View manual text
4
1. THE MONACO GRAND PRIX,
THE LEGENDARY RACE
2. A RACING WEEKEND
4
9
THE GAME
12
1.INSTALLING AND LAUNCHING THE GAME 12
1.1 Configuration and launch
1.2 The first screen
2. IDENTIFICATION
13
3. MENUS.
3.1 The navigation bar
3.2 Saving and loading
3.3 Controlling the car
3.4 The function keys, camera
views and pit-stops
3.5 Replays
14
4. THE TYPES OF GAME
4.1 Easy mode
4.2 Realistic mode
Amateur
Pro
Expert
20
5. CHOOSING A TEAM AND A DRIVER
5.1 Editing the teams
5.2 Editing the drivers
21
6. CHOOSING A CIRCUIT
22
7. THE OPTIONS
7.1 In Easy mode
7.2 In Realistic mode
The car
23
Breakdowns
The race
The rules
GAME MODES
26
1.TRAINING - APPRENTICESHIP
26
2.SIMPLE RACE
26
3.GRAND PRIX
3.1 Practice runs
3.2 Heats
3.3 Warm-up
3.4 The race
The start
Entering the pits
The finish
The flags
27
4.CHAMPIONSHIP
28
5. INDIVIDUAL CHAMPIONSHIP
5.1 Editing the list of drivers
5.2 Editing the list of circuits
29
6. CAREER MODE: THE CHALLENGE
29
7. TIME ATTACK
7.1 Free run
7.2 Ghost
30
8. SCENARIO MODE
32
CONTENTS
INTRODUCTION
1
CONTENTS
2
SET-UPS AND TELEMETRY
33
1.THE GARAGE
33
2. THE SET-UPS
2.1 Driver set-ups
Transmission
Gearbox ratios
Long – short
Spacing
Steering
Break balance front/rear
Breaking force
Understeer (car understeering)
Oversteer (car oversteering)
Stable/unstable behaviour
Aerodynamics - wings
Downforce
Vertical load
Drag factor
Wing incidence angle
Car incidence
Ground effect
Fuel level
Tires
2.2 Engineer set-ups
Springs
Pitch and roll
Travel
Anti-roll bars
Ride height
Bump stops
Dampers
Camber
Wheel alignment
Engine power
Revs
Torque
34
34
38
3.CAR CONFIGURATION
3.1 The effect of settings
3.2 Slow straights and bends
Braking in a slow straight
Braking and entering a slow bend
Accelerating out of a slow bend
Accelerating in a low-speed straight
3.3 Fast straights and bends
Braking in a fast straight
Braking and entering a fast bend
Accelerating in a fast straight
Help
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43
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4. TELEMETRY
4.1 Data saved
4.2 How to analyse the data
4.3 Telemetry by example
Optimising driving
Reacceleration point
Braking point
Acceleration
Braking
Optimising the settings
Ride height settings
Setting the dampers
Conclusion
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THE CIRCUITS AND THE TEAMS 52
1. THE CIRCUITS
1.1 Germany
1.2 Great Britain
1.3 Argentina
1.4 Australia
1.5 Austria
1.6 Belgium
1.7 Brazil
1.8 Canada
52
2. THE TEAMS
Technical Data for 11 teams:
chassis and engine
69
50s MODE
80
1. NEW SENSATIONS
80
2. NAVIGATION
81
CUSTOMIZING YOUR GAME
82
1.THE MAPS EDITOR
1.1 Functions
1.2 The formats
82
2. SOUND EDITOR
83
MULTIPLAYER MODE
85
1. SPLIT (2 PLAYERS)
85
2. LINK-UP (2-4 players)
86
3. NETWORK (2-8 PLAYERS)
3.1 Create a game
3.2 Join a game
87
4. MULTIPLAYER TOOLS
88
TECHNICAL SUPPORT
89
1. TECHNICAL SUPPORT
1.1 Installation problems
1.2 Sound problems
1.3 Configuration of the network
1.4 Graphics cards
1.5 Hot lines and assistance on-line.
89
2. CREDITS
92
CONTENTS
1.9 Spain
1.10 France
1.11 Hungary
1.12 Italy
1.13 Japan
1.14 Luxembourg
1.15 Monaco
1.16 San Marino
1.17 Europe
3
INTRODUCTION
1. THE MONACO GRAND PRIX,
THE LEGENDARY RACE
Monaco is the most legendary race of all.
It’s a challenge taken up every year by the best
racing drivers in the world. The race has been
masterfully organized by the Automobile Club
of Monaco since it was formed in 1929.
Maximum speed: 270 kph. An average speed
of more than 140 kph to cover just over 3
kilometres between manhole covers, pavements,
barriers and walls.
And there are no escape routes! Only the
best drivers win at Monaco to earn a page
in the history of this legendary race.
84.8 kph in a race lasting 3 hours 56 minutes,
he had won the first race in Monaco. But history
does not record his first name. Le Grand Prix
de Monaco©, however, was to become a Motor
Racing legend, today as famous as the Le Mans
24-hour race or the Indianapolis 500.
Since this first race in 1929, racing cars have
continued to duel in the streets of Monaco. Only
the Second World War and a few unexpected
events in the early 50s have prevented the race
from taking place; 14 times only in 70 years.
Anthony Noghès
70 years of history
On April 14 1929, Williams, at the wheel of his
Bugatti 35B, crossed the finishing line. After 100
laps and 318 kilometres, at an average speed of
4
The idea of racing in the streets of Monaco –
something of a strange idea, even today – goes
back to the mid-20s.
Holding a motor race in the middle of town was
INTRODUCTION
not a novel idea, though; races of this type
already existed in the United States. But
everyone has always agreed that Monaco is
in a class of its own.
In the 20s, Anthony Noghès
founded the A.C.M., the
Automobile Club of Monaco,
with several friends. It grew
out of the Automobile and
Velocipedian Association, which
in turn sprang from the Monaco
Velocipedian Association founded
in 1890. It is to Anthony Noghès,
a keen sports and automobile
enthusiast, that we owe this race.
After getting official support from
His Highness Prince Louis II, Anthony
Noghès showed his plans to a motor
racing celebrity of the time, the
Monegasque champion, Louis Chiron, who was
completely taken with the idea. After studying
the layout of the town of Monaco, it was quickly
apparent that its topography was ideal for
tracing a motor racing circuit. From that moment
on, nothing could stand in their way and, on
April 14 1929, 60 cars took part in the first
motor race in the streets of Monaco.
Since this date, the Automobile Club of Monaco
has been in charge of the event and remained
sole organizer of this mythical race.
5
INTRODUCTION
is today, it
was, in
many ways, more risky. The cars soon became
far too powerful for their weight – with hardly
any brakes. With none of today’s protective
barriers, the chances of car and driver nosediving into the harbour were far from slim.
