CONTENTS
Spacing and Length
Permissions
Introduction
Tips
Championships And Set-Ups
Details: Le Mans
Details: Bugatti
Details: Brno
Details: Donington National
Details: Donington Grand Prix
Details: Catalunya National
Details: Catalunya Grand Prix
Details: Suzuka East
Details: Suzuka West
Details: Suzuka Grand Prix
Details: Road Atlanta
Details: Road Atlanta National
Unlocking Cars (Spoilers!!!!!)
Contact
====================================
SPACING AND LENGTH
For optimum readability, this driving guide should be
viewed/printed using a monowidth font, such as Courier.
Check for appropriate font setting by making sure the numbers
and letters below line up:
This guide is well over 40 pages in length using single-
spaced Courier 12 font in the Macintosh version of Microsoft
Word 98. It may not be a good idea to print this guide in
its entirety.
====================================
PERMISSIONS
This guide may ONLY be posted on FeatherGuides, GameFAQs.com,
PSXCodez.com, F1Gamers, Cheatcc.com, Absolute-
PlayStation.com, InsidePS2Games.com, RedCoupe, gamesover.com,
CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
cheatingplanet.com, vgstrategies.com, hellzgate, Games
Domain, RobsGaming.com, ps2fantasy.com, and neoseeker.com.
Permission is granted to download and print one copy of this
game guide for personal use.
INTRODUCTION
The purpose of this game guide is to provide potential car
set-ups for each race in the Championship Mode of Le Mans 24
Hours. Note that the listing for Tires is intended for dry-
conditions racing unless listed as Wet. Also included are
detailed driving instructions for each of the circuits in Le
Mans 24 Hours, as virtually all these circuits are used in
Championship Mode; note that none of the reverse circuits are
used in Championship Mode. This guide also includes now to
unlock every car in the game, as winning Championships
unlocks new vehicles.
Advancing through Championship Mode will unlock new cars
should players win each Championship. Note that it is NOT
required to win all races in a Championship; it will suffice
to simply have more overall points than any of the
competitors at the end of a Championship.
Please note that some parts of this guide are imported from
my Le Mans 24 Hours Game Guide, with appropriate
modifications.
TIPS
In a Championship series, if you can win all the initial
races, you may be able to win the series overall even if you
decide not to participate in one of the final races of the
series; similarly, you may be able to skip a race at a
circuit you do not particularly like (or, depending on your
point of view, which does not particularly like you) and
still be able to win the overall series if you can win at
most or all of the remaining circuits. Unfortunately, Le
Mans 24 Hours does not provide a Forfeit (or similar) option,
so you are required to actually go out to the track; from
here, press Start, select Quit, and confirm to cancel out of
a race.
For races with a standing start, DO NOT hold down the
accelerator while you wait for the lights to change to green;
this will not produce any benefits in Le Mans 24 Hours, and
will actually put you far behind everyone else due to
excessive wheelspin. Instead, keep off the accelerator, and
try to time its application with the exact millisecond the
lights turn green. This will reduce wheelspin due to
excessive engine revs, thus applying all available power to
the tires. On some circuits, if you use this strategy from a
starting position at the very back of the grid, you can pass
up to half of your competitors before reaching the first
corner!!!
To the extent possible, keep to the approved racing surfaces
(pavement, concrete, rumble strips). Grass will slow you
down greatly, and sand traps (a.k.a. 'kitty litter') will
essentially bring you to an immediate halt.
To pass, use the draft; this is especially effective in
prototype cars. Or, if you feel a bit rowdy, ram or
sideswipe the car in front of you (especially on or just
before corner entry) to knock it out of your way and send it
careening off-course. If you ram a car hard enough from
behind, it is possible to send the other vehicle flipping
end-over-end or into a continuous-roll accident; a 'good'
place to do this is coming into the final chicane at Road
Atlanta, sending cars into the barriers blocking any
shortcutting of the chicane.
If you do not choose to qualify, you will automatically start
in last place; therefore, you have nothing to lose and A LOT
to gain by qualifying. If you can qualify on Pole, that can
mean up to twenty-three FEWER passes you will need to make as
a race progresses. This may not be very significant in
shorter races, but in the longer (Le Mans and Petit Le Mans)
races, this could become a significant factor, especially in
relation to Pit strategy.
If you are in first place and begin lapping other cars, those
cars one or more laps behind you will have blue indicators on
the track map.
Fortunately, should you run out of fuel, your race does not
automatically come to an end like in some other racing games.
Instead, you will simply start slowing, and will not be able
to accelerate much unless you can convince gravity to help
you - IF you are fortunate enough to be heading downhill.
Therefore, always keep an eye on your fuel gauge and be
constantly mindful of the on-screen information displays at
the top-center of the screen.
====================================
CHAMPIONSHIPS AND SET-UPS
Here are the eight Championships included in Le Mans 24
Hours, as well as suggested car set-ups.
Rookie GT (5 laps, GT class only, 11 competitors)
Suzuka East (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Setting the Gear Ratio to Acceleration will help
with the many S-curves.
Donington National
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Take caution when cornering, especially for the
chicane.
Road Atlanta National (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Pro GT (5 laps, GT only, 11 competitors)
Suzuka West (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Catalunya National (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Road Atlanta
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This set-up is great for the long stretches of
the circuit. Extreme care must be taken with
the S-curves and the chicane.
GT Endurance (10 laps, GT only, 11 competitors)
Donington Grand Prix
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Care is required in cornering, especially at the
chicane.
Bugatti
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Open Prototype (10 laps, Open Prototype only, 13 competitors)
Brno
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This is a very high-speed circuit, which makes
cornering trickier than usual. Beware other
cars in Turn 1, as some tend to go off-course
here.
Catalunya Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Balance
Engine: Sprint
Notes: Car set-up is tricky here; Pit Straight is so
long that it requires a low-downforce/high-speed
set-up, yet the rest of the circuit is rather
technical, needing a high-downforce/low-speed
set-up.
Suzuka Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Care is required in the initial S-curves and the
chicane. Note that shortcutting the chicane is
not possible due to the barriers.
Closed Prototype (10 laps, Closed Prototype only, 10
competitors)
Bugatti
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Donington Grand Prix
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Extreme care is required in the chicane and the
hairpins behind the main grandstands.
