions, Williams and Benetton, to leave
only the might of Ferrari and McLaren un-challenged. In
2000, Jordan was the only team to join McLaren and Ferrari
on the front row of the grid, but the team suffered
reliability problems which, allied to much bad luck, saw
it slip to sixth in the Championship. 2001 saw Jordan
begin a long-term partnership with Honda Motor Company and
move up to fifth in the World Championship.
Jordan Grand Prix is based in England at a purpose built
factory opposite Silverstone circuit in Northamptonshire
which in 2001 expanded to house ever growing departments
and staff numbers. The team's wind tunnel is housed in
nearby Brackley, five miles from Jordan's headquarters.
From just 43 employees in its first season, the team has
grown to employ just over 200 staff whilst its budgets
have increased 600 percent over the last decade. A new
state of the art factory, adjacent to the current site, is
scheduled for occupation in time for the 2004 season.
Jordan enjoys financial backing from sponsors Deutsche
Post and Benson and Hedges with a further twenty sponsors,
plus equity investment from investment bank Warburg,
Pincus*. In addition, from the start of the of the 2001
season, the team has enjoyed competing with Honda works
engines and now enters its second year of a long-term
partnership with Honda in 2002. This support enables
Jordan to invest in the very latest technologies necessary
to become a powerful force within Formula One.
For the 2002 season, Jordan will fight for the World
Championship with Italy's Giancarlo Fisichella, who
returns to Jordan on a three year deal after a four year
absence, and 2001 British F3 Champion and Japan's young
talent, Takuma Sato. Sato's initial two year contract
alongside Fisichella gives Jordan vital continuity and a
dynamic and strong long-term driver line up which will be
key in the team's development with Honda.
In 2002, Jordan announced a new racing team name and logo:
DHL Jordan Honda.
* Jordan Grand Prix was the first Formula One team to
acquire equity investment from a financial institution.
The deal was announced in November 1998.
McLaren
Full Team Name: McLaren International
Web Site: http://www.mclaren.com/
Sponsors and Partners: West, Mercedes, Mobil1, Michelin,
BAE Systems, BS Catia, Computer Associates, Loctite,
Siemens Mobile, Sun Microsystems, BOSS, SAP, Schuco,
Warsteiner, Advanced Composites Group, Canon,
Charmilles, Enkei, GS Battery, Kenwood, Mazak Machine
Tools, Sports Marketing Surveys, Tag Heuer, Targetti
Lightning, T-Mobil
Over the next few weeks, we will take you through a
complete history of the McLaren team, from the first ever
Grand Prix car produced and driven by Bruce McLaren in
1966 right through to the present day. In the first part
of our series we look at how it all began and take you
through to 1970.
When Bruce McLaren died in a testing accident at Goodwood
in 1970 at the young age of 33, he had already established
a rich heritage which he was to leave to the World of
motor racing. His team had been phenomenally successful in
various forms of racing, he had been successful as a
driver, and he had been much admired as a person and
greatly loved in the sport.
That heritage has survived throughout the years. Teddy
Mayer ran the team for a decade after McLaren's death, Ron
Dennis then took it over and in the last 20 years, the re
named McLaren International has enjoyed incredible
success, run with an attention to detail that the founder
would have appreciated.
McLaren's early links with Ford, for instance, are
mirrored by those currently with Mercedes. To move into
Grand Prix racing, McLaren established his team under the
flight path at Colnbrook, near Heathrow. Entering the new
Millenium, McLaren International's new Paragon Centre on
the outskirts of Woking in Surrey is establishing new
standards for racing and performance car construction.
But it all began on the other side of the world. Bruce
McLaren was born in Auckland, New Zealand on August 30,
1937. His father, Leslie, ran a garage and having raced
motorcycles, moved to racing cars after the war.
Bruce McLaren himself had an extraordinary childhood; aged
nine, he contracted Perthe's disease which affects the
hip. After a month in hospital, he spent three years in a
home for crippled children, his legs in plaster casts,
lying in traction, immobile for months on end. Later he
would be allowed a wheelchair but at one time there were
fears that he would never walk again. He did so, of
course, but with a limp; his left leg was 1 1/2 inches
shorter than his right. All this time, however, he studied
and was able to graduate to an engineering course at
Seddon Memorial Technical College. But he was already
intrigued by motor sport. His father bought an 750 cc
Austin Ulster Seven but it scared him rigid. Bruce,
however, persuaded his father that he should race it and
an early rival was one Phil Kerr, who was to become a
mainstay in the McLaren team.
When the Austin was sold(it is now in Woking) Bruce raced
his father's Austin Healey 100 in 1956/7, but when this
expired, McLaren managed to buy a bob tailed centre seat
Cooper, previous raced by Jack Brabham.
All this time, Bruce was still a student but managed a
kind of correspondence course with Brabham in England to
sort out the car. Brabham then suggested bringing a pair
of Formula Two Coopers to New Zealand for the winter and
that Bruce would drive one of them. There was a fair
amount of success, and Bruce went on to become New
Zealand's first 'Driver to Europe' in 1958.
McLaren sold his own car and instead bought a new Cooper
when he arrived in England. It was the start of his
international career, and he learned about European racing
as he trailed the little Formula Two car from race to
race. But it was finishing fifth overall and first in
Formula Two in the German Grand Prix at the Nurburgring
that really established him. He took a 1960cc Formula Two
car home to New Zealand and won his national championship
that winter.
For 1959, McLaren was signed as a Cooper Formula One
driver which he would remain for the next six years. His
teammate was Jack Brabham and in that first year, he won
the final Grand Prix of the year at Sebring. He was the
youngest ever winner of a Grand Prix at 22, and his
teammate won the World Championship.
Bruce became engaged to Patty Broad that winter, and would
marry her the following year. On his return to Europe, he
was Brabham's teammate again, and once again, the Aussie
won the World Championship. McLaren actually led the
championship for a race and won in Argentina. He was
second to Brabham in the championship.
Brabham now left the team, leaving McLaren as team leader,
but new engine regulations cost the team dearly in 1961.
It was better in 1962 when McLaren was allowed some say in
the design process and he won at Monaco, finishing third
in the championship. The following year, however, was very
difficult. Patty McLaren was injured in a water skiing
accident, John Cooper was badly injured in a road
accident, Bruce himself was thrown out of his
uncompetitive car at the Nurburgring and was knocked out.
McLaren began to look for alternatives.
As usual, McLaren wanted to take a car down to New Zealand
to race in the Tasman series, but his suggestion to slim
down a pair of Coopers for himself and American Timmy
Mayer, fell on deaf ears at Cooper. So late in 1963, Bruce
McLaren and Mayer's brother Teddy registered the name
Bruce McLaren Motor Racing Ltd was registered. The series
was a success in that Bruce won the championship, but
tragic because Mayer was killed. It had sewn the seeds,
however. He would say that there was nothing like
designing, building, running and racing your own cars. It
was full circle. While he would continue as a Cooper
Formula One driver for another two seasons scoring 13pts
in 1964 and 10 the following year his own company was
being established.
While Formula One remained the major series, big banger
sports cars were also fashionable on either side of the
Atlantic. Bruce, via Mayer, bought the ex Mecom/Penske
Zerez Special and raced it in Europe. That spawned the
idea of their own car, the McLaren M1, and that was put
into production by Peter Agg's Lambretta Trojan Group in
Rye, Sussex. They would make and sell 200 McLarens during
the next ten years. McLaren was also involved in the
development of Ford's GT cars.
McLaren was still Cooper's number one driver in 1965, but
Charles Cooper died and son John sold the team to the
Chipstead Motor Group. McLaren, helped by a former
Concorde senior scientific officer called Robin Herd,
began to seek other areas than sports cars
McLaren's first ever Grand Prix car, the McLaren Ford M2B
appeared at Monaco for the first Grand Prix for the new
three litre Formula on May 22, powered by a slimmed down
but still capacious Ford Indy V8. It was the Mallite
monocoque successor to Robin Herd's M2A test car. It
qualified tenth of sixteen runners, but completed just
nine laps before retiring with an oil leak. Two non starts
in Belgium and Holland sandwiched a sixth place at Brands
Hatch for the British Grand Prix with the weak Serenessima
V8 engine. The team, however, was waiting for the return
of the Ford V8, and they did the last two races of the
year, McLaren taking fifth Watkins Glen, but the engine's
swansong resulted in retirement. Chris Amon, who should
also have raced for the team, never did so. However, in
its first year, McLaren's Formula One team attempted six
out of nine races, raced in four of them, and scored
points in two. At the same time, the team was also busy in
the British Group 7 sports car series while McLaren and
Amon won Le Mans in a 7.0 Ford GT Mark 2.
For their second year, McLaren decided to race just one
car in Formula One with the team boss in the cockpit.
Initially, they would have a 2.1 BRM engine available, but
a 3.0 V12 unit was on its way. So Robin Herd adapted the
M4A, initially a Formula 2/3 car, to be used with the
smaller engine, this being called the M4B.
McLaren did just two Grands Prix in this car, it being
tailormade for the twists and turns of Monaco where he
finished a fine fourth, although second was on the cards
until a pit stop. But he crashed on lap two due to an oil
slick in the Dutch Grand Prix and that was the end of the
M4B effort.
Instead, McLaren subsequently raced an Eagle in France,
Britain and Germany, although without any success,
certainly not that enjoyed by Gurney in the preceding
Belgian Grand Prix which he won.
McLaren then did the remaining four races in the
championship in Herd's M5A with its BRM V12 engine, but
while he finished the first of those races in seventh
place, he failed to finish the remaining three although he
qualified in the top ten each time and on the front row at
Monza.
Greater success was enjoyed by the orange M6As in CanAm
racing where McLaren and Deny Hulme won five out of six
races and Bruce became champion. (Hulme was Formula One
World Champion for Brabham). The boss also did a few
Formula Two races too... All this while running a
successful customer side, although the cars were produced
by Trojan.
Partly thanks to Goodyear and Gulf Oil, Denny Hulme signed
up with McLaren to make a formidable Kiwi combination in
1968. The pairing of Formula One World Champion and CanAm
champion racing together in both series was a powerful
one. But McLaren, like Lotus and Matra, also had the
benefit of the new DFV engine which gave some sixty bhp
more than the BRMs. Once again, the chassis design was
mainly by Robin Herd, before he left for Cosworth.
However, the first race of the season was some four and a
half months before the second, so Hulme only raced a BRM
engined M5A in South Africa where he finished fifth. Next
up came two non championship races in England, ideal tests
for the new Cosworth powered M7A and it performed
magnificently: victory for McLaren in the Race of
Champions at Brands Hatch, for Hulme at the International
Trophy at Silverstone, with McLaren second.
The rest of the season went pretty well too, although
Lotus with Hill and Matra with Stewart just had the edge
on the McLarens, although all three were using the same
DFV engines. McLaren won a Grand Prix for the first time
using his own car in Belgium, while Hulme won in Italy and
Canada, leading home McLaren in the team's first one two
at Mont Tremblant. But in the final race of the season,
Hulme crashed due to a broken damper and was beaten into
third in the Drivers' title, although McLaren were just 13
points behind winners Lotus in the Constructors' thanks to
super reliability.
In CanAm, works and customer cars dominated with Hulme
winning the title this time and McLaren 11 points behind
in second.
McLaren's record just got better and better, even though
they were still using the M7s from the previous year and
were somewhat distracted by going down the fashionable,
but ultimately fruitless, four wheel drive road with the
M9A. It was also the era of high wings, until they were
banned, so aerodynamics were somewhat varied. Nearly all
the opposition were running dominant DFVs, apart from BRM
and Ferrari.
Tyres, reliability, rule changes, 11 CanAm races and the
four wheel drive programme all took their toll on the
straightforward Grand Prix campaign. McLaren got onto the
rostrum three times during the year but Hulme had a very
poor second half of the second, only alleviated by victory
in the final round of the series in Mexico, as Goodyear's
latest tyres began to overcome Firestone and Dunlop's
early season form. Even so, the team sunk to fourth in the
championship.
But the team's orange M8Bs won every round of that busy
CanAm series, lead by Bruce McLaren himself while Peter
Gethin dominated the Formula 5000 championship in Church
Farm Racing's M10A. It may not have been a good year in
Grand Prix racing, but there was plenty to shout about
elsewhere.
The death of Bruce McLaren while testing the team's latest
CanAm challenger at Goodwood not surprisingly overshadowed
the entire year. It was going to be a busy one. Not only
was there a Grand Prix programme with the evolutionary DFV
powered M14As, but also a parallel programme with Alfa
Romeo powered M14Ds, principally for Andrea de Adamich. On
top of that, there was still the CanAm programme, and
McLaren had decided, the previous year, that they would
tackle the Indy 500. They had moved to new premises at
Colnbrook, near Heathrow, and now numbered 50 people.
Hulme finished second in the first Grand Prix of the year,
and McLaren was similarly placed in the second. Hulme
finished fourth in Monaco, and although the Alfa Romeo
programme suffered from inconsistent engines, things were
looking good otherwise.
But then Hulme was badly burnt in an Indy practice fire,
and days later, McLaren was killed. It was a cruel blow.
Perhaps Hulme, shouldering team leader status, came back
to racing too early, but it would take some time for his
burns to heal. Peter Gethin, again successful in Formula
5000, became his teammate in Grand Prix racing and in
CanAm. But in a year that Lotus replaced their 49 with a
72, and when Ferrari began to make a comeback, it was no
surprise that McLaren didn't win a single race, and
remained at fourth equal in the championship. However,
Hulme won the CanAm title again from customer Lothar
Motschenbacher with Gethin third. Peter Revson finished
second at Indy.
Not surprisingly, the team was still in the process of
rebuilding as 1971 started. Gordon Coppuck was
concentrating on the design of the team's IndyCar
challenger, while Ralph Bellamy joined from Brabham for a
year to design the factory's Formula One M19A. It featured
rising rate suspension which initially seemed a good idea.
Elsewhere, the management of the team passed to Phil Kerr
and American Teddy Mayer who had both been Bruce McLaren's
right hand men in various departments.
Hulme lead the first race of the year at Kyalami until a
bolt fell out of the rear suspension but thereafter, the
team was in trouble, partially due to tyre vibration and
understeer. Bruce McLaren's engineering ability was sorely
missed. Mark Donohue became a semi works driver in his
Penske entered machine to try and solve the problem,
bumping Gethin out of the team to BRM, with whom he won
the Italian Grand Prix that year.
Donohue's third place in Canada was the highlight in a
year dominated by Jackie Stewart and Tyrrell, while
McLaren scored just ten points, including Donohue's four.
But McLaren again won the CanAm series with the M8F, Hulme
ahead of Revson. The American again finished second at
Indy.
McLaren's commitments can be typified by the weekend of
May 19, 1972. That weekend, Hulme won the Oulton Park Gold
Cup in the Formula One M19A, Jody Scheckter won the last
Crystal Palace Formula Two race in McLaren's stillborn F2
production car, the M21, and Mark Donohue won the Indy 500
in Penske Racing's M16B. A fine McLaren weekend. For the
record, McLaren were finally beaten the CanAm championship
that year, after five consecutive victories, while their
F5000 involvement was petering out.
But a new era was dawning. The team had full sponsorship
from Yardley and this year ran the previous year's M19s
but with changes to wings and tyres. They now had rising
rate front suspension, and constant rear suspension.
The season started well, with Hulme second in Argentina
and then first in South Africa where Revson was third. But
Emerson Fittipaldi and Jackie Stewart made sure that they
had little subsequent success, although Hulme and Revson
were second and third in Austria, Hulme was third in
Italy, Revson finished ahead of Hulme and behind Stewart
in Canada and Hulme finished third in the USA. So
Fittipaldi won the championship from Stewart, while Hulme
was definitely best of the rest in third and Revson was
fifth. After his Formula Two promise, Jody Scheckter was
given his Formula One debut in the American Grand Prix
where he finished ninth.
At the end of the previous year, Teddy Mayer and Phil Kerr
had announced that McLaren would no longer be involved in
CanAm, so now the concentration was on Formula One and
IndyCar racing. Changes in regulations meant that the
elderly M19s would become obsolete by the European season,
but Hulme finished fifth in Argentina in his, and then
third in Brazil, while Revson finished second in South
Africa where Scheckter qualified third and was heading for
fourth until his engine failed.
And if that promise wasn't enough, the writing was already
on the wall for McLaren: Gordon Coppuck's M23, complete
with obligatory deformable structure, allowed Denny Hulme
to start from pole on its debut in South Africa and once
again lead, only to be delayed again, this time by a
puncture. It looked good.
And it was good. The M23s usually started from the front
three rows and were usually in the points. Hulme scored
the first win of the year at Anderstorp and Revson won at
Silverstone, a race indelibly engraved in the memory of
motor sport for young teammate Scheckter's first lap
accident which eliminated nine cars. Hulme was third.
Stewart and Peterson often traded wins, but there was
usually a McLaren in the points. Jacky Ickx did one race
thanks to his Nurburgring knowledge and finished third
behind the Tyrrells. Revson was eventually awarded a
chaotic Canadian Grand Prix, but in spite of a promising
season, the pair had to give best in the Drivers'
championship to the Tyrrell and Lotus drivers. McLaren
were similarly placed in the Constructors' series.
A new era for McLaren, and a partnership that would last
for many years: Marlboro Team Texaco was born, managed by
Teddy Mayer, while Yardley's involvement was slightly
reduced to one car run by Phil Kerr, principally for Mika
Hailwood. Leading the team was 1972 World Champion Emerson
Fittipaldi while the evergreen Denny Hulme stayed with
McLaren for his seventh but final year.
It was a thrilling championship. Hulme won in Argentina,
beating Ferrari's Niki Lauda and Clay Regazzoni.
Fittipaldi won at home in Brazil, while Hailwood was
highest placed finisher in South Africa. Lauda,
Fittipaldi, Peterson(Lotus) and Scheckter(Tyrrell) won the
next four races; it was that open. Regazzoni and
Reutemann(Brabham) also won.
Going into the final round of the championship, McLaren
led Ferrari 70 pts to 64, while Fittipaldi and Regazzoni
were tied on 52 points. Scheckter still had a mathematical
chance with 45 points. He qualified best, on row three,
with Fittipaldi behind him and Regazzoni a row further
back. Hulme's engine expired on lap five and he flew out
of the circuit and Formula One before the race had
finished.
With Regazzoni's Ferrari handling appallingly, Fittipaldi
knew he just had to shadow Scheckter to the flag, but the
Tyrrell succumbed to a fuel pick up problem, and
Fittipaldi finished fourth, securing the Drivers' title
and the Constructors' too, a great day for McLaren.
Sadly, the Yardley team didn't fare so well, with Hailwood
crashing at the Nurburgring and breaking his leg, which
ended his career. David Hobbs and Jochen Mass replaced
him, but at the end of the year, Hailwood retired, Yardley
quit and Phil Kerr followed Hulme home to New Zealand.
But making it a better year, Johnny Rutherford took his
M16C/D from 25th on the grid to victory at Indy, while he
won another three IndyCar races during the year, narrowily
failing to win the IndyCar championship.
Pat McLaren, Teddy Mayer and Tyler Alexander remained the
directors of McLaren at the end of the victorious season,
but Alastair Caldwell remained to manage the Formula One
team. Also largely unaltered was Gordon Coppuck's M23, now
entering its third season. However, Fittipaldi had a new
teammate in Jochen Mass.
Fittipaldi started the season with victory over James
Hunt(Hesketh) in Argentina and second to compatriot Carlos
Pace(Brabham) at home in Brazil Mass was third. Mass
salvaged a win from the Montjuich disaster but then Niki
Lauda took over in the Ferrari with four wins in five
races. McLaren's pair scored second in Monaco(Fittipaldi),
and after a couple of non finishes, third and fourth in
France. Fittipaldi won at Silverstone, Mass was fourth in
the soaking Austrian GP, Fittipaldi second to Regazzoni at
Monza, before harrying Lauda to the flag in Watkins Glen,
with Jochen third.
There were suggestions that Fittipaldi had been driving to
score points. He lead the sixth most number of laps, and
in the end, he was 19.5 pts behind Lauda in the drivers'
series. Mass was seventh equal while McLaren were third in
the series, a point behind Brabham. Perhaps they could
have done better, but the M23 was an old car by now. At
Indy, Johnny Rutherford finished second in the rain
shortened race, driving Coppuck's John Barnard modified
M16E.
Two sets of circumstances combined to see James Hunt
replace Emerson Fittipaldi for 1976. Hesketh, for whom
Hunt had driven for the previous two years, pulled out of
Formula One, due to lack of sponsorship. And Fittipaldi
went off to drive for brother Wilson's team. Suddenly Hunt
was team leader of McLaren, Mass staying on as his
teammate.
The tool for the year was intended to be Coppuck's M26,
but it still wasn't ready, so M23s, lightened by 13.6
kilos were used initially, and became the favoured car for
the year.
And what a year! Ferrari won the first three races, Hunt
the fourth, disqualified, and then reinstated. Lauda then
won another two, Hunt came back to win in France and then
in Britain, only to be disqualified, eventually, after an
extraordinary race in which he was allowed to restarted in
the spare car.
Hunt won in Germany too, but his chief rival, Lauda, was
desperately injured in a fiery crash. While Hunt went on
to finish fourth in Austria and first in Holland, Lauda
fought back from the brink of death to line up at Monza,
finishing a courageous fourth. Victories for Hunt in
Canada and Watkins Glen saw Hunt trail Lauda by three
points as they came into the final race, after a season of
protests and controversy.
It was raining hard as the cars lined up for the Japanese
Grand Prix at Fuji, drivers having discussed whether they
should race or not. Lauda pitted after just one lap, Hunt
lead. The Austrian had trouble seeing in the rain, due to
his fire ravaged eyebrows. He reluctantly but responsibly
pulled out.
Hunt, however, had to finish third or higher. But his left
rear tyre was punctured, and steadily he dropped back,
eventually having to pit. Furious, he rejoined fifth, with
just three laps to go. On new tyres, he passed Alan Jones
and Regazzoni easily, now third. He took the chequered
flag, but scarcely realised that he was third, refusing to
believe it for several minutes after he'd come into the
pits.
James Hunt was World Champion by a point, Jochen Mass was
ninth, and McLaren were second in the Constructors'
championship, nine points behind Ferrari.
And to cap it all, Johnny Rutherford had won Indy for
McLaren for the second time in three years; even numbered
years were favourite for McLarens at Indy.
A minute gap between the end of one season and the
beginning of the next of just 75 days meant that McLaren
quite understandably retained their M23s for 1977 while
working on Coppuck's M26. Initially, it looked good. Hunt
was on pole for the Argentina Grand Prix and for Brazil,
finishing second in the latter. He was on pole again in
South Africa, beating teammate Jochen Mass to finish
fourth.
But at Long Beach, he was only eighth and again on row
four in Spain. Teammate Mass finished ahead of him on both
occasions. Hunt qualified the M26 third in Anderstorp, but
Mass finished second to Laffite. The M23 sometimes seemed
better, sometimes the M26. Hunt scored his first win of
the season at home in the latter. Meanwhile Lauda, Laffite
and Andretti were also potential winners.
It wasn't until Monza that McLaren were in the points
again. In spite of Hunt's pole position, Mass finished
fourth, but Hunt won at Watkins Glen in the now improving
M26. He was branded the bad boy after thumping a marshal
in Canada, only to return to glory in Japan with victory.
But Lauda had had his revenge, Hunt was only fifth with
Mass sixth in the championship. At least McLaren was third
in the Constructors' series.
Elsewhere, McLaren were once again involved with Johnny
Rutherford and various customers in IndyCar racing but not
with the success gained before.
Hunt had a new teammate in Patrick Tambay, while Formula
One was undergoing a change. Renault had introduced their
turbo car the previous year although that wasn't the major
technical trend. Former McLaren designer Ralph Bellamy and
Colin Chapman had come up with the Lotus 78/79 ground
effect cars, and it would be this innovation which would
prove difficult for other teams to match in the coming
years.
Hunt and Tambay would continue to use the M26 in 1978 but
they would be largely outclassed by Lotus in particular,
but also Ferrari with the 312T3 and Brabham with their
Alfa Romeo powered BT46s but principally, the Lotuses.
Hunt scored fourth with the tried and tested M26 at the
first race in Argentina, then fifth in Spain, while Tambay
was fourth in Sweden. Hunt was third at Ricard and Tambay
fifth in Monza but the team was back in eighth place at
the end of the year.
Some blame rested with Hunt, that he didn't seem to have
the determination and fire of old. He had been ditched by
the team and Ronnie Peterson signed for the following
year, but the Swede tragically lost his life after a
startline accident at Monza.
Meanwhile, McLaren's proven old M23s were much in favour,
being run in the British Formula One championship and
appearing in various privateer hands at various Grands
Prix. In America, Johnny Rutherford was still winning for
the McLaren team in IndyCar racing, and there were
privateer successes as well.
John Watson was signed to replace James Hunt for 1979,
while Gordon Coppuck came up with his own copy of the
previous year's all conquering ground effect Lotus. This
was the M28 but to get the same ground effect figures as
Lotus, the car had grown huge side pods in which to
accommodate underwings. It made for a big car which was
slow on the straights. It also sufferes structurally, due
to problems with the bonding.
The M28 was raced for the first half of the season, and
Watson scored an impressive third in Argentina, partially
thanks to excellent Goodyear tyres, which masked the
technical problems. Watson finished fourth in Monaco out
of six finishers.
However, as early as May 1, a decision had been taken to
develop a new, compact replacement for the M28, known as
the M29. This was more of a Williams copy than a Lotus,
said Coppuck. In its first race, the British Grand Prix,
Watson finished fourth and finished fifth at Hockenheim.
Sixths in Canada and America followed, before the season
fizzled out.
Meanwhile, the American campaign was also coming to a
halt. There were top three finishes in the States, but by
the end of the season, the team had been wound up. McLaren
now only raced in Formula One.
However, there was just one ray of sunlight in the future.
In November of that year, the team tested an interim M29
with new underwings. Potential drivers for the following
season were also on hand, including one Alain Prost. His
opening laps were quicker than Watson's. He was quickly
signed for 1980...
Alain Prost's initial promise was borne out throughout the
first half of the season, with the Frenchman usually
outqualifying his teammate. He scored a point in his first
ever Grand Prix in Argentina, and went on to finish fifth
in Brazil. Two mechanical breakages in South Africa
resulted in a broken wrist which kept him out of Long
Beach. Stand in Stephen South failed to qualify but Watson
finished an encouraging fourth.
Belgium offered little respite, and they hit rock bottom
in Monaco where Watson failed to qualify, and Prost went
out at the first corner. Prost qualified seventh in France
and Watson finished in the same position while Prost was
sixth at Brands Hatch.
But by this stage, there were developments on two fronts.
A new, M30 was on the stocks, designed by Gordon Coppuck
and 50 per cent stiffer. Prost took his model to sixth on
its debut in Holland.