A CIRCUIT FULL
OF DANGER
Less tortuous than it is today, the circuit used to
form a loop that linked Monte Carlo, the harbour
and Monaco. The track was 3.18 km long and
more or less stayed that way until 1952 when
some modifications to the Sainte Dévote corner
shortened it by 35 metres. It wasn’t until 1973
that a new piece of track was added, running
alongside the harbour, round the new swimming
pool, and ending with the hairpin bend at the “La
Rascasse” restaurant. New chicanes were added
in 1976 and 1986 to complete the circuit that we
know today. It’s now 3.367 kms long, the drivers
doing 78 laps in just under 2 hours.
But even if the original circuit was simpler than it
6
Today, there are different dangers for, despite
ultra-powerful brakes and considerable
downforce, the streets are no wider – in fact,
they’re narrower. The walls are still there, still
just as hard, and the engines have 700
horsepower and more. A few years ago, during
the turbo era, it was reckoned you needed 1100
horsepower just to qualify! Engines capable of
lightning acceleration send the cars hurtling
from one bend to another in a matter of seconds.
Which means that Monaco has always crowned
great champions, exceptional drivers. It’s no
mean feat to slalom your way between
pavements, bumps, walls and barriers for 2
hours at an average speed of 145 kph. Before
1950, the legendary drivers, Chiron, Nuvolari and
Farina – amongst others – added their names to
the list of winners. Since 1950, out of 47 races,
drivers who were, or were to become, world
champions have won 31of them.
One thing is for sure, the driver who wins at
Monaco enters a different league; an exclusive
winners’ club. Even if the title of world champion
is the objective of all drivers, if there’s one race
most of them would want to win in their career,
it’s Monaco.
A race in the heart of a town like Monaco is no
picnic. Many inhabitants leave town until the
motor racing tornado has passed in order to
avoid the disruption it causes. Every night of the
week before the race, technicians take over the
streets of Monaco and turn them into a circuit,
putting up the necessary barriers and signals
but also the pits and other prefabricated official
buildings for the race.
The Monaco race is bright but ephemeral; two
days after the end of the race, everything will
have disappeared. During the few days before
the race, the inhabitants can see the circuit
taking shape. On the Thursday morning, day of
the practice runs, everything must be in place.
As well as offering a unique layout, Monaco has
a different calendar of events to the other races.
The Friday, which is usually reserved for practice
runs, is a rest day and thus the competition
starts the next day.
Another peculiarity is that the circuit is
opened to traffic between the different
stages of the competition so that the town
does not get completely saturated. It’s an
opportunity for budding champions to see
for themselves just what the track is like.
of the pit wall. The engines roar as the drivers
keep their eyes riveted on the 5 red lights
suspended above the starting line. With 22 cars
in rows of five, their engines roaring, the track
looks ridiculously small and narrow – an effect
accentuated by the funnel-shaped St Dévote
corner in the distance. It’s obvious that there
won’t be enough room for everyone. When
the last light goes out, more than 15,000
horsepower screams in unison towards that
first right-hand bend. Both at the start and
during the race, it’s the circuit’s blackspot;
scene of many, often spectacular accidents.
Directly after coming out of St Dévote there’s
the long Beau Rivage uphill incline.
INTRODUCTION
A WEEKEND LIKE
NO OTHER
It’s hard down on the accelerator
and through all
ONE LAP
At 140 kph between barriers and pavements...
The cars waiting on the grid stretch the length
of the slightly curved straight that runs in front
7
INTRODUCTION
the gears. Vigilance is called for because
speeds are very high, the road “snakes” and
the white lines, there for everyday traffic,
can be treacherous.
260 kph at the top of the rise and straight into
the Massenet corner. It’s a left that is taken in
3rd right up against the barrier ready for a short
acceleration up to the Casino straight in 2nd.
Then up into 4th and just over 210 kph before
coming into the slowest part of the circuit: a
series of hairpins to be negotiated in 2nd.
Brakes hard on to enter the Mirabeau straight,
then left into the Loews hairpin where the cars
practically come to a standstill. Downhill into the
Portier straight and then it’s the highspot of the
circuit: the plunge into the pitch-black Tunnel.
With foot hard down on the accelerator, the car
has to be taken into 5th and up to 240 kph
through the curving tunnel. Exit to be blinded by
the sun just as the next chicane comes up. In
6th gear at 270 kph, the brakes need hitting fast
to get down to 2nd to negotiate the left/right/left
before plunging towards the left Tabac corner.
8
It’s taken at full speed, before easing off the
accelerator a little and into the first left/right
of the swimming pool chicane. Slam on the
brakes for a right/left in 2nd and then a short
straight up to the Rascasse hairpin.
Another brief acceleration before the Anthony
Norghès corner and then flat out for the home
straight that ends in St Dévote.
For those still in the race, there’s only another
77 laps to go!
It’s a pretty impressive sight when the circus
hits town for the weekend. Dozens of enormous
trucks discharging cars, tires and parts take up
residence behind the pits where they will remain
for 4 very busy days.
THURSDAY
Everyone gets ready.
The first trucks are already there on the
Wednesday night and by Thursday evening
everyone has arrived. This first day is far from
being an idle one: the pit has to be set up and
made thoroughly presentable and the material
has to be unloaded. The cars are not taken out
but it’s a time for the whole team to gauge the
atmosphere of the circuit before the
real contest
starts
on the
track.
Thursday
is also the
day that
the officials
check that
the cars meet
the technical
regulations.
FRIDAY
Practice sessions.
With nothing to play for, the practice runs on
the Friday are used to acclimatize the car to
the track. Even though the cars are set up with
the help of computers, there will be numerous
modifications made in order to find the perfect
balance that will make a car the best on the
grid. Very often Friday is devoted to setting the
cars up for the race. Drivers and engineers try
out the different options with varying quantities
of fuel in order to see how the car performs.
The practice sessions take place in two parts,
from 11 to 12 a.m. and from 1 to 2 p.m. The
number of laps the
INTRODUCTION
2. A RACING WEEKEND
9
INTRODUCTION
has the fastest qualifying time is in with
a very good chance of winning the race.
drivers can do
is unlimited but they are not allowed to use the
back-up car. Hence the importance of managing
to put the car through its paces to see what it
is capable of, but without incident (coming off
the track or having engine failure, for example.)
Damaging the car during practice seriously
jeopardizes one’s chance in the race on Sunday.
SATURDAY
Objective: to qualify
Saturday is a big day because at the end of it
are the qualifying heats. It begins with another
practice run in two 45-minute sessions, from
9 to 9.45 and 10.15 to 11 AM.
This time there’s no more going round with a full
tank. Sheer performance is the aim now. It’s all
about doing the fastest lap in preparation for
qualifying. Bit by bit, corner by corner, foot by
foot, the drivers perfect their trajectories and the
engineers their settings. It’s also the moment for
the crucial decision about tires. Before the heats,
each driver must say what tires he will use for
the rest of the competition. Between the end
of second practice sessions and the end of the
race on Sunday, a driver can use no more than
28 tires (14 at the front and 14 at the rear.)
A one-lap sprint
At 1 PM, a green light at the end of the pits
straight signals the start of the qualifying heats.
Overtaking being virtually impossible, he who
10
To add a bit of spice to it, the rule-makers have
limited the number of laps per driver to 12,
which means no more than 4 attempts. The cars
take on just enough fuel to complete 3 laps: one
warm-up lap leaving the pits, one lap at top
speed to make a time, and a deceleration lap
back to the pits. In order to try and gain a few
hundredths of a second, some drivers set off on
their last try with just enough fuel to do two laps,
abandoning their car by the side of the track
after the fast lap.
It’s worth the walk back to the pits if it puts
you in pole position!
SUNDAY
A little warm-up.
The warm-up takes place on the Sunday
morning, 41/2 hours before the start of the race.
INTRODUCTION
The drivers and their teams have half an hour
to decide if the options they have taken are the
right ones or whether they want to revise them
for a sudden change in the weather.
It is not unusual, if the weather is uncertain,
to see a team prepare one car for dry conditions,
another for wet – just in case. In any event,
30 minutes is short and the drivers jostle each
other coming out of the pits to do as many laps
as possible, trying both the race car and the
reserve car.
from the pit lane. On the 10-minute signal
journalists, visitors and other VIPs must leave
the starting grid.
1 minute from the start, the engines are
started and the teams’ technical personnel
must clear the grid.
On the green light, the cars begin a formation
lap before coming back to line up on the grid.
When all the cars are in place, 5 red lights go
on and then off, one after the other.
When the last light goes off, it’s the start of a
race lasting 2 hours maximum over a minimum
distance of 305 kilometres.
THEY’RE OFF!
30 minutes before the start, the pits are opened
and the drivers, after one lap of the circuit, can
come and take their positions on the starting
grid. Some take advantage of this period to do
several laps to see how the car is performing
and, if necessary, have some adjustments made.
Of course they need to come into the pits after
each lap to do this.
17 minutes before the start, a horn sounds and
2 minutes later the lights go red to indicate that
the pits are closed. Any car, which has not left
the pits at this moment, will have to start last
11
THE GAME
1. INSTALLING AND LAUNCHING
THE GAME
1.1 Configuration and launch
Minimum system requirements
Recommended system requirements
Windows 95 or Windows 98
133 Mhz Pentium
Compatible with most 4Mb 3D graphic cards
compatible with Microsoft Direct 3D.
Glide native support for 3DFX cards.
24 Mb RAM
Direct X6
16 bit sound cards
4X CD-Rom speed or more
Windows 95 or Windows 98
166 Mhz Pentium
Compatible with most 4Mb 3D graphic cards
compatible with Microsoft Direct 3D.
Glide native support for 3DFX cards.
32 Mb RAM
Direct X6
16 bit sound cards
6X CD-Rom speed or more
1. Launch Windows 95.
the other hand you will get faster access
to the various menus.
2. Place the MONACO GRAND PRIX Racing
Simulation CD in your CD-ROM drive.
3. The installation program should appear
on the screen automatically. If this does
not happen, double-click on the Ubisetup
program on the CD-ROM.
7. When installation is complete, click on PLAY.
When installation is complete, you may need
to reboot the computer. Once you have done
that, to launch Monaco Grand Prix all you need
to do is to select Ubi Soft / MGPRS/ Play MGPRS
in the Windows 95 task bar.
4. Choose your preferred language.
5. Click on INSTALLATION in the menu.
6. Choose the right configuration for your
system and click on OK. The higher
the level of the installation you choose,
the greater the amount of space the
game will take up on your hard disk, but on
12
Notes:
When you play Monaco Grand Prix your
screen-saver is disabled. However, when
you enter the menus, it reactivates. To play
Monaco Grand Prix, you will need a minimum
of 40 Mb of free space on your hard disk
after installation.
MULTIPLAYER
Access to multiplayer mode
LEFT HAND CAR
Racing modern cars in 1-player
or multiplayer mode
THE GAME
1.2 The first screen.
RIGHT HAND CAR
Racing 50s cars in 1-player
or multiplayer mode
1 PLAYER
Access to 1-player mode
IDENTIFICATION
Player name identification page
2. IDENTIFICATION
PLAYER 1 / 2
Selects player 1 or 2 for the split MODE
NAME
Edits name of player selected
FIRST NAME
Edits first name of player selected
TYPE OF TRACK RECORD
Selects and shows track record
SELECTION
Selects a name from among the 10 saved
SWAP THE NAME OF THE 97 DRIVER WITH THE
PLAYER’S NAME
Allows player to use the driver’s name (No)
or player’s own name (Yes) that can be edited
on this page
NATIONALITY
Edits the player’s nationality
DATE OF BIRTH
Edits the player’s date of birth
WEIGHT
Edits the players weight
WAIST
Edits the player’s waist size
TRASHCAN
Deletes player’s name and track record
13
THE GAME
3. MENUS
3.1 The navigation bar
All the menu pages have a navigation bar at the bottom of the screen.
RETURN
Handover
GO or OK
Handover
Messages
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RETURN
Enables you to return to previous saved version by cancelling
any modifications to the current page.
Also makes it possible to disconnect during a multiplayer game.
EXIT
Exits the game
GO or OK
Move to the next screen
CONFIGURE
Takes you to the menu pages that enable you to configure
the controls (keyboard, joystick, joypad or steering wheel)
sound or graphics.
SAVE
Takes you to the save pages (Round, Replay,
Adjustments, Configuration)
LOAD
Takes you to the loading pages (Round, Replay,
Adjustments, Configuration)
LCD screen
Contains miscellaneous information
Messages
Only active when a game is being played over a network. A click
on this button launches an application making it possible to send
messages to the other players connected.
Handover
Only active when a game is being played over a network and only on
the computer of the player who initiated the game. Makes it possible
to hand over control to one of the other players online.
THE GAME
3.2 Saving and Loading
Game
Set-up
Loading is available from any page of the menu
(except those preceding the main menu). A game
can be saved at any time.
Saving is available during any session via
the menu displayed by pressing Esc, and also
from the Grand Prix menu page (Grand Prix,
Championship, Individual Championship
or Challenge).
The loading and the saving of the current set-up
of the car are accessible from any menu page
where the GARAGE button is displayed, as well
as in the garage pages themselves.
3.3 Controlling the car
The keyboard
(default keys)
Accelerate
Brake
Right
Left
Changing to higher gear
Changing to lower gear
A
Z
.
,
Space
Ctrl
The game can also be played with a steering wheel, joypad or joystick
They first need to be calibrated under Windows 95 (see peripheral documentation).
15
THE GAME
3.4 The function keys, camera views and pit-stops
F1
Summary of keys used in the game
F2
The various playable views:
The cockpit view
Choosing this view is like putting yourself in the driver’s seat.
It also gives you all the information you need
for driving your car:
from current speed (kph or mph), engine speed
(rpm), gear engaged, LEDs of engine (the first
LED lights up 500 revs before maximum rpm,
the second 400 revs before, the 3rd 300 revs
and the 4th 200 revs, amount of fuel (in litres),
fuel consumption (in litres per rev), damage
to car, pit-stop indicator and radio messages
from your team.