Road Atlanta
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This set-up is great for the long stretches of
the circuit. Extreme care must be taken with
the S-curves and the chicane.
Prototype Endurance (15 laps, Open or Closed Prototype,
10 competitors)
Catalunya Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Balance
Engine: Sprint
Notes: Car set-up is tricky here; Pit Straight is so
long that it requires a low-downforce/high-speed
set-up, yet the rest of the circuit is rather
technical, needing a high-downforce/low-speed
set-up.
Road Atlanta
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This set-up is great for the long stretches of
the circuit. Extreme care must be taken with
the S-curves and the chicane.
Suzuka Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Care is required in the initial S-curves and the
chicane. Note that shortcutting the chicane is
not possible due to the barriers.
Super Endurance (10 laps, any car class, 14 competitors)
Suzuka Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Brno
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Catalunya Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Balance
Engine: Sprint
Bugatti
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes:
Donington Grand Prix
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Winter Challenge (15 laps, any car class, 14 competitors)
Road Atlanta
Downforce: Medium
Fuel: Full
Tires: Wet
Gear Ratio: Top Speed
Engine: Sprint
Notes: This race takes place entirely in very wet
conditions. The use of Top Speed for the Gear
Ratio setting will help to reduce wheelspin as
the car powers out of corners and also on the
standing start. The initial S-curves can be
very tricky due to the very wet conditions.
Brno
Downforce: Medium
Fuel: Full
Tires: Wet
Gear Ratio: Top Speed
Engine: Sprint
Notes: This race takes place entirely in very wet
conditions. The use of Top Speed for the Gear
Ratio setting will help to reduce wheelspin as
the car powers out of corners and also on the
standing start.
Suzuka Grand Prix
Downforce: High
Fuel: Full
Tires: Wet
Gear Ratio: Top Speed
Engine: Sprint
Notes: This race takes place entirely in very wet
conditions. The use of Top Speed for the Gear
Ratio setting will help to reduce wheelspin as
the car powers out of corners and also on the
standing start. The initial S-curves can be
very tricky due to the very wet conditions, but
cornering should be made easier by using a High
setting for Downforce; however, this will
seriously reduce top-end speed on the long
DETAILS: LE MANS
This is the longest circuit of the gameŠ and quite likely the
reason players buy or rent this game!!! It is IMPERATIVE to
learn this circuit flawlessly during daylight conditions, as
visibility is unbelievably poor at night and in wet-weather
conditions (although better than in the old Test Drive: Le
Mans). The trick to successfully completing Time Trial here
(and thus unlocking a car) is to find the best possible
combination of small car size with strong acceleration and
high top-end speed; however, you must begin Time Trial with
at least 40% fuel, so you will certainly need to make a
number of laps to reduce your fuel load - along with
absolutely BETTER-THAN-FLAWLESS DRIVING - to even have a HOPE
of besting the Goal Time of 3:34.000.
SPECIAL NOTE 1: After driving all night long (especially
in the full 24-hour race), the transition to daylight
driving (especially under clear skies) can result in poor
visibility of cars far ahead of you until your eyes
adjust. Be wary of your closing rate on slower, 'unseen'
cars far ahead, as you can suddenly find your front bumper
banging the rear end of another vehicle.
SPECIAL NOTE 2: Lights are used for nighttime driving and
other poor visibility conditions (primarily constant
rain). While the lights are great in poor visibility
conditions, do not allow yourself to become too reliant
upon them. Once clear visibility returns, the lights are
turned off (approximately 6:30AM in the full 24-hour
race).
Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
which can be taken flat-out. However, it may be a good idea
to begin braking for Dunlop Chicane when exiting Dunlop
Curve. An elevation change begins here.
Turns 2-4 (Dunlop Chicane): Given the continual upward slope
through Dunlop Chicane, it is extremely easy to slip off the
pavement on either side of the circuitŠ and both sides are
filled with plenty of kitty litter. Braking well before
entering the Dunlop Chicane is of UTMOST importance as the
corners of the chicane are rather tight. At the beginning of
a race, all the traffic can make this segment even more
treacherous than it would be normally.
Straightaway: The significant hill crests as you pass
underneath the big Dunlop tire.
Turns 5-6 (Red Mound S): This left-right chicane begins just
after passing the Ferris Wheel on the left side of the
course, and is a good reference point to use in picking your
braking zone; note that the Bugatti circuit turns to the
right here. The barriers are rather close to the pavement on
both sides through the chicane, so any off-pavement
excursions will result in sliding along the rails; this is
especially important in case you carry too much speed through
this chicane.
Turns 7-9 (Red Mound Curve): This is a set of three right-
hand semi-corners which can usually be taken flat-out, unless
you find yourself encumbered by traffic. However, keep a
tight line to the apex of each of the three semi-corners, or
you may find yourself with a few wheels in the sand and grass
on the outside of the course. The outside of the final
corner is actually paved (where the Le Mans circuit joins
public roads come together), so this can be used as a good
swing-out area if necessary, and can also be used to pass a
small group of cars on the inside of the corner; beware the
outside barrier here as you will be likely be carrying A LOT
of speed.
Straightaway (Hunaudieres Straight - Part I): This is the
longest straightaway of the circuit, and very good top-end
speeds can be achieved here, especially if you were able to
blast your way through Red Mound Curve without even tapping
the brakes. However, there is no room for error if you get
involved in a three-abreast situation, as the barriers come
almost directly up to the pavement. During the day, look for
the distance-to-corner markers or else you will miss Motorola
Chicane (flashing red lights alert you to the chicane at
night and in poor-visibility conditions).
Turns 10-12 (Motorola Chicane): This is the same chicane
format as the Dunlop Chicane (right-left-right), but wider
and without the hill. Beware the barriers. In poor-
visibility conditions, the first corner of the chicane is
easily identifiable by the red lights; during the day,
however, the chicane is very difficult to see from a
distance, so be sure to look for the distance-to-corner
markers.
Straightaway (Hunaudieres Straight - Part II): Very good top-
end speeds can be achieved here. However, there is no room
for error if you get involved in a three-abreast situation,
as the barriers come almost directly up to the pavement.
During the day, look for the distance-to-corner markers or
else you will miss Michelin Chicane (flashing red lights
alert you to the chicane at night).