But more importantly, there were changes afoot for the
team as a whole. Formula Two team owner Ron Dennis and
Marlboro representatives had already approached Mayer a
year before, suggesting a merger. Now Marlboro, for whom
Dennis's Project Four team was running a BMW M1 in the
Procar series, told Mayer that he had better merge because
they were no longer competitive on their own. Mayer was
wise enough to heed the advice.
Part of the deal was that Dennis would bring his own
designer, John Barnard, and Gordon Coppuck would have to
leave. The merger, announced in September of 1980, saw
Dennis and Mayer as joint Managing Directors of McLaren
International. Mayer was also Chairman while Tyler
Alexander, one of the McLaren's early members, and Barnard
would both be Directors.
By this stage, Watson had rediscovered his old fire, and
with Barnard's input, his M29 and the M30 were to score
points. Watson was a competitive fourth in Canada but
Prost suffered another breakage at Watkins Glen and was
once again injured, unable to start the race. It had been
a poor season, but the dawn of a new era.
In spite of the promise of the new team, and John
Barnard's forthcoming carbon fibre monocoque for the first
MP4(Marlboro Project Four), Alain Prost found a way out of
his contract to leave the team to drive for Renault, his
national team. Watson hung onto his seat, and was
partnered by Marlboro's Italian hope, de Cesaris.
The team started the year with old M29s, now in F
configuration and it wasn't until the third race in
Argentina that Watson got his MP4. Two races later, he
qualified fifth and two races after that, finished third
in the queue behind Villeneuve in Spain. At Dijon, he was
on the front row of the grid and finished second, and at
Silverstone, he won! All this was against a background of
technical chicanery to get around new rules to combat
ground effect, and Formula One politics pitching governing
body FISA against the teams.
There was another point for Watson in Hockenheim and
Austria, while he was second in Canada. But the MP4 was
prone to porpoising, and it didn't make a driver's task
easy. De Cesaris's season was remembered as being a
succession of accidents, earning him the nickname de
Crasheris, while Watson had a big accident at Monza from
which he was lucky to walk away uninjured. De Cesaris was
sure not to keep his seat, but Watson's win and subsequent
form ensured that he kept his. Before the end of the year,
it was announced that he would be partnered the following
season by his old Brabham teammate, Niki Lauda, who was
emerging from retirement.
Barnard only slightly modified his MP4 for its
transformation to B specification. The chassis had lasted
well, so Barnard tried to slim down the monocoques, modify
the suspension and increase stiffness throughout. Set up
on Michelin's tyre proved crucial and the team worked hard
in both their own local wind tunnel in Feltham and that of
Michelin. Carbon fibre brake discs were also tried during
the year.
The season started remarkably well, with Lauda fourth and
Watson sixth, both in the points. Watson picked up second
in Brazil after the disqualifications of Piquet and
Rosberg. Proving that he'd lost none of his magic, Lauda
won at Long Beach while it was Watson's turn at the tragic
Belgian Grand Prix, with Lauda third. However, the
Austrian was disqualified for being underweight. Watson
was a point behind leader Prost in the Drivers'
championship, and McLaren led the Constructors'.
After a disappointing Monaco, Watson sensationally won the
inaugural Detroit Grand Prix from 17th on the grid,
partially helped by a stoppage which allowed him to fit
harder Michelins to iron out understeer. He scythed
through the field, past his teammate who then spun, but
Watson and McLaren now led their championships.
Watson was third in Canada a week later, while Lauda was
then fourth in Holland, and then won at Brands Hatch.
McLaren still led the Constructors' but Watson was now
second in the Drivers' series to Pironi. After the turbo
Renaults and Ferraris dominated at Ricard, Pironi was
badly injured in Germany and Lauda also suffered wrist
injury when he spun off, and would miss the race. Watson's
suspension broke and he spun out of third. Lauda scored an
unexciting fifth in Austria, but Rosberg's close second \
elevated him to championship leader, a position reinforced
by victory at Dijon where Watson damaged a skirt and
dropped to 13th.
Lauda scored points at Dijon, and Watson scored in Monza,
his first points in three months which just kept his hopes
alive but even a fine second in Las Vegas wasn't enough,
and Rosberg won the title by five points and Ferrari had a
similar margin in the Constructors'.
Late in 1982, two things happened which were crucial to
McLaren. The first was that Teddy Mayer and fellow
director Tyler Alexander left the team, feeling that they
were no longer required in the new structure, leaving
Dennis and Barnard to run the show. Secondly, the second
phase of an agreement with Porsche to build turbocharged
V6 engines financed by Akram Ojjeh's Techniques d'Avant
Garde or TAG was signed. Ojjeh's son Mansour formed a
company jointly with Ron Dennis and McLaren for the
purpose.
The emphasis of the season was weighted towards running
this engine, particularly when new regulations came into
effect banning ground effect and calling for cars to run
flat bottoms. This effectively robbed cars of their
downforce, and larger front and rear wings would be needed
to compensate for this loss. However, they would be used
at the expense of drag, which would handicap the less
powerful Cosworth runners in comparison to the turbo
powered entrants. Another handicap was that tyres
developed for turbo runners weren't necessarily suitable\
for those running normally aspirated engines...
So McLaren were looking at several disadvantages during
the year. The cars were modified for the new aerodynamic
regulations but they had to bear in mind the forthcoming
engine. Often they won the Cosworth battle during the
year, and sensationally, won the second race of the season
at Long Beach, with Watson and Lauda completing a McLaren
one two from 22nd and 23rd on the grid! Equally poor
qualifying at Monaco, however, resulted in neither of them
starting the race at all.
Lauda ran the TAG engine in Holland for the first time and
both drivers had them for the final three races of the
year. Qualifying positions improved, but neither driver
finished, as the team began the steep turbo learning curve
already experienced by other teams and drivers.
After several seasons of preparation, McLaren now had all
the weapons that they needed. Barnard changed his chassis
little, but it did feature new rear suspension. The engine
development continued during the winter and Alain Prost
returned to McLaren after being sent on his way by
Renault, with whom he had gained valuable turbo
experience. McLaren may have been among the last to join
the turbo brigade, but they had prepared the ground well.
They hit the ground running. Alain Prost won the first
race of the year in Brazil, Niki Lauda led his teammate
home in the second and while they may not have featured in
the third, they won the next three between them. At
season's end, they had won 12 races between them,
clinching the Constructors' championship by a massive 86
points, more than that scored by second placed Ferrari.
Their matched pair of drivers were separated by just half
a point, Lauda pipping Prost.
It was a phenomenal demonstration and a warning to all. If
this was the way McLaren were heading, then rivals would
have to match this effort. Having said that, Porsche
certainly had their problems with the engine, although
rarely in races. And McLaren worked carefully on fine
tuning brake cooling throughout the year, and had just one
problem with Prost's front wheel working loose at Dijon.
Otherwise, it was a pretty remarkable year.
After the victorious and dominant 1984 season, McLaren
were quite rightly the team in everyone's sights in 1985.
Most elements in the team were largely unchanged, apart
from the departure of Michelin. To keep abreast of the
competition, John Barnard introduced new bodywork, new
rear suspension, new front uprights and new wings.
On the engine side, there weren't huge changes, although
Barnard was highly complimentary about Bosch's Motronic
electronic management system, while mirror image KKK
turbochargers were custom made for TAG's V6 instead of the
previous identical models.
Three wins by Alain Prost in the first four races - if one
includes the chaotic San Marino Grand Prix from which he
was subsequently disqualified - suggested that McLaren
hadn't lost their touch although Lauda could only claim a
single fourth place, two mechanical retirements and a spin
on oil. A further string of retirements followed, while
Prost won at Silverstone, was second in Germany, won again
in Austria, and then harried his teammate all the way to
the line in Zandvoort as Lauda regained form. However, a
wrist injury suffered two races later in Belgium merely
served to confirm his decision to retire from the sport.
Replaced by John Watson for the next race, he retired
after a year that reaped only 14 points and which Ron
Dennis described as 'unlucky'
Prost had clinched the title by round 14 of the sixteen
races and McLaren were Constructors' champions again,
although this time only eight points ahead of Ferrari.
It is often said that this was a season that Williams
Honda lost rather than McLaren won. Piquet and Mansell
both had a chance, yet Prost pinched the title in the last
round at Adelaide, when Mansell suffered a tyre
delamination, and when Prost himself thought he was going
to run out of fuel. Praise was fullsome for the Frenchman
who won his second world title back to back, and McLaren
won their third consecutive Constructors' title.
John Barnard, who was to leave McLaren for Ferrari during
the summer, made detailed modifications to the MP4/2Bs
that were to become 2Cs, particularly given the new 195
litre fuel tank restrictions. There was a six-speed
gearbox but apart from the latest version of Bosch's
Motronic engine management system, the engines were little
changed.
One small headache was new recruit Rosberg's press on
style of driving, so different to Prost's and previous
teammate Lauda's. It was only after Monaco that the Finn's
set up was changed.
After both engines failed in Brazil, Prost was third in
Spain, then won at Imola and at Monaco. A point in Belgium
(in spite of a remarkably bent engine mounting), then
second in Canada kept their hopes alive, but then Williams
seemed to gain the upper hand with better fuel
consumption. Only late in the season did Prost reassert
the team's position with a win in Austria, second in
Portugal and Mexico and the crucial win in Australia. But
once again he had lost his teammate and now the technical
director had gone too. McLaren were going to have to
regroup.
Something old, something new: TAG's legendary engine was
getting long in the tooth; Stefan Johansson arrived to
partner Alain Prost, and Steve Nichols became Formula One
project leader following John Barnard's departure the
previous year. He had worked on the car and with Barnard,
and now estimated what needed to be left and what changed.
The suspension was left, as was the gearbox, but a new
monocoque was designed, with new aerodynamics and a small
housing for the smaller fuel tank.
Meanwhile Porsche raised the compression ratio of the TAG
engine three times in order to improve fuel efficiency but
then engine development failed to reap rewards and a
misfire set in. Alain Prost won in Brazil, Johansson was
third there and fourth at Imola. The pair were first and
second at Spa but a couple of thirds were the only reward
from the next four races. The increase in power had in
turn resulted in an increase in weight, upsetting the
engine's balance, causing vibration. In Germany, Prost was
heading for victory until an alternator belt broke five
laps from home. It was a curious failure as the belt
hadn't broken in 100,000 miles of racing, and had then
broken several times.
Another lean spell ensued as Honda dominated and active
suspension became the fashion, but Prost was back on top
in Portugal and second in Jerez, before sinking into
oblivion again with only Johansson's third in Suzuka as
reward.
Sadly, Johansson was to be elbowed by a dream team in
1988; Dennis has succeeded not only in attracting Ayrton
Senna, but also Honda...
In theory, this was a transitional year for Formula One,
as the turbo boost was lowered from four bar to 2.8 to
give the advantage to normally aspirated engines in
preparation for a turbo ban and fuel capacity lowered from
195 to 150 litres. In practice, it allowed McLaren, Honda,
Alain Prost and Ayrton Senna to rewrite the record books
as they totally dominated the year.
The statistics are simple: McLaren won 15 out of 16 races,
Senna winning eight(he was disqualified from the first
race in Brazil), Prost seven. Senna therefore won the
championship by three points; both drivers had double the
points of third placed Gerhard Berger. Similarly, McLaren
scored three times as many points as the second team in
the Constructors' championship, winning with 199 points to
Ferrari's 65. Senna started the first six races from pole
position, and added another seven before the end of the
year. It was a magnificent, mind numbing performance by
team and drivers; scarcely exciting, but mightily
impressive in its perfection.
The drivers did occasionally clash, particularly when
Senna chopped Prost at Jerez, and both were beyond the
limit at Monza, where Senna's audacity in lapping Jean
Louis Schlesser's Williams resulted in retirement. He also
lost concentration at Monaco and ended up in the barrier.
Prost, once again, revealed his dislike of wet conditions.
Steve Nichols once again led the design team which had to
cope with new cockpit regulations as well as the smaller
fuel tank, so much of the car was new, which made it even
more deserving. Honda reliability was exceptional and
overall reliability was phenomenal, all contributing to a
record breaking season. They deserved everything they got.
While Steve Nichols's MP4/4 design had been winning the
final championship of the turbo era, Neil Oatley had been
hard at work on McLaren's first chassis for the return to
normally aspirated, but now 3.5 litre engines. Although
the end result was the same - McLaren winning both
Constructors' and Drivers' Championships - there was no
surprise that they didn't quite enjoy the domination of
1988.
However, a McLaren led every race but Portugal (where
Senna started from pole), and he and Prost won ten of the
16 races, Prost with four to Senna's six, although it was
the Frenchman who claimed the Drivers' title with just
three retirements to the Brazilian's nine non-scores.
But that just tells half the story. It was a year in which
Prost became increasingly paranoid about his teammate.
They fell out at Imola, when Prost felt that Senna had
breached a no passing agreement. Prost went further at
Monaco where Senna scored a superb victory, apparently
without second gear. At Monza Prost accused Honda of
favouring Senna and would then reveal that he was leaving
the team. Earlier in the year, he had written off a
monocoque at Phoenix, the first such accident he'd had in
five and a half years with the team. Three races later, he
and Senna collided at the Suzuka chicane, and even though
neither of them scored points in the last two races, the
championships still went to McLaren.
Against this intensely political background, McLaren and
Honda provided the best combination for the best two, if
different, drivers in the field. Oatley's design still
followed similar lines to those before, but weight shaving
continued throughout the year, although it also suffered a
handling imbalance. The team also introduced a complete
new rear end, based around a transverse gearbox, midway
through the season.
Honda, meanwhile, made a phenomenal effort, with five
different specifications of engine for various conditions,
circuits and situations. They reaped their reward, but
there was a human cost. And it was interesting that Senna
suffered more mechanical failures than Prost...
Prost's defection to Ferrari also saw Steve Nichols leave
McLaren, but Neil Oatley's design from the previous season
had been successful and he was entrusted with what became
a B version of the same car. It incorporated different
front suspension, revisions to the six speed transverse
gearbox, aerodynamic profile changes and a multi-arch
diffuser which was ultimately discarded.
Senna's new teammate, Gerhard Berger, didn't fit into this
new design, however, in spite of initial changes to the
car, and it was no surprise that Gerhard was somewhat
downhearted until further changes almost resolved the
problem at mid season.
Senna, meanwhile, was leading from the front. Indeed, he
led every race of the season apart from Hungary where he
harried Thierry Boutsen to the flag, and Suzuka, where he
punted Prost off at the first corner to claim the
championship.
Against a continued backdrop of acrimony with the
governing body from the previous year, McLaren claimed the
first race at Phoenix, in spite of the late completion of
their cars. Berger set pole position but Senna would be on
pole for the next four and then Berger. In all, Senna
started from pole ten times during the year.
But Prost at Ferrari proved a formidable opponent with
team-mate Mansell, and Williams's pairing of Boutsen and
Patrese also had their fair share of success. Honda again
supplied McLaren with a variety of engines which often
suffered power loss during the year, while McLaren
themselves suffered a drop in performance mid season.
Typically, they reacted well and returned to claim both
titles, only the second time that the Constructors' series
had been won three times in a row.
For the fourth time in as many years and the third time
with Honda McLaren had a different engine specification to
use. Otherwise, things were pretty much the same, apart
from Henri Durand helping chief designer Neil Oatley on
the aerodynamics side of the latest car.
The new engine and its thirst not surprisingly, demanded
several changes to the car's layout. Front suspension was
changed twice during the year, while both the gearbox and
the chassis itself were changed, the former being operated
by automatically and the latter being more rigid.
Aerodynamics were also changed.
Honda's decision to go to V12 configuration did result in
a greater thirst in comparison to the V10s of the
opposition, but it was also tricky for the team's own TAG
engine management system to keep abreast of development
both in fuel and engine terms. This resulted in Senna
running out of fuel twice during the season, at
Silverstone and then two weeks later in Hockenheim.
But the season had started brilliantly with a quartet of
victories, including an emotional if troubled win at home
at Interlagos. One retirement and two thirds to Williamses
were followed by those two retirements, but Senna came
back superbly with a flag to flag win in Budapest and then
leading home a great one two in Spa, in spite of gearbox
problems as in Brazil. The subsequent two second places
should have been enough to clinch the championship, but
for previous problems, but a generous second to teammate
Berger in Suzuka was sufficient to clinch the title with
the seventh win of the year in Australia the icing on the
cake. It was Senna's third title, McLaren's fourth in
succession.
This was to be fifth and last season with Honda, and the
third and final season that Gerhard Berger would drive for
the team. Nevertheless, with Ayrton Senna still with the
team and Honda, there were still expectations of huge
promise. The team started with the previous year's MP4/6
until it was suddenly realised that perhaps the new car
was going to be introduced as soon as possible, and it was
used from Brazil onwards.
Once again, the new car was the work of the team lead by
Neil Oatley with several new features, fly by wire
throttle being one of them, and a new method of making the
monocoques. The gearbox was still transverse, but once
again, revised.
However, there were several shortcomings. The car was
unpredictable in fast corners, while the latest Honda was
scarcely more powerful than its precedessor and certainly
just as thirsty, which of course, meant a weight penalty.
In the days of ever more sophisticated V10s, this was a
considerable handicap.
Both drivers were in the points in the first race, Berger
in the second and both retired their new cars in the
third. Senna won Monaco, Berger won in Canada and then
after two disappointments, Senna finished second in
Germany and then won in Hungary and in Italy, now with
active suspension. Berger won in Australia, his swansong
with McLaren.
But in spite of three wins, Senna and his teammate were
fourth and fifth respectively in the championship, and
McLaren 65 points behind winners Williams in the
Constructors' series, now faced with a search for a power
unit.
Having tested him a year or so before, Ron Dennis signed
reigning IndyCar champion Michael Andretti for the 1993
season, even though Dennis hadn't revealed the source of
the team's power unit, perhaps because it wasn't finalised
until November of the previous year. It turned out to be a
McLaren financed development of Ford's HB engine. However,
it was a version behind that of Benetton until
Silverstone, which was a disadvantage.
What they lacked in straight horsepower, however, they
hoped to pick up with mechanical sophistication, and that
involved TAG's electronics, the light and economical
engine, loads of electronic trickery including, of course,
very advanced active suspension and traction control.
In spite of a fine second to Prost at Kyalami, two superb
races in the wet one at home and the legendary Donington
victory and his sixth victory at Monaco, there was some
doubt as to Senna's commitment and it became increasingly
clear that he would turn his back on the team that had
brought him three World Championships at the end of the
season.
While Prost and Hill made hay for Williams, Senna suffered
few mechanical problems, although there was a third
consecutive fuel related retirement at Silverstone. The
year ended with two victories at Suzuka and then Adelaide,
which was Senna's last and which promoted McLaren as the
most successful Grand Prix team of all time. But they
scored exactly half the points scored by winners Williams,
although Senna was only 23 points behind World Champion
Prost.
But McLaren was pretty much a one driver team this year. A
late regulation change meant that Andretti didn't have the
laps available for him to learn circuits and he never
really embraced the European Grand Prix way of life. His
best race might have been at Imola before he went off, but
after finishing third at Monza, he returned to the USA, to
be replaced by Mika Hakkinen who promptly out qualified
Senna in Portugal. That, in itself, signified the end of
one era, the beginning of a new one.
The only question mark over McLaren's long term future was
its engine, and in 1993, the team began a long term
partnership with Peugeot except it lasted a year. It
wasn't an entirely disastrous year but inevitably,
Peugeot's arrival, the loss of Senna, new regulations, new
drivers was going to take time to get used to.
The new MP4/9 chassis was based on the Ford chassis from
the previous year with slightly different aerodynamics and
the facility to use a hand operated clutch for the first
time. A fully automatic upchange facility in the gearbox
was outlawed. The team also ran power steering for the
first time, although the drivers preferred conventional
steering on the faster circuits.
The main problem was handling on slow corners, although a
revised underbody and new rear wing made things better
after the Hungarian Grand Prix. There were rule changes
with the banning of traction control and other driver
aids, and more after the death of Ayrton Senna.
Peugeot's new engine made several steps forward during the
year, but it had been difficult to define the cooling for
the engine prior to running it, and then when it did run,
it was in fairly cool conditions. However, when races were
run in hot conditions, there were problems.
Hakkinen was very highly motivated, scoring his first
rostrum position in that devastating San Marino Grand
Prix, with more consecutive thirds in Belgium, Italy,
Portugal and Jerez, the downside being his accident in
Hockenheim for which he was banned for race, his place
being taken by Philippe Alliot.
But the fact remains that for the first time in its
existence, McLaren International did not win a race.
Before the end of the season, the long term relationship
with Peugeot had been terminated and a new one signed with
Mercedes Benz.
This was a year of ups and downs as McLaren coped with new
drivers, a new engine partner, new regulations and new
ideas.
First of all, they were using their fourth different
engine in as many years. And perhaps reviving a precedent,
Ron Dennis insisted on engine design changes to
accommodate new regulations, just as John Barnard had done
with Porsche. But the Ilmor designed Mercedes engine was
smaller than the previous year's Peugeot, so it wasn't too
much of a problem for Neil Oatley's design team. The new
car featured McLaren's first high nose and a wing atop the
engine cover.
Meanwhile sponsors Marlboro insisted on high profile name
and after he'd been turned down by Williams, Nigel Mansell
was signed. But the MP4/10 not only suffered a major
imbalance in testing, both drivers also found it lacked
room.
So a new, wider monocoque was designed and built for
Mansell in 33 days who stood down for the first two races,
replaced by Mark Blundell. But front end grip was still a
problem and Mansell quit before Monaco, his place taken on
a more permanent basis by the popular Blundell who usually
qualified a couple of places behind teammate Hakkinen.
The Finn finally got onto row two in Belgium following
Ilmor's introduction of a revised engine and McLaren's new
gearbox. There was no doubt that huge efforts were made by
both teams.
Hakkinen missed Aida due to appendicitis, his place taken
by Magnussen while a week later, Hakkinen's third on the
grid and second in the race was welcomed, but any optimism
was cruelly dashed by his huge accident in Adelaide,
leaving the team despondent as they approached the new
season.
This, perhaps, was a year of consolidation. Hakkinen had
thankfully made a remarkable recovery and would improve on
his previous year's performance. He was joined by David
Coulthard, who came from front runners Williams but found
life a little more difficult at McLaren. Ilmor fine tuned
the Mercedes engines just as McLaren did the same with the
MP4 chassis. Helping out were former McLaren employees
Steve Nichols and Alain Prost...
Although both engine and chassis were refinements of
previous models, neither carried over much from either
unit. There was massive detailed effort on the chassis,
particularly on suspension, but once again imbalance
proved a problem. The front wing mounting needed revision
during a year when the drivers preferred the car in low
downforce trim. It didn't like bumpy circuits, and
Coulthard's bete noire would be rear end stability. A
short wheelbase version became the standard at mid season.
From an engine point of view, there were huge revisions
here too, working on mid range torque, while it was
lighter than before with a five per cent increase in
power. Engine response improve progressively during the
season, and this year, McLaren chosen to drive its power
through a longitudinal gearbox again.
While there were no massive gains in terms of
competitivity, the drivers did slowly make inroads into
the Williams/Benetton domination. Coulthard finished
second to Olivier Panis at Monaco, while Hakkinen had four
third places. But at the end of the year, a 23 year old
partnership drew to a close. Dennis, rather than accept a
cut in budget from Marlboro, preferred to find a new major
sponsor, and did so with West.
Once again, McLaren made further progress in 1997 with a
stable driver pairing, even if they were now decked out in
the new colours of West. However, the biggest coup during
the year had been the recruitment of Adrian Newey fro
Williams who joined Neil Oatley in the design department.
The latest MP4 was totally new, with fastidious detailing
which consistently impressed rivals. New technological
innovations during the year included a fascinating
secondary braking system. The team's engine partners were
just as conscientious, their new engine at the start of
the year featuring a new block with new positioning of
systems to aid installation A further version of the
engine was introduced at Barcelona.
The combination still worried Coulthard, for whom any rear
end stability was a problem, but even so, he won the
opening race of the year in Australia and again at Monza.
Hakkinen was gifted the first win of his career in the
final race at Jerez. But that only tells half the story.
They could also have won at Montreal, Silverstone, in
Austria, the Nurburgring, and maybe Suzuka too which would
have put a whole new complexion on their season.
As it was, Coulthard was the higher placed of the drivers,
and the team finished fourth, but clearly, there was much
more potential, and with stability now established,
further fine tuning would probably reap the required
rewards.
Adrian Newey's terms of employment restricted him from
working for West McLaren Mercedes before August of 1997,
but that still gave him plenty of time during the year to
think about a car that would conform to the strict new
regulations, whilst maintaining the emphasis on safety
that came into effect in 1998. Many designers were hard
pressed to meet new crash test regulations but Newey had
been able to work on a car that was safe and competitive.
Some 12,000 man hours went into trying to regain downforce
lost by the new regulations.
Mercedes also worked hard on the engine.
The other novelty, to Hakkinen's joy, were Bridgestone
tyres which replaced Goodyear. The Japanese company hit
the ground running, and eclipsed the American company,
although Goodyear did fight back.
But the combination of a Hakkinen who now knew what it was
like to win, Newey's chassis and Bridgestone's tyres meant
that West McLaren Mercedes began the season in dominant
style and almost continued in that vein. The pair were a
lap ahead of the field in the Australian Grand Prix
although controversially they swapped places. The result
was the same in Brazil, while Hakkinen was second to
Coulthard in Argentina. The Finn went on to win in Spain,
Monaco, Austria, Germany, then in Luxembourg and Japan.
Schumacher fought back but that final burst made the
championship Hakkinen's.
By contrast, Coulthard won only in San Marino but was
second six times. He suffered from tactics a couple of
times, and had two engine failures, but he contributed to
the West McLaren Mercedes team's success, and he certainly
gained some consolation from that.
West McLaren Mercedes , without doubt, was the team to
beat in 1999 but they should have sewn up the championship
considerably earlier than Suzuka, when Hakkinen dominated
to win the Drivers' title. After all, their main rivals,
Ferrari, lost their main driver at Silverstone. But there
were mechanical failures, driver errors and occasional
questionable strategies that cost valuable points during
the year.
The new car was completely new, incorporating several
ideas which technical director Adrian Newey would have
liked to have included the previous year. It was
considerably lighter, but also more complex. Partially
thanks to new tyre regulations, it didn't instil
confidence as its predecessor had done, but at the limit,
performed better. Mercedes, meanwhile, had produced a
lighter and lower V10.
The season got off to a poor start, with neither car
finishing. West McLaren Mercedes had thought of taking the
previous year's car to the first three races... But then
Hakkinen won in Brazil, while Coulthard might have won at
Imola but for backmarkers. The team scored a crushing one
two in Spain, while Hakkinen won again in Canada and was
then second in France. At this stage, Hakkinen had 40
points to Michael Schumacher's 32 and Eddie Irvine's 26.