The three external views
The 1st and 2nd external views are very useful
for learning the circuit because they enable you
to see the bends in good time and thus choose
the right trajectory to negotiate them.
16
THE GAME
The 3rd external view gives good visibility enabling greater precision when choosing a trajectory.
This ‘muzzle’ view also enables you to better appreciate the effect of oversteering and, above all,
understeering (see driver set-ups).
1
In the 3 external views the player has an information
box, top left, which contains the following:
2
3
4
5
6
1
2
3
4
5
6
F3
Current speed (km/h or mph).
Gear currently engaged.
Rev limiter LED.
Quantity of fuel left in the tank.
Player’s position with respect
to the other competitors.
Pit-stop indicator.
Director views
17
THE GAME
F4
Various views of the car
F12
Displays the adjustments modifiable
during the race:
Insert and Delete modify
break balance.
Home and End adjust the
front anti-roll bar.
Page up and Page down adjust
the rear anti-roll bar.
Enter Pit stop:
F5
F6
F7
F8
F9
F11
Displays the current placing
Displays the distance between the
car ahead and the car behind
Automatic/manual gear shift
Next competitor
Previous competitor
Displays the modifiable
pit-stop strategy:
Insert and Delete modify tire type.
Home and End modify fuel quantity.
Page up and Page down show next
planned pit stops.
Switches the pit-stop indicator
on or off.
Warns the mechanics that the
competitor may be on his way.
Tabulation Speed limiter for the pits
(active by default).
Backspace Calls up a menu which makes it
possible to choose the job the
mechanics have to do. Only active
in the pits.
You can also confirm by pressing
Backspace (or Enter).
This menu makes it possible to choose
the amount of fuel and the tires to be fitted.
The default value is the amount of fuel allowed
for in the race strategy; otherwise it is the
amount in the tank that is displayed.
To change the type of tires use Insert and Delete.
To change the amount of fuel use Home and
End (the amount of fuel shown includes that
in the tank).
Confirm using Backspace (or Enter).
18
H
Pause
Displays a pause menu which varies according to game mode. Also enables you
to skip certain displays.
Makes it possible to deactivate the automatic display of placings and average times
(for external views).
THE GAME
P
Esc
3.5 Replays
The buttons Car, Exterior, Subjective and
TV correspond to the various views, which
are available.
When a player switches to a full screen, he still
has access to the functions of the navigation bar.
This is what each key represents:
Function
Corresponding key
Load/Save
Read, slow motion
No corresponding key
Direction arrow E (1st touch)
Direction arrow D (if reading)
Space bar
Pause
Stop
Fast forward
Fast backward
Return to start
Go to the end
Direction arrow E (2nd touch)
Direction arrow D (2nd touch)
Direction arrow A
Direction arrow F
19
THE GAME
4. THE TYPES OF GAME
4.1 Easy Mode
To start a game immediately: choose a mode, a
circuit and a car and find yourself at the wheel
of a single-seater.
The physical behavior of your car and the
technical adjustments to it are fixed according
to the circuit and the team chosen in order to
make it easier for you to drive and to anticipate
the difficulties of the circuit. With automatic
gear-change, automatic breaking system option,
ideal weather conditions, minimal or no car
damage, you will not need to immerse yourself
in the basic principles of aerodynamics in order
to experience what a grand prix is like!
Watch out all the same because there are
21 other competitors on the starting grid, each
with his own behavior – and the smallest error
could spin you off the track...
4.2 Realistic Mode
To go right to the heart of MONACO GRAND
PRIX© Racing Simulation, the new benchmark
for racing simulations.
Amateur
This level of difficulty is recommended for
people who are playing this type of simulation
game for the first time. The computer adjusts
the settings of the competitors making their
performances slower and less aggressive than
20
they would normally be. Furthermore, the player
has every aid at his disposal: automatic gearbox,
ABS, anti-skidding device, self-steering into the
pits and indestructible cars.
Pro
This level of difficulty is recommended for
players who are experienced drivers and who
know the circuits.
Expert
This level is reserved for players who
consider themselves capable of driving
in the most realistic conditions possible.
The only available aids are the automatic
gearbox, the anti-skidding device,
anti-wheelslide device and ABS. The
competitors’ behavior is highly realistic
and the player who wants to compete
for the world championship title must have
complete control of his car on all the circuits.
There are 11 teams and 22 cars with different
levels of performance. Click on the icon of the
team for which you want to race and choose
the driver you want to be.
5.1. Editing the Team
Name
Vertical scroll bar (up/down)
(to the right of the team icon)
DEFAULT
ENGINE TYPE
GENERAL MANAGER
Edits the name of the team selected
Selects among the 11 teams
TECHNICAL MANAGER
THE GAME
5. CHOOSING A TEAM AND A DRIVER
THE TEAM EDITOR enables you to personalize
the 11 teams in the game.
The player can edit the name of the team, the
type of engine, the name of the general manager
of the team and the technical manager.
Re-initialization of the selected team
Edits the name of the team’s engine
Edits the name of the general manager
of the team selected
Edits the name of the technical manager
of the team selected
21
THE GAME
5.2 Editing the drivers
NAME
FIRST NAME
Vertical scroll bar (up/down)
(to the right of the team icon
DEFAULT
LED DRIVER1 – LED DRIVER2
NATIONALITY
DATE OF BIRTH
WEIGHT
WAIST
EDIT LIST
PLAYER SELECTION 1 / 2
Edits the name of the driver selected
Edits the first name of the driver selected
Selects among the 11 teams
Re-initialization of the selected driver
Selects the driver to be edited
Edits the nationality of the driver selected
(maximum 3 characters)
Edits the date of birth of the driver selected
Edits the weight of the driver selected
Edits the waist measurement of the driver selected
Only in Individual Championship mode, to edit
the list of drivers
Only in Multiplayer mode with split screen to
distinguish the driver selection of player 1
from that of player 2
6. CHOOSING A CIRCUIT
There are 17 circuits around the world including
the town centre circuit of Monaco. Each circuit
has its own characteristics. It’s up to you to
adapt your driving accordingly.
22
THE GAME
7. THE OPTIONS
7.1 In Easy mode
The player clicks on this button to access the
options page. Depending on the game mode
and the level of difficulty, some options may,
or may not be accessible.
7.2 In Realistic mode
The car
Unit of speed
Changing gear
Kph - Mph
Auto
Anti-sliding device
Manual
Yes - No
Anti-skidding device
ABS
Steering lock
Yes - No
Yes - No
Yes - No
Autosteering in the pits Yes
No
Kilometres or Miles per hour
Gears change automatically whenever the player
brakes or accelerates.
The player has to change gear himself.
Help reacceleration when exiting from a bend and
stops car from running off track.
Help acceleration to stop the wheels from skidding.
Device to stop the wheels locking during braking.
This aid is only accessible when the keyboard
is being used.
It makes road holding easier when entering a bend.
Whenever there is a pit-stop, the player is taken over
as soon as the pit lane begins and regains control after
leaving the pits when he is back on track.
The player remains in control from the entrance
to the exit of the pits.