Turns 13-15 (Michelin Chicane): This is exactly like the
Motorola Chicane, but is a left-right-left combination with a
tighter initial turn. In poor-visibility conditions, the
first corner of the chicane is easily identifiable by the red
lights; during the day, however, the chicane is very
difficult to see from a distance, so be sure to look for the
distance-to-corner markers.
Straightaway (Hunaudieres Straight - Part III): Yet another
long straightaway, but with a small fade to the right almost
one-third of the way along its length. After clearing the
small rise (similar to a bridge over a small country stream,
about two-thirds of the way along the straightaway), look for
the distance-to-corner markers for Mulsanne Curve.
Mulsanne: If you can carry enough speed and have sufficient
tire grip, you can essentially treat both Mulsanne Hump and
Mulsanne Curve as one long double-apex corner by riding up on
the inside rumble strip of Mulsanne Curve. Mulsanne Hump and
Mulsanne Curve together essentially form a 135-degree
(double-apex) megacorner. It is very easy to go too wide
exiting this megacorner, and CPU-controlled cars often will
find themselves in the sand trap, so keep watch for such
activity as you round Mulsanne Curve.
Turn 16 (Mulsanne Hump): The distance-to-corner markers
actually are for the following right-hand turn, but no one
can afford to miss Mulsanne Hump, whose apex is almost
exactly in line with the 100m marker and bounded on the
left by a nasty barrier.
Turn 17 (Mulsanne Curve): The distance-to-corner markers
are actually for THIS corner. This is a ninety-degree
corner requiring moderate braking and a solid, clean
racing line to keep out of the sand trap.
Straightaway: This straightaway has three fades to the right
along its length. At the apex of the third fade, begin
braking for the Indianapolis Curve.
Turn 18 (Indianapolis Curve): This left-hand ninety-degree
corner can easily be missed, so use plenty of braking
beginning at the apex of the third fade along the previous
straightaway. Do not cut this corner too sharp or you will
likely bang the barrier on the inside of the turn.
Turn 19 (Arnage Curve): After a very brief straightaway, this
is a right-hand right-angle corner. The trick here is to NOT
come up to full speed following the Indianapolis Curve, thus
saving your brakes a little (which is extremely importance in
endurance races). Do not cut this corner too sharp or you
will likely bang the barrier on the inside of the turn. If
you go wide, say 'Bonjour' (daytime) or 'Bonsoir'
(evening/nighttime) to the outside barrier. Likewise, if you
carry too much speed over the inside rumble strip,
countersteer immediately to avoid a spin (and that still may
not help).
Straightaway: This 'straightaway' has four fades (left-right-
left-right). After the fourth fade, get ready for the fast-
approaching Porsche Curve.
'Chicane:' This next segment essentially forms an extra-wide
right-left-left-right ('bus stop') chicane as it leaves the
public roads. Extreme care is required here, as the pavement
is extreme narrow.
Turn 20 (Porsche Curve): Light braking will likely be
needed here, although experts can probably blast through
here at top speed if not encumbered by traffic. An
uphill rise begins here.
Turn 21: The rise crests here as the course turns to the
left.
Turns 22-23: The course elevation drops at Turn 22 as the
circuit turns to the left, making this corner more
challenging than it would at first appear. Turn 23
follows immediately, turning to the right.
Turns 24-27 (Prairie): There are four significant semi-
corners (right-left-right-left) here. Top speed can be
carried all the way through Prairie, but only with a flawless
racing line, else you risk dropping a wheel in the grass and
slowing yourself down. On exiting Turn 27, the single yellow
line marking the Pit Entry begins on the right.
Turns 28-31 (White House): These tight left-right-left-right
S-curves are the finale of a rather lengthy lap of the Le
Mans circuit. The pavement here is extremely narrow, making
safe passing impossible; if any passing is to be done here,
it is only by ramming another car off the pavement and into
the kitty litter. The entire area is surrounded by massive
sand traps, so if you slip off the pavement, you will be
slowed almost to a snail's crawl, losing valuable time and
allowing those behind you to pass with the greatest of ease.
A VERY brief straightaway separates the first left-right
combination from the second. Note that to keep your time in
this section to a minimum, you will need to make use of the
rumble strips on the inside of each corner; however, if you
come through ANY corner of White House carrying too much
speed (especially in wet racing conditions), the car will
bounce severely and perhaps spin or slide out into the kitty
litter.
====================================
DETAILS: BUGATTI
This is the permanent section of the Le Mans circuit.
Bugatti is a rather technical circuit, so top-end speed is
generally not the best way to set up a car here. Those
familiar with the Nevers Magny-Cours F1 circuit will
certainly appreciate its similarity to the four semi-parallel
straightaways on the first half of the Bugatti circuit.
Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
which can be taken flat-out. However, it may be a good idea
to begin braking for Dunlop Chicane when exiting Dunlop
Curve. An elevation change begins here.
Turns 2-4 (Dunlop Chicane): Given the continual upward slope
through Dunlop Chicane, it is extremely easy to slip off the
pavement on either side of the circuitŠ and both sides are
filled with plenty of kitty litter. Braking well before
entering the Dunlop Chicane is of UTMOST importance as the
corners of the chicane are rather tight. At the beginning of
a race, all the traffic can make this segment even more
treacherous than it would be normally.
Semi-parallel Straightaways: These four semi-parallel
straightaways can produce an unexpected aural effect. Once
traffic stretches out all around the circuit, whenever you
are on the middle straightaways, you will almost certainly
hear cars speeding past you on the straightaways to either
side of you.
Straightaway: The significant hill crests as you pass
underneath the big Dunlop tire.
Turn 5 (Chapel): This is a rather tight right-hand hairpin
which will require moderate breaking on entrance. Chapel
begins immediately after passing the tall Ferris Wheel on
the left.
Turn 6 (Museum Curve): This is a wide left-hand hairpin
with an extensive sand trap to the outside of the
pavement. Of the three consecutive hairpins, this is by
far the easiest to handle, allowing for most cars to still
carry some considerable speed through the hairpin, but
braking is still required before entry.
Turn 7 (Green Garage): Yet another tight right-hand
hairpin requiring harsh braking. If you miss your braking
zone, you will find yourself beached in the kitty litter
to the outside of the hairpin.