Hakkinen, however, salvaged only a third place from the
next three races, whereas Irvine scored two wins and a
second, although Coulthard won in Britain.
Hakkinen fought back with a win in Hungary, second after a
second brush with teammate Coulthard in Belgium, then the
disappointing second premature exit in Italy.
Going into the final two races in Malaysia and Japan, he
was just two points ahead of Irvine, but he was
frustratingly held up in the first race where Irvine won,
which gave him a four point deficit going into the final
round in Japan. But a superb race saw him win and take the
championship. However, Ferrari had fought back and had
taken the Constructors' championship. Clearly, McLaren
could not afford to rest on their laurels.
They certainly didn't rest on their laurels in 2000, but a
combination of problems, a disqualification, mechanical
failures and an occasional mistake saw the team relegated
to second places in both championships.
Once again, team, engine builder and drivers retained
stability, the driver pairing becoming the longest ever in
Grand Prix racing during the year. There was no doubt that
speed was there, with the drivers and test driver Olivier
Panis frequently showing fastest in testing.
With Mika Hakkinen on pole for the first three races, and
teammate Coulthard alongside him in the first two, that
was certainly never in doubt, but both drivers failed to
finish in Australia due to pneumatic valve failure.
Hakkinen suffered engine failure in the second race, and
Coulthard was disqualified, so with Michael Schumacher
leading the two McLarens home in the third race, the
Ferrari driver had a huge advantage.
But then the advantage turned: Coulthard won in England,
Hakkinen in Spain, Coulthard in Monaco and then again in
France. In Austria, Hakkinen began the fight back, leading
home his teammate, while Hakkinen won in Hungary and
superbly in Belgium where he took the championship lead.
Unfortunately, a mechanical failure at Indianapolis
virtually ended his chances. A superb race to second in
the damp of Japan wasn't enough, but Coulthard's late race
challenge in Malaysia could not make up for two penalties
in the last three races. Second was the best in both
Championships.
Minardi
Full Team Name: GoKL Minardi Asiatech F1 Team
Web Site: http://www.minardi.it/
Sponsors and Partners: GoKL, European Aviation, Magnum,
Gazprom, PC Suria, BAS, HealthyCo, Quadriga, Telstra,
PanGlobal, Allegrini, PDP Box Doccia Spa
Founded in 1979, with the aim of competing in the European
Formula Two Championship, the Minardi Team makes its debut
in Formula One in 1985. After spending its first few
seasons in motorsport's top category acclimatising to the
demands of Grand Prix racing, the team takes its first
World Championship points in 1989, scoring in Great
Britain (fifth and sixth places), Portugal (fifth) and
Australia (sixth).
Minardi's best season to date is 1991, when its effective,
Ferrari-powered chassis allows the team to claim seventh
place in the World Constructors' Championship standings.
The 1993 car is designed under the supervision of highly
regarded Austrian, Gustav Brunner, and the chassis turns
out to be highly effective, fourth place in South Africa,
fifth in Monaco, and sixth at Donington and Imola
propelling Minardi to eighth place in the Constructors'
Championship.
During 1994 and 1995, Minardi enters into a joint-venture
with Scuderia Italia. Unfortunately, a series of
commercial difficulties jeopardise the team's future and,
by the end of 1996, an alliance formed by Gabriele Rumi
and Flavio Briatore acquires the majority stake in the
company.
The 1998 season marks a turning point for Minardi.
Briatore severs his ties with the company and his
shareholding is acquired by Gabriele Rumi, who thus
becomes majority shareholder and embarks on an extensive
restructuring and upgrading programme. The team is joined
by new, highly skilled personnel on the technical side,
while Gustav Brunner makes a welcome return to the Minardi
fold. The hard-trying team's efforts are rewarded when it
finishes the 1998 championship in 10th place, achieving an
objective set at the start of the season.
In 1999, Minardi is further strengthened by the arrival of
Cesare Fiorio as Team Manager and Sporting Director. Once
again, the Faenza-based team finishes 10th in the World
Championship standings, on this occasion courtesy of a
very valuable point scored by F1 'rookie', Marc Gené, at
the European Grand Prix. For the team, one of the most
satisfying aspects of the season is the excellent
reliability of the M01, which provides its drivers with 10
top-10 finishes.
In the year 2000, the Faenza-based team celebrates its
16th year in Formula One, and although the team fails to
score any points during the course of the season, it
retains its tenth-place ranking in the World Championship
standings with superior placings to the notably better
funded Prost team.
The 2001 season marks another watershed for Minardi, as
the withdrawal of a major sponsor at the end of the
previous year leaves the team in difficult financial
circumstances. As a result, it is acquired in late January
by UK-based Australian businessman, Paul Stoddart, head of
the European Aviation Group of companies, and merged with
his European Formula Racing operation in Ledbury, England.
His plan is to retain Minardi's distinctive character in
the Formula One paddock, while providing EFR personnel,
technical expertise and financial stability to strengthen
the team and improve its overall competitiveness in the
future. Against all the odds, the new European Minardi
PS01 chassis, powered by a European V10 engine (an uprated
version of the previous season's Fondmetal power unit), is
produced in six weeks and three days, and a pair of cars
line up for the opening Grand Prix of the year, in
Melbourne. The team finishes 11th in the 2001 World
Constructors' Championship and spends the year laying a
solid foundation for what Stoddart intends should be
significant future progress.
Minardi's 2002 effort involves the all-new PS02 chassis,
powered by Asiatech's latest AT02 engine. Unlike 2001, a
busy testing programme commences in early January,
following extensive wind tunnel development of the team's
latest F1 challenger. With a strengthened technical team
and sponsorship package in place, Minardi is poised to
take its next step on the all-important journey to
increased competitiveness.
Renault
Full Team Name: Renault F1 Limited
Web Site: http://www.renaultf1.com/
Sponsors and Partners:
Louis and Marcel Renault were among motor racing's true
pioneers, and their spirit is synonymous with the passion
and excitement of Formula One. In 1899, they took their
historic first victory in the Paris to Trouville road
race, and it was just the beginning of a motorsport
odyssey. More than a hundred years after that first
victory, Renault returns to the track at the highest
level.
Town-to-town road racing dominated motorsport in the
closing years of the nineteenth century. Driven by the
pioneering spirit of the company's founders, Renault were
major players. Marcel's landmark triumph in the 1902
Paris-Vienna race was followed by the tragedy of his death
in the controversial Paris-Madrid event the following
year. The race was stopped in its tracks at Bordeaux, and
the town-to-town races with it.
As the sport moved onto closed circuits, Renault's success
followed. The first Grand Prix in history took place on
home soil in 1906 and, after twelve gruelling hours over
two days of competition, Ferenc Szisz took the flag at the
head of the field. Having laid down a marker, Renault
withdrew from top-level motorsport to concentrate on fresh
challenges. But a standard of excellence had been
established which still stands as a reference for Renault
F1.
Away from the circuits, the company's efforts concentrated
on the infancy of the automobile, and the marque found
similar success. Not until the birth of Renault Sport in
1975 did Renault return to the pinnacle of motorsport.
Meanwhile, Grand Prix racing had been officially organised
into a World Championship in 1950, and the new
competitions department was given the brief of taking
Renault back to compete on the world stage.
In 1977, the first all-Renault machine rolled out onto the
grid of a Formula One race. A symbol of the passion and
dedication of the whole company, it sat at the forefront
of technology, concealing a major innovation: the
turbocharger. The early days of this revolution demanded
unwavering commitment and unquestioning belief, as other
teams dismissed the 'yellow teapot'. But soon, the
turbocharged engine, previously unseen in Formula One,
would revolutionise the sport.
Two years after its first steps onto the stage, Renault
was ready to take the leading role. Before a huge home
crowd, the two yellow cars sat on the front row of the
grid of the 1979 French Grand Prix at the Dijon-Prenois
circuit. In a spectacular performance, pole-man Jean
Pierre Jabouille took the race win, with team-mate René
Arnoux third after waging a famous battle with Ferrari
legend Gilles Villeneuve. This race marked the beginning
of an ascent to the heights of Formula One which so nearly
enabled Renault to capture the ultimate prize.
Always alert to talent and potential, Renault signed
future world champion Alain Prost for 1981. Striving to
perfect the turbo concept over the next few years, the
wins kept coming and Prost narrowly missed out on the
world title in 1983, taking second place in the standings
with four victories.
Phase one of the Renault project was completed shortly
afterwards, and the works team left Formula One in 1985 to
concentrate on supplying other teams with the turbocharged
engines that they had introduced to the sport. One year
later, Renault withdrew from Formula One altogether. The
passion for victory had not died, but the team withdrew to
regroup and work on fresh ideas. It was to be a brief
interlude.
In 1989, Renault returned with a new engine: the 3.5 litre
RS1 V10, a configuration which would become the benchmark
for all Formula One engines. Supplying the Williams team,
they gained two victories in their return season, and this
success grew steadily in the years that followed, with the
team challenging for the championship in 1991.
After three years of patient diligence, the ultimate goal
was achieved when Nigel Mansell piloted his Williams
Renault to championship glory in 1992. Fifteen years after
their debut, Renault were utterly dominant, and the season
is regarded as one of the most impressive in Formula One
history. In 16 races, the team took 15 pole positions, 10
wins, 11 lap records and a huge 170 points. This was
excellence of the highest order, and the following year,
Alain Prost secured another title for Renault.
Ayrton Senna led the challenge at the start of 1994, and
many thought him destined to be Renault's third World
Champion in three years. Fate dictated otherwise, and his
death in the San Marino Grand Prix was a profound loss for
Formula One. The emotions served to strengthen the team's
determination, and victory in the Constructors'
Championship was a perfect tribute to their fallen
champion.
Entering 1995, Renault expanded its programme to include
the competitive, charismatic Benetton team. Now supplying
the two teams fighting for the World Championship, Renault
took a dramatic clean sweep with first, second, third and
fourth in the Drivers' Championship, and first and second
in the Constructors'.
The success continued to flow in the next two seasons,
with Damon Hill triumphing in 1996 and Jacques Villeneuve
in 1997. There was nothing left to prove. Having climbed
to the top, Renault had proved themselves the very best.
At the end of 1997, with their objectives achieved,
Renault again bowed out of the sport. A run of six
consecutive Constructors' Championships demonstrated to
the world what Renault represented: technical excellence,
innovation and a burning desire to succeed.
Renault has won 11 World Championships, but all of them as
an engine supplier. Victory with a 100% Renault team is a
challenge that remains to be met. It is only a matter of
time before Renault F1 writes the next piece of historyŠ
Sauber
Full Team Name: Red Bull-Sauber-Petronas
Web Site: http://www.sauber.ch/
Sponsors and Partners: Petronas, Credit Suisse, Red Bull,
21i.Net, Albert Stoll Giroflex AG, As Elevators,
Astarte New Media AG, Balzers AG Beschichtungszentrum,
Bbs Kraftfahrzeugtechnik AG, Bridgestone Motorsport,
Brütsch/Rüegger AG, Catia/Enovia Solutions,
Daimlerchrysler Schweiz AG, Dynabit AG, Emil Frey AG,
Ericsson AG, Fluent Deutschland GmBH, Hermann Bubeck
GmBH & Co. KG, In-Motion AG, Italdesign-Giugiaro
S.P.A., Klauke Industries, Lista Ltd., Magneti
Marelli, Microsoft AG, Msc.Software Corporation, MTS
Systems Corporation, Ozalid AG, Paninfo AG, Plenexis,
Sachs Race Engineering GmBH, Sparco S.R.L., Sun World
Group, Temenos AG, Turbo Lufttechnik GmBH, Walter Meier
AG, Winkler Veranstaltungstechnik AG
At first sight, the small town of Hinwil in the Zurich
Highlands is probably not the place you would expect to
find a highly developed Formula One centre, equipped to
the finest technical detail. But appearances are
deceptive: It is only a few steps from the workshop, in
which the now 58-year-old Peter Sauber started his company
in 1970, that the high-tech cars, which have been
competing in the Formula One World Championship since
1993, are built.
The development of high technologies and their function
under race pressure within the field of motor racing has
always fascinated Peter Sauber. While back then three of
his current competitors were already active in Formula
One, Peter Sauber started off quite modestly by comparison
with the sporting variation of the legendary Volkswagen
Beetle.
Toyota
Full Team Name: Toyota Motorsport GmBH
Web Site: http://www.toyota-f1.com/
Sponsors and Partners: Panasonic, AOL Time Warner, AVEX
Group, Angelika Busch, BS Catia, DLR, EMC2, EOS, Esso,
Future Sports, KTC Kyoto Tool, Magneti Marelli,
MAN, M.B.A. Production, Meteo France, Michelin,
Parkpre Bicycles, Pocklington Coachworks, Ratiopharm,
SBI, Sika, Sparco, St. Georges, Travelex Plc,
Vuarnet Sunglasses, Wella, Yamaha, ZF Sachs
From headquarters in Cologne, Germany, TMG managed
Toyota's efforts in World Rally Championship (WRC),
winning seven titles. TMG also competed in the 1998
and 1999 24 Hours of Le Mans, winning second place in
1999. Since that time, TMG has been focusing on the
design, building, and operation of the F1 program, which
is certainly Toyota's greatest motorsport challenge to
date.
Williams
Full Team Name: BMW Williams F1 Team
Web Site: http://www.bmw.williamsf1.com/
Sponsors and Partners: BMW, Hewlett-Packard, Allianz,
Accenture, Castrol, FedEx, Michelin, Petrobras,
Reuters, Veltins, Worldcom
WilliamsF1 (formerly Williams Grand Prix Engineering) was
founded in 1977 by Frank Williams and Patrick Head. They
set up base in a small industrial unit at Station Road in
Didcot, Oxfordshire, and with a staff of only 17 set about
the task of preparing to enter into competition in Formula
One.
By the start of the 1978 season, the first Patrick Head
designed Formula One car, the FW06, was ready and Frank
had found sponsorship to tempt the Australian, Alan Jones,
to join the team. From that point, the team never looked
back, for the FW06 in the hands of Jones was extremely
competitive.
In 1979 Jones continued as team leader with Clay Regazzoni
in a second car. The team had really arrived at the
British Grand Prix in 1979 when, after Jones
disappointingly retired from the lead, Regazzoni was able
to drive to victory - the first ever for Frank Williams.
The trend was to continue as Jones won four of the six
remaining races that year.
The team emerged in the 1980s as the one to beat and a
reliability record unequalled by any other helped them to
sweep to unchallenged and crushing victories in the
Constructors' Championships of 1980, 1981, 1986 and 1987.
In 1982 the team aimed to become the first manufacturer to
win the Constructors' title for a third consecutive year.
It wasn't to be but newly-signed Finn, Keke Rosberg, who
replaced the retiring Jones, won a close fought Drivers'
World Championship.
Grand Prix racing's normally aspirated era was coming to
an end and in 1983 it proved an uphill struggle, although
Rosberg did win in great style at Monaco. Frank then
announced a new association with Honda and the Anglo
Japanese turbo combination first appeared at Kyalami in
South Africa.
In 1984 the team was on a 'learning curve' with turbo cars
but the season was highlighted by Rosberg's Dallas win.
The team also moved into a superb new custom-built racing
facility just a mile from their original home at Didcot.
In 1985 the team had a new colourful image; Keke Rosberg
had a new team-mate in Nigel Mansell; and the car, the
Honda powered FW10, had an all-new carbon fibre chassis.
The season started slowly but reached new heights as the
two drivers climbed to the top of the victory podium no
less than four times. Rosberg won the USA East Grand Prix,
Mansell's two consecutive wins at Brands Hatch and Kyalami
were particularly sweet as they were his first in Formula
One and Rosberg's victory in Australia ensured a team hat-
trick to round off the season.
Just prior to the start of the 1986 season, the team was
dealt a severe blow. Whilst driving away from pre-season
testing at the Paul Ricard circuit in France, Frank
Williams' car left the road and overturned. It was an
accident that left him confined to a wheelchair and so
nearly claimed his life but, instead of bemoaning his
fate, he fought his way back to lead the company in the
only way he knew how. New to the team in 1986 was
Brazilian former World Champion, Nelson Piquet, a worthy
replacement for Keke Rosberg. He quickly adapted to the
FW11 and took the new car to victory in the debut race in
Brazil. The team went on to win nine Grands Prix in 1986
and secured the prestigious Constructors' World
Championship.
Success continued in 1987 with the team winning nine races
again (six by Mansell, three by Piquet) with the modified
FW11. This time they made sure of not only the
Constructors' but also the Drivers' Championship, with
Piquet taking his third title and Mansell runner-up for
the second consecutive year.
For 1988 there were many changes. Mansell had a new team
mate in the vastly experienced Italian, Riccardo Patrese.
Also the four year association with Honda ended and the
team used the normally aspirated 3.5 litre Judd engine in
the FW12.
Unfortunately mechanical problems dogged the team's
efforts during the year but despite this Mansell finished
second at both Silverstone and Jerez, with Patrese
achieving his season best with a fourth in Adelaide.
Frank was aware that to win in the new era of Formula One,
with everyone now running normally aspirated engines,
backing was needed from a major motor manufacturer. This
ambition was realised in July 1988 when the team signed a
three-year deal with Renault for the supply of their new
V10 engines. The initial deal was for exclusivity only for
1989, but at the Canadian Grand Prix that year Renault
announced that again in 1990 and subsequently 1991 also,
the team would be the sole recipients of the engine.
Technical Director, Patrick Head designed the FW13 chassis
specifically to house the new Renault engine and Belgian
driver, Thierry Boutsen, joined the team in 1989,
replacing Nigel Mansell and partnering Riccardo Patrese.
1990 got off to a good start with Boutsen third in his
FW13B in Phoenix and then, at the third race of the year,
the San Marino Grand Prix, there was a fairytale story
with Patrese winning his third Grand Prix; his previous
victory had been seven years earlier. Boutsen's turn came
in Hungary where he claimed his first ever pole position
and went on to win an impressive green light to chequered
flag victory. These two wins and several other podium
placings meant at the end of the season the team finished
fourth in the Constructors' World Championship
Halfway through the 1990 season Nigel Mansell, who\
subsequently won 28 Grands Prix, announced his retirement
after a disappointing British Grand Prix whilst driving
for Ferrari. Frank Williams persuaded him to change his
mind and he re-signed for the team for whom he would win
more Grands Prix than any other driver. Mansell had his
first taste of the FW13B at the Estoril track on 20
November 1990, and then eagerly awaited the completion of
the new FW14, the latest offering from Patrick Head (who
by now also had Adrian Newey on his design team) with a
brand new Renault RS3 engine and a semi-automatic gearbox
The 1991 Canon backed team proved a winning combination,
with Mansell scoring five and Patrese two victories. The
team proved the only real competition to McLaren and were
runners-up to them in both the Constructors' and Drivers'
World Championships, with Mansell and Patrese second and
third respectively in the latter.
The tide turned in 1992. At the first race in South
Africa, Mansell and Patrese finished first and second with
the FW14B fitted with active suspension. This chassis
remains today as probably the most sophisticated racing
car ever built.
And so began a winning streak for Mansell, who became the
first driver to win the opening five races of a season.
His record breaking did not stop there and he became the
first driver to win nine races in one season and to be on
pole 14 times.
When Mansell came second in Hungary he clinched the
Drivers' World Championship, the first British driver to
do so since James Hunt in 1976. In Belgium, WilliamsF1 and
Renault took the Constructors' title, the first ever for
Renault, and to end the winning year Patrese finished
runner-up to Mansell for the Drivers' crown.
For 1993 it was all change in the driver line-up, with
French three-time World Champion, Alain Prost, and
official test driver, Damon Hill, taking over from Mansell
and Patrese. They carried on where Mansell and Patrese
left off, retaining the Constructors' title, while Prost
clinched his fourth drivers' title and Hill won his first
Grand Prix in Hungary.
Soon after clinching the title Prost decided to make the
'93 season his last in competitive racing, leaving the
door open for three-times World Champion, Ayrton Senna, to
join the team. So the 1994 championship battle started
with the new look Rothmans Williams Renault team and
drivers, Ayrton Senna and Damon Hill, ably supported by
new official test driver, David Coulthard
During the third Grand Prix of the year at Imola in Italy,
Ayrton Senna was killed while leading the race when his
car left the circuit at the notorious Tamburello corner
and crashed into a concrete wall. The world of motor
racing was stunned and the close-knit Team was shattered
by the tragic death of the driver who many people regarded
as simply the best.
The fight back of the team typified the bravery and
leadership of Frank. As a mark of respect only one car was
entered for the next race in Monaco and then four weeks
after that tragic day in Imola, Hill won the Spanish Grand
Prix in Barcelona and promptly dedicated his victory to
both Ayrton and the team.
For this race Hill was partnered by David Coulthard, who
drove car No. 2 for eight of the remaining races. For the
other four races in France, Spain, Japan and Australia,
Nigel Mansell came back from the USA, where he was racing
in the Indy Car series. After the win in Barcelona, Hill
scored another five victories but lost the championship by
a single point to Michael Schumacher following a
controversial collision at the last race in Adelaide,
which was eventually won by Mansell. In such a tragic year
it was testimony to the strength of the team that they
retained the Constructors' World Championship, to close a
season that will never be forgotten
For 1995 it was Hill and Coulthard who drove for the team
and between them notched up five victories in the FW17,
with the young Scot taking his first Grand Prix win in
Portugal. Hill was the only driver to challenge Schumacher
for the drivers' title, but had to accept defeat when the
German won the title for the second year at the Pacific
Grand Prix in Aida.
Although losing both titles was a disappointment, Hill
made sure the team went out on a high with a fine win at
the last race in Adelaide.
By 1995 the Didcot HQ was rapidly becoming too small to
house the team. A search for a new base was made and
midway through 1995 the ideal place was found 10 miles
from Didcot at Grove. Over the '95/'96 winter the team
moved with the final phase being the transportation of the
wind tunnel over the weekend of the 1996 San Marino Grand
Prix. The new Grove factory was officially opened by HRH
The Princess Royal on Tuesday 29th October 1996.
Joining the team for 1996 was Jacques Villeneuve, 1995
Indy Car Champion and son of the late Gilles Villeneuve.
The team had achieved good results during pre-season
testing but it was not until the first race in Melbourne
that the FW18's true potential was shown. New boy Jacques
was the star of the show, claiming pole. With Damon second
on the grid, the pair were over half a second quicker than
the nearest opposition. They continued their domination in
the race and eventually Damon won, with Jacques second
after the Canadian had to slow down in the closing laps
and relinquish his lead due to an oil pipe problem
This success continued with Damon also winning in Brazil
and Argentina and then Jacques winning his first ever
Formula One Grand Prix, the European at the Nurburgring.
The team went on to win 12 of the 16 races - Damon eight
and Jacques four - and the Constructors' Championship was
sewn up by the Hungarian Grand Prix.
The Drivers' Championship was led from start to finish by
Damon, with Jacques second, but was taken down to the wire
with the final race in Suzuka seeing the title settled.
Damon needed just one point to win and for Jacques it was
a win or nothing. In the end Damon led the race from the
lights to the chequered flag while Jacques was forced to
retire. This was Damon's first and the team's sixth
Drivers' World Championship.
German driver Heinz-Harald Frentzen joined up the team in
1997 to partner Jacques. The season promised to be very
competitive. The team fought hard but by mid-season still
trailed championship-leaders Ferrari. There were
celebrations at Silverstone with the 100th Grand Prix win
at the scene of the very first victory 18 years
previously. The famous WilliamsF1 determination had kicked
in and by round 14, the Austrian Grand Prix, the team was
back at the top of the championship table where it would
stay. A record-breaking ninth Constructors' World
Championship was sealed at the Japanese Grand Prix. An
emotional World Championship victory for Jacques in the
last race at Jerez sealed the delight of the entire team
A change of image in 1998 co-incided with a change of
fortune. The competition had shifted up a gear and by the
first Grand Prix in Australia it looked like the McLaren
team was going to walk away with the World Championships.
A mass of new regulations in 1998 had presented all the
teams with many new challenges including a reduction in
the width of the car from two metres to 1.8 metres, more
stringent crash testing and grooved tyres. McLaren had
adapted best to the changes and the rest of the field was
left to play 'catch-up'. WilliamsF1 had said goodbye to
Renault in 1997 after a tremendously successful
partnership that brought nine championship titles to the
two companies
The team continued to race with Mecachrome/Supertec
engines before new technical partner, BMW, made its return
to compete in Formula One racing in 2000. Without a works
engine partner, the team had a hard fight on its hands to
compete with the dominant McLaren and the hard charging
Ferrari team.
By the close of the season, it was McLaren and Ferrari
challenging for the Championships whilst the 'Winfield
WilliamsF1 Team' found itself in the fight for third
place. Continual developments to the FW20 gave the team
the push it needed and third place in the Constructors'
Championship was duly secured. 1999 looked set to be
another tough year for the team but there would be a few
changes
A completely new driver line-up brought reigning CART
Champion Alex Zanardi and Ralf Schumacher to the team in
1999. Zanardi had a difficult season. Coming from the CART
series to the modern Formula One threw the Italian onto a
very steep learning curve. The advent of grooved tyres and
narrow track cars in 1998 had forced the drivers to change
their technique to control these new machines. Zanardi had
to catch up with the learning process fast.
Bad luck dogged his early season but the turning point
came at the Belgian Grand Prix when he was finally on the
pace. A strong performance at the next race in Italy
looked like the tables were turning but further
disappointments, ending with an electrical problem on the
first lap of the last race in Japan, finished off a
miserable season for the Italian...
Schumacher though was to become the star of the year,
putting in stunning performances, regularly scoring points
and, at the European Grand Prix, his finest moment almost
came but he was robbed of victory by a puncture. His
strong racing skills earned him sixth position in the
Drivers' World Championship and fifth place in the
Constructors' Championship for the team.
With the start of the new millennium, a new era began for
WilliamsF1. After almost two years of backstage work, BMW
returned to the Formula One arena with the WilliamsF1
team. The partnership, planned for five years, got off to
a very promising start in 2000 with the BMW WilliamsF1
Team taking third place in the Formula One Constructors'
World Championship.
==============================================
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ADVERTISERS
This section is for those who have noticed the billboards and
painted grass at the seventeen race venues and wondered about
the entities (companies, organizations, countries, cities)
indicated. Nothing in this section will help with game
performance, but the information contained here may be
interesting nonetheless. The information here is
alphabetical by entity, with the Grand Prix featuring that
entity's advertisements and some information about the entity
(where such information is available, it is taken directly
from the entity's Web site). I believe I have included every
entity with at least one billboard shown in F1 2002, based
upon F1 2001 (there seems to be little - if any - changes in
advertisers between the two games); please feel free to
contact me to add, update, or correct any information,
especially with the billboards at Suzuka written in Japanese.