23
THE GAME
Breakdowns
The player can decide whether or not to tolerate
his driving lapses and the aggressivity of his
opponents by avoiding the occurrence of certain
mechanical breakdowns.
A distinction is made between major
breakdowns that force the player to abandon
the game and minor breakdowns that do not
prevent the player from continuing the race.
The race
Weather
Sun
Sunny weather for the whole race.
Cloudy
Risk of rain during the race.
Rain
Rain throughout the race.
Random
Random choice between the 3 above weather types
Number of competitors 1…21
Number of competing computer cars.
Level of competitors
Identical
All the competitors are at the same level.
Random
The levels are randomly distributed.
Realistic
The competitors have the most realistic
behavior possible.
Identical cars
Yes
Same technical adjustments and choice
No
of race as those of the player.
10%-25%-50%
Percentage of laps to be raced in relation to the actual
75%-100%
number of laps on the circuit.
Yes
Tire wear and fuel consumption relative to the
No
percentage of consumption laps chosen above.
Position on the grid
1…22
Player’s position on the starting grid.
Damage
None
The car is indestructible.
Intermediate
The car is only damaged on heavy impact.
Realistic
The car is affected on minor impact.
Percentage of laps
Relative wear and fuel
24
False start
Yes
At the start of the race, the player has control of the car
as soon as the five red lights are lit. However, before
starting, he must wait for the lights to go out, otherwise
he will be penalized for a false start.
No
THE GAME
The rules
The player has control of the car as soon as
the 5th light goes out!
Restricted speed
Yes
in the pits
Limit of 30 laps per
the player is not allowed to exceed a certain speed (80
No
kph at Monaco and 120 kph on the other circuits).
Yes
In a practice run session, the player cannot do more than
session on practice runs
Limitation of twelve laps
30 laps (including entering and leaving the pits).
No
Unlimited number of laps.
Yes
During a qualifying session, the player cannot do more
per qualifying session
Limitation of 36 dry tires
than 12 laps (including entering and leaving the pits).
No
Unlimited number of laps.
Yes
During Grand Prix weekend, the player only has the
and 28 wet tires per weekend
The 107% rule
In the PIT LANE (the straight where the pits are located)
right to use 36 dry tires and 28 wet tires.
No
Unlimited number of tires.
Yes
The player can only take part in the race if his
qualifying time is less than 107% of the time of
the car in pole position.
Limit of one replacement
No
No restriction on qualifying times.
Yes
On a Grand Prix weekend (practice runs, heats, vehicle
per weekend
warm-warm-up, race), the player has the use of only
2 cars: his own and the reserve car.
No
Unlimited number of cars.
25
GAME MODES
1. TRAINING – APPRENTICESHIP
This gives the player three options
Training: the player is alone on the circuit
of his choice. He can familiarize himself with
the layout of the circuit.
Demonstration: the player does not
race. He watches a car race on the circuit of
his choice. In this way he can see the ideal
trajectory and get to know the speeds at which
he should be entering and exiting bends.
Apprenticeship: identical to training
except that the player is not alone, he has
a ghost car ahead of him to show him the
trajectory to take and the correct speed.
The various aids are:
• Recommended gears: before getting to a bend, the optimal gear is displayed.
• Leaving the track: when the player leaves the track he is automatically brought back to it.
• Weather: choice of weather.
2. SIMPLE RACE
Once you have trained on the circuit of your choice you will be ready to take on opponents
during a simple race.
26
Experience a complete Grand Prix weekend:
practice runs, heats, warm-up and the
race itself.
3.1 Practice runs
On a Grand Prix weekend, the player is entitled
to two practice run sessions to try different
car settings. At the end of the sessions a ranking
order is established, but purely for information.
The player is placed directly in his box with
the following menu: Ranking, Garage and GO.
When he chooses GO, he switches to the
cockpit view and can start at any time.
The exit manoeuvre for leaving the box
is automatic.
Once on the track, the player can return to the
pits directly via the menu of the Escape key.
He may also drive into the pits at any time. In
both cases, the player must position himself in
the pit space allotted to him by his mechanics.
The Ranking, Garage and GO menu will then be
displayed again.
3.2 Heats
At the end of the heats, a ranking order is
established to determine the positions the
drivers will take on the starting grid of the race.
The game procedure is the same as for the
practice runs.
3.3 Warm-up
This session is held on Sunday, 4 1/2 hours before
the race begins; this is the time when drivers
need to make their final adjustments before the
actual race.
The game procedure is the same as for the
practice runs.
GAME MODES
3. GRAND PRIX
3.4 The race
The race lasts for a maximum of 2 hours.
The player arrives on the circuit where he can
view the starting grid and the positions of the
competitors (Escape to skip).
The start
•The player is placed in his cockpit
•The 1st red light comes on
•The next four lights come
on at one-second intervals
•When the five lights go out,
it is the signal to start!
Entering the pits
During the race, a player who wants to enter the
pits must signal his mechanics by pressing the
Enter button.
Once he is on the lane leading to the pit, a
dialogue box is displayed top right. This warns
the player what action the mechanics will take
about the type of tires and the amount of fuel.
The mechanics follow the race strategy set
by the player.
27
GAME MODES
To modify the race strategies, press Backspace
to display the pit menu.
When the mechanics have finished their job, the
player accelerates to get back into the race.
The finish
When a player crosses the finishing line –
if he’s still in the race – his finishing position
is displayed (Esc to quit).
The flags
The Yellow Flag means there is danger
on the track.
The Blue Flag tells a driver that he must let
a competitor overtake to lap him.
The Black Flag indicates a penalty for the player.
The player must then enter the pit to serve his
penalty in the form of 10-second STOP and GO
routines. A player who has been penalized has
the right to pass the pits twice before stopping.
He can be disqualified if he passes the pits a
third time.
Be careful because penalties are cumulative!
Penalties are imposed for the following reasons:
• Excessive speed in the pits (if this
option is active in the rules menu).
• False start (if this option is active
in the rules menu).
• Skipping a chicane: the player is penalized if
he does not keep to the layout of the circuit in
an attempt to gain time.
The Chequered Flag: means finish of the race.
4. CHAMPIONSHIP
The objective is to become World Champion. This
means taking part in a series of 17 Grand Prix
races in all.
The points acquired in a Grand Prix are
accumulated from one Grand Prix to the next;
the driver who becomes World Champion, is the
one who has accumulated the most points at the
end of the 17th Grand Prix.
28
Points are allocated for each Grand Prix as
follows:
1st:
10 points
2nd:
6 points
3rd:
4 points
4th:
3 points
5th:
2 points
6th:
1 point
This enables the player to compete in a
championship in which he can choose the
number and series of Grand Prix races as
well as the list of drivers.
5.1 Editing the list of
drivers:
The player either clicks on a team to add its
two drivers to the list, or he can click on an
individual driver.
To remove a driver from the list of competitors,
all the player needs to do is to choose his name
in the list, then click on the Trashcan icon.
5.2 Editing the list of
circuits:
GAME MODES
5. INDIVIDUAL CHAMPIONSHIP
The player clicks on the circuit he wants
to add to the list of races that makes up his
championship season.