Turns 8-9 (Ox Way S): Hard braking is required here after the
fourth of the semi-parallel straightaways. Beware the sand
traps to the outside of each corner, and make sure not to
overcompensate and roll through the grass on the inside of
the corners. Turn 8 begins immediately after passing
underneath the Bridgestone bridge.
Turns 10-11 (Blues S): Brake early or Turn 10 will have you
either out in the kitty litter or spinning around in the
middle of the pavement. The right-handed Turn 10 is rather
straightforward. However, there are then TWO pieces of
pavement turning to the left. The official Turn 11 is the
SECOND pavement, so do not turn too soon.
Turns 12-13 (Connection): Pit Entry is to the right
immediately before entering Connection, so beware of slower
cars here. The Connection complex is extremely complex, as
the final chicanes and the Pit Entry of the Le Mans course
rejoin the Bugatti course here. Just make two right-hand,
ninety-degree turns at a moderate pace (likely making good
use of the rumble strips) and you will soon find yourself
safely back on the Pit Straight. The pavement here is
extremely narrow, making safe passing impossible; if any
passing is to be done here, it is only by ramming another car
off the pavement and into the kitty litter.
====================================
DETAILS: BRNO
Located in the Czech Republic, this is another rather
technical circuit, with massive sand traps on the outside of
every corner, and sand traps on the inside of many corners as
well. A reverse race configuration is also available at Brno
(unlocked simultaneously with Reverse Donington National and
Reverse Donington Grand Prix). Fortunately, this is a rather
wide circuit, so racing three-abreast is easily done without
anyone endangering the other cars involved; four-wide racing,
however, is certainly NOT recommended at Brno, especially
when cornering!!!!!
Pit Straight: The Pit Lane barrier is set just far enough
away from the official course (marked by the white line on
the right side) that an unofficial paved lane is created.
You can make use of this unofficial lane to pass several cars
at once, especially on a standing start. However, beware of
any cars exiting Pit Lane.
Turn 1: This is a relatively-fast right-hand J-turn requiring
light to moderate braking on entry. For good lap times, a
minimum speed of 100MPH/160KPH is required through Turn 1,
but I have been able to successfully hold speeds over 110MPH
before oversteering begins to take effect. If you can
successfully hold such speeds here, Turn 1 is a great place
to pass other cars. Do not drift off-course on the left, or
you will be beached in the sand. A gentle fade to the left
occurs on corner exit.
Turn 2: This left-hand corner will require moderate braking
on entry to keep out of the sand. Again, good speed can be
held through this corner, allowing you to pass one or two
cars.
Turn 3: After a brief straightaway, this right-hand corner
will require light braking to stay out of the sand.
Straightaway: The circuit begins its downhill run here.
Turn 4: Continuing downhill, this right-hand J-turn requires
moderate braking as the car lightens.
Turn 5: A right-hand corner requiring light braking as the
course continues downhill.
Turn 6: After a brief straightaway, the course continues
downhill through this left-hand corner, which requires light
braking. Do not go wide on exit or you will be caught out in
the kitty litter.
Turn 7: Still continuing downhill, the course turns left
here, requiring light braking. If you go wide, you will be
out in the sand.
Turn 8: This right-hand J-turn requires moderate braking to
keep from sliding out into the sand on the outside of the
corner. The inside of the corner also has a sand trap, so do
not cut this corner too short if you need to pass other cars
here.
Turn 9: After a relatively long straightaway, the course has
a right-hand downhill J-turn here requiring moderate braking.
Drift left on exit, but do not go too wide or you will be
beached in the sand.
Turn 10: The course finally 'bottoms out' and begins a gentle
uphill climb at the entrance of this left-hand corner. Light
braking is required here to keep from running out into the
sand.
Turn 11: Almost immediately following Turn 10, this right-
hand corner continues the uphill climb. Moderate braking is
necessary here.
Turn 12: Still continuing uphill, use moderate braking for
this left-hand corner to keep out of the sand.
Turn 13: The hill crests on entry to Turn 13. Use light or
moderate braking here to stay out of the kitty litter. The
single white line indicating Pit Entry begins just after the
apex of Turn 13, so be mindful of cars slowing for Pit Entry.
====================================
DETAILS: DONINGTON NATIONAL
This popular British venue is the host of many events, and
has been included in other racing games. The outside of
almost every corner has a very small strip of grass between
the pavement and the sand trap. The only difference from the
Donington Grand Prix course is that the two straightaways
behind the Paddock Suite are bypassed.
Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.
Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.
Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all. Due
to the downhill slope, it may be difficult to see the apex of
the corner as you approach.
Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.
Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here. No braking is required.
Turn 6: This is really just a left-hand fade.
Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn. The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.
Turn 8: This lengthy, sweeping right-hand J-turn will require
light braking to keep out of the grass and sand as the course
continues slowly uphill. This corner opens out onto the
longest straightaway at Donington.
Turns 9-10: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane. This is a tight right-
left combination. Barriers to the inside AND outside of Turn
9 prevent any shortcutting.
====================================
DETAILS: DONINGTON GRAND PRIX
This popular British venue is the host of many events, and
has been included in other games. The outside of almost
every corner has a very small strip of grass between the
pavement and the sand trap.
Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.
Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.
Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all. Due
to the downhill slope, it may be difficult to see the apex of
the corner as you approach.
Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.
Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here. No braking is required.
Turn 6: This is really just a left-hand fade.
Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn. The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.
Turn 8: This lengthy, sweeping right-hand J-turn will require
light braking to keep out of the grass and sand as the course
continues slowly uphill. This corner opens out onto the
longest straightaway at Donington.
Turns 9-10: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane. This is a tight left-
right combination with NO room for error. The barrier on the
inside of Turn 9 prevents shortcutting, and the sand trap to
the inside of Turn 10 severely hinders anyone attempting to
shortcut that corner.
Turn 11: After a significant straightaway, this is a tight
right-hand hairpin turn onto another significant straightaway
behind the Paddock Suite. Essentially, think of this as
changing runways on an airport circuit (such as at Sebring)
and you should do fairly well here. Moderate braking is
required here. If you miss your braking zone, there is a
wide patch of kitty litter to the outside of the corner.