This section is now entirely complete with the exception of
Evenrudee, for which information is EXTREMELY difficult to
find online :-(
A1 (A1-Ring)
Locations: Austria
Information: This is the host circuit of the Grand Prix of
Austria.
Web Site: http://www.a1ring.at/
ABN-AMRO
Locations: Brazil
Information: ABN-AMRO Holding N.V. is a universal banking
group offering a wide range of commercial and
investment banking products and services on a global
basis through the Company's network of approximately
3,600 offices and branches in 76 countries.
Web Site: http://www.abnamro.com/
Agip
Locations: San Marino, Spain, Austria, Europe, Great
Britain, Hungary, Italy
Information: Agip Lubricants started its operations in
South Africa in 1973 and has since then operated as a
producer, importer and distributor of high quality
lubricants and special products.
Web Site: http://www.agip.co.za/
Air Canada
Locations: Canada
Information: One of the best-known Canadian airlines.
Web Site: http://www.aircanada.ca/home.html
Allianz
Locations: Austria, Europe
Information: Allianz' development into one of the world's
leading insurance providers has progressed steadily
since the end of the 19th century.
Web Site: http:/www.allianz.com/
Alpine
Locations: Japan
Information: Alpine Electronics of America, Inc., is the
industry-leading manufacturer of high performance
mobile electronics, founded in 1978. Alpine is the
only manufacturer specializing in mobile multimedia, an
integrated system approach incorporating digital
entertainment, security and navigation products for
your mobile entertainment. As a consolidated
subsidiary of Alps Electric Co., Ltd., one of the
world's premier manufacturers of electronic components
for computer, communications and car electronic
equipment, Alpine is the specialized supplier of
quality mobile electronics systems.
Web Site: http://www.alpine1.com/
AMP
Locations: Australia
Information: AMP is the premiere brand in the connector
and interconnection systems industry. Established in
1941, AMP continues to be recognized for innovative
products of the highest quality including electrical
and electronic connectors, IC sockets, fiber optic
products, premises cabling and application tooling.
Web Site: http://www.amp.com/
Aral
Locations: Japan
Information: Since the foundation of the company, now more
than 100 years ago, we have never tried harder to meet
the growing requirements of our customers on a daily
basis. Top quality, exemplary service and futuristic
innovations are what guarantee our success. Today the
Aral brand stands for different areas of business, for
example our service station business and fuel and
lubricant business, each offering a wide range of
products and services for motorists consumers,
companies and industry.
Web Site: http://www.aral.com/
ARCOR
Locations: Germany
Information: ??? (The site is entirely in German... and
I cannot read German.)
Web Site: http://www.arcor.de/home/index.php
Banco Real
Locations: Brazil
Information: This bank is a subsidiary of ABN-AMRO.
Web Site: http://www.real.com.br/
Bridgestone
Locations: Australia, Malaysia, Brazil, San Marino, Spain,
Austria, Monaco, Europe, Great Britain, Germany,
Hungary, Belgium, Italy, United States, Japan
Information: Bridgestone Corporation, based in Tokyo, is
the world's largest manufacturer of tires and other
rubber products. Bridgestone and its subsidiaries
operate 46 tire plants and 52 plants for diversified
products in 24 nations and market their products in
more than 150 nations. The companies' diversified
business includes automotive components, industrial
products, construction and civil engineering materials,
bicycles, sporting goods, and precision parts for
electronic equipment.
Web Site: http://www.bridgestone.com/
Canon
Locations: San Marino, France, Japan
Information: Canon started out as a company with a handful
of employees and a burning passion. That company soon
became a world-renowned camera maker and is now a
global multimedia corporation. Canon will continue
using its technologies to benefit people as it pursues
its objective of becoming a company that is loved by
people throughout the world.
Web Site: http://www.canon.com/
Casino (de Montreal)
Locations: Canada
Information: Each of the world's great cities has a
memorable attraction, a gathering place that draws
people back time and again. In Montreal, its the Casino
where the pace is fast, the fun is non-stop and the
buzz is all about having a great time.
Web Site: http://www.casinos-quebec.com/francais
montreal/dhtml/index_montreal_NS.html
Casio
Locations: Japan
Information: Casio Computer Co., Ltd., is one of the
leading consumer electronics companies in the world.
Since its establishment in 1957, Casio has been active
in the development of electronic calculators,
timepieces, musical instruments, LCD TVs, pagers and
other communications devices. Casio's corporate
activities are guided by the motto: 'Creativity and
Contribution.'
Web Site: http://www.casio.com/
Chevrolet
Locations: Brazil
Information: Chevrolet (Chevy) makes a variety of cars,
trucks, and SUVs, from the Camaro to the Corvette to
the Astro to the S-10.
Web Site: http://www.chevrolet.com/
D2/Mannesmann
Locations: Germany, Belgium, Italy
Information: Mannesmann has been taken over by Vodafone
(see below).
Web Site: http://www.mannesmann.com/
Daimler-Chrysler
Locations: United States
Information: This company merged in the late 1990s. The
highly-visible Chrysler side of the company sells the
PT Cruiser and 300M, among other vehicles.
Web Site: http://www.chrysler.com/
Deutsche Post/Deutsche Post World Net
Locations: Europe, France, Germany, Italy
Information: Deutsche Post World Net is one of the largest
logistics groups in the world. We make systematic use
of the opportunities arising from globalization and
digitization by providing top-quality services and
technologies for our customers throughout the world.
Our strategy foresees the intelligent interlinking of
global flows of goods and information and the financial
transactions associated with them. With this goal in
mind, we are expanding our Group with determination and
developing increasingly comprehensive one-stop-shopping
options in keeping with customer wishes.
Web Site: http://www.deutschepost.com/
EuroBusiness
Locations: San Marino, Austria
Information: Magazine covering business in Europe.
Web Site: http://www.eurobusiness.com/ (Web site under
construction as of December 12, 2001)
Evenrudee
Locations: Monaco
Information: ???
Web Site: ???
Firestone
Locations: Australia, Brazil, San Marino, Spain, Austria,
Monaco, Canada, Europe, France, Great Britain, Germany,
Hungary, Belgium, Italy
Information: Bridgestone/Firestone Americas Holding, Inc
is an international manufacturer with 38 production
facilities throughout the Americas. The Nashville,
Tennessee-based company was formed in 1990 when
Bridgestone U.S.A. merged with The Firestone Tire &
Rubber Company. We are a subsidiary of Bridgestone
Corporation.
Web Site: http://www.firestone.com/
France (symbol only in the grass at Magny-Cours)
Locations: France
Information: Come travel in France, the host country of
the Grand Prix of France.
Web Site: http://www.euro-tourisme.com/db/uk/
Fuji Television/Fuji TV
Locations: Japan
Information: Television network in Japan; the title host
of the Grand Prix of Japan.
Web Site: http://www.fujitelevision.com/
FujiFilm
Locations: Japan
Information: Fuji Photo Film U.S.A., Inc., is dedicated to
exploring the furthest reaches of technology and
continuing towards a dynamic imaging and information
future. A leading innovator of imaging and information
products, the company has 44 facilities, offices, and
photo labs throughout the United States.
Web Site: http://www.fujifilm.com/
GPF1
Locations: Canada
Information: The official Web site - in French and in
English - of the Grand Prix of Canada.
Web Site: http://www.grandprix.ca/
Honda
Locations: Canada
Information: Although our name is most often associated
with automobiles, we are much more than that. We
manufacture a wide range of products, including
motorcycles, ATVs, generators, marine engines, lawn and
garden equipment and automobiles. Historically, Honda
has been a leader in fuel-efficiency and low-emission
technology. With all of our products, we work to
balance your desire for fun and performance with
society's need for clean air and water.
Web Site: http://www.honda.com/
HSBC
Locations: Malaysia, Brazil, Monaco, Canada, France,
United States
Information: Headquartered in London, HSBC Holdings plc is
one of the largest banking and financial services
organizations in the world. The HSBC Group's
international network comprises some 6,500 offices in
78 countries and territories in Europe, the Asia
Pacific region, the Americas, the Middle East and
Africa. Through a global network linked by advanced
technology, including a rapidly growing e-commerce
capability, HSBC provides a comprehensive range of
financial services: personal, commercial, corporate,
investment and private banking; trade services; cash
management; treasury and capital markets services;
insurance; consumer and business finance; pension and
investment fund management; trustee services; and
securities and custody services.
Web Site: http://www.hsbc.com/
Ipiranga
Locations: Brazil
Information: Petroleo Ipiranga Companies are present on
many different sectors. From the petrochemical industry
to the production of bitumen, passing through the
refining and distribution of fuel oil, arriving to the
production of special oils. This is the explanation to
the increasing strength of Ipiranga label in the
competitive oil market.
Web Site: http://www.ipiranga.com.br/index.html
Jaguar
Locations: Great Britain
Information: Jaguar produces a variety of world-renowned
cars, such as the XJR.
Web Site: http://www.jaguar.com/
Kaimin
Locations: Japan
Information: Unsure, as this page is in Japanese, but it
appears to be for a fish-related company.
Web Site: http://www.kaimin.co.jp/
Magneti Marelli
Locations: San Marino, Spain, Austria, Monaco, France,
Germany, Belgium, Italy, Japan
Information: The Fiat owned Magneti Marelli Companies are
international leader in the design and production of
high-tech components and systems for the automotive
industry. They supply the world's major car
manufacturers such as Renault, Citroën, Peugeot, Fiat
Group, Ford, Volkswagen, Audi, Seat, BMW-Rover,
DaimlerChrysler, GM-Opel, Volvo, Saab, Nissan, Toyota
and Daewoo.
Web Site: http://www.magnetimarelli.com/
Malaysia
Locations: Malaysia
Information: The host country of the Grand Prix of
Malaysia.
Web Site: http://www.tourism.gov.my/ (Web site not
responding as of December 13, 2001)
Melbourne
Locations: Australia
Information: Melbourne is the host city of the Grand Prix
of Australia.
Web Site: http://www.melbourne.vic.gov.au/
MillionCard
Locations: Japan
Information: This appears to be a Japanese credit card.
Web Site: http://www.mccard.co.jp/ (Web page available
only in Japanese)
Mobil 1
Locations: Australia, Spain, Monaco, France, Great
Britain, Germany, Hungary, Belgium, United States,
Japan
Information: Mobil produces fuels and lubricants for cars
and other vehicles; Mobil 1 synthetic oil is its best
known product.
Web Site: http://www.mobil.com/
Monaco Grand Prix
Locations: Monaco
Information: The host race of the Grand Prix of Monaco.
Web Site: http://www.acm.mc/ (Web site under construction
as of December 12, 2001)
Monaco
Locations: Monaco
Information: The host country of the Monaco Grand Prix. I
can say from personal experience that virtually every
corner of this tiny country can be explored in a single
day.
Web Site: http://www.monaco.mc/
Monte Carlo Grand Hotel
Locations: Monaco
Information: Splendidly located between the celebrated
Monte-Carlo Casino and the sea, the four-star de luxe
Monte Carlo Grand Hotel offers 619 guestrooms and
suites. Its modern architecture blends perfectly with
the natural beauty of the Principality of Monaco and
the hotel provides an exceptional range of services and
leisure facilities.
Web Site: http://www.montecarlograndhotel.com/
NGK (NGK Insulators, Ltd.)
Locations: Japan
Information: This Japanese company is divided into four
areas: Power Business Group, Ceramic Products Business
Group, Engineering Business Group, and Electronics
Business Group.
Web Site: http://www.ngk.co.jp/
Nicos (Nippon Shinpan Co., Ltd)
Locations: Japan
Information: Nippon Shinpan Co., Ltd. (the 'Company')
engages in business based on a corporate philosophy of
making consumers' lives more affluent and the corporate
slogan 'Dream-Network Company.' By providing consumers
with the convenience of deferred payments while at the
same time providing merchants (member stores) with an
advance payment system, the Company has developed its
businesses while promoting sales growth with merchants.
In addition to its traditional role as a comprehensive
consumer-credit company with a keen understanding of
the retail market, the Company has also established its
role as an information systems provider through
development of electronic credit settlement and other
systems for promoting transactions in e-commerce.
Established in 1951, Nippon Shinpan was Japan's
first consumer-credit company and is now celebrating
its 50th anniversary. By harnessing the unique
strengths of a multisector format that includes credit
card business, finance services and information
systems, Nippon Shinpan pledges to move forward as the
leading player in the consumer credit industry and
realize consumers' dreams.
Web Site: http://www.Nicos.co.jp/
Nikon
Locations: Japan
Information: A multi-billion dollar precision optical
company with worldwide manufacturing, research and
marketing capabilities, Nikon was recently ranked among
America's ten most respected brands. Its cameras,
lenses and accessories are used by more professional
photographers than all other 35mm brands combined. Its
Coolpix cameras have received more awards and top
rankings than any other consumer digital camera. Its
microscopes command the largest share of the US life
science market, both in research and diagnostic
laboratories. ... The majority of Nikon's revenues
worldwide come from the sale of its semiconductor
manufacturing equipment, which dominates chip
fabrication facilities throughout the US, Europe and
Asia. In addition, Nikon offers many other precision
optical systems. For instance, it markets instruments
used by eye care professionals, as well as prescription
eyewear and sunglasses. Nikon construction and
surveying equipment is used to help build and maintain
America's roads, bridges and buildings. Nikon's
binoculars and sport optics are used by outdoor
enthusiasts the world over. Finally, Nikon is deeply
involved in the engineering, production and quality
control of manufactured goods, from plasma displays and
plastics to medical devices and machine tools.
Web Site: http://www.nikon.com/
Nokia
Locations: Brazil
Information: Nokia is the world leader in mobile
communications. Backed by its experience, innovation,
user-friendliness and secure solutions, the company has
become the leading supplier of mobile phones and a
leading supplier of mobile, fixed and IP networks. By
adding mobility to the Internet Nokia creates new
opportunities for companies and further enriches the
daily lives of people. Nokia is a broadly held company
with listings on six major exchanges.
Web Site: http://www.nokia.com/
Orange
Locations: Australia, Brazil, Spain, Canada, United States
Information: Orange is one of the leading providers of
wirefree communications worldwide and one of the first
truly pan-European providers of wirefree communications
services. Orange has interests in wirefree
communications businesses offering a broad range of
voice and data communications services in 20 countries
worldwide, including 13 countries in Europe.
Web Site: http://www.orange.com/
Panasonic
Locations: Japan
Information: Panasonic takes pride in being one of the
world's premier electronics manufacturers. Not only
do we make the DVD players, televisions and dozens of
other consumer electronics products enjoyed by
millions, but we are also a supplier of electronics
components. From tiny semiconductors, to DVD-ROM
drives for PCs, to flat screen plasma TV displays,
Panasonic engineers are always pushing the
technological envelope. In fact, many companies use
our high-volume, high-speed manufacturing expertise and
know-how to create even better products, just one more
way Panasonic enhances lifestyles around the world.
Panasonic is not only a premier maker of electronics
hardware, it is also one of the largest global
manufacturers of DVD entertainment software. The
growing state-of-the-art Panasonic disc replication
plant in Torrance, CA, supplies many of the DVD video
discs Americans bring into their homes every night.
Web Site: http://www.panasonic.com/
Pastor
Locations: Monaco
Information: Since 1880, the Pastors have sculptured out
of stone the story of Monaco and modeled its new
image. The JB Pastor & Fils Company has realized
nearly one million square meters in the Principality.
It has been responsible for the majority of the
buildings (at least 500.000 square meters) along the
sea, the Monaco Yacht Club, the Summer Sporting Club,
and many buildings and prestigious residences in
Monaco.
Web Site: http://www.pastor-immobilier.mc/
Petronas
Locations: Malaysia, Brazil
Information (concerning Petronas Motorsports): In the area
of R&D, the continuous efforts involved in developing
improved lubricant products for the PETRONAS -
sponsored racing teams have also helped to promote
technology transfer and the PETRONAS brand of products.
With the use of these lubricants by the racing teams,
the PETRONAS brandname is further enhanced and promoted
internationally.
Web Site: http://www.petronas.com/ (Web site not
responding as of December 13, 2001)
PIAA
Locations: Japan
Information: The Global leader in halogen lamp systems,
PIAA Corporation was established in 1963 with the
commitment to manufacture world-class products that our
customers could use with pride and confidence. Today
PIAA upholds that commitment by combining market driven
concepts with the latest technology to make night and
inclement weather driving as safe as possible.
Web Site: http://www.piaa.com/
Pioneer
Locations: Japan
Information: Pioneer is respected for its role in such
innovations as interactive cable TV, the Laser Disc
player, developing the first Compact Disc player for
the car and the first detachable face car stereo, DVD
and DVD recording, plasma display, and organic
electroluminescent display. The Company's strength in
optical disc and display technology is complemented by
its state-of-the-art software products and
manufacturing capabilities. Pioneer also distributes
music and movie titles on VHS and DVD. Offering a wide
variety of titles, with a specialty in anime.
Web Site: http://www.pioneerelectronics.com/
Pony Canyon (symbol only, on some FujiTV banners)
Locations: Japan
Information: This is a familiar symbol/name for avid fans
of anime (Japanese animation); the Pony Canyon symbol
is prominently featured as the main clock in the radio
studio in the anime series Android MAICO 2010.
Web Site: http://www.ponycanyon.co.jp/ (Web site available
in Japanese only)
Potenza
Locations: Malaysia, United States, Japan
Information: Potenza tires for cars and trucks are made by
Bridgestone, the Japanese company which now owns the
storied American tire manufacturer Firestone.
Web Site: http://www.potenza.com/
Qantas
Locations: Australia
Information: Widely regarded as the world's leading long
distance airline and one of the strongest brands in
Australia, Qantas operates an average of 450 domestic
flights a day and around 540 international flights
every week, serving more than 120 destinations in 35
countries.
Web Site: http://www.qantas.com.au/
Sao Paulo
Locations: Brazil
Information: The host state of the Grand Prix of Brazil.
Web Site: http://www.lsi.usp.br/alesp/ (Web site for the
Assembleia Legislativa do Estado de Sao Paulo)
SAP
Locations: Canada, United States
Information: Founded in 1972, SAP is the recognized leader
in providing collaborative e-business solutions for all
types of industries and for every major market.
Headquartered in Walldorf, Germany, SAP is the world's
largest inter-enterprise software company, and the
world's third-largest independent software supplier
overall. SAP employs over 27,800 people in more than
50 countries, and all of them are dedicated to
providing high-level customer support and services.
Web Site: http://www.sap.com/
Shell/Helix
Locations: Australia, Brazil, San Marino, Monaco, Canada,
Europe, Hungary, United States, Japan
Information: This company's core business include oil
exploration and production, chemicals, gas and power,
and oil products.
Web Site: http://www.shell.com/
Siemens
Locations: San Marino, Spain, Germany, Belgium, Japan
Information: Over 150 years of innovation have made
Siemens a world leader in electrical engineering and
electronics. Today, Siemens is on its way to becoming
a worldwide leading e-business company. We will use
the networked know-how of our more than 460,000
employees in over 190 countries to benefit our
customers and win new business - and live up to the
motto: Siemens - global network of innovation.
Web Site: http://www.siemens.com/
Spa-Francorchamps
Locations: Belgium
Information: The host circuit of the Grand Prix of
Belgium.
Web Site: http://www.spa-francorchamps.be/
Toenec
Locations: Japan
Information: About the only English on the company Web
site's homepage is a Flash movie stating 'Energy &
Facilities Solution.'
Web Site: http://www.toenec.co.jp/ (Web site in
Japanese)
United States Grand Prix
Locations: United States
Information: The host race of the Grand Prix of the
United States.
Web Site: http://my.brickyard.com/usgp/
Vodafone
Locations: San Marino, Europe, France, Great Britain
Information: Vodafone is the largest mobile
telecommunications network company in the world. It has
interests in mobile networks in 28 countries across
five continents. Vodafone aims to be the world's
leading wireless telecommunications and information
provider, generating more customers, more services and
more value than any of its competitors.
Web Site: http://www.vodafone.com/
Zepter International
Locations: Brazil, Monaco, Canada
Information: Zepter International is an organization which
produces and sells exclusive high-quality consumer
products around the world, principally by way of direct
sales through a sales force of 120,000 consultants but
also through retail outlets. Since its inception,
Zepter has striven to enhance lifestyles around the
world and to become an essential part of everyday
living. Over the past few decades, Zepter has become a
global enterprise with sales through its companies in
over 50 countries across the world.
Web Site: http://www.zepter.com/
==============================================
==============================================
==============================================
CIRCUIT HISTORIES
This section was created due to a personal inquiry, wishing
to learn more about the history of the race venues currently
used in F1 competition. This is not intended to be a
detailed history of all the race venues, but more of a
general overview of the circuits. As more information is
gained, this section will be modified and expanded
accordingly.
The majority of information for this section comes from
circuits' official Web sites, Formula1.com
(http://www.formula1.com/), and Driver Network
(http://www.drivernetwork.net/). To the extent possible, I
will try to update circuit wins as best as I can, although
that admittedly is not initially a priority in writing this
section.
==============================================
CIRCUIT HISTORY: ALBERT PARK
The Albert Park circuit is a beautiful tree-lined venue using
real Melbourne city streets encircling the serene Albert Park
Lake. The Albert Park circuit has hosted the Grand Prix of
Australia since 1996, taking over from the Adelaide temporary
street circuit. Over 400,000 spectators saw the 1997 Grand
Prix of Australia in person at the Albert Park venue.
The 2002 Grand Prix of Australia was extremely eventful from
the very beginning - to the extent that only eight cars
finished the race!!! Rubens Barrichello began the race from
Pole Position (P1), but on slowing for the first corner of
the circuit, Ralf Schumacher (brother of Michael Schumacher)
rammed the rear of Barrichello's Ferrari and was sent
airborne, landing in the massive sand trap at the end of Pit
Straight with far too much damage to continue. The incident
created a massive chain-reaction melee as the other drivers
scrambled to take evasive action... but many ended up taking
each other out of contention due to massive damage. Seven
other drivers were forced to retire from the race due to
extreme damage. Fortunately, there were no severe injuries -
just a lot of bruised egos and angry tempers. Stupidly,
however, the race marshals made the decision to send out the
Safety Car instead of red-flagging the race; had the race
been stopped instead, FIA rules would have permitted all
those drivers involved in the incident to use their back-up
('T') cars when the race was restarted. Of course, those
drivers whose cars were damaged in the opening-lap melee were
able to take advantage of the Safety Car situation to make
repairs and rejoin the race.
F1 winners at Albert Park include Damon Hill (1996), David
Coulthard (1997), Mika Hakkinen (1998), Eddie Irvine (1999),
and Michael Schumacher (2000-2002).
The official Web site of the Australian Grand Prix
Corporation (http://www.grandprix.com.au/cars/index.asp)
features information on Australian F1 driver Mark Webber.
Interestingly, there is a movement afoot - Save Albert Park
(http://www.save-albert-park.org.au/) - which aims to prevent
the relocation of the Grand Prix of Australia to a permanent
race venue.
==============================================
CIRCUIT HISTORY: KUALA LAMPUR
The Sepang Circuit opened in March 1999 and includes three
circuit formations: Race Track (used for the F1 Grand Prix of
Malaysia), Go-Kart Track (using the first half of Race
Track), and Motocross Track (circuit layout not yet available
on the official Sepang Web site). This is the second-newest
race venue in F1 competition, which began its F1 use at the
end of the 1999 season. Sepang hosts F1, JapanGT, MotoGP,
Merdeka Endurance, Malaysian Super Series, Motocross, and
other track events (including private bookings).
Two features cause the Sepang Circuit to truly stand out
among all other F1 race venues. The first is the incredibly
wide nature of the track itself, which has a 16m minimum
width to provide plenty of side-by-side racing action.
Aesthetically, the Sepang Circuit is literally dominated by
the main grandstand, which is nestled snugly inside the two
longest straightaways and has a roof designed to simulate
Malaysia's national flower (the hibiscus, or Rosa Sinensis -
known locally as the Bunga Raya).
Unfortunately, with the relative newness of the Sepang
Circuit, there is not much historical information to be
found. The winners of the initial four Grands Prix of
Malaysia: Eddie Irvine (1999), Michael Schumacher (2000 and
2001), and Ralf Schumacher (2002).
See the official Web site (http://www.malaysiangp.com.my).
==============================================
CIRCUIT HISTORY: INTERLAGOS
The Autodromo Jose Carlos Pace has hosted the Grand Prix of
Brazil intermittently since 1973, but has held the event
consistently since 1990. As with many race venues, the
circuit was originally longer (7.914 kilometers, or 4.946
miles) than its current configuration (4.267 kilometers, or
2.667 miles). This is also an odd venue in that races are
run counterclockwise.
This is definitely a tricky circuit to master, built upon a
steep hillside. The very end of Pit Straight is the highest
point of the circuit, then the circuit drops away
significantly on a steep downhill S-curve which is one of the
most dangerous areas in all of current F1 racing. The
majority of Sector 2 and the beginning of Sector 3 are a set
of tight, twisty corners connected with VERY brief
straightaways, all tempered with significant elegant changes.
F1 winners at Interlagos: Emerson Fittipaldi (1973 and 1974),
Carlos Pace (1975), Niki Lauda (1976), Carlos Reutemann
(1977), Jacques Laffite (1979), Rene Arnoux (1980), Alain
Prost (1990), Ayrton Senna (1991 and 1993), Nigel Mansell
(1992), Michael Schumacher (1994, 1995, 2000, and 2002),
Damon Hill (1996), Jacques Villeneuve (1997), Mika Hakkinen
(1998 and 1999), and David Coulthard (2001).
Unfortunately, I am currently unable to find any further
online information concerning the Interlagos venue.
==============================================
CIRCUIT HISTORY: IMOLA
Used for F1 racing since 1963, the Autodromo Enzo & Dino
Ferrari is actually located in Italy (20 miles - or 32
kilometers - from Bologna) even though it officially hosts
the Grand Prix of San Marino. Construction of the circuit
began in 1950, and three years later was officially opened
with 125cc & 500cc motorbike events. However, only in 1979
was the entire venue made permanent; before this time, part
of the circuit was comprised of public roads.
The 1963 F1 race was an untitled race, but was indeed part of
the Formula1 series. In 1980, the Imola circuit hosted its
first World F1 race as the Grand Prix of Italy. Beginning in
1981, the race at Imola was named the Grand Prix of San
Marino.
Two notable major incidents occurred at Imola. The first was
in 1989, when Ferrari driver Gerhard Berger crashed and
exploded in flames. Nearly a full fifteen seconds later, the
flames were extinguished and Berger saved to the delight of
the concerned spectators; in fact, Berger re-entered the
race!!!
Five years later, during the qualifier race and the actual
Grand Prix, Roland Ratzenberger and Ayrton Senna lost their
lives. (There has practically been a 'cult' surrounding the
death of Ayrton Senna, and there are several Web sites which
include details as well as video of his tragic death.) Due
to these incidents, the circuit was redesigned.