To remove a circuit from this list, all the player
has to do is to select the circuit and click on the
Trashcan icon.
6. CAREER MODE: THE CHALLENGE
This new mode is specially for experienced
drivers and fans of single-seater racing.
What it means is making a career of being
a driver, trying to be part of the best team
going for the world title!
At the end of the season, if the players
results are considered encouraging, he
can find himself offered a contract – a
virtual one – with a more prestigious team
and thus get to drive a better car.
It means that the player competes for a
complete season (17 races) but, this time,
he drives the car he is given. He therefore has
to achieve the best results possible with it.
29
GAME MODES
7. TIME ATTACK
7.1 Free Run
Ghost off
(crossed out)
Trashcan
Race without ghost
Deletes ghost selected
This mode is for players who are trying
to break lap records.
For this, the car is indestructible: there is no
fuel consumption and the tires do not wear
out. The player can therefore drive for as long
as he likes, improving his time as he covers the
laps, hoping to get to the top ranking in the
“Hall of Fame”.
The player’s car is placed just in front of the
starting line so that it can be crossed at optimal
speed. As soon as the player crosses the line,
the stopwatch starts.
The race against the clock will only end when
the player hits Esc.
If the driver manages to beat the race record
time (Hall of Fame), the ghost for this lap will
automatically be saved.
For each lap, the player is informed of his two
current average times, of the differential with
the best time for the circuit chosen, as well as
his time passing in real time:
Example:
Your Best (1’35’’458) corresponds
to the player’s best current time.
Inter1 and Inter2 corresponds to the player’s
two current average times.
In the middle of the screen there is the
player’s current time passing in real time
(9’’088). Each time the player exceeds an
average, the differential with the record
time is displayed (-8.205).
The player has two options: Free Run mode or
Ghost mode.
30
Record (1’35’’458) corresponds to the best time
for the circuit in question. Inter1 (15’’990) and
Inter2 (53’’016) corresponds to the 2 average
times of a player who has done a record time.
When the Ghost mode is activated, the player
races against a ghost car. This ghost singleseater represents either his best time or that of
another player who has previously registered
to play. Since the ghost is only an image, the
player cannot collide with it. The ghost opponent
starts as soon as the player himself crosses
the starting line.
The Ghost’s lap time is recorded, the stopwatch
starting again at zero each time that the two
competing cars cross the starting line. (Esc to
stop the race).
Saving a ghost
To save a ghost the first time, you have to have
completed at least one lap.
• Press Esc and choose “Terminate” to
save the best time, which is recorded as
a ghost’s result.
• To compete against him after that, select
him from the ghost page.
A player can save up to 10 ghosts per circuit.
Their times are recorded in descending order.
• Delete a ghost in order to save others,
or beat the 10th ghost’s time...
A…Australia
C…Argentina
E…Monaco
G…Canada
I…Great Britain
K…Hungary
M…Italy
O…Luxembourg
Q…Europe.
B…Brazil
D…San Marino
F…Spain
H…France
J...Germany
L…Belgium
N…Austria
P…Japan
2nd character:
A figure which corresponds to the minutes
of the ghost.
GAME MODES
7.2 Ghost
3rd and 4th characters:
Figures corresponding to the seconds.
5th 6th and 7th characters:
Figures corresponding to the thousandth
of a second.
Example: e125205.seq
This file represents a lap done by a ghost
on the Grand Prix de Monaco circuit in a time
of 1’25’’205.
• Players may rename a ghost file but must
always retain the extension .SEQ.
Changing a ghost
• All the ghosts are stored in the following
directory: Game directory]\f1datab\scope.
• Their file extension is .SEQ
• All the ghost files use the following
name patterns:
1st character:
A letter corresponding to the circuit on which
the ghost raced.
31
GAME MODES
8. SCENARIO MODE
The Scenario mode enables you to pit
yourself against the fastest and best drivers
in special conditions…
Amateur
Pro
Expert
SCENARIO LIST
OBJECTIVE
DESCRIPTION
25 % of the distance and Amateur mode difficulty
50 % of the distance and Pro mode difficulty
100 % of the distance and Expert mode difficulty
Selection of a scenario
Informs you of the objective to meet
More complete description of the scenario
…all with a detailed analysis of your performance when the race is over.
32
A player can make 13 types of set-up to
his car, and so get to know the mechanics
of single-seater Grand Prix racing.
7 Choose default set-up.
8 Choose default for all the set-ups.
9 Print set-ups.
10 Help: explanation of the various set-ups and
their effect on the behavior of the car.
Here is a typical garage page:
2
1
To print set-ups :
3
1
5
4
6
2
3
4
1 Access to different types of set-up.
2 Switch from 6 driver set-ups to 7
engineer set-ups.
3 Changes right and left set-ups symmetrically.
4 Go to following set-up on the same page.
5 Duplicates the “pre-race” set-up to “race”
or from “race” to “pre-race”.
6 Enables duplication of all the “pre-race”
set-ups to “race” or from “race”
to “pre-race”.
SET-UPS AND TELEMETRY
1. THE GARAGE
5
1 Give a file name.
2 Save set-ups in text file form accessible in:
[Game directory]\Save\1997\Prints.
3 List of text files.
4 Print text file selected without
exiting the game.
5 Delete text file selected.
Thus it is possible to save one or all of the
choices and combinations of set-ups in
the pre-race session so that the car driven
during the race uses the parameters worked
out during practice.
33
SET-UPS AND TELEMETRY
2. THE SET-UPS
2.1 Driver set-ups
Transmission
Choose between a manual and an automatic
gearbox. If automatic is selected, the computer
will make the optimal gearchange for the player.
If you are a beginner, you'll find it easier
to go for the automatic option.
Gearbox ratios
The gearbox ratios must be adjusted and
adapted to the style of each circuit. Adjusting the
sixth gear ratio sets the car's maximum speed: a
long ratio will mean a faster straight line speed –
but will also take longer to reach it. A short ratio
gives significantly sharper acceleration but a
weaker top speed. After setting the sixth gear
ratio, adjust first gear for the slowest bend.
Only then start spacing the other ratios between
sixth and first.
In order to adjust the gearbox ratios, set up sixth
gear taking into account the maximum revs
reached during the longest straight. If the revs
haven't reached the maximum that the engine
can take, then the gear ratio is too long.
Similarly, if maximum revs are reached too early
then the gear ratio is too short. Afterwards, set
first gear to reach maximum revs during the
slowest bend on the track: if maximum revs are
reached too soon, lengthen the first gear ratio, if
the maximum isn't reached then shorten it. The
other ratios are spaced between first and sixth.
34
Long - Short
A gear ratio is the quotient of the teeth in the
two gearwheels of the gearbox. The sixth gear
ratio is generally near 1 (this could be 62/64,
71/72 or 46/48 for example). The ratio of first
is the smallest or the shortest, the ratio of sixth
the longest. Lengthen the ratio by increasing
its value, shorten it by reducing it.
Spacing
Spacing consists of setting the gear ratios
between first and sixth. Good spacing means
no gaps between two gears, which means once
the maximum revs in a gear are reached, the
revs reached when changing to a higher gear
don't drop too far. The ideal would be to have
similar rev increases whatever ratio is chosen.
Steering
The steering ratio is that between the steering
lock angle and the wheel lock angle.
Adjust this ratio well enough to be able to turn
into the slowest bend on the circuit: for example
setting the steering ratio to a high value for the
Monaco circuit would mean no problems
tackling Loews corner. Note: the higher the
wheel lock, the quicker the tyres will wear.
Brake balance front/rear
Brake balance is the ratio between the front and
rear braking force. If brake balance is badly set,
the 4 wheels will not brake at their maximum
potential. Since brake balance also influences
the approach to a bend, the more that the
balance is set to the rear, the more the rear
It's worth taking the time to set the brake
balance if you have already modified the car's
aerodynamics because correct balance will
vary with the vertical load.
If you have difficulty braking in a bend
(understeer ), apply more brake balance
to the rear. Similarly, if the car seems unstable
while braking and has a tendency to oversteer,
place more emphasis on the front brakes.
Braking force
Braking force (or braking drag) is the amount
of tyre to ground friction opposing forward
movement of the car.
The wheels will lock when braking if the tyre
to ground grip isn't sufficient.
Charge
verticale
arrière
the rear wheels from locking or make them
easier to lock.
Understeer (car understeering)
A car understeers in a bend when the front tyres
lose their grip (slip) before the rear tyres do. The
front wheels then no longer respond well to the
steering; the driver, no matter how much he
turns the wheel, finds that the car continues on
a path that tends to make it leave the road by
the outside.
In order to re-gain control of a car that's
understeering, it's important to immediately
increase the vertical load at the front by lifting
the foot off the accelerator, perhaps even
braking lightly. A car that understeers remains
stable, contrary to one that oversteers.
Trajectoire que le
pilote voulait suivre
SET-UPS AND TELEMETRY
brakes are likely to jam first making the car
oversteer. In all cases, a car that locks its front
wheels first is easier to steer than one that
locks its rear wheels first.
Charge verticale
avant
Centre de
gravité
Force d'inertie
Sens du
mouvement
T2
Poids
T1
Because inertia is applied to the car's centre
of gravity under deceleration, braking is
accompanied by a transfer of vertical load,
which tends to remove the burden from the
rear axle loading it onto the front. An axle tyre
to ground adhesion limit is relative to the vertical
load: the higher the load, the greater the grip
and vice versa. The drag can then exceed the
tyre to ground adhesion limit forcing the rear
wheels to lock and lose their grip.
Brake balance therefore is an adjustment of
front and rear drags so as to either prevent
Oversteer (car oversteering)
A car oversteers in a bend when the rear tyres
lose their grip (slip) before the front ones do:
the car then goes into a rear skid which, more
often than not, finishes with the car facing in
the opposite direction. To avoid this awkward
situation, you have to lightly steer into the skid
by gently lifting the foot from the accelerator
in order to try and re-establish rear wheel grip.
Don't lift the foot too suddenly though or even
35
SET-UPS AND TELEMETRY
worse brake too sharply because vertical load
on the rear will drop, further reducing rear wheel
grip. The best drivers manage to maintain the
car's skid by playing on the counter lock and
accelerating very lightly.
A car that oversteers is unstable, contrary
to one that understeers.
Trajectoire que le
pilote voulait suivre
Stable/unstable behaviour
A car is said to be stable if, when the speed
drops sharply, it returns to its initial trajectory.
A car that understeers is as stable as a car,
which behaves neutrally.
A car that oversteers is, by definition, unstable
because dropping the speed sharply makes
the car suddenly spin forcing it into the
opposite direction.
A car that is stable is therefore a lot easier
to steer than an unstable one.
A car is said to behave neutrally if in a corner,
the front wheels lose their grip at the same
time as the rear wheels. It's the ideal situation
because as the car slides along its trajectory,
the driver doesn't need to make any corrections.
36
Aerodynamics - wings
The front and rear wings allow the car to
“stick” to the road thanks to the downforce
that they generate. They give more grip to the
car in bends by increasing the vertical load,
but also lower the straight-line top speed by
generating drag.
The wing setup allows you to adjust their
incidence angle: the greater this value,
the greater the car's grip and the lower the
maximum speed.
It's advisable to set the gearbox ratios
immediately after the wing settings have
been decided on.
The wing settings can also influence braking:
the lower the incidence, the greater the need
to brake earlier.
The car's bodywork also helps create
downforce, depending on the car incidence.
The bodywork or bodyshell, which refers to
the whole of the car with the exception of the
wheels and suspension, also creates another
force: ground effect.
If the car doesn't reach high maximum speeds,
lower the wing incidence front and rear. This
will promote a faster straight-line speed but
also have the knock-on effect of diminishing
grip in a corner. Generally, for slower circuits
(Monaco, Budapest), set the wings with a high
incidence angle to favour grip. For faster
circuits (Monza, Hockenheim), set the wings t
o a lower incidence angle in order to favour
speed in long straights. For those circuits which
are a little more variable, you'll have to find a
compromise between speed and grip in the
corners.If the car has a tendency to understeer,
increase the front wing angle of incidence.
If the car has a tendency to oversteer, increase
Wing incidence angle
This is the angle that the wing makes against
the airflow. The larger the angle, the larger the
downforce, but also the greater the drag factor.
If you decrease the incidence at the rear to
gain in speed, make the car’s behaviour stable
by decreasing the incidence at the front.
In the aerodynamic set-up, it is the angle
that is adjusted.
Downforce
The wings are like inverted aeroplane wings.
For the same reason that a plane flies, a wing,
when placed in a relative wind (i.e., a wind
generated by the car's displacement against
its environment) will create a downward force
which increases the vertical load, planting the
vehicle more firmly to the ground with greater
effectiveness the faster it goes. The downforce
is relative to the car's speed squared and this
force can be 3 to 4 times the car's weight.
Vertical load
The vertical load is the total of all vertical
pressures supported by the vehicle. These
are the weight of the car, aerodynamic forces,
and inertia forces when accelerating or braking
(transferring load). The vertical load has a major
influence on a car's behaviour: the greater the
force on the suspension, the more this will be
passed onto the tyres. So as a general rule,
the greater the vertical load, the more the car
will “stick” to the road.
Drag factor
The bodywork and aerodynamic extras, like all
bodies in an airflow, slow the car down – this
is known as aerodynamic drag. This force is also
proportional to the speed squared, therefore the
faster you go, the more you are slowed. When
the wing incidence increases (especially at the
rear), the drag factor is raised.
Car incidence
Bodywork contributes, like the wings, to
the downforce. The bodywork through the
suspension settings (ride height) also has
an incidence. The more this is increased, the
greater the downforce.
However, the influence of this downforce in
comparison with the downforce created by
the wings is less important. On the other hand,
the car incidence plays an important part on
the drag factor: the greater it is, the greater the
drag factor and the slower the maximum speed.