Turn 12: The final corner of the circuit is a left-hand tight
hairpin. Again, think of this as changing runways on an
airport circuit. Moderate braking will be needed here.
====================================
DETAILS: CATALUNYA NATIONAL
The Catalunya circuit is challenging, but good speeds can be
carried along much of the circuit. For observers and drivers
alike, plenty of action can be found at the Catalunya
National circuit.
Pit Straight: As usual, incredible speeds can be attained
here. Watch for cars rejoining the race from the right side
of the straightaway.
Turn 1: This right-hand hairpin is rather tight, and rejoins
the Grand Prix circuit just short of Wuth. Heavy braking
will be needed to slow sufficiently for Turn 1 after the high
speed attained on the Pit Straight.
Turn 2 (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.
Turn 3 (Campsa): This right-hand corner can be taken at full
speed, although other cars will usually swing wide-left and
brake slightly while rounding this corner. Note that the
official circuit is to the right; do not drive directly ahead
onto another patch of pavement, or you will lose plenty of
time. Also, in a twilight or night race, Campsa is extremely
difficult to see unless the taillights of other cars mark the
corner for you, so approach Campsa with extreme caution.
Turn 4 (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 5 (Banc Sabadeau): Shortly following Turn 4, 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.
Turn 6: 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 7: Entering this right-hand corner, the Pit Lane begins
on the right, so be on the lookout for very slow cars here.
If you take this final corner too tightly, or make a VERY
late decision to go to the pits, you will likely damage the
front of the car on a barrier.
====================================
DETAILS: CATALUNYA GRAND PRIX
The Catalunya circuit is challenging, especially the two
hairpins and the final corners of the race. Those who have
played recent F1-based games will already have good
familiarity with the Catalunya Grand Prix circuit.
Pit Straight: As usual, incredible speeds can be attained
here. Watch for cars rejoining the race from the right side
of the straightaway.
Turn 1 (Elf): This is a right-hand corner which requires
light braking. Be careful not to hug the inside of the
corner too tightly, or you will bang the right side of the
car 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 (IF you survive the
kitty litter).
Turn 2 (Elf): Immediately following Turn 1, the left-hand
Turn 2 can usually be taken at top acceleration. With strong
acceleration out of Turn 1, this is a prime passing zone.
Turn 3 (Seat): A sweeping right-hand increasing-radius corner
which can be taken at full speed, this is also a good place
to pass slower cars, especially if you have the inside line.
If you were able to slow enough for Turn 1, you can begin
acceleration exiting Turn 1 and keep standing on the
accelerator all the way through Seat, giving you an excellent
speed advantage over many other cars which might be in the
area.
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. Don't come too hot into this corner or else
you will find yourself in the sand. After clearing the first
90 degrees of Repsol, 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 be
using the recovery area.
Straightaway: This straightaway fades to the left. Good
acceleration out of Turn 5 can create passing opportunities,
especially in the braking zone for Wuth.
Turn 6 (Wuth): With a good racing line, you should be able to
brake lightly to clear this semi-blind, slightly-downhill,
left-hand corner. Beware the barrier on the inside of Wuth.
The exit of Wuth has an immediate fade to the right.
Turn 7 (Campsa): This right-hand corner can be taken at full
speed, although other cars will usually swing wide-left and
brake slightly while rounding this corner. Note that the
official circuit is to the right; do not drive directly ahead
onto another patch of pavement, or you will lose plenty of
time. Also, in a twilight or night race, Campsa is extremely
difficult to see unless the taillights of other cars mark the
corner for you, so approach Campsa with extreme caution.
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.
Turn 10: Light braking may be needed for this right-hand
corner. The key here is to truly hug the inside of the turn
and accelerate strongly through the exit. Watch for slow
cars here preparing to go to Pit Lane for servicing.
Turn 11: Entering this right-hand corner, the Pit Lane begins
on the right, so be on the lookout for very slow cars here.
If you take this final corner too tightly, or make a VERY
late decision to go to the pits, you will likely damage the
front of the car on a barrier.
====================================
DETAILS: SUZUKA EAST
This is the initial section of the world-famous Suzuka Grand
prix 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.
Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane. The Pit Lane rejoins the
course from the right near the end of the Pit Straight.
Turn 1: This right-hand hairpin requires moderate braking on
approach, and you will likely be tapping the brakes through
the hairpin itself. This begins an uphill climb, and it is
difficult to see the left side of the pavement on exit, so be
careful not to run too wide and end up out in the sand.
There is really no reason to overrun the hairpin on entry, as
the corner is quite easily identifiable.
Turns 2-5 (S Curves): This is by far the hardest section of
the course - tight left-right-left-right corners. The first
of the 'S' curves can likely be taken at full speed, with
light or moderate braking for Turn 3. Turn 4 can be taken
either flat-out (not suggested) or with light braking. No
matter what, slam on the brakes for Turn 5, the tightest
corner of the 'S' section. This entire segment of the course
continues the uphill climb, making Turn 5 particularly 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 generouslyŠ or use only second or third
gear (definitely not suggested if you want to win).
Turn 6: The course continues gently uphill as it makes a wide
hairpin turn back toward the Start/Finish Line. It is very
easy to slip off the outside of the pavement here, so
exercise extreme caution here. This is also a great place to
pass other cars on braking on corner entry. If your chosen
car has great acceleration, it will certainly be of benefit
here on exit.
Turn 7: After a very brief straightaway, the circuit turns
gently to the right. No breaking is required here.
====================================
DETAILS: SUZUKA WEST
This is the latter two-thirds of the Grand Prix circuit, with
its own Pit Lane which is not used for F1 Grand Prix
competition. This portion includes the world-famous figure-
eight crossover.
Pit Straight: The Pit Lane Entry is on the right just after
exiting Spoon.
Turn 1 (130R): Shortly after crossing the bridge, the course
turns to the left. Some braking is required here. Prepare
for the upcoming hairpin.
Turn 2: This right-hand hairpin comes before what would be
Chicane on the Grand Prix circuit, and brings you back out
just short of Degner. Moderate to heavy breaking will be
required to successfully clear Turn 2.
Turn 3 (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 kitty litter in case you overrun the
corner.
Turn 4 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate braking and a steady racing line will
be required here. This is also another prime passing zone.
Take care not to overrun Turn 8, as there is not much
recovery room between the pavement and the barrier.
Straightaway: Accelerate strongly out of Degner and you
should be able to pass one or two cars as you race underneath
the bridge. The course fades to the right here before
reaching the tight Hairpin.
Turn 5 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit. It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions. Be careful not to accelerate too soon, or you
will be out in the grass. There is a sizeable patch of kitty
litter for those who miss the hairpin completely.
Turn 6: Continuing the uphill run, the course here makes a
wide sweep to the right. Any braking here means losing track
positions. The circuit here is rather bumpy, especially in
wet conditions.
Turns 7 and 8 (Spoon): This is a tricky pair of left-hand
corners, in a decreasing-radius 'U' formation. The first
corner is fairly standard, requiring only a little braking.
However, Turn 8 is both tighter AND slopes downhill, so
judicious usage of brakes and a pristine racing line are both
important here, especially if attempting to pass a slower
vehicle. If you misjudge any single corner at Suzuka, it
will be Turn 8; 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 8, as
that will almost certainly cause you to lose control and
likely spin.
====================================
DETAILS: SUZUKA GRAND PRIX
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 F1 Championship Season 2000) 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.
Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane. The Pit Lane rejoins the
course from the right near the end of the Pit Straight.
Turn 1: This right-hand hairpin requires moderate braking on
approach, and you will likely be tapping the brakes through
the hairpin itself. This begins an uphill climb, and it is
difficult to see the left side of the pavement on exit, so be
careful not to run too wide and end up out in the sand.
There is really no reason to overrun the hairpin on entry, as
the corner is quite easily identifiable.
Turns 2-5 (S Curves): This is by far the hardest section of
the course - tight left-right-left-right corners. The first
of the 'S' curves can likely be taken at full speed, with
light or moderate braking for Turn 3. Turn 4 can be taken
either flat-out (not suggested) or with light braking. No
matter what, slam on the brakes for Turn 5, the tightest
corner of the 'S' section. This entire segment of the course
continues the uphill climb, making Turn 5 particularly 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 generouslyŠ or use only second or third
gear (definitely not suggested if you want to win).
Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
crest of the initial uphill segment of the course, and can be
taken at full acceleration.
Turn 7 (Degner): Here, the course turns to the right in
anticipation of the figure-eight pattern. Light braking will
likely be required, but it is possible to speed through here
without braking. To the outside of the course is a wide
expanse of grass and kitty litter in case you overrun the
corner.
Turn 8 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate braking and a steady racing line will
be required here. This is also another prime passing zone.
Take care not to overrun Turn 8, as there is not much
recovery room between the pavement and the barrier.
Straightaway: Accelerate strongly out of Degner and you
should be able to pass one or two cars as you race underneath
the bridge. The course fades to the right here before
reaching the tight Hairpin.
Turn 9 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit. It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions. Be careful not to accelerate too soon, or you
will be out in the grass. There is a sizeable patch of kitty
litter for those who miss the hairpin completely.
Turn 10: Continuing the uphill run, the course here makes a
wide sweep to the right. Any braking here means losing track
positions. The circuit here is rather bumpy, especially in
wet conditions.
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 only a 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 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 Chicane.
Turn 13 (130R): Shortly after crossing the bridge, the course
turns to the left. Some braking is required here. Also,
look for cars on the right slowing for the Pit Lane entry
just before the chicane.
Turns 14-16 (Chicane): This is a very tricky part of the
course. The chicane begins with a moderate turn to the
right, then a tight left-hand corner, then ends with a wider
turn to the right and empties out onto the Pit Straight. The
inside of the chicane is filled with sand AND barriers. 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: The Pit Lane begins to the right just before
Chicane. Note that the Pit Entry is the SECOND patch of
pavement to the right coming off the main course.
====================================
DETAILS: ROAD ATLANTA
This circuit is perhaps most famous for its final turns, a
blind right-hand corner on a severe downhill slope beginning
just as the cars pass underneath Suzuki Bridge, then a fast
right-hand corner onto the Pit Straight. Good speeds overall
can be obtained at Road Atlanta, but there are still a number
of challenging corners to tax the drivers and their cars.
Pit Straight: This is the point of lowest elevation on the
circuit.
Turn 1: This seemingly-neverending J-turn begins the
circuit's long uphill climb; the first two-thirds of the turn
is rather significant, with the radius slowly increasing for
the last third of the corner as the course climbs steeply
uphill. Light braking is suggested here, and perhaps even
moderate braking will be preferred by many players, but it is
possible to speed through Turn 1 at top speed with NO
braking. However, with little or no braking, if you do not
have sufficient tire grip, you will slide out into the grass
and bang the barrier on the outside of Turn 1. If you have
an oversteer condition, expect to spin right at Pit Exit (at
the end of the significant portion of the turn), and just
hope that no one is coming out of Pit Lane at that very
moment!!! If competing in the Petit Le Mans, the light on
the inside of Turn 3 can overpower the glare from
competitors' taillights as you climb the steep hill out of
Turn 1 and into Turn 2, thus causing you to misjudge the
distance to the next vehicle in front of you and potentially
contributing to an incident, so exercise great caution here
(moreso than usual) when racing at night.
Turns 2-4: At a momentary plateau in track elevation, the
left-right-left semi-chicane can be a surprise. The apex of
Turn 2 is unsighted on entry. Turn 2 requires at least light
braking to keep on the pavement. Turn 3 requires moderate
braking, although light braking is possible if you drop the
right-side tires in the small patch of sand on the inside of
Turn 3. Turn 4 can often be taken at top speed, although
light braking may be necessary to stay on the pavement. With
fresh tires and excellent reflexes, this complex can be taken
at top speed, but be ready to countersteer and/or slam on the
brakes, especially when exiting Turn 4. This complex is also
one of the areas where CPU-controlled cars are likely to spin
out or otherwise run off-course, so be constantly wary here.
Turns 5-7 (S Curves): The course begins a gentle downhill
slope just before the entry of Turn 5, a right-hand corner
which can be taken flat-out. Turn 6 begins the next uphill
stage as the pavement turns to the left; again, this can be
taken at top speed. The right-hand Turn 7 can also be taken
at top speed, however, it is best to begin braking for Turn 8
here.
Turn 8: This is the second-nastiest place on the Road Atlanta
circuit. This blind left-hand corner requires moderate or
severe braking as the hill (now a mini-mountain) climbs
steeply, cresting just beyond the exit of Turn 8. If you
miss the braking zone, you will find yourself in a sand trap.
If you can get past that, however, there is another paved
road which will rejoin the official course. If you get
beyond THAT, however, you will bang a barrier. Only experts
will be able to successfully clear this nasty corner (if not
blocked by other cars) at over 100MPH/160KPH.
Straightaway: The mini-mountain crests shortly beyond the
exit of Turn 8. In terms of elevation, this straightaway is
essentially a roller-coaster ride, but the general trend is
downhill.
Turn 9: Moderate braking for this ninety-degree right-hand
corner is required, but there is kitty litter to collect you
if you miss the braking zone. There are two pieces of
pavement turning right here; the first is the sealed-off Pit
Entry for other racing series, so do not use the first turn-
off.
Turn 10: After a very short straightaway, the course again
makes a ninety-degree right-hand turn here. Moderate braking
is again required to keep out of the grassy recovery area.
Straightaway: This 'straightaway' has several fades along its
length. After the first fade to the left, the course resumes
an uphill slope. Beginning with the repaved section just
after the fade to the right, the course begins its overall
downhill trend.
Turns 11-12: This nasty left-right chicane requires plenty of
advance braking, or you will be caught out in the
grass/sand/barrier-filled zone on the inside of Turn 12. Be
careful not to run wide exiting Turn 12, as the outside of
Turn 12 also has plenty of sand to stop runaway vehicles.
Turn 13: This is by far the nastiest place on the circuit.
As you pass underneath Suzuki Bridge, the course has its most
significant elevation drop, resulting in cars lightening to
the point that - depending on your speed and racing line -
they may momentarily leave the ground!!!!! This is a blind
right-hand corner (due to the significant elevation drop)
which can actually be taken at full-throttle, but light
braking is really the preferred method of success here (at
the very least, be prepared to suddenly jam on the brakes
anyhow, just in case). Edge to the right as you approach
Suzuki Bridge and you should be okay; if you carry enough
speed, by running your right-tide tires just off the
pavement, the momentary lifting of your car will allow you to
clear the small grass/sand patch without ever toughing the
ground, thus without any loss of speed. However, Pit Entry
is on the right just beyond Suzuki Bridge, so beware of
slowing cars. If you do have trouble here, make use of the
'extra' paved lanes on the left (which actually go to a Pit
Lane used for other racing series) until you can edge back
onto the official course.
Turn 14: This is the final, right-hand corner of the circuit.
Unless encumbered by traffic, this corner can be taken at top
acceleration.
====================================
DETAILS: ROAD ATLANTA NATIONAL
This circuit is perhaps most famous for its final turns, a
blind right-hand corner on a severe downhill slope beginning
just as the cars pass underneath Suzuki Bridge, then a fast
right-hand corner onto the Pit Straight. Good speeds overall
can be obtained at Road Atlanta National, but there are still
a number of challenging corners to tax the drivers and their
cars.
Pit Straight: This is the point of lowest elevation on the
circuit.
Turn 1: This seemingly-neverending J-turn begins the
circuit's long uphill climb; the first two-thirds of the turn
is rather significant, with the radius slowly increasing for
the last third of the corner as the course climbs steeply
uphill. Light braking is suggested here, and perhaps even
moderate braking will be preferred by many players, but it is
possible to speed through Turn 1 at top speed with NO
braking. However, with little or no braking, if you do not
have sufficient tire grip, you will slide out into the grass
and bang the barrier on the outside of Turn 1. If you have
an oversteer condition, expect to spin right at Pit Exit (at
the end of the significant portion of the turn), and just
hope that no one is coming out of Pit Lane at that very
moment!!!
Turns 2-4: At a momentary plateau in track elevation, the
left-right-left semi-chicane can be a surprise. The apex of
Turn 2 is unsighted on entry. Turn 2 requires at least light
braking to keep on the pavement. Turn 3 requires moderate
braking, although light braking is possible if you drop the
right-side tires in the small patch of sand on the inside of
Turn 3. Turn 4 can often be taken at top speed, although
light braking may be necessary to stay on the pavement. With
fresh tires and excellent reflexes, this complex can be taken
at top speed, but be ready to countersteer and/or slam on the
brakes, especially when exiting Turn 4. This complex is also
one of the areas where CPU-controlled cars are likely to spin
out or otherwise run off-course, so be constantly wary here.
Turns 5-7 (S Curves): The course begins a gentle downhill
slope just before the entry of Turn 5, a right-hand corner
which can be taken flat-out. Turn 6 begins the next uphill
stage as the pavement turns to the left; again, this can be
taken at top speed. The right-hand Turn 7 can also be taken
at top speed, however, it is best to begin braking for Turn 8
here.
Turn 8: Moderate braking is heavily suggested here as you
reach the top of the hill during a left-hand turn.
Turn 9: After a short straightaway, Turn 9 is a gentle left-
hand turn which requires no braking as the course rejoins the
full Road Atlanta circuit.
Straightaway: Beginning with the repaved section just after
the fade to the right, the course begins its overall downhill
trend.
Turns 10-11: This nasty left-right chicane requires plenty of
advance braking, or you will be caught out in the
grass/sand/barrier-filled zone on the inside of Turn 11. Be
careful not to run wide exiting Turn 11, as the outside of
Turn 11 also has plenty of sand to stop runaway vehicles.
Turn 12: This is by far the nastiest place on the circuit.
As you pass underneath Suzuki Bridge, the course has its most
significant elevation drop, resulting in cars lightening to
the point that - depending on your speed and racing line -
they may momentarily leave the ground!!!!! This is a blind
right-hand corner (due to the significant elevation drop)
which can actually be taken at full-throttle, but light
braking is really the preferred method of success here (at
the very least, be prepared to suddenly jam on the brakes
anyhow, just in case). Edge to the right as you approach
Suzuki Bridge and you should be okay; if you carry enough
speed, by running your right-tide tires just off the
pavement, the momentary lifting of your car will allow you to
clear the small grass/sand patch without ever toughing the
ground, thus without any loss of speed. However, Pit Entry
is on the right just beyond Suzuki Bridge, so beware of
slowing cars. If you do have trouble here, make use of the
'extra' paved lanes on the left (which actually go to a Pit
Lane used for other racing series) until you can edge back
onto the official course.
Turn 13: This is the final, right-hand corner of the circuit.
Unless encumbered by traffic, this corner can be taken at top
acceleration.
UNLOCKING CARS (SPOILERS!!!!!)
Here is how to unlock all the cars in Le Mans 24 Hours. The
initially-available cars are so indicated. Note that often,
the same make and model of car is used by different teams
(with different paint schemes and racing number). A
multiplier (such as 'x3') means that the stated team has more
than one 'version' of the specified car, with each 'version'
differentiated by racing number.
Also, there are a few instances where identical cars (with
different racing numbers) by the same team are not acquired
together, but by completing separate sections of the game.
In this case, these cars are listed on separate lines in the
table below, with the notation 'different car' for all such
lines after the first.
The following expanse of white space is to present a buffer
so that those who wish to learn this on their own will not
accidentally see it.
Cars Teams Procurement
-------------------- --------------- ---------------------
Audi A8C Audi Sport UK Initially available
Audi R8 (x3) Audi Sport Team Win Le Mans 2000 at
Joest 24 minutes
Audi R8C Audi Sport UK 0:40.000 or better at
Suzuka East in
Time Trial
Audi R8R (x2) Audi Sport Team Win Super Enduro
Joest Championship
BMW V12 LM Thomas Bscher Win Petit Le Mans at
Promotion 30 minutes
BMW V12 LMR (x2) BMW Motorsport Win Winter Challenge
Championship
Cadillac N LMP (x2) Team Cadillac Win Le Mans 2000 at
10 minutes
Cadillac N LMP (x2) Team Dams Win Le Mans 2000 at
10 minutes
Chrysler Viper GTS-R Carsport Holland Win Petit Le Mans at
10 minutes
Chrysler Viper GTS R Chamberlain Initially available
Engineering
Chrysler Viper GTS R Chamberlain Win Rookie GT
(different car) Engineering Championship
Chrysler Viper GTS R Paul Belmondo Initially available
Racing
Chrysler Viper GTS R Team Goh Initially available
Chrysler Viper GTS R Team Oreca Win Pro GT
(x2) Championship
Chrysler Viper GTS R Team Oreca 1:00.000 or better at
(different car) Donington National
in Time Trial
Chrysler Viper Team Oreca Win Petit Le Mans at
GTS-RT (x3) 10 minutes
Chevrolet Corvette Corvette Racing Win Petit Le Mans at
C5-R (x2) 10 minutes
Courage C 36 La Filiere ELF 1:34.000 or better at
Bugatti in Time
Trial
Courage C 52 Courage 1:45.000 or better at
Competition Brno in Time Trial
Courage C Pescarolo Sport Win Le Mans 2000 at
52-Peugeot 24 minutes
Courage C 60-Judd SMG Win Petit Le Mans at
30 minutes
Debora LMP2000-BMW Bonnet Didier Win Petit Le Mans at
30 minutes
GT2 Konrad 0:46.000 or better at
Motorsport Road Atlanta
National in Time
Trial
GT2 (different car) Konrad 1:01.000 or better at
Motorsport Suzuka West in
Time Trial
GT2 Larbre 1:01.000 or better at
Competition Catalunya National
in Time Trial
GT2 Roock Racing Win Rookie GT
Championship
GT2 Team Augusta Initially available
Racing
Jaguar XJR9 LM Jaguar Win Petit Le Mans at
100 minutes
Lancia LC2 Lancia Win Le Mans 2000 at
24 hours
Lister Storm GTL Newcastle 1:47.000 or better at
Lister Storm Suzuka Grand Prix
in Time Trial
LMGTP (x2) GTC Competition Initially available
LMP JMB Competition Initially available
LMP Joest Racing 1:09.000 or better at
Road Atlanta in
Time Trial
LMP Kremer Racing Initially available
LMP Pilot Racing 1:34.000 or better at
Catalunya Grand
Prix in Time Trial
Lola B2K10-Ford Konrad Initially available
Motorsport
Lola B2K10-Judd Team Rafanelli Win Petit Le Mans at
30 minutes
Lola B2K40-Nissan Multimatic Initially available
Motorsports
Marcos Mantara Team Marcos 1:21.000 or better at
LM600 Donington Grand
Prix in Time Trial
Nissan R390 (x2) Nissan Win Open Prototype
Motorsports Championship
Nissan R390 Nissan Win Prototype Enduro
(different car) Motorsports Championship
Nissan R391 Nissan Win Prototype Enduro
Motorsports Championship
Panoz Esperante GTR Panoz Initially available
(x2) Motorsports
Panoz LMP Spyder Panoz Win GT Endurance
(x2) Motorsports Championship
Panoz LMP-1 (x2) Panoz Win Le Mans 2000 at
Motorsports 24 minutes
Panoz LMP-1 Team Den Bla Win Petit Le Mans at
Avis 30 minutes
Panoz LMP-1 TV Asahi Team Win Le Mans 2000 at
Dragon 10 minutes
Panoz LMP07 Panoz Win Le Mans 2000 at
Motorsports 240 minutes
Peugeot 905 Peugeot Talbot Win Le Mans 2000 at
Sport 24 hours
Porsche 911 GT2 Freisinger Initially available
Motorsport
Porsche 911 GT2 Konrad Initially available
Motorsport
Reynard 2KQ-Judd Johansson Initially available
Matthews
Racing
Reynard 2KQ-Mopar Mopar Team Oreca Win Le Mans 2000 at
(x2) 24 minutes
Reynard ROC Win Petit Le Mans at
2KQ-Volkswagen 30 minutes
(x2)
Riley & Scott MKIII Riley & Scott Initially available
S2 Europe
Sauber C9 Sauber Win Petit Le Mans at
10 hours
WR LMP-Peugeot Welter Gerard Win Petit Le Mans at
30 minutes
WR LMP-Peugeot Welter Rachel Initially available
CONTACT
For rants, raves, etc., 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
game guides, visit FeatherGuides at
http://www.angelcities.com/members/feathersites/
=======================================================================
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_
=======================================================================