F1 winners at Imola: Nelson Piquet (1981), Didier Pironi
(1982), Patrick Tambay (1983), Alain Prost (1984, 1984, and
1993), Elio de Angelis (1985), Nigel Mansell (1987 and 1992),
Ayrton Senna (1988, 1989, and 1991), Riccardo Patrese (1990),
Michael Schumacher (1994, 1999, 2000, and 2002), Damon Hill
(1995 and 1996), Heinz-Harald Frentzen (1997), David
Coulthard (1998), and Ralf Schumacher (2001).
Visit the official Web site (http://www.autodromoimola.com/)
for more information.
==============================================
CIRCUIT HISTORY: CATALUNYA
The Circuit de Catalunya near Barcelona has hosted the Grand
Prix of Spain since 1997. The circuit hosts numerous forms
of racing, including FIA Sportscar Championship, Spanish
Formula-1 Grand Prix, 24 HOURS MOTORBIKE ENDURANCE, 24 HOURS
CAR ENDURANCE, Catalunya Motorbike Championship, Spanish GT's
Championship, Truck GP, and certainly F1 Racing; Catalunya
even holds courses for the preparation of racing officials.
Many teams also use the circuit for practice and testing.
The circuit has three configurations: Grand Prix (7.563
kilometers, or 4.727 miles), National (4.907 kilometers, or
3.067 miles), and School (2.725 kilometers, or 1.703 miles).
F1 winners at Catalunya: Jacques Villeneuve (1997), Mika
Hakkinen (1998-2000), and Mika Hakkinen (2001 and 2002).
See the official Web site (http://www.circuitcat.com) for
more information. Unfortunately, it does not have any
historical information on the circuit, nor can I find any
such information online.
==============================================
CIRCUIT HISTORY: A1-RING
The A1-Ring has been the host of F1's Grand Prix of Austria
since 1997, but also hosts Truck Grand Prix, Classic Grand
Prix, Deutsche Tourenwagen Masters, and motorbikes, among
other racing series.
The 2002 Grand Prix of Austria was surrounded by controversy
following an extreme Ferrari public relations faux pas.
Reubens Barrichello had truly dominated the entire race
weekend, and was definitely on his way to his second-ever F1
win. In the closing laps of the race, teammate Michael
Schumacher (P2) began closing in on Barrichello, but the
assumption was that this move was to allow Ferrari's cars to
be close enough for a photo opportunity for its sponsors.
However, since Michael Schumacher and Juan Pablo Montoya
(Schumacher's closest expected competition) were at that
point very close in points in the Drivers' Championship,
Barrichello - who that week had signed a contract extension
as the NUMBER TWO TEAM DRIVER behind Michael Schumacher - was
ordered to pull aside in the final meters of the race to
allow his teammate to gain an extra four points in his lead
over Montoya (P1 awards 10 points; P2 awards 6 points).
While FIA could not do anything against the team or the
drivers for the team orders, the fans in the stands (and
myself watching live on television at 7AM in Arizona) were
FURIOUS. Michael Schumacher having officially 'won' the race
was to take the top rung on the podium, but instead took the
second rung and pushed the 'true' winner Reubens Barrichello
to the top rung; the FIA took objection to this and
sanctioned the team and the drivers at a special hearing
later in the year.
F1 winners at A1-Ring: Jacques Villeneuve (1997), Mika
Hakkinen (1998 and 2000), Eddie Irvine (1999), David
Coulthard (2001), and Michael Schumacher (the official winner
in 2002 - see the note on the controversy above, as many
consider that Reubens Barrichello won the race).
See the official Web site (http://www.a1ring.at) for more
information. Unfortunately, it does not appear to have any
historical information on the circuit itself, nor can I find
any such information online. Also, the official Web site is
entirely in German, a language I cannot read.
==============================================
CIRCUIT HISTORY: MONTE CARLO
Anthony Noghes presented the concept of an automobile racing
event in the streets of Monte Carlo in the 1920s. With the
support of Prince Louis II, it was realized that the natural
lay of the land provided a natural location for a superb
racetrack. The first Grand Prix of Monaco was help April 14,
1929, with sixteen competitors. Since then, only fourteen
years did the Grand Prix of Monaco not take place.
Many of the most famous F1 drivers have won the Grand Prix of
Monaco: Juan Manuel Fangio in 1950 and 1957; Stirling Moss in
1956, 1960, and 1961; Graham Hill in 1963-1965, 1968 and
1969; Jackie Stewart in 1966, 1971, and 1973; Niki Lauda in
1975 and 1976; Alain Prost in 1984-1986 and 1988; Ayrton
Senna in 1987 and 1989-1993; and Michael Schumacher in 1994,
1995, 1997, 1999, and 2001. Due to the narrowness of the
circuit, the steep elevation changes, and the numerous tight
corners, the Grand Prix of Monte Carlo is one of the most
prestigious events an F1 driver can possibly win.
See the official Web site (http://www.monaco.mc/monaco/gprix)
for more information.
==============================================
CIRCUIT HISTORY: CIRCUIT GILLES VILLENEUVE
Located on the Ile Notre-Dame in Montreal, Quebec, Canada,
the circuit has hosted the Grand Prix of Canada since 1978.
The circuit is named for Gilles Villeneuve, the first
Canadian F1 driver. His first F1 victory was in 1978 at the
Canadian Grand Prix on the Ile Notre-Dame track. However,
following his death during a practice session for the 1982
Grand Prix of Belgium, the City of Montreal Executive
Committee passed a resolution to rename the circuit in honor
of Gilles Villeneuve. Jacques Villeneuve, son of Gilles
Villeneuve, now competes in F1 (for BAR in 2002), so the
Villeneuve name continues on in F1 racing.
Many people attempt to compare F1 cars with CART cars.
Therefore, it is perhaps not so surprising that in 2002, CART
raced at Circuit Gilles Villeneuve for the first time. Based
upon the popularity of this first CART venture to the
circuit, CART will likely keep returning to this great race
venue for many years and decades to come.
F1 winners at Circuit Gilles Villeneuve: Gilles Villeneuve
(1978), Alan Jones (1979 and 1980), Jacques Laffite (1981),
Nelson Piquet (1982, 1984 and 1991), Rene Arnoux (1983),
Michele Alboreto (1985), Ayrton Senna (1988 and 1990),
Thierry Boutsen (1989), Gerhard Berger (1992), Alain Prost
(1993), Michael Schumacher (1994, 1997, 1998, 2000, and
2002), Jean Alesi (1995), Damon Hill (1996), Mika Hakkinen
(1999), and Ralf Schumacher (2001).
The official Web site (http://www.grandprix.ca) has plenty of
good information - including very important circuit access
information, since cars cannot be taken to the island.
==============================================
CIRCUIT HISTORY: NURBURGRING
Originally 22.677 kilometers (14.173 miles) in length, the
Nurburgring first opened in 1927 (following two years of
construction) and is still going strong. The opening events
featured motorcycles (June 18, 1927), with cars featured the
following day. The 1939 German Grand Prix was the final race
at Nurburgring for quite some time due to the beginning of
World War II. The circuit itself was damaged in the closing
months of the war, but racing returned to Nurburgring in
1947. However, there were no races at Nurburgring in 1948,
as the circuit was being brought up to safety standards.
Nurburgring began hosting F1 events in 1951. Estimates show
that 400,000 spectators came to the track for the 1954 F1
race. In 1958, however, the F1 race saw the death of Peter
Collins as his Ferrari went out of control.
The 1968 world motorcycle championship at Nurburgring had a
strange stoppage: a forest fire. The F1 Grand Prix later
that year had nearly impossible visibility due to intense
rain and fog.
In 1970, the Northern Loop of the circuit was called into
question after numerous accidents. Improvements were made
for the following year, when 130,000 spectators witnessed
Jackie Stewart winning the F1 Grand Prix. More improvements
were demanded in 1974 (first by motorcyclists, then by F1
drivers). When Nikki Lauda was seriously injured in 1976,
the Northern Loop was decommissioned as an F1 venue.
A new, shorter circuit was then designed and built, opening
in 1984 at 4.542 kilometers (2.839 miles) in length. Alan
Prost won that year's European Grand Prix. In 1986, however,
the F1 race moved to Hockenheim. 1995 saw the return of F1
to Nurburgring, and the historic race venue has produced
excellent races ever since.
Some of the notable F1 winners at Nurburgring: Alberto Ascari
(1951 and 1952), Juan Manuel Fangio (1954-1956), Stirling
Moss (1961), Jim Clark (1965), Jack Brabham (1966), Jackie
Stewart (1968, 1971, and 1973), Alain Prost (1984), Michael
Schumacher (1995, 2000, and 2001), Jacques Villeneuve (1996
and 1997), Mika Hakkinen (1998), and Rubens Barrichello
(2002).
See the official Web site (http://www.nuerburgring.de) for
plenty more details about the Nurburgring.
==============================================
CIRCUIT HISTORY: SILVERSTONE
The world-famous Silverstone circuit - often spoken of in the
same terms as Indianapolis Motor Speedway and Monza - has
hosted F1 racing since 1950. This 5.110-kilometer (3.194-
mile) circuit is set at an airport site, and contains several
configurations. The Silverstone International circuit (used
for the British TOCA series) shares much of the same pavement
as the Grand Prix circuit used for the annual F1 Grand Prix
of Great Britain; in fact, the pavement for the two circuits
even cross at approximately two-thirds of the way around the
International circuit.
During World War II, the Royal Air Force chose the site now
known as Silverstone for an airfield and a bomber-training
base. Following the war, other circuits such as Donnington
Park and Brooklands could not be used for racing due to
having been converted for wartime uses. Thus, in 1948, the
Silverstone site was used for its first race... with the
circuit marked by hay bales. The circuit was redone in 1949
and assumed a configuration roughly equivalent to that in
current use.
F1 began in 1950, and held its first race at Silverstone.
Guiseppe Farina won the first-ever F1 race ni an Alfa Romeo.
The British Racing Drivers' Club operated Silverstone until
2001, when current owner Octagon Motorsports took control of
the venue; this also ensures that the British Grand Prix will
be held at Silverstone for at least the next fifteen years.
The world's best F1 drivers have all placed themselves into
the Silverstone record books, including Manuel Fangio,
Stirling Moss, Mike Hawthorn, Jack Brabham, John Surtees, Jim
Clark, Graham Hill, Jackie Stewart, James Hunt, John Watson,
Niki Lauda, Alain Prost, Nigel Mansell, Ayrton Senna, Eddie
Irvine, Jacques Villeneuve, Mika Hakkinen, Michael
Schumacher, and David Coulthard. The track record is held by
Michael Schumacher, at 1:24.475 with an average speed of
217.784KPH (136.115MPH).
Silverstone hosts far more than just F1: Grand Prix
motorcycles, SuperBikes, Karts, FIA GTs, European Le Mans,
RallySprint, stages of the Rally of Great Britain, British
Touring Car Championship, and British Formula 3 and GT.
The official Web site is actually the site for Octagon
Motorsports (http://www.octagonmotorsports.com/), which owns
and operates Silverstone, as well as Snetterton, Cadwell
Park, Brands Hatch, and Oulton Park.
==============================================
CIRCUIT HISTORY: NEVERS MAGNY-COURS
Characterized by its three parallel straightaways (which can
be aurally difficult for drivers while on the middle
straightaway), Nevers Magny-Cours has hosted F1 events since
1991. The 4.226-kilometer (2.641-mile) circuit is also used
for Motorbikes Championship, FIA GT Championship, Formula
Renault 2000 Eurocup, FIA Sportcar Championship, Formula
Nissan, historical races, and various endurance races.
F1 winners at Nevers Magny-Cours: Nigel Mansell (1991 and
1992), Alain Prost (1993), Michael Schumacher (1994, 1995,
1997, 1998, 2001, and 2002), Damon Hill (1996), Heinz-Harald
Frentzen (1999), and David Coulthard (2000).
Visit the official Web site (http://www.magnycours.com/) for
more information. Unfortunately, the site does not include
any circuit history in either the French- or English-language
versions of the site.
==============================================
CIRCUIT HISTORY: HOCKENHEIM
The Hockenheim circuit was an EXCELLENT and very high-speed
race venue until 2002, when the circuit was redesigned and
severely shortened while accommodations were added to bring
in even more spectators than before. The former Hockenheim
configuration ran almost entirely through the German forest.
The circuit was designed in 1932, and hosts F1 and many other
forms of motorsport.
Notable F1 winners at Hockenheim: Niki Lauda (1977), Mario
Andretti (1978), (1981, 1986, and 1987), Alain Prost (1984,
1993), Ayrton Senna (1988-1990), Nigel Mansell (1991 and
1992), Michael Schumacher (1995, 2002), and Mika Hakkinen
(1998).
The official Web site (http://www.hockenheimring.de/) is
unfortunately only available in German - which is a language
I cannot read :-(
==============================================
CIRCUIT HISTORY: HUNGARORING
Located 19.2 kilometers (12 miles) northeast of Budapest, the
3.946-kilometer (2.466-mile) Hungaroring circuit has been
used for F1 racing since 1986, and represented the first
foray of F1 racing into the Eastern Block (during the Cold
War era).
F1 winners at Hungaroring include Nelson Piquet (1986 and
1987), Ayrton Senna (1988, 1991, and 1992), Nigel Mansell
(1989), Thierry Boutsen (1990), Damon Hill (1993 and 1995),
Michael Schumacher (1994, 1998, and 2001), Jacques Villeneuve
(1996 and 1997), Mika Hakkinen (1999 and 2000), and Reubens
Barrichello (2002).
The official Web site (http://www.hungaroring.hu/)
unfortunately does not include a circuit history.
==============================================
CIRCUIT HISTORY: SPA-FRANCORCHAMPS
The Spa-Francorchamps circuit is one of the most scenic race
venues in all of F1 racing (especially now that the
Hockenheim circuit in Germany has been practically destroyed
in its new, far shorter configuration); races here are also
as much characterized by the often-changing weather as by the
challenging circuit itself. The Spa-Francorchamps venue has
been as long as 14.038 kilometers (8.774 miles) in length
(from 1950 to 1956), but has been greatly shortened now to
6.928 kilometers (4.330 miles) in length. This is a tricky
circuit, categorized primarily by the tight La Source hairpin
just beyond the Start/Finish Line, and the long, snaking,
steep, uphill climb up Eau Rouge to the tree-lined Kemmel
Straight (the highest area of the circuit).
The Spa-Francorchamps circuit hosts numerous forms of
motorsport, including F1, Karting, and motorbikes. There are
also two driving schools based at Spa-Francorchamps: Peugeot
Driving School EPMA and RACB Driving school.
Conceived in 1920, the circuit was ready for racing in August
1921... but there was no race, as only one competitor had
registered :-( Three years later, Spa-Francorchamps hosted
its first annual 24 Hours of Francorchamps (24 Hours of Spa),
an endurance race begun only one year following the inaugural
24 Hours of Le Mans. Until World War II, the major events
held at the circuit were the motorcycle grand prix races, the
Belgian Grand Prix, and the 24 Hours of Francorchamps.
However, by the 1970s, drivers were sincerely concerned about
safety along the lengthy Spa-Francorchamps circuit. After
numerous propositions, a shorter circuit was created, and the
7-kilomter circuit was inaugurated in 1979. Fortunately, the
new circuit kept the main characteristics of its massive
former self and also sported many safety improvements. With
the shorter, safer circuit, the F1 Grand Prix of Belgium was
able to return to Spa-Francorchamps. The current track
record was set by Michael Schumacher at 1:43.726 (241.837KMH,
or 151.148MPH) in 2002.
In one of the most spectacular passes in recent F1 history,
the 2000 Grand Prix of Belgium hinged upon Mika Salo drafting
behind Michael Schumacher to make a pass for the race lead at
the end of Kemmel Straight, using a third car as a pick on
entering Malmedy-Les Combes at the highest point of the Spa-
Francorchamps circuit.
Notable F1 winners at Spa-Francorchamps: Juan Manuel Fangio
(1950, 1954, and 1955), Alberto Ascari (1952 and 1953), Jack
Brabham (1960), Jim Clark (1962-1965), Emerson Fittipaldi
(1972), Alain Prost (1983 and 1987), Ayrton Senna (1985, and
1988-1991), Nigel Mansell (1986), Michael Schumacher (1992,
1995-1997, and 2001-2002), and Mika Hakkinen (2000).
Please visit the official Web site (http://www.spa-
francorchamps.be/) for a lot of excellent information on the
Spa-Francorchamps circuit and its many events and driving
schools..
==============================================
CIRCUIT HISTORY: MONZA
Originally opened in 1922 to commemorate the twenty-fifth
anniversary of the Milan Automobile Club, the Monza circuit
(Autodromo Nazionale Monza), near Milan, Italy, has been the
site of more F1 grand prix events than any other. The Monza
circuit has seen numerous configurations, including the
famous banked section from 1955 to 1961.
Monza has always been an incredibly fast race venue... and
with this speed comes even greater danger. Phil Hill's 1961
race victory (his second consecutive win at Monza) was
severely overshadowed by a collision between Jim Clark and
Wolfgang von Trips which took the lives of the latter driver
and over one dozen spectators. A 1970 mechanical failure
during Qualifying killed Jochen Rindt, so one may not be
surprised that chicanes, guard rails, and reinforced fencing
were added beginning in 1972 as an attempt to slow the cars
and make Monza's events safer for all involved; however, the
chicanes specifically were really just makeshift safety
measures due to the increasing performance in virtually all
realms of motorsport. In more recent years, the opening lap
of the 2000 Grand Prix of Italy was seriously marred by the
death of a trackside race marshal due to all the flying
debris at the Roggia Chicane (the second chicane of the
circuit). While there were no dangerous incidents at the
2001 Grand Prix of Italy, that particular event happened to
be scheduled for the first weekend following the world-
shocking terrorist attacks on the United States (September
11, 2001) AND the near-fatal accident at a new race venue in
Germany (the previous afternoon) which forced the amputation
of the legs of CART driver Alex Zanardi; these events cast a
dark shadow over the race itself as well as the entire Grand
Prix weekend.
On a far more positive note, Williams driver Juan Pablo
Montoya - truly making his first great impact upon the F1
world following several years of astounding success in CART -
broke Keke Rosberg's twenty-seven-year record for the fastest
ever F1 qualifying lap. Rosberg's then record-setting lap
was 259.005KPH (161.878MPH) set at Silverstone; Montoya's new
record-setting lap was 259.827KPH (162.392MPH). What makes
Montoya's achievement even more impressive is that Michelin-
shod F1 vehicles (led by Williams and McLaren) have generally
not been able to compete with Bridgestone-shod cars (led by
Ferrari).
The Monza circuit has seen all sorts of motorsport events,
including motorcycles and touring cars, and currently is
5.736 kilometers (3.585 miles) in length. A recent Italian
telefilm on the life of Enzzo Ferrari exclusively used the
Monza circuit for its racing shots using time-appropriate
vehicles.
Notable F1 winners at Monza: Alberto Ascari (1951 and 1952),
Juan Manuel Fangio (1953-1955), Stirling Moss (1956 and
1957), Stirling Moss (1959), Jim Clark (1963), Jackie Stewart
(1965 and 1969), Emerson Fittipaldi (1972), Mario Andretti
(1977), Niki Lauda (1978 and 1984), Alain Prost (1981, 1985,
and 1989), Nelson Piquet (1983, 1986, and 1987), Ayrton Senna
(1990 and 1992), Michael Schumacher (1996, 1998, 2000, and
2002), and Juan Pablo Montoya (2001).
The official Web site of Autodromo Nazionale Monza
(http://www.monzanet.it/) has plenty of great information,
including a large track map of Monza's various configurations
and plenty of images of racing action on Monza's banked
turns.
==============================================
CIRCUIT HISTORY: INDIANAPOLIS
Essentially a 'stadium circuit' located at Indianapolis Motor
Speedway, the Indianapolis Grand Prix circuit is the newest
race venue in F1, first used in its current incarnation in
2000. This also marks the return of F1 racing to the United
States, which had been absent since 1991 (using a temporary
street circuit in downtown Phoenix, Arizona). The initial
4.192-kilometer (2.620-mile) US Grand Prix was won by Michael
Schumacher in 2000, followed by Mika Hakkinen (in his final
race win before sabbatical/retirement) in 2001.
Indianapolis Motor Speedway was purchased in 1945 by Tony
Hulman (the namesake of Hulman Blvd., which connects Turn 7
and Turn 8 of the Grand Prix circuit) and restored to use
after the speedway had fallen into disuse because of World
War II. In 1950-1960, the Indianapolis 500 also awarded
points for the F1 World Championship; winners in this era
include Johnnie Parsons, Bill Vukovich, and Jim Rathmann.
Tony George, the President of the Indianapolis Motor
Speedway, was almost single-handedly responsible for bringing
F1 racing back to the United States. The Indianapolis Motor
Speedway had to be brought up to standard in order to host
the United States Grand Prix, including a new Paddock area
which would allow cars to exit from the garage directly onto
Pit Lane. Also, in a MAJOR concession to the traditions of
F1 racing, the 2000 USGP marked the very first time that a
race had been run in REVERSE (clockwise) at Indianapolis
Motor Speedway.
The 2001 Grand Prix of the United States was the first major
auto racing event on American soil following the terrorist
attacks on America just two weeks before. FIA and USGP
organizers truly went out of their way to provide
entertainment, soothing words, and patriotic moments for the
thousands of spectators at a time when the nation and the
world were still in shock, grief, and mourning at the
terrorist events.
Winners of the Indianapolis 500 during its quasi-F1 era
(1950-1960): Johnnie Parsons (1950), Lee Wallard (1951), Troy
Ruttman (1952), Bill Vukovich (81953 and 1954), Bob Sweikert
(1955), Pat Flaherty (1956), Sam Hanks (1957), Jimmy Bryan
(1958), Rodger Ward (1959), and Jim Rathmann (1960).
Winners of the United States Grand Prix at Indianapolis in
the modern era: Michael Schumacher (2000), and Mika Hakkinen
(2001).
Visit the official Web site (http://www.usgpindy.com/).
==============================================
CIRCUIT HISTORY: SUZUKA
In operation since at least 1962 and the host of F1 races
since 1987, Suzuka Circuit is the host of many forms of
motorsport - including F1 and other Formula series, and
motorbikes (including MotoGP) - as well as several racing
schools. Suzuka comprises two different circuits: the 5.821-
kilometer (3.638-mile) International Racing Course (used for
F1 events) and the 1.264-kilometer (0.790-mile) Southern
Course (which itself contains numerous configurations).
F1 winners at Suzuka: Gerhard Berger (1987 and 1991), Ayrton
Senna (1988), Alessandro Nannini (1989), Nelson Piquet
(1990), Riccardo Patrese (1992), Ayrton Senna (1993), Damon
Hill (1994 and 1996), Michael Schumacher (1995, 1997, and
2000-2002), and Mika Hakkinen (1998 and 1999).
Unfortunately, the official Web site
(http://www.suzukacircuit.co.jp/) is almost exclusively in
Japanese. Many section titles are also given in English (such
as Event Calendar, Group Enjoy!, and Circuit Queen), but the
only truly-English area is a single page with downloadable
files of information for buying tickets to the next Grand
Prix of Japan.
==============================================
==============================================
==============================================
PARTS USED IN CAR SET-UPS
Many racing games (primarily arcade-heavy games such as CART
Fury) can be played with absolutely no concerns about car
set-ups; other racing games (such as Le Mans 24 Hours) have
so few set-up options that changing anything really does not
have much effect. However, F1 2002 presents a number of set-
up options in Simulation Handling, and the novice can easily
become lost in trying to discern how to change the set-up
options to induce or correct certain handling characteristics
of a given car. While I am certainly NOT a car expert (in a
real car, I can just barely find the accelerator and the
radio buttons), I can present some of the basics of various
parts to help tuning novices.
Note that often, when one part's setting has been changed, at
least one other part's setting will also need to be changed
to maintain some semblance of handling. For example, if the
gearbox is changed to use long gear ratios, the aerodynamics
settings will likely need to be lowered to make use of the
long gear ratios (otherwise, the car will have difficulty
climbing into its highest gear at the appropriate speed).
For another example, if the tire pressure is increased, the
car will likely require soft tires to help to keep the car on
the pavement when cornering (especially at high speeds).
Tires
Type F1 2002 presents both slick tires and
wet tires. Wet tires are obviously
for use in rainy conditions. Slick
tires, however, come in two "flavors:"
soft and hard. The hard tire compound
has excellent durability, requiring
fewer trips to Pit Lane to change
tires, but at the cost of reduced
grip of the pavement. The soft tire
compound occupies the exact opposite
extreme: short lifespan, superior
grip.
Pressure High tire pressures result in more-
rounded tires, meaning that less tire
surface will actually be touching the
pavement, thus inherently reducing the
amount of available pavement grip
(regardless of the type or compound of
tire used) and producing a slightly
faster car due to less friction. Low
tire pressures create 'flattened'
tires, putting more rubber on the
pavement and creating far more
friction to slow the car and assist in
cornering.
Aerodynamics (Wings) The wings are important for downforce,
the use of airflow over the front and
rear of the car to keep the light,
high-speed machines from taking off
like an airplane and doing a backflip
like the Mazda at Le Mans in 2001. A
low downforce/wing setting produces
faster speeds but decreases cornering
ability, while a high setting will
help tremendously with cornering at
the sacrifice of straight-line speed.
Suspension
Ride Height Like aerodynamics, ride height can
help or hinder a car's performance
through airflow. A low ride height
setting allows less air underneath the
vehicle, resulting in less aerodynamic
friction to slow the car. Conversely,
a high ride height setting allows more
air to pass underneath the car, thus
increasing air friction and slowing
the car (which assists in cornering).
However, car performance is NOT the
only consideration when setting ride
height. If ride height is set too
low, the car may bottom out,
especially at the top or bottom of
hills or when rolling over rumble
strips. For short races (4-8 laps),
bottoming out may not be a significant
concern. However, in longer races
(especially at 32+ laps), bottoming
out the car could cause mechanical
problems.
Bump Stop The bump stop indicates the point at
which the suspension will stop its
vertical travel as the car speeds
around the circuit. Rumble strips,
debris, and generally bumpy sections
of pavement will inherently cause the
car's suspension to move as the
vehicle passes across non-even
surfaces and obstructions.
F1 2002 includes two bump stop
settings: high bump stop and low bump
stop. If these numbers are identical,
the car will have no vertical movement
of the suspension, meaning that any
required vertical movement for
different surfaces will cause the
entire car to rise as the tires pass
over the obstruction(s).
Spring Rate A high spring rate setting will make
the springs stiffer, assisting in
cornering; however, if set too high,
the car is likely to jump when running
over rumble strips. A lower setting
will keep the car from jumping, but
the vehicle will have trouble when
cornering.
Anti-roll Bar The anti-roll bar can be stiffened to
keep the car from flipping, but this
will make cornering more difficult.
The setting can be lowered to
accommodate cornering ability, but
the car will then be easier to flip
in an accident.
Brakes
Brake Bias Brake bias controls the percentage of
braking power going toward the front
and rear of the car. In a change from
F1 2001, Brake Bias is now done on a
percentage basis, from -50% (front) to
0% (neutral) to +50% (rear).
Brake Strength Independent of brake bias, brake
strength controls the response of the
brakes relative to the amount of
pressure applied to the brake button.
A low setting produces little (slow)
response, while a high setting
produces great (fast) response.
Therefore, assuming that equal
pressure is always applied to the
brake button, a low setting requires
that braking begin earlier than the
same car and corner using a high
setting in the exact same racing
conditions.
Gearbox F1 2002 allows players to customize
gear settings, but also includes three
preset gear ratios: short, medium, and
long. A short gear ratio provides
impressive acceleration while
sacrificing top-end speed. A long
gear ratio provides excellent top-end
speed (especially in a straight line),
but far slower acceleration. A medium
gear ratio provides the best of both
extremes.
Note that for F1's famous
standing starts, a short gear ratio
will allow a car to get off the line
very quickly, allowing for the player
to immediately gain one or more race
positions. Conversely, a high gear
ratio will almost certainly cause the
player to lose one or more positions
at the start of a race due to the slow
acceleration inherent to long gear
ratios.
For more information on specific car parts used in tuning,
please see Minesweeper's excellent Tuning Guide, available at
GameFAQs (http://www.GameFAQs.com). While this guide is
specifically for Gran Turismo 3 A-spec, GT3 includes many,
many, many more tuning/parts options than F1 2001, and
Minesweeper does a very good job explaining the function of
each part. <<
written permission from Minesweeper - arigatou!!!>>>
==============================================
SUGGESTED SET-UPS
Here are my personal suggestions for car set-up. These are
based on my own driving style, which is a bit aggressive...
moreso than what F1 2002 really wants to allow, so I am
always driving on the edge (moreso than the average player).
Most importantly, the set-ups presented here are essentially
just baselines upon which individual players can begin
tinkering to find the best possible settings for their own
driving styles.
These set-ups were achieved using Michael Schumacher's
Ferrari, always in dry and sunny conditions, using the camera
mounted just above the driver's helmet. The settings were
determined through extensive experimentation in Practice,
then checked with Qualifying and a four-lap Race.
Suggested set-up for Australia (Albert Park)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 13
Rear Wing 16
Suspension
Front
Ride Height 30
High Bump Stop 35
Low Bump Stop 30
Spring Rate 183
Anti-roll Bar 184
Rear
Ride Height 42
High Bump Stop 50
Low Bump Stop 45
Spring Rate 115
Anti-roll Bar 77
Brakes
Brake Bias +5%
Brake Strength 70
Gearbox Long
Notes: This creates an extremely twitchy car which likes
to slide a lot on braking.
Suggested set-up for Malaysia (Sepang)
Tires
Type Hard
Front Pressure 21.3
Rear Pressure 21.2
Aerodynamics
Front Wing 17
Rear Wing 19
Suspension
Front
Ride Height 30
High Bump Stop 35
Low Bump Stop 30
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 42
High Bump Stop 50
Low Bump Stop 42
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +5%
Brake Strength 65
Gearbox Long
Notes: The long gear ratio will provide plenty of
benefits along the Pit Straight and the 'back
straight' behind the main grandstands, as well as
on the gentle uphill climb from Turn 2 to Turn 4.
Drafting techniques in these three areas will pay
even further dividends in terms of overall speed.
Caution is required when accelerating out of
Turns 1 and 2 especially.
Suggested set-up for Brazil (Interlagos)
Tires
Type Soft
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 30
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +2%
Brake Strength 65
Gearbox Long
Notes: The long gear ratios can be a disadvantage in the
lower portion of the circuit, but the straight-
aways are so short that even those cars using
medium gear ratios will not have sufficient room
to come up to a respectable speed. Still, take
extreme care with accelerating out of Turn 1 and
the corners of the lower portion of the circuit.
Suggested set-up for San Marino (Imola)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 30
High Bump Stop 30
Low Bump Stop 25
Spring Rate 87
Anti-roll Bar 184
Rear
Ride Height 50
High Bump Stop 50
Low Bump Stop 45
Spring Rate 108
Anti-roll Bar 72
Brakes
Brake Bias +2%
Brake Strength 65
Gearbox Long
Notes: Beware excessive wheelspin on acceleration out of
Tosa and the Alta Chicane. Medium gear ratios
should also be a viable option at Imola, but long
gear ratios will help to reduce wheelspin on
acceleration out of tight corners and chicanes.
Suggested set-up for Spain (Catalunya)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 12
Rear Wing 15
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 72
Brakes
Brake Bias +8%
Brake Strength 70
Gearbox Medium
Notes: Long gear ratios could be used here, as there
are several long sections of full-throttle
racing. However, even with medium gear ratios,
there are usually a few cars along the straight-
aways which can be used for drafting techniques
to make a pass while gaining extra speed. The
higher Brake Strength set closer to the rear of
the car can be extremely important at the end of
Pit Straight, both due to its immense length and
the likelihood of gaining even more speed due to
drafting.
Suggested set-up for Austria (A1-Ring)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 35
High Bump Stop 35
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 205
Rear
Ride Height 50
High Bump Stop 50
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +3%
Brake Strength 63
Gearbox Medium
Notes: This set-up is very close to the default settings
given by the CPU; the only major change is to the
aerodynamics.
Suggested set-up for Monaco (Monaco)
Tires
Type Soft
Front Pressure 18.1
Rear Pressure 18.4
Aerodynamics
Front Wing 19
Rear Wing 20
Suspension
Front
Ride Height 48
High Bump Stop 48
Low Bump Stop 40
Spring Rate 97
Anti-roll Bar 215
Rear
Ride Height 69
High Bump Stop 69
Low Bump Stop 61
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +15%
Brake Strength 70
Gearbox Long
Notes: The long gear ratios seem counterproductive in
theory at this venue, but the straightaways
actually ARE long enough to make this practical;
also, the circuit is narrow enough that defensive
maneuvers can be employed to keep faster cars at
bay, and drafting tactics can be used to make
passes (especially in The Tunnel, although
the narrowness of the circuit combined with the
inherent darkness makes The Tunnel a dangerous
passing zone). The higher Brake Strength brought
closer to the rear of the car is key for keeping
off the barriers.
Suggested set-up for Canada (Circuit Gilles-Villeneuve)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 12
Rear Wing 14
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 194
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +3%
Brake Strength 65
Gearbox Long
Notes: Hard braking while cornering will generally cause
the car to slide in the direction the steering
wheel is turned.
Suggested set-up for Europe (Nurburgring)
Tires
Type Hard
Front Pressure 18.1
Rear Pressure 18.4
Aerodynamics
Front Wing 12
Rear Wing 14
Suspension
Front
Ride Height 30
High Bump Stop 30
Low Bump Stop 25
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 40
High Bump Stop 50
Low Bump Stop 45
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: Take extreme care in the hairpin.
Suggested set-up for Great Britain (Silverstone)
Tires
Type Soft
Front Pressure 21.3
Rear Pressure 21.2
Aerodynamics
Front Wing 14
Rear Wing 15
Suspension
Front
Ride Height 35
High Bump Stop 45
Low Bump Stop 40
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 50
High Bump Stop 61
Low Bump Stop 56
Spring Rate 108
Anti-roll Bar 77
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: With the long gear ratios, it is possible to zip
through Bechetts (Turns 2-5) at full throttle,
with the natural lean of the car through Turn 5
causing an automatic gearbox to drop down into
6th gear to help with cornering (beginning about
at the apex). Expect a difficult ride through
the Stadium-like section at the end of each lap.
Suggested set-up for France (Nevers Magny-Cours)
Tires
Type Soft
Front Pressure 19.1
Rear Pressure 19.8
Aerodynamics
Front Wing 12
Rear Wing 13
Suspension
Front
Ride Height 50
High Bump Stop 50
Low Bump Stop 45
Spring Rate 103
Anti-roll Bar 173
Rear
Ride Height 61
High Bump Stop 61
Low Bump Stop 56
Spring Rate 115
Anti-roll Bar 72
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: Keep a tight inside line through Turn 2
(Estoril), else risk sliding out into the sand
to the left of the pavement due to
centripetal force.
Suggested set-up for Germany (Hockenheim)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 21.2
Aerodynamics
Front Wing 11
Rear Wing 13
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 184
Rear
Ride Height 45
High Bump Stop 50
Low Bump Stop 45
Spring Rate 108
Anti-roll Bar 82
Brakes
Brake Bias +10%
Brake Strength 75
Gearbox Long
Notes: The long gear ratios will mean slower
acceleration out of Turn 1 (North Curve) and
the chicanes, as well as a difficult ride through
The Stadium. However, the straightaways are so
long that the car should hit at least
190MPH/310KPH in most straightaways; excellent
use of drafting tactics can easily pull the car
to over 200MPH/320KPH, especially if there are
numerous cars close enough together to all be
used for drafting. On the other hand, given that
the straightaways are so long, expect for other
cars to also attempt to use drafting techniques;
therefore, at Hockenheim moreso than at any other
F1 venue, keep looking in the mirrors to defend
a position if necessary, especially if driving a
consistently-slower car (such as an Arrows or a
Minardi).
Suggested set-up for Hungary (Hungaroring)
Tires
Type Soft
Front Pressure 20.2
Rear Pressure 19.8
Aerodynamics
Front Wing 19
Rear Wing 20
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 103
Anti-roll Bar 194
Rear
Ride Height 50
High Bump Stop 56
Low Bump Stop 50
Spring Rate 115
Anti-roll Bar 72
Brakes
Brake Bias 15%
Brake Strength 85
Gearbox Long
Notes: Due to the slopes throughout, the first and last
corners of the circuit must be approached with
extreme care. The inherent lack of strong
acceleration which comes with a long gear ratio
will certainly help. Despite the long gear
ratio, only in very rare circumstances will the
car be able to climb into seventh gear due to the
lack of significant sections of full-throttle
racing. This set-up is extremely twitchy, and
the car loves to slide through corners; this is
really a set-up for EXPERT DRIVERS ONLY and
definitely needs A LOT of fine-tuning... but I
honestly do not have the patience for this
track >:-(
Suggested set-up for Belgium (Spa-Francorchamps)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 21.2
Aerodynamics
Front Wing 17
Rear Wing 18
Suspension
Front
Ride Height 40
High Bump Stop 35
Low Bump Stop 35
Spring Rate 108
Anti-roll Bar 205
Rear
Ride Height 61
High Bump Stop 50
Low Bump Stop 50
Spring Rate 121
Anti-roll Bar 82
Brakes
Brake Bias +5%
Brake Strength 70
Gearbox Long
Notes: Take care to NOT accelerate too hard/soon exiting
La Source, as the car could easily spin itself
into Pit Exit and result in a race-ending Black
Flag. Also, beware the bumps through Eau Rouge.
Suggested set-up for Italy (Monza)
Tires
Type Hard
Front Pressure 18.1
Rear Pressure 21.2
Aerodynamics
Front Wing 10
Rear Wing 13
Suspension
Front
Ride Height 40
High Bump Stop 40
Low Bump Stop 35
Spring Rate 97
Anti-roll Bar 194
Rear
Ride Height 50
High Bump Stop 56
Low Bump Stop 50
Spring Rate 108
Anti-roll Bar 72
Brakes
Brake Bias +10
Brake Strength 80
Gearbox Long
Notes: Drafting tactics can be extremely beneficial
along Pit Straight and Rettilineo Parabolica.
The long gear ratio certainly takes advantage of
the long straightaways of the Monza circuit.
Suggested set-up for the United States (Indianapolis)
Tires
Type Hard
Front Pressure 20.2
Rear Pressure 22.6
Aerodynamics
Front Wing 13
Rear Wing 16
Suspension
Front
Ride Height 45
High Bump Stop 45
Low Bump Stop 35
Spring Rate 114
Anti-roll Bar 152
Rear
Ride Height 71
High Bump Stop 54
Low Bump Stop 49
Spring Rate 128
Anti-roll Bar 82
Brakes
Brake Bias +10
Brake Strength 75
Gearbox Long
Notes: There is simply NO 'good' set-up for the
Indianapolis F1 circuit; the infield portion
requires a tight, technical set-up, while the
Indy/NASCAR oval portion requires a high-speed
set-up. The settings offered here reflect
somewhat of a 'middle-ground' set-up, achieving
only around 175MPH/280KPH on the oval portion
while having a moderately difficult time
cornering (especially in traffic) in the infield
portion of the circuit.
Drafting along the Indy/NASCAR oval portion of
the circuit can bring faster lap times and higher
top-end speed, which is particularly important
with this suggested set-up. The long gear ratio
will certainly help on the Indy/NASCAR oval, and
will help to reduce excessive acceleration in the
infield portion of the circuit.
Suggested set-up for Japan (Suzuka)
Tires
Type Hard
Front Pressure 19.1
Rear Pressure 21.2
Aerodynamics
Front Wing 15
Rear Wing 18
Suspension
Front
Ride Height 45
High Bump Stop 45
Low Bump Stop 40
Spring Rate 103
Anti-roll Bar 173
Rear
Ride Height 56
High Bump Stop 56
Low Bump Stop 50
Spring Rate 101
Anti-roll Bar 88
Brakes
Brake Bias +5
Brake Strength 70
Gearbox Long
Notes: It is best to take a TIGHT line over apex rumble
strips through Chicane. Take care not to carry
too much speed through the S-curves.
==============================================
==============================================
==============================================
GRAND PRIX OF AUSTRALIA: ALBERT PARK
The 2002 F1 racing season begins with a set of 'flyaway'
(non-European) races. This fast, flat, attractive circuit is
built around Melbourne's beautiful Albert Park Lake, using
actual city streets which generally receive little traffic
during the year. There are usually plenty of trees on both
sides of the track, with a nice view of Melbourne's buildings
as you come through Turns 12 and 13. The Albert Park circuit
features many long, gentle, no-braking corners, allowing for
incredible top-end speed all around this completely-flat
circuit. However, these are tempered with several moderate-
and hard-braking corners, as well as many dark shadows
obscuring long stretches of the pavement, especially in wet
conditions.
Pit Straight: The front straight is fairly long, following a
moderate-braking corner (Turn 16). However, Turn 1 requires
an early braking zone.
Turn 1 (Jones): A moderate-braking right-hand corner. If you
miss the braking zone here, there is a wide area in which you
can recover. Traffic will often bunch up entering Turn 1,
even beyond the start of a race.
Turn 2 (Brabham): Immediately following Turn 1, this is a
gentle left-hand turn which can be taken at full speed.
Excellent acceleration out of Turn 1 makes the exit of Turn 2
and the ensuing straightaway a prime passing zone. Beware
the barrier on the right on exiting Turn 2; do not hit the
throttle too soon exiting Turn 1.
Turn 3: This is a hard-braking right-hand semi-blind corner
following a long straightaway; the braking zone begins
earlier than it would otherwise appear, so make use of the
distance-to-corner markers. Again, there is a wide recovery
area here. A little speed can be made coming out of Turn 3,
but the straightaway is virtually non-existent, requiring
moderate braking for Turn 4. This is definitely NOT a place
to pass (safely) unless you have EXCELLENT brakes and little
or no tire wear. Traffic tends to bunch up here for Turns 3
and 4.
Turn 4: A left-hand corner requiring at least moderate
braking. To the outside of the corner is a wide, paved
recovery area; however, driving too far out to the right or
remaining on this paved area beyond the painted advertisement
will result in a Stop-Go Penalty. The inside of Turn 4 is
also a wide paved zone, but short-cutting Turn 4 by more than
one car length will also result in a Stop-Go Penalty. Good
acceleration out of Turn 4 can set up a good passing
opportunity.
Turn 5 (Whiteford): A gentle right-hand corner through the
trees which leads to a nice straightaway. With a flawless
racing line, no braking is necessary here; otherwise, a quick
lift of the accelerator will be needed to keep the left side
of the car off the barrier.
Turn 6 (Albert Road): A semi-hidden moderate-braking right-
hand corner. Traffic will sometimes bunch up here, as
drivers try to spot the corner. A wide recovery zone is
available here as well, but take care not to shortcut the
corner. Blasting through Turn 6 without braking will almost
certainly result in loss of control (with subsequent
spinning, sliding, and/or crashing) due to the angle of the
rumble strips.
Turn 7 (Marina): Immediately following Turn 6, Turn 7 is a
very gentle left-hand corner which brings you alongside the
northernmost end of Albert Park Lake. Beware the barrier on
the right.
Turn 8 (Lauda): This is almost not a turn at all, as it
curves extremely gently along the shoreline, but the course
map on the race's official Web site lists this as a corner.
Turn 9 (Clark Chicane): This corner is a tight right-hand
turn which requires moderate or hard braking. Traffic almost
always bunches up here. If you miss the braking zone here,
you will end up out in the blue-green dust-covered area.
Turn 10 (Clark Chicane): This is almost not a turn at all, as
it curves extremely gently to the left and back along the
shoreline. There is absolutely NO room for error on the
right side of the track, as the pavement runs directly up
against the barrier. Once you pass underneath the second
pedestrian bridge and see the grandstands ahead on the right,
drift to the right to set up the best racing line for Turns
11 and 12.
Turns 11 and 12 (Waite): This extended left-right chicane is
tricky. Turn 11 can be taken flat-out, but Turn 12 (Waite)
CANNOT be successfully navigated at full speed without either
shortcutting the corner (using the pavement inside the rumble
strips) or ending up beached in the kitty litter on the exit
of the chicane. Sliding even one pixel across the rumble
strips on either side of the chicane results in a Stop-Go
Penalty. A flawless racing line is crucial to success here
and in the ensuing straightaway.
Straightaway: The pavement runs directly up against the
barrier on the left side of the course here, creating
problems for cars on the left whose engines suddenly expire.
Turn 13 (Ascari): This is a semi-blind right-hand corner
requiring moderate braking if you are alone; traffic tends to
bunch up here. The recovery area again is quite wide, with a
long run-off strip if needed. This leads to a short
straightaway which can be a prime passing zone if
acceleration out of Turn 13 is strong.
Turn 14 (Stweard): A light-braking, right-hand corner with a
wide recovery area. Experts should be able to take this
corner at top speed (if not in traffic) with a flawless
racing line, or by dropping the right-side tires onto the
grass. This is a good place to pass on braking upon entering
the corner.
Turn 15: Do not be fooled by the run-off lane which proceeds
directly ahead into an unmoving barrier; there IS a J-turn to
the left here, requiring hard braking. This is also a good
place to pass on braking when entering the corner. Note that
the Pit Entry is immediately to the right upon exiting the
corner, so be sure to look for cars moving slower than
expected as they enter Pit Lane.
Turn 16 (Prost): But, be careful with the approach and exit
angles for this right-hand turn, as the barrier (and a
grandstand) is just a few feet off the pavement on the left
as you exit the corner. A new addition from previous
versions of the game, the Pit Lane barrier begins at the
entry of Turn 16, so shortcutting is not a possibility, and
dropping the right-side tires off the pavement is also not a
good option. This leads onto the Pit Straight.
Pit Entry: The Pit Lane begins to the right immediately after
Turn 15. It is possible to enter at a fairly high speed, but
there will be a sharp turn to the right very quickly,
requiring moderate or heavy braking. Before entering the
main Pit area, however, is a tight right-left chicane, so be
prepared to truly slam on the brakes, or else the nose of
your car will slam into the Pit Lane barrier.
==============================================
GRAND PRIX OF MALAYSIA: KUALA LAMPUR
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. Kuala Lampur 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).
Pit Straight: The main grandstands are to the left as you fly
down the Pit Straight. 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 the 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.
Remember that Turn 2 is slower than Turn 1, so if following
another car, allow plenty of room to keep from ramming the
other vehicle.
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 slight lifting of the
accelerator.
Turns 7 and 8: These two right-hand corners are best taken
in a wide 'U' formation. There is plenty of kitty litter on
the outside of the corners here should you lose concentration
and drive off the pavement. While experts with a death wish
may be able to speed through these corners at full throttle,
braking or significantly lifting off the accelerator would be
a far better choice.
Turn 9: This tight left-hand J-turn 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, you will be far off the
racing line, and 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. Moderate braking will be needed here, as
Turn 11 is tighter than Turn 10. 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 nasty right-hand decreasing-radius hairpin
with no paved swing-out area on exit, making the corner far
more difficult than it at first appears. The first 60
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
certainly 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 extreme right side of the
pavement, tightly hug the apex, and accelerate strongly while
drifting back out to the right on exit. The Pit Lane entry
begins here about halfway through the hairpin, so beware of
slower cars going in for servicing. This is also a good
place to pass on braking, but be ready to block any
aggressive drivers trying to pass you as they slam on the
throttle on exit.
Pit Entry: The Pit Lane begins halfway through the Turn 14
hairpin (the final corner of the course). Keep tight 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.
==============================================
GRAND PRIX OF BRAZIL: INTERLAGOS
Most F1 courses are driven clockwise; built on a steep
hillside, Interlagos is driven counter-clockwise, which I
understand causes 'undue' fatigue to drivers' necks as the
race progresses. The upper part of the course features two
extensive segments of flat-out, full-throttle, top-speed
driving. However, the lower part of the course (where the
most clock time is spent per lap) features tight corners and
several significant elevation changes. However, despite
these two very different sections of the circuit, the car
set-up is not quite as key here as at Indianapolis.
Pit Straight: This is the highest point of the course in
terms of elevation. There is no room to pull off the course
here if there is a problem with a car, as the barriers rub
against the pavement on both sides of the track. This is
also the fastest portion of the course, leading into the most
dangerous set of corners in all of F1 racing. There are
several left-hand fades along the 'Pit Straight.' This
'straightaway' is the longest stretch of flat-out
acceleration of this course. The optimal racing line is hard
to the left, so be careful not to rub the left-side tires
against the barriers, especially when passing the Pit Lane
Entry. The Pit Entrance is also to the left; beware of slow
cars entering Pit Lane.
Turn 1 (S do Senna): Especially since this corner follows an
incredibly long and fast 'Pit Straight,' this is by far the
most dangerous turn on the course, and thus perhaps the most
dangerous corner in all of F1 racing. This is a tight, left-
hand, semi-blind, downhill corner requiring severe braking
long before reaching the turn. Unless you have PERFECT
confidence in your car's braking AND turning ability, this is
definitely NOT a place to pass!!! For those who overrun the
corner, there is a continent-size patch of kitty litter.
Turn 2 (S do Senna): Following immediately after Turn 1, it
is best to coast through this right-hand corner, with strong
acceleration on exit to set up prime passing opportunities in
Curva du Sol or along the following straightaway. Beware the
Pit lane barrier practically rubbing up against the pavement
here on the left. (Historical note: The Pit Lane used to
rejoin the main course at the exit of Turn 2, but FIA and the
drivers deemed that this was too dangerous.)
Turn 3 (Curva du Sol): Immediately following S do Senna, Turn
3 is a gentle left-hand corner which can also be taken at top
speed. Just beyond the exit of Turn 3, the Pit Lane rejoins
the main course on the left. Curva du Sol leads into the
second-longest straightaway of the circuit.
Straightaway: This long straightaway presents a gentle
downhill slope leading to the lower portion of the course.
Keep to the right on exiting Curva du Sol so that cars
rejoining the race from the Pit Lane can blend in without
incident.
Turn 4 (Lago): This corner truly begins the lower portion of
the course in terms of elevation. Lago is a semi-hidden
left-hand corner with a slight downward slope. Moderate
braking is necessary here to keep from sliding the car into
the recovery zone, especially if the track is wet. Good
acceleration out of Lago sets up great passing in the next
corner and along the following straightaway. Do not overrun
the course, or you will be slowed severely by the sand and
grass.
Turn 5: A gentle left-hand turn, this can be taken at full
throttle. The course begins to slope upward again. However,
do not try to take this corner to sharply on the apex, as the
barrier may not agree with your tactics.
Straightaway: This is effectively the last straightaway
before the Pit Straight at the beginning of the course. The
course here slopes upward, so cars with excellent
acceleration out of Turns 4 and 5 can pass those with poor
uphill speed.
Turn 6 (Laranjinha): This is the beginning of a pair of
right-hand corners which effectively form a 'U' shape. The
entry of this corner can be taken at full throttle, but be
ready to touch the brakes at the exit of this corner. Turn 6
is also on the crown of a hill.
Turn 7 (Laranjinha): The final corner of a 'U' shape in the
course, this is a right-hand decreasing-radius corner with a
gentle downward slope.
Turn 8 (Curva do S): After an almost negligible straightaway,
this incredibly tight right-hand corner requires hard
braking. The course also begins to slope downhill at the
beginning of Turn 8. Pinheirinho immediately follows.
Turn 9 (Pinheirinho): Immediately upon exiting Turn 8, slam
on the brakes again (or simply coast) for the sharp left-hand
Pinheirinho. This may potentially a good place to pass other
cars. Turn 9 is a long corner, however, so it is important
to hug the apex much longer than usual. Extreme caution must
be taken here if racing in wet conditions, or you will find
yourself sliding into the sand. The exit of Pinheirinho
leads to an upward-sloping straightaway.
Turn 10 (Bica do Pato): The entrance of Turn 10 begins the
final downward slope of the course, making this right-hand
corner even more difficult to navigate. Heavy braking and
excellent hands are required to maneuver the car safely
through this corner, especially in the rain. Good
acceleration is needed exiting Bica do Pato to pass traffic
in the next corner and ensuing straightaway. The kitty
litter is available if you overshoot the corner, but then you
will quickly find yourself rubbing against a barrier.
Turn 11 (Mergulho): This left-hand corner almost immediately
follows Bica do Pato and can be taken almost flat-out to
provide good speed along the next (very short) straightaway.
Good acceleration out of Bica do Pato makes this a good
passing zone if you have a decent racing line, otherwise you
may find yourself off the course on the outside of the
corner.
Turn 12 (Juncao): This is a tight left-hand corner requiring
moderate to heavy braking. The final, steep uphill slope
begins here, and the exit of the corner is hidden (even in
chase view). It is extremely easy to run off the outside of
the corner here, but a small patch of grass and another paved
lane provide some run-off relief here. This corner leads to
the incredibly long Pit Straight.
Pit Entry: As you climb the long 'Pit Straight,' the Pit Lane
begins on the left.
Pit Exit: The Pit Lane once emptied onto the exit of Turn 2;
it now rejoins the main course just after the exit of Curva
du Sol. This makes Pit Lane extremely long, which makes it
extremely important to select your pit strategy carefully in
long races.
==============================================
GRAND PRIX OF SAN MARINO: IMOLA
The Imola circuit is challenging but rather fun. Again, this
is a 'counterclockwise' circuit, but, oddly, the Pits and
Paddock are located on the outside of the circuit and not on
the inside. There is extremely little tolerance for
shortcutting the chicanes. Due to the slope of the grass on
the inside of the corner, Turn 6 (Tosa) is essentially a
blind corner unless traffic is present to mark the course for
you.
Pit Straight: This is a long straightaway, which enables high
speeds as the cars cross the Start/Finish Line. Good exit
speed out of the final chicane makes for prime passing and a
good show for the spectators. The Pit Straight fades to the
left at the exit of Pit Lane (which is aligned with the
Start/Finish Line). Once past the Pits, there is a barrier
directly against the right side of the track.
Turns 1 and 2 (Tamburello): This is a left-right chicane.
Turn 1 requires moderate braking, but if you slow enough in
Turn 1, you should be able to drive at full throttle through
Turn 2 and beyond. If you try to take the entire chicane at
full speed, you can make it through Turn 1 fairly well, but
you will quickly find yourself in the grass on the outside of
Turn 2 and banging against the nearby barrier. If you
completely miss the braking zone for Turn 1, there is a huge
sand trap to help you recover.
Turn 3 (Tamburello): Immediately following Turn 2, Turn 3 is
a soft left-hand corner which can be taken at full speed.
Strong acceleration out of Turn 1 and through Turn 2 makes
this a good passing zone. Following this corner is a
significant straightaway.
Turns 4 and 5 (Villeneuve): This is another left-right
chicane, but not as lengthy as the first. Care must be taken
not to slide off the course at the exit of Turn 5. It is
possible for experts to fly through this chicane at top speed
(if not encumbered by traffic) by rolling up on the rumble
strips, but doing so produces a significant chance of losing
control of the car and crashing into the barrier on the left
side of the circuit as the sandy recovery area severely
narrows on approach to Tosa. The course slopes upward at the
exit of this chicane.
Turn 6 (Tosa): This is a semi-blind left-hand corner which
continues the upward slope of the course. Moderate or even
severe braking is required here, or else your car will be in
the kitty litter and headed toward the spectators. Traffic
is actually a benefit in approaching this corner, as the
course is largely hidden from view given the slope of the
grass on the inside of the corner, but other cars are easy to
see.
Straightaway: The course continues up the hill here. Just
beyond the overhead billboard, the track fades to the right
as it begins its gentle downward slope, but then leads
directly into Piratella.
Turn 7 (Piratella): The course continues downward here, with
the slope increasing. This is a left-hand semi-blind corner.
It is rather easy to slip off the pavement here and into the
kitty litter on the outside of the corner. Any passing here
is best made tight to the apex of the corner, perhaps with
only the right-side wheels on the pavement or rumble strip.
Turn 8: Barely a corner at all but more than a fade, the
course gently turns to the left here. This is a full-speed
'corner,' but the racing line is still very important here.
Turns 9 and 10 (Mineralli): This is a pair of right-hand
corners which effectively function as a decreasing-radius 'U'
formation and are best taken in this manner. Turn 9 can be
taken at full speed, but upon exit to the outside of Turn 9,
severe braking is needed and extra steering to the right is
required to safely navigate around the decreasing-radius Turn
10. The track begins another (steep) uphill slope in Turn
10. Tightly hugging the apex allows for prime passing
through Turn 10. Care must be taken not to enter Turn 10 too
fast, or else you will be off the course on the left.
Turn 11 (Mineralli): Immediately following Turn 10, the left-
hand Turn 11 continues the upward slope of the course. Care
must be taken not to slip off to the right of the track on
exit.
Turns 12-13 (Alta Chicane): This is a tight right-left
chicane. Other cars generally slow significantly for this
chicane, so a full-speed maneuver here in traffic is NOT
advised. In fact, attempting to take this chicane at top
speed will require rolling up on the rumble strips, and you
will likely lose control and either spin or collide with the
all-too-close barrier to the right side of the course. The
barrier to the outside of Turn 13 is very close to the track,
so be careful not to slip off the course. Alta Chicane, due
to its placement just slightly beyond the crest of the
circuit, is also 100% unsighted on approach, so it is very
easy to miss the chicane and either overshoot it or turn too
early - either method results in a Stop-Go Penalty.
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 (IF you slowed enough in Turn
14), 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. 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 requires light
braking. Be VERY careful riding the rumble strips in Bassa
Chicane, as wheelspin on the rumble strips is likely to force
the car out of control, which means either getting caught in
the kitty litter inside Turn 17, or colliding with the
barrier (which is VERY close to the pavement) on exiting the
chicane.
Pit Entry: Instead of turning left for Turn 16, keep driving
directly ahead. However, there is no room for slowing once
you leave the main course, so stay tight to the right side of
the pavement as you slow to enter Pit Lane.
==============================================
GRAND PRIX OF SPAIN: CATALUNYA
The Catalunya circuit is challenging, especially the two
hairpins and the final corners of the race. For observers
and drivers alike, plenty of action can be found at the
Spanish Grand Prix.
Intertextal Note: The Catalunya circuit is also used in the
PS2 game Le Mans 24 Hours.
Pit Straight: As usual, incredible speeds can be attained
here. Watch for cars rejoining the race from the right side
of the straightaway about two-thirds of the way along its
massive length.
Turn 1 (Elf): This is a right-hand corner which requires
moderate braking. Be careful not to hug the inside of the
corner too tightly, or you will damage your right-side tires
on the barrier. Strong acceleration out of Turn 1 creates
great passing opportunities all the way to Repsol.
Attempting to take Turn 1 at top speed will either cause you
to lose control as you run up on the rumble strips, or send
you too far off course to survive Turn 2 intact.
Turn 2 (Elf): Immediately following Turn 1, the left-hand
Turn 2 can usually be taken at top acceleration. With strong
acceleration out of Turn 1, this is a prime passing zone.
Turn 3 (Seat): A sweeping right-hand increasing-radius corner
which can be taken at full speed with a flawless racing line.
This is also a good place to pass slower cars, especially if
you have the inside line.
Turn 4 (Repsol): This is a semi-blind right-hand hairpin
corner which requires moderate or heavy braking. The barrier
on the inside of the corner rests almost directly against the
track, and blocks your view around the corner. This can
actually be a good place to pass on braking, but only with
extreme caution (and usually only if the car you wish to pass
takes the wide line around the corner). Don't come too hot
into this corner or else you will find yourself in the sand.
After clearing the first 90 degrees, you should be able to
accelerate fairly well if not encumbered by traffic.
Turn 5: After a very short straightaway, this is a semi-blind
left-hand hairpin, a bit tighter than Turn 4. Moderate or
heavy braking will be needed here, or you will definitely
find yourself in the kitty litter.
Straightaway: This straightaway fades to the left. Strong
acceleration out of Turn 5 can create passing opportunities,
especially in the braking zone for Wuth.
Turn 6 (Wuth): With a good racing line, you should be able to
brake lightly to clear this semi-blind, slightly-downhill,
left-hand corner. Beware the barrier on the inside of Wuth.
The exit of Wuth has an immediate fade to the right, so do
not commit too much to turning left here, or the front-left
of the car will be shaking hands with the barrier.
Turn 7 (Campsa): This right-hand corner can be taken at full
speed with a flawless racing line. Note that the official
circuit is to the right; do not drive directly ahead onto
another patch of pavement, or you will be assigned a Stop-Go
Penalty.
Turn 8 (La Cacsa): Severe braking is required for this left-
hand corner. While not suggested, you may be able to pass
other cars on braking here. As with Wuth, stay off the
rumble strips and grass on the inside of the turn, or you
will risk losing control of the car. This is a 'J' turn, and
the corner seems to go on forever before you reach the exit.
Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or
heavy braking will be needed here for the right-hand, upward-
sloping corner. This is also a 'J' turn which is nearly a
double-apex corner. If you need a recovery area anywhere on
the course, it will most likely be here. It is possible to
pass slower cars here by tightly hugging the inside of the
turn, even running the right-side tires on the rumble strips
or just slightly in the grass.
Turn 10: Light braking may be needed for this right-hand
corner. The key here is to truly hug the inside of the turn
and accelerate strongly through the exit. Watch for slow
cars here preparing to go to Pit Lane for servicing.
Turn 11: Entering this right-hand corner, the Pit Lane begins
on the right, so be on the lookout for very slow cars here.
If you take this final corner too tightly, or make a VERY
late decision to go to the pits, you will certainly damage
the front of the car on a barrier.
==============================================
GRAND PRIX OF AUSTRIA: A1-RING
This course may only have seven corners, the fewest of the
circuits used in the 2002 racing season, but it is still a
highly-challenging technical course for the drivers. The
circuit itself is built on a steep hillside, with the Paddock
area and the Pit Straight located at the lowest elevation of
the course. The significant elevation changes and poorly-
placed barriers make this a particularly challenging circuit
to safely navigate for 90+ minutes.
Pit Straight: Long and straight; main grandstands to the
left, Pit Lane to the right. Rather mundane, except that the
entire Pit Straight has a slow uphill climb into the Castrol
Curve. The beginning of the Pit Straight (coming off
Mobilkom Curve) is also a bit bumpy.
Turn 1 (Castrol Curve): After a rather mundane Pit Straight,
the Castrol Curve is anything but mundane. This is a right-
hand uphill corner which requires moderate braking. The Pit
Lane rejoins the main course on the right at the exit of the
corner. Because of the steep slope of the hill, it is all
too easy to drive off the outside of the corner and into the
massive sand trap. If you lose your concentration and forget
even to slow down, you will likely find yourself airborne
once you hit the rumble strip; similarly, if you try to take
this corner at top speed, you may find yourself looking up at
the ground.
Straightaway: There are a few fades in the straightaway as
the course continues its uphill climb. The end of the
straightaway (approaching Remus Curve) has a suddenly steeper
grade and demands total concentration.
Turn 2 (Remus Curve): This is a TIGHT right-hand 'J' turn
requiring heavy or even severe braking, and complete
concentration to navigate safely (even when not dealing with
traffic); any speed over 30MPH is definitely too fast for
Remus Curve. The uphill climb of the circuit continues
through most of the turn, making high or even moderate speeds
impossible here. Rolling the right-side tires up on the thin
patch of grass on the inside of the Remus Curve will almost
definitely result in loss of control of your vehicle. Even
worse, this is a blind corner due to the barrier. Aggressive
drivers will certainly end up overrunning the Remus Curve on
exit and find themselves beached in the kitty litter. If you
use the accelerator too soon on exit, you WILL find yourself
off-course.
Straightaway: Located at the highest elevation of the course,
this straightaway has a fade to the right, then another to
the left. After the second fade, prepare for braking before
arriving at the Gosser Curve. Make use of the distance-to-
corner markers, or else you risk overrunning Gosser Curve.
Turn 3 (Gosser Curve): Another tight right-hand corner, heavy
braking will be required here to avoid sliding off the course
and into yet another sand trap. This is also a blind corner,
due to the barrier on the inside of Gosser. The circuit
begins to slowly descend in elevation here.
Straightaway: This is actually NOT a straightaway at all; the
course map does not list the right-hand turn, but it is
definitely more than just a fade. If you overrun this, you
will end up in the same sand trap as before - it is simply
extended along the left side of the course from the outside
of Gosser until well beyond this unofficial corner.
Turn 4 (Niki Lauda Curve): This is a wide left-hand corner
which will require moderate or heavy braking, especially
since this is a blind corner due to the slope of the hill on
the inside of the turn; even if you slow greatly before
entering the corner, you will likely be tapping the brakes as
you progress through Niki Lauda. There is another wide patch
of sand on the outside of the corner, stretching almost all
the way to the entrance of the Gerhard Berger Curve. A short
straightaway separates Turns 4 and 5. Note that the circuit
turns to the left here; the patch of pavement which continues
straight forward will lead you into a barrier.
Turn 5 (Gerhard Berger Curve): This is almost identical to
the Niki Lauda Curve, but with an additional sand trap which
begins on the inside of the corner.
Straightaway: Again more than a fade but not listed as an
official corner, there is a 'turn' to the right shortly after
exiting the Gerhard Berger Curve. About two-thirds of the
way along, the course enters a scenic forested area; this
'transition' section is also rather bumpy.
Turn 6 (Jochen Rindt Curve): This is a blind right-hand
corner which can be taken with light braking, or just a small
lift of the accelerator; the best way to judge this corner is
by using the right-side barrier as a guide. Another sand
trap awaits those who run off the outside of the corner. A
short straightaway follows Jochen Rindt.
Turn 7 (Mobilkom Curve): This is a right-hand corner which
will require light or moderate braking. The Pit Lane begins
on the right just before the entry to Mobilkom, so be careful
not to bump cars slowing before going to the pits.
Pit Entry: Located just before the entrance to the Mobilkom
Curve, the Pit Lane is to the right. This is a very long pit
lane, so plan to stay out of here as much as possible!!!
==============================================
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, as the barriers are FAR too close for
comfort, and passing is virtually impossible for even expert
drivers. If there is a problem with a car, there are
extremely few places to safely pull aside, so all drivers
must be constantly wary of damaged vehicles, especially slow
or stationary cars around the many blind corners. The most
significant key to simply finishing a race at Monaco is
SURVIVAL, which means a slow, methodical, patient race.
Aggressive drivers (like myself) would almost certainly end
up dead - or at least driving an extremely beat-up vehicle -
driving the Monaco circuit for real!!! For a comparison, the
Surfer's Paradise circuit in Newman-Haas Racing is a sweet
dream compared to the Monaco circuit!!!!! The circuit is
extremely narrow, to the point that if a car bangs a barrier,
it will almost certainly ricochet into the opposite barrier
(if not into a nearby vehicle). While driving this circuit,
players may want to have "I Will Survive" playing on auto-
repeat!!!
Pit Straight: Not straight at all, the 'Pit Straight' fades
to the right along its entire length. Near the end, the Pit
Lane rejoins the main course from the right.
Turn 1 (Sainte Devote): This is a tight right-hand semi-blind
corner; heavy braking is required long before reaching Sainte
Devote. To the left on entering this corner is one of the
few areas to pull off the course if there is a problem.
Overshooting the corner results in smashing the front wing
against the unmoving barrier. The uphill portion of the
course begins here.
Straightaway (Beau Rivage): Not really straight with its
multi-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. Three-wide racing is definitely
NOT an option here!!!!!
Turn 2 (Massanet): This is a sweeping decreasing-radius left-
hand blind corner requiring moderate or heavy braking on
entry and light braking (or coasting) as you continue through
the turn. If you come in too fast, the corner workers will
be scraping the right side of your car off the barrier at the
end of the race; if you take the corner too tightly, the same
will happen for the left side of the car. The exit of
Massanet is the highest elevation of the circuitŠ which has
only just begun, even if it IS 'all downhill' from here!!!
Turn 3 (Casino): Moderate braking will be needed for the
right-hand Casino. This corner almost immediately follows
Massanet, and begins the long downward trajectory of the
course. This corner is actually wider than most, to the
extent that a car in trouble may be parked along the barrier
on the outside of the corner. Be careful not to scrape the
left-side barrier while exiting Turn 3; similarly, do not
overcompensate and scrape the right-side barrier at the apex
of Casino.
Turn 4 (Mirabeau): Following a medium-length downhill
straightaway, heavy braking is needed for this right-hand
blind 'J' turn. 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 (even 40MPH is a dangerous speed here). 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.
If there is traffic ahead, it may simply be best to fall in
line, as two-wide cornering here is extremely difficult to do
without damaging the car.
Turns 6 and 7 (Portier): This pair of right-hand corners form
a 'U' shape, but neither can be taken at any respectable
speed. Between these two corners is a pull-off area on the
left, with another to the left on exiting the 'U' formation.
Turn 7 is the slowest of the two corners, and is the most
difficult in terms of the almost-nonexistent view of the
track. Accelerating too soon out of Turn 7 means banging the
left side of the car against yet another immovable barrier.
Do not let the beautiful view of the water distract you from
the race. The circuit is a little bumpy exiting Portier,
especially if you stay tight to the inside of the corner on
exit.
Straightaway (The Tunnel): This 'straightaway' is actually a
very long right-hand fade in a semi-tunnel (the left side
provides a 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, and this is made even worse
should you be following a car with a malfunctioning or
expired engine. Start braking shortly after entering back
into the sunlight (assuming Dry Weather is active) for the
chicane.
Chicane (Nouveau Chicane): The course narrows as you come
around the chicane, but then 'widens' back to 'normal' at the
exit. Fortunately, F1 2001 has removed the barrier on the
inside of the chicane which made this a treacherous
configuration in F1 2000.
Turn 8 (Tobacco): This left-hand corner is best taken with
moderate braking.
Turns 9-12 (Swimming Pool): This is essentially a double
chicane around the swimming pool in the classic 'bus stop'
configuration. Turns 9 and 10 form a tight left-right
combination, for which moderate braking is required, although
little or no braking can be used if you roll straight over
the rumble strips with a solid racing line and no encumbering
traffic. After an extremely brief straightaway, Turns 11 and
12 form the opposite configuration (right-left), but are even
tighter and require moderate braking at best. This opens out
onto a short straightaway where you MIGHT be able to pass ONE
car.
Turns 13 and 14 (La Rascasse): This is a tight left-right
chicane requiring moderate braking for Turn 13 and heavy
braking for Turn 14. Even worse, Turn 14 is a 'J' turn, so
the racing line is also very important here. The Pit Lane is
to the right at the exit of this chicane.
Turns 15 and 16 (Anthony Hoges): A tight right-left chicane,
these are the final corners of the Monaco circuit. The
course narrows here through the chicane, then 'widens' to
'normal' for the Pit Straight.
Pit Entry: The entrance to the Pit Lane is to the right
immediately after clearing La Rascasse. Given that La
Rascasse is a blind corner, on every lap, expect a slower car
here headed for the pits.
==============================================
GRAND PRIX OF CANADA: CIRCUIT GILLES VILLENEUVE
This incredible circuit is built on an island, accessible to
spectators only via subway. Much of the course runs along
the southern and northern shores of the island. This course
is also unusual in that the paddock area is to the outside of
the course (as at Imola), along the northern shore of the
island. The long, sweeping straightaways provide for
excellent top-end speed - a much-welcome change from the
slow, tight corners and the many unforgiving barriers of the
streets of Monaco (the previous race circuit in Championship
Mode) - but there are several tight corners here to challenge
both drivers and cars. Mind the Casino Hairpin (Turn 10),
the westernmost corner of the course. Also tricky is the
Senna Curve, as it immediately follows the first corner of
the race. F1 2002 presents the old circuit configuration;
the new configuration is a bit shorter at Casino Hairpin (to
allow for more recovery room, if needed), and has Pit Exit
empty out at the midpont of Senna Curve.
Pit Straight: This follows the final chicane of the circuit.
As the Pit Lane rejoins the main course from the left, the
Pit Straight fades to the right, setting up Turn 1. If you
were successful in flying through the final chicane at top
speed without needing to navigate traffic, you will likely be
pushing 200MPH at the Start/Finish Line.
Turn 1 (Senna Curve): This left-hand corner will require
moderate braking, and immediately flows into the Senna Curve.
There is a patch of extra pavement on the right before
entering Turn 1, but it is set too far back to be useful in
attempting to gain a better racing line.
Turn 2 (Island Hairpin): 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
cause the car to spin if taken too fast. Extreme caution is
required here if racing in wet conditions, as the severity of
Island hairpin can itself cause the car to slide. Perhaps
the best tactic is to enter Turn 1 from the extreme right of
the pavement, and brake smoothly all the way through to just
beyond the apex of Senna Curve before accelerating again.
Beware the barrier to the left on exit. 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. Expert drivers MIGHT be able to blast through this
chicane at full acceleration by making judicious use of the
rumble strips. This chicane begins the segment of the
circuit closely bounded by barriers.
Turn 5: This sweeping right-hand corner can be taken at full
speed, unless you are coping with traffic. Be careful not to
hug the apex too tightly, or your right-side tires will be on
the grass here.
Turn 6: Finally coming out of the section of Monacoesquely-
close barriers, this left-hand corner will require moderate
braking, or you will be flying through the grass toward the
spectators in Grandstand 33. This leads out to a very brief
straightaway.
Turn 7 (Concorde): Following a very short straightaway, Turn
7 is a light-braking right-hand corner. On the outside of
Turn 7 is a short, steep hillside with a barrier, so DO NOT
run wide entering the corner, as it is possible to send the
vehicle airborne!!! It is easy to run wide on exit and slip
off the course and into the barrier on the left, so be
careful.
Straightaway: The course runs along the southern shore of the
island here. Unfortunately, the extremely tall barrier
prevents much of a view, which actually forces your eyes to
be transfixed on the road and any other cars ahead. Once you
pass underneath the pedestrian bridge, begin braking for the
upcoming chicane.
Turns 8 and 9: This right-left chicane is similar to Turns 6
and 7 in that overrunning the chicane leaves you driving
through the sand directly toward another grandstand full of
spectators. Moderate braking will be needed to safely enter
the chicane's tight right-hand corner. The second corner of
the chicane is a gentler left-hand turn, but you might still
run off the pavement on exit and grind the right side of the
car against the barrier, or roll up on the rumble strips on
the inside of the corner and lose control of the car.
Accelerate strongly out of the chicane to set up passing
possibilities along the following straightaway and into
Casino Hairpin.
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 beach the car in the kitty litter;
to begin braking after passing underneath the second
pedestrian bridge is almost certainly too late for this
braking zone.
Turn 10 (Casino Hairpin): This is a tight right-hand hairpin
requiring heavy or even severe braking, depending on when you
begin braking for the corner. Somehow, this corner seems to
be longer than it really is, so be judicious with the
accelerator until you see clear, straight track ahead.
Straightaway: On exiting Turn 10, the course fades to the
right, then back to the left. However, no braking is
required here.
Turn 11: Officially marked on course maps as a corner, the
course actually only fades to the right here, thus no braking
is required. You should be fairly high up in the gearbox by
the time you reach Turn 11.
Straightaway (Casino Straight): The Casino Straight (named
for the casino in the middle of the island) runs parallel to
the northern shore of the island on which the course is
built; there is not much of a view to the left, but it is not
very interesting anyhow (especially when compared to Albert
Park Lake in Melbourne). This is by far the longest
straightaway of the entire course, so much of the time spent
here will be in your car's top gear, quite likely achieving
speeds over 200MPH. The Casino Straight leads to the final
(right-left) chicane of the course, as well as the entry for
Pit Lane. if you can spot it through the trees, 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.
The exit of Turn 13 has a wide odd-colored lane of concrete
to allow for some swing-out; nonetheless, be careful not to
bump the barrier. The exit of the chicane flows onto the Pit
Straight. The Pit Lane entry runs straight ahead in line
with the Casino Straight, so cars slowing on the left are
likely heading in for servicing, and may block your optimal
racing line if you are continuing on-course.
Pit Entry: As you enter the final (right-left) chicane, the
Pit Entry runs straight ahead. Once clear of the main
course, there is very little room for deceleration before the
Pit Lane's own tight right-left chicane, so it is very
important to slow down on Casino Straight before reaching the
Pit Entry. Keep as far to the left as possible when slowing
on Casino Straight, allowing other cars to keep to the right
as they prepare for the final chicane.
==============================================
GRAND PRIX OF EUROPE: 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. Unfortunately, F1
2002 presents the OLD circuit configuration; the new
configuration severely changes the initial corners of the
circuit so that the course briefly doubles back behind the
Paddock area.
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.
==============================================
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); fortunately, FIA
learned its lesson and moved the British Grand Prix further
back in the calendar in 2001, and continued that trend for
2002. Built on an airport site which is contracted to host
the Grand Prix of Great Britain until at least 2010, this
historic course features wide run-off areas in most places.
The final segment of the circuit is also very similar to -
but also vastly different from - The Stadium at Hockenheim.
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 through 4 can be taken at full speed or
with very quick tapping of the brakes, but Turn 5 requires
moderate braking to keep to the pavement.
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 by far
the longest straightaway of the course. Powerful
acceleration out of Turn 5 (the final corner of Bechetts) can
lead to good passing opportunities along Hangar Straight
and/or entering the almost-nonexistent braking zone for Turn
7 (Stowe).
Turn 7 (Stowe): Light braking or a quick lift off the
accelerator will be required here (unless blocked by traffic)
in order to remain on the pavement. This is a tricky,
sweeping, right-hand corner followed immediately by a left-
hand semi-corner. This is the southernmost point of the
course.
Straightaway (Vale): If you can somehow successfully navigate
Stowe without braking or lifting, then you should be able to
continue passing others fairly easily along Vale, especially
if they had to brake heavily in 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 Turn 11, a right-hand corner which
can be cleared with little or no braking depending on how
much you slowed entering Abbey. Be careful not to slip off
the course and rub the nearby barrier on exiting Abbey.
Straightaway (Farm Straight): With good acceleration out of
Abbey, good passing opportunities can be made here.
Turns 12-16: This final segment of the circuit is very
similar to The Stadium at Hockenheim. However, these similar
segments cannot be approached in the same manner.
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 likely be taken at full speed.
Turn 13 (Priory): This left-hand corner will require
moderate braking.
Turn 14 (Brooklands): Another left-hand corner, this one
requires heavy braking. There is a small sand trap for
those who miss the braking zone.
Turn 15 (Luffield): This set of right-hand corners
essentially forms a 'U' shape, and requires 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 5. The entry to Pit Lane is on the right shortly
leaving Luffield.
Turn 16 (Woodcote): Barely a corner but more than a fade,
the course eases to the right here. The right-side
barrier begins abruptly here (be careful not to hit it).
Pit Entry: The Pit Lane begins to the right between Luffield
and Woodcote. The new Pit Lane has a gentle right-hand
swing, so you can come into Pit Lane at top speed and have
plenty of room to slow.
==============================================
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 is one of the slowest corners in
modern F1 racing. This is a very fun course to drive
(admittedly a very subjective statement), but its layout can
produce problems from the standpoint of hearing other cars:
Three of its main straightaways are almost exactly parallel
to each other with little distance and no large obstacles
between them, sometimes making it difficult to determine
where other cars are truly located around you as you try to
anticipate where the next group of traffic that you will need
to navigate is located; listen attentively to the team radio
for useful traffic information. The circuit also has
extremely wide areas along most of the main course for a car
to pull aside should a major malfunction arise.
Unfortunately, F1 2002 places the Start/Finish Line well down
Pit Straight, whereas the real-world Start/Finish Like is at
the exit of High School. This is the circuit where Michael
Schumacher won the 2002 Drivers' Championship.
Pit Straight: Following the tight High School chicane, strong
acceleration through the Pit Straight creates good passing
chances through Great Curve and into Estoril. However, the
tightness of the High School chicane and the incredibly close
proximity of the Pit Lane barrier requires immense caution
and headache-causing concentration as you come onto the Pit
Straight. The Start/Finish Line is about halfway down the
Pit Straight; the Pit Lane rejoins the course from the left
at this point.
Turn 1 (Great Curve): In accordance with its name, this is a
sweeping left-hand corner which can be taken flat-out unless
encumbered by a lot of traffic.
Turn 2 (Estoril): Either light or moderate braking will be
needed for entering the VERY long right-hand 180-degree
Estoril; in either case, you will almost certainly be tapping
the brakes repeatedly through Estoril. It is quite easy to
roll the right-side tires off onto the grass, and it is just
as easy to slip off onto the grass on the outside of Estoril
- both can easily occur, whether navigating traffic or
driving alone.
Straightaway (Golf): The Golf Straight if by far the longest
of the course and includes several fades to the right.
Turn 3 (Adelaide): The right-hand Adelaide hairpin is
EXTREMELY tight. The key here is to brake EARLY, as you will
be downshifting from your top gear to your lowest gear
rapidly; if you begin braking too late, you will be off in
the grass. If you accelerate too soon out of Adelaide, you
will be rolling through the kitty litter and losing valuable
track position. Even 30MPH is likely to be too fast here.
Straightaway: Acceleration out of Adelaide is important for
passing other cars here. There are a few fades in the course
here.
Turns 4 and 5 (Nurburgring): This is a right-left chicane
which will require light braking. It is possible to fly
through Nurburgring without braking by making use of the
bright-green extension on the inside of Turn 5; however, this
extension is significantly shorter than it was in F1
Championship Season 2000.
Turn 6 (180 Degrees): This is quite true - the official name
of this corner is '180 Degrees' according to the official Web
site of Magny-Cours. This is a wide left-hand hairpin
nestled well within the Estoril hairpin. Running too wide
here will put you out in the sand; running too close to the
apex could put you up on the rumble strips and force you to
lose control. While this corner is not as slow as the
Adelaide hairpin, you really do not want to try pushing very
much faster here.
Straightaway: The third of the three parallel-running
straightaways, this 'straightaway' has several fades before
the Imola chicane.
Turns 7 and 8 (Imola): This right-left chicane should require
light braking, except for cars with a flawless racing line.
The bright-green extension on the inside of Turn 8 is longer
than in F1 Championship Season 2000, which could well be used
for top-speed navigation of the chicane. A short
straightaway out of Imola sets up the Water Castle curve.
Turn 9 (Water Castle): Somewhere between a standard 'J' turn
and a hairpin, this is an increasing-radius right-hand corner
leading into the final straightaway of the circuit.
Turns 10 and 11 (High School): There is a false line of
pavement to the right as you near the official chicane; this
false pavement runs directly up to an immovable barrier (I
believe this is the Pit Entry for other forms of racing at
the circuit). The official chicane requires moderate braking
on entering, and allows for a VERY short burst of
acceleration on exit. If you completely miss this chicane,
you will blast through the sand trap and break the front end
on a perpendicular barrier blocking any direct access to Pit
Lane.
Turn 12 (High School): On entry, the Pit Lane begins to the
left. The official corner is a TIGHT right-hand turn which
requires moderate or even heavy braking; wheel lock is very
much a possibility here, especially in wet conditions. If
you miss the corner, you will blast through the all-too-brief
sand trap and ram directly against a barrier and bounce
backward into any cars behind you. Speed is an extreme
concern here; it is virtually impossible to go too slow, but
going too fast will definitely result in a crash (with great
possibility of bouncing into follow-up crashes with other
cars, or with another nearby barrier).
Pit Entry: The Pit Lane begins to the left at the entry of
Turn 12. The Pit Lane has its own sharp right-hand turn
almost immediately, so it is best to begin slowing (or
rather, barely accelerating) as you leave the High School
chicane.
==============================================
GRAND PRIX OF GERMANY: HOCKENHEIM
Surrounded by multitudes of trees which make much of the
circuit rather dark in wet races, this is the fastest course
used for F1 racing in 2002. If not for the Jim Clark, Brems,
and Ayrton Senna chicanes, cars would be flying around the
course in top gear all the way from the North Curve (Turn 1)
to the entry of the Stadium (Turn 10). Except for the right
side of the Pit Straight, there is more than enough room to
pull well off the pavement should a car have a serious
problem on any part of the circuit. It is truly interesting
that the German Grand Prix immediately follows the British
Grand Prix, due to The Stadium here at Hockenheim and its
unnamed similar segment at Silverstone.
Important Note: These driving instructions are for the old
Hockenheim circuit, which is still used in F1 2002 despite
the circuit's drastic reconfiguration and shortening in
Spring/Summer 2002.
Pit Straight: This is an extremely short straightaway
compared to the rest of the course.
Turn 1 (North Curve): This right-hand corner will require
moderate braking to keep out of the expansive kitty litter.
The Pit Lane rejoins the course from the right at the exit of
North Curve. Acceleration out of North Curve is of key
importance due to the length of the ensuing straightaway.
Straightaway: Immensely lengthy and lined with trees, speed
is of the utmost importance here. The entire straightaway is
an extremely gentle fade to the right. Drift to the left
when you reach the grandstands.
Turns 2 and 3 (Jim Clark Chicane): A nasty barrier blocks any
shortcutting attempts of this right-left chicane. Moderate
or heavy braking will be required for Turn 2 (or light
braking if not in traffic and using a FLAWLESS racing line
which makes judicious use of the rumble strips), but full
acceleration can be taken leading out of the chicane. There
is a wide patch of pavement on the inside of Turn 2, but
shortcutting here results in a Stop-Go Penalty.
Straightaway: Yet another long, sweeping straightaway which
fades calmly to the right, so powerful acceleration out of
the Jim Clark Chicane is imperative to keep from getting
passed. Drift to the left before entering the Brems Chicane,
and begin braking much earlier than for the Jim Clark
Chicane.
Turns 4 and 5 (Brems Chicane): The original course
configuration (used in older F1 racing games) did not have a
chicane here, and the original pavement remains (without a
barrier). However, the official course suddenly cuts tightly
to the right and then cuts tightly to the left to rejoin the
old pavement. Moderate braking will be needed for Turn 4,
and light braking for Turn 5. This right-left chicane has a
continual downhill slope, adding to the difficulty of the
chicane. Even with the Flags option disabled, the angle of
the old pavement to the official chicane is such that it is
impossible to blast through this segment at top speed without
spinning the car through the kitty litter.
Turn 6 (East Curve): This is a very wide right-hand corner
which can be taken at top speed. Strong acceleration out of
Brems is key to assist in passing here.
Straightaway: This is yet another long straightaway, but
without any fades. Drift to the right for the Ayrton Senna
Chicane.
Turns 7-9 (Ayrton Senna Chicane): DO NOT follow the old
course pavement directly ahead unless you really WANT to
collide with the brand-new barrier. The official course
turns to the left, cuts to the right, and eases left again.
It is actually possible to speed into Turn 7 at top speed,
lift off the throttle through Turn 8, and accelerate quickly
out of the chicane - but this is certainly NOT recommended.
Straightaway: The final long straightaway of the course has
extra pavement on the left - this could potentially be a
place to pass large numbers of cars. This extra pavement
begins shortly after the exit of the Ayrton Senna Chicane,
and ends at the entry of the Stadium; thus, if you are on
this 'extra' pavement entering the Stadium, you will have a
better racing line for Turn 10, allowing you to navigate the
corner with less.
Turns 10-13 (The Stadium): This is similar to the final
segment of the Silverstone circuit. However, do not expect
to drive The Stadium the same way you would the final segment
at Silverstone.
Turn 10 (Entrance to the Stadium: Agip Curve): Light
braking may be required here, but you should be able to
pass through the Agip Curve without any braking at all
(especially if your racing line began with the 'extra'
pavement on the left before the Stadium). A short
straightaway follows.
Turn 11 (Continuing through the Stadium: Sachscurve): This
is a left-hand wide hairpin turn, requiring moderate
braking. Be careful not to end up in the grass, either
entering or exiting the corner.
Straightaway (Continuing through the Stadium): This short
straightaway has a fade to the left, followed by a fade to
the right.
Turns 12 and 13 (Exiting the Stadium: Opel): The first
right-hand corner is somewhat tight, and heavy braking
will be required here; the old course rejoins the current
course from the left on exit, so if you run wide in this
corner, you can likely recover here using the old
pavement. The final corner of the circuit is a right-hand
turn which will require moderate braking. The Pit Lane
entry is to the right just before the official Turn 13.
Pit Entry: The Pit Lane begins to the right at the entry of
Turn 13 (the final corner of the Stadium).
==============================================
GRAND PRIX OF HUNGARY: HUNGARORING
The Hungaroring circuit has wide run-off areas, which can be
quite important, especially for Turn 1. It is imperative to
qualify near the top of the grid and be (one of) the first
through this corner, as traffic backs up tremendously here at
the start of a race - moreso than at most other circuits due
to the extremely nasty configuration of the first turn.
Pit Straight: Like Interlagos, Pit Straight is the highest
elevation on the course and a very long straightaway.
Actually, the highest elevation is at the very end of the Pit
Straight, at the entrance of Turn 1, due to the continual
uphill slope.
Turn 1: It's all downhill from here, almost literally. This
tight right-hand hairpin corner is downhill all the way
through, making early braking a necessity; plus, you will
certainly be tapping the brakes all the way through this
important first turn. If you do overrun the corner, there is
a huge sand trap for your inconvenience. However, if you
roll up on the inside rumble strips, expect your car to spin
violently and collide with anything nearby.
Turns 2 and 3: After a short straightaway, Turn 2 is a left-
hand 'J' turn requiring moderate braking. Turn 2 is quickly
followed by Turn 3, a light-braking right-hand corner which
must be taken at full throttle on exit to set up passing
opportunities through Turn 3 and along the ensuing
straightaway.
Turn 4: This moderate left-hand corner may require light
braking or may be taken flat-out. Plenty of kitty litter
awaits those who overrun the corner.
Turn 5: Moderate braking is necessary for this right-hand 'J'
turn. Plenty of sand is available on both sides of the
pavement here, just in case.
Turns 6 and 7: The CPU is very touchy about this right-left
chicane; virtually ANY short-cutting here results in a Stop-
Go Penalty. There is plenty of sand here as well, just in
case. Turn 6 is tight, requiring heavy braking. Turn 7
requires moderate braking, and beware the barrier on exit if
you happen to swing out too wide.
Turn 8: This moderate left-hand corner may require light
braking, but may also be taken as a full speed passing zone
if using rapid reflexes and a flawless racing line.
Turn 9: Almost immediately following Turn 8, this right-hand
corner definitely requires moderate braking to keep to the
pavement. Accelerate strongly out of Turn 9 to set up good
passing opportunities.
Turn 10: An easy left-hand corner which can be taken at top
speed, but only with a good racing line. This is a prime
place to pass if sufficient acceleration was made out of Turn
9.
Turn 11: Shortly following Turn 10, the right-hand Turn 11
requires moderate braking to stay out of the kitty litter on
the outside of the corner.
Turns 12 and 13: This is a right-left chicane for which the
CPU is again very touchy concerning shortcutting.
Turn 14: This is a narrow '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 a tight, uphill, right-hand hairpin with
little room for those who overrun the corner. Accelerate
strongly (but not too early) out of this final corner to pass
along the Pit Straight and put on a show for the spectators.
Do not take this corner too tightly, or you will damage the
right-side tires on the Pit Lane barrier.
Pit Entry: The Pit Lane begins at the entry of Turn 15 on the
right; begin slowing (rather, do not accelerate much) at the
end of Turn 14 (the left-hand 'J' turn).
==============================================
GRAND PRIX OF BELGIUM: SPA-FRANCORCHAMPS
This is a well-storied course used for many forms of racing.
The longest course used in the 2002 F1 season, the forest
setting is rather scenic. This is also home to the famous
Turn 1 - the La Source hairpin - which is deemed 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. Due to the forest setting,
much of the circuit is perpetually shadowed, which is
especially significant if racing in wet or overcast
conditions.
Pit Straight: Strong acceleration out of the Bus Stop chicane
allows SOME room for passing here. Fortunately, the
Start/Finish Line has been moved back away from La Source.
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, which can provide a
great passing opportunity by taking an extremely wide racing
line. 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 if you can suddenly dart either to the outside or
the inside of the turn. Passing can also occur here if you
brake REALLY late.
Straightaway (Eau Rouge): Immediately at the exit of La
Source is where Pit Lane rejoins the main course, so try to
keep away from the inside of the course here, especially
since the barrier prevents cars exiting La Source to see cars
exiting Pit Lane (and vice versa). 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,
especially if you are too hard on the accelerator exiting La
Source and force the car into a slide or a spin to the right.
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, so memorization of this segment of the circuit is just
as important as perfect timing in order to keep the car on
the pavement. Until this corner can be taken flawlessly, it
is best to keep to single-file driving through the fades.
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 and
casting lengthy shadows which make this area of the circuit
rather dark when racing in wet conditions. Cars can easily
achieve speeds over 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 to keep from running into the
nearby grandstand. The Malmedy complex has plenty of run-off
room, comprised of both sand and grass, with minor short-
cutting permitted by the CPU. Entering Malmedy, be sure not
to keep going straight along another stretch of pavement
(part of the old circuit), which leads to a barrier.
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
(much) 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, especially if the tires are rather
worn. If any corner is to be overrun on a regular basis
during the course of the race, this is it (due to the
downhill slope), 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; if
done 'correctly,' this may also result in launching the
vehicle airborne.
Turn 7: Shortly following Bruxelles, this left-hand corner
requires moderate braking.
Turn 8 and 9 (Pouhon): These two easy left-hand corners
essentially form a wide 'U' shape, and require light or
moderate braking. 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 moderate 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 Chicane.
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, especially due to the
shadows cast over the circuit.
Turns 14-17 (Bus Stop Chicane): This is a tight left-right
followed by a super-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 true experts can
semi-easily fly through the Bus Stop at top speed without
incurring a Stop-Go Penalty for shortcutting the chicane (but
be prepared to save the car should the rumble strips cause
you to lose control).
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.' 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.
This is also the final race of the 'European' season; the
final two races are both overseas, 'flyaway' races (at
Indianapolis and Suzuka).
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.
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.
==============================================
GRAND PRIX OF THE UNITED STATES: INDIANAPOLIS
The inaugural U.S. Grand Prix was significant for two
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 (CART is an exception, but only on road courses).
Fortunately, FIA gave the live rights to ABC for the American
audience, a very intelligent move to try to increase F1's
exposure in the American market; this would not have been
nearly as effective if SpeedVision had been permitted the
live rights for the race, as SpeedVision is a cable-
/satellite-only channel, and not all cable systems carry
SpeedVision in their more affordable packages (in Tucson, I
personally pay $25 extra per month just to get the package
which includes SpeedVision). Except the Pit Straight, the
U.S. Grand Prix circuit 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 is the closeness of the spectators; at no other
F1 circuit are the fans literally 'just across the wall' from
the cars (the main grandstands at Albert Park would come
closest). The U.S. Grand Prix begins the final 'flyaway'
(non-European) races of the 2002 season.
Pit Straight: This is the same as the Pit Straight used for
the Indy and NASCAR races here, but the F1 cars drive in the
'wrong' direction (clockwise). Expect top speeds close to or
even exceeding 200MPH.
Turns 1 and 2: After more than 25 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 violently
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 the famous Hulman
Blvd., which leads to the Indy Museum. Moderate braking is
need here, but there is fortunately an immense paved swing-
out area on exit which stretches much of the way toward Turn
8.
Straightaway (Hulman Blvd.): This is the longest straightaway
of the infield section of the Indianapolis F1 circuit, so
strong acceleration exiting Turn 7 is key here.
Turn 8: Turning to the left, this corner requires moderate or
heavy braking, depending on your car's top speed on Hulman
Blvd., and is rather easy to miss if not marked by traffic.
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 first gear is probably a better choice here.
Turn 10 ('Mouse'): This tight left-hand hairpin corner was
nicknamed 'Mouse' by sportscasters. Any dry-conditions speed
above 40MPH 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.
Take care not to induce wheelspin on exit.
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, but taken in reverse (clockwise) for the U.S.
Grand Prix. It is important to hug the apex of the corner
tightly, but keep off the infield grass.
Pit Entry: The Pit Lane begins just before Turn 13. There is
plenty of room to enter Pit Lane and slow down, so keep up to
speed while still on the main circuit.
==============================================
GRAND PRIX OF JAPAN: SUZUKA
This world-famous circuit in figure-eight style 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 or
Le Mans 24 Hours) may already have some familiarity with the
Suzuka circuit. One of the most famous sights of the
'circuit' is the large Ferris Wheel on the left behind the
grandstands as cars pass along the Pit Straight. This is the
circuit where Michael Schumacher won the 2000 Driver's
Championship. Suzuka was once the official test circuit for
Honda, with the figure-eight configuration ensuring that
there were a near-equal number of both left-hand and right-
hand turns; similarly, the circuit was purposely designed to
include as many types of corners and situations as possible,
which makes the Suzuka circuit more technically difficult
than it might at first appear to Suzuka novices.
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 (almost double-apex) 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 HARD 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 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 - or use only second or third
gear.
Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
crest of the initial uphill segment of the course. However,
it is best to brake lightly or at least lift off the
accelerator to keep from sliding out into the grass and sand
on the right side of the long corner.
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 or heavy braking and a steady racing
line will be required here. This is also another prime
passing zone. Take care not to overrun Turn 8, or your
front-left tire will be damaged.
Straightaway: Accelerate strongly out of Degner and you may
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. The fade is a good place to begin braking
for 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 or lock the
wheels.
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 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 repeatedly 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 rocket down the
straightaway, passing multiple cars. After you cross the
bridge, start thinking about the chicane. (If you feel a bit
cocky, try speeding through the Pit Lane for the support
races, located on the right as you start uphill again - this
Pit Lane will be familiar to those who have played Le mans 24
Hours.)
Turn 13 (130R): Shortly after crossing the bridge, the course
turns gently to the left. Light braking or - even better - a
quick lift off the accelerator - is almost certainly required
at 130R to keep from sliding off-course, although experts can
speed through here at full throttle with an excellent racing
line and no encumbering traffic.
Turns 14-16 (Chicane): This is the trickiest part of the
course (even moreso than Hairpin), and quite likely the one
area which will determine whether or not you can execute a
good lap time. 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; all of this is on a downhill slope, adding to the
inherent difficulty of Chicane. Fortunately, the inside of
the chicane is filled with only sand, not barriers, but
shortcutting the chicane will likely result in a loss of
control (due to the rumble strips and the kitty litter), or
at least cause you to slow tremendously. Be careful coming
out of Turn 15 so that you don't go too wide and bump the
right side of the vehicle on the Pit Lane barrier.
Pit Entry: Using the old entrance to Pit lane, the Pit Lane
begins to the right just before Chicane. The current real-
world course configuration has cars entering Pit Lane from
the tiny stretch between Turns 15 and 16.
==============================================
==============================================
==============================================
DIAGRAMS
This section contains the diagrams referred to earlier in the
guide.
Ascari Chicane (at Monza):
*
*
*
*
*
***
*
*****************
Bus Stop Chicane (Variant I - Wide Chicane):
******************* *******************
* *
*********
Bus Stop Chicane (Variant II - Narrow Chicane):
******************* *******************
***********
Decreasing-radius Corner:
->*******************
*
*
*
*
*
*
<-*************************
Hairpin Corner:
->*****************
*
<-*****************
Increasing-radius Corner:
->**********************
*
*
*
*
*
<-*******************
J-turn
*******************
*
*
*
*
Quick-flicks (Variant I - Wide Chicane):
*************
*
*************
Quick-flicks (Variant II - Narrow Chicane):
*************
**************
Sample Circuit Using Some of the Above Corner Types Combined:
******|****** *****
* |-> * * *
* ** *** *
* * ** *
* * * * *
* * * * * ****
* ** * * *
* * ********
******* *
*******
Standard Corner:
*******************
*
*
*
*
*
*
*
*
U-turn:
->*****************
*
*
*
<-*****************
==============================================
==============================================
==============================================
WISH LIST - MINE
There are several additions and modifications I hope EA
Sports makes in future versions of their F1 racing games.
These are not presented in any particular order.
1.) FIX FIA RULES IMMEDIATELY - THIS IS A TOP PRIORITY!!!!!!!
2.) Implement the 107% Rule, either permanently or via a
gameplay option.
3.) The AI is FAR too aggressive, especially on standing
starts. Even if I qualify P1, I almost ALWAYS get tagged
from behind, which puts me off the track and eventually at
the very back of the field by the time I can recover.
4.) Handling options should be given for Normal Handling.
Set-up options should include more than just tires when using
Normal Handling; a smaller list of set-up options, perhaps
those used in F1 2000, should be offered.
5.) Please bring back Training Mode!!!!!
6.) History Mode - Perhaps 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.).
7.) Periodic radio updates on the points-paying positions
would be helpful, as it is not always feasible to safely
watch the World Feed information at the bottom of the screen.
8.) 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 Grand Prix mode.)
9.) Provide a separate 'Map' option, which will allow players
to scrutinize detailed course maps. This would be especially
beneficial for visual learners.
==============================================
WISH LIST - OTHERS
Here are some wish list ideas from the members of the F1 2002
(PS2) message board on GameFAQs (http://www.GameFAQs.com/):
From: speeddevil83
1) Fix the twitchy controls on simulation handling. When I
move the analog to one side, the car slips very easily
in turns. Thus going around fast sweeping curves causes
me to lose some speed instead of gaining.
2) Better exhaust sounds from the F1 cars
3) Improve the graphics
From: AppleColour
I hope they make the next F1 game properly for PS2! and
make the next game plays better with d-pad.
Also please don't release a half-baked cake/game in the
middle (or 1st half) of a F1 season
If they do release an updated version of F1 2002 in the
end of the year. Can we, the people who bought the
original F1 2002, buy the new game at a discount price.
Of course we have to show that we have F1 2002 in some
way, maybe.
From: ViperMask
Make a new game engine. From what I read they need to fix
it up. I should try the game though...I don't have a PC
powerful enough. :(
Edit mode - Mess with the engine contracts and drivers
contracts. Create a driver with pictures of helmets,
adding your own picture (just import a .jpg or
something), etc.
Realistic driver stats and "styles" - I.E. Alex Yoong's
style would be so damn slow because he is a slow
driver; Jacques Villeneuve would be over aggressive and
overdriving; Mark Webber copies Michael Schumacher's
style (well his course lines.); Juan Pablo Montoya is
good at qualifying, and is over aggressive during races
and over drives the car; Rubens Barrichello is prone to
bad luck (due to Ferrari sabotaging his car probably).
Would also pull over and let his team mate pass by! :)
From: Chong2K2
New Hockenheim
From: Sappy
Spectator mode on any circuit you could choose a
grandstand to watch the race just like a real spectator
From: rholding2000
Well ive been following f1 since the good old days of 1990
and played EVERY F1 game out. The best F1 game out I
have found is F1 2000 CS on PC, the level of set up
that can be achieved is great. What i would like to see
is
1. controller options similar to those of f12Kcs, this way
you can make the controller less or more twitchy at
higher speeds.
2. In normal mode keep only abs and traction control on so
that there are no wheel lock ups but have the rest of
the car fully customisable
3. For gods sake put a CUT TRACK warning option.....either
on or off
4. i have found this game utterly annoying to play with
FIA rules on and damage on, cut out the speed limit
penalty and leave the no overtaking rule on.
5. Realistic car phisics. i can brake at the last 25
meters shift to first and still take the 90 degree +
corner at the A1 ring. I want at least some lock if the
gears are shifted too quickly (even in normal mode
this option could be turned on or off but its not as
severe as the simulation mode)
The thing what gets me about this game is there is no in
between. I love F1 and want to be as close to the real
thing as i can be seeing that im sat in front of a damn
computer screen......i still want to play a game.
Simulation to me is too annoying the sounds of the
wheels screeching all the time is ridiculous and its
too hard to play (and is in no way realistic - do you
hear that kind of screeching when you are onboard and
they are flying round a corner at 120 mph and still
accelerating EA seem to think that simulation means fly
off the road as soon as you press a button. I don't
think an F1 car up in the hundreds of millions to build
and design would handle the way they portray it. They
have it right in the normal mode but again some things
need to be altered such as the way the brakes work).
Normal mode is too arcady (but good). There should be a
fully customisable way of playing 20 - 30 options to
choose from.
Why the hell do you have to do all the challenges in
automatic.
For those who know what I'm trying to say m sure you'll
agree, there should be 1 mode of play that is in
everyway as customisable as can be. look at F1CS2K that
has it right. More options for the drivers as well such
as agression, line holding, Composure, and other stuff
to make the drivers you like act the way you want them
too. With this game I'm being shunted too much where in
F1CS2K i can set the AI to back off if i have the line
(and they still challenge if i get it wrong)
I'm still waiting for a good console game the best being
this but still has a lot of annoying features that
really need to be sorted out.
==============================================
==============================================
==============================================
THANKS
A big thanks to HondaF1 from the GameFAQs message board for
F1 2002 (PlayStation2 version) for discovering the 'cheat'
for Ferrari's Duration Card. Thanks also to Nick Wade for
the Arrows Milestone Card information.
==============================================
WRAP-UP
The official FIA Web site (http://www.fia.com/) has a lot of
good information pertaining to F1 racing, including the
current season's race schedule, rules and regulations, and
links to the official Web sites of most of the courses used.
The FIA Web site is available in both French and English.
I also strongly suggest visiting Formula1.com
(http://www.formula1.com/) for F1 news and race information.
This is a FAR more interactive site than the FIA site,
including games, Flash-based virtual laps of each circuit,
team and driver information, extensive cross-linking between
related articles and features, screensavers, quizzes,
racequeen poll/contest, and much more. Formula1.com also
provides a FREE one-way mailing list, sending out previews
and reports for all grand prix events, as well as information
from the FIA-approved testing sessions during the year.
Finally, during Practice, Qualifying, and Race events, there
is a continually-updated register of activity; using this in
conjunction with live a television broadcast is great, as
this provides more information than what the commentators
usually report (and best of all, it is absolutely positively
indubitably amazingly 100% commercial-free!!!).
==============================================
==============================================
==============================================
CONTACT INFORMATION
For questions, rants, raves, comments of appreciation, etc.,
or to be added to my e-mail list for updates to this driving
guide, please contact me at: FEATHER7@IX.NETCOM.COM; also, if
you have enjoyed this guide and feel that it has been helpful
to you, I would certainly appreciate a small donation via
PayPal (http://www.paypal.com/) using the above e-mail
address.
To find the latest version of this and all my other
PSX/PS2/DC/Mac game guides, visit FeatherGuides at
http://feathersites.angelcities.com/
==============================================
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=======================================================================
Wolf Feather Jamie Stafford
=======================================================================
Just as there are many parts needed to make a human a human, there's a
remarkable number of things needed to make an individual what they are.
- Major Kusanagi, _Ghost in the Shell_
=======================================================================
What isn't remembered never happened. - _Serial Experiments Lain_
=======================================================================