It's always important to set the car incidence in
such a way that the front is lower than the rear.
SET-UPS AND TELEMETRY
the rear wing angle of incidence. Note: don't
create too large a gap between the front
and rear wings otherwise you risk making
the car understeer.
Ground effect
Due to the flat bottom and extractor behind,
there is a depression under the bodyshell, which
has the effect of improving the car's grip on
the road. It varies according to the height of the
bodyshell against the ground. This depression
creates a suction force between the car and
the ground increasing the vertical load.
Faév
The lower the bodyshell the greater
the suction forces.
37
SET-UPS AND TELEMETRY
Fuel level
This is the amount of fuel held in the tank. The
more fuel you have in the car the heavier it
becomes. This means that acceleration becomes
slower, braking takes longer and your maximum
speed drops. However you must make sure that
you have enough fuel so that you don't run out.
Fuel consumption ultimately depends on your
style of driving. The harder you go, the more
the tyres will skid and the more fuel you'll
consume. Carefully choose the amount of
fuel you take and try to anticipate the number
of refuelling stops. Always take a little bit
more than the strict minimum in case of
over consumption.
Tires
Tires provide the only link between the car
and the ground and are crucial to your car's
performance. If the tires are good, your
car's performance can be good, if the tires
are bad then your car won't be up to much.
The tires of a single-seater are high performing,
but even the most resistant never last longer
than one race and sometimes last only a few
laps at the highest performance.
The way you drive greatly influences the amount
of wear and tear: the more the car skids, the
more the wheels will lock and the more your
tires will wear out.
There are two types of tires: smooth tires – used
in dry conditions (known as 'slicks') and treaded
tires – used in the wet. Only one quality of
rubber exists for wet tires while there are four
types for slicks.
The different types of tires that exist in motor
racing are classified by rubber quality, according
to their endurance/performance ratio.
38
In general, whatever the tire, one that’s soft (S)
has a high performance because it grips the
track well, but tends to wear out after only
twenty laps or so.
A hard tire (H) performs less well because
it has a weaker grip, but it will last longer.
Select the highest performance tires (soft) for
the heats which last a maximum of 12 laps – a
little more than half the average life span for this
type of tire.
Select your tires thinking about the number
of refuelling stops you'll make and your style
of driving: choose hard if you’ve planned 0 or
1 stop, soft if you’ll make several stops in the
pits. Wet tires will not wear out too much in the
rain (in fact, they can last for the whole race),
but in dry conditions they will wear out quickly.
If the track dries out, change your tires for
some slicks.
2.2 Engineer set-ups
Springs
The suspension is made up of springs, anti-roll
bars and dampers. The springs control the
wheel's vertical movement against the
bodyshell, this is known as travel. The firmer
the springs (stiffness), the greater the force
needed to make the wheels travel. Setting the
spring rate for each wheel influences the car's
behaviour, notably the roll and the pitch. The
firmer the springs, the less the car will roll in
corners and the less it will pitch under
acceleration and braking.
In a straight line, the softer the springs, the more
the suspension will absorb the bumps, allowing
the tyres to stick to the road better. However, the
vertical load transfer is greater when braking,
If the car bounces too much over bumps,
making you lose acceleration time, reduce
(soften) the spring rate at the front and rear.
If you wear out your tyres too quickly, soften t
the spring rate.
If you frequently lock the rear wheels
when braking, change the brake balance
or raise (stiffen) the front spring rate and
reduce (soften) the rear.
If the car understeers, lower (soften) the front
anti-roll bar and/or raise (stiffen) the rear. If
this isn't enough, soften the front spring rate
and/or raise it for the rear. But remember, by
doing this you'll also risk changing the car's
behaviour over bumps, when braking and
entering/leaving corners.
If the car oversteers, raise (stiffen) the front
anti-roll bar and/or soften the rear one. If this
isn't enough, stiffen the front spring rate
and/or soften the rear one but you'll also risk
changing the car's behaviour over bumps,
when braking and entering/leaving corners.
and rear. If the car scrapes the ground creating
sparks while accelerating in a straight, stiffen
the rear springs, or set up bump stops, or
even raise the ride height at the rear. If the
car scrapes the ground creating sparks when
breaking in a straight, stiffen the front springs,
or set up bump stops, or raise the ride height
at the front.
Pitch and roll
The pitch and the roll angles affect a car’s
position in relation to the road.
Roll describes the angle between the body
and a longitudinal horizontal axis. Centrifugal
force in corners creates this angle, as does
a wheel going over an obstacle or banking a
slope. Roll has some annoying repercussions
for road holding: the tyres can slip more easily
and vertical load transfer is greater.
Pitch is the relationship between the body and
a transversal horizontal axis, which depends not
only on the inertia that occurs under braking
or acceleration, but also when a wheel goes
over an obstacle or an uphill road. Pitch has
some annoying repercussions for road handling:
the tyres can slip more easily and the vertical
load is greater.
SET-UPS AND TELEMETRY
removing the weight from the rear wheels,
which provokes a loss of braking efficiency. In
corners, softer spring settings mean the wheels
stick to the road but if the setting is too soft,
entering and leaving corners becomes difficult
and the car is slower to react.
The front and rear anti-roll bars re-enforce
the springs only when the car rolls. Therefore,
the firmness of the suspension can differ in
a straight line where there is normally no roll,
to corners where the car will roll. In corners
the suspension is firmer because of the
anti-roll bars.
Roll:
Example of a single-seater that’s rolling a lot
Pitch:
If the car is slow to react when you take a
corner, stiffen the springs at both the front
39
SET-UPS AND TELEMETRY
Travel
Travel is the wheel's position against that of the
body of the car. For example, in a right-hand
corner, the front outside wheel will lower the
distance between itself and the body whilst the
inside rear wheel gap increases. All four wheels
have travel.
Anti-roll bars
Anti-roll bars are a part of the suspension in that
they help to control roll. They help out in corners
and harden the suspension.
The anti-roll bar setup has a major effect
on how the car will behave in a corner: if it
understeers, soften the front anti-roll bar. If the
car oversteers, soften the rear anti-roll bar.
Ride height
Ride height, is the height between the car and
the ground and is measured from the front
and rear axles. The height is given while the
car is stationary and varies when the car is
moving due to: downforce, wheel travel, pitch
and roll. Ride height affects car behaviour by
lowering the centre of gravity making the car
pitch and roll less. Lowering ride height also
raises downforce.
Note: The front of the bodyshell must always
be lower or equal to the height of the rear of
the car, otherwise downforce will be zero.
Minimum ride height is when the bodywork
touches the ground.
Lower the ride height in order to raise downforce
without increasing the drag factor. Always set
the front to be lower than the rear in order to
benefit from downforce.
Lower the ride height in order to make the car
more nimble when entering corners, changing
direction and braking.
40
Raise the ride height or stiffen the spring rate
or fix bump stops if the car occasionally scrapes
the ground. You'll know the car touches the
ground when sparks fly from under it or by
hearing a scraping sound.
Bump stops
A bump stop is a piece of very hard rubber fixