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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.
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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.
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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/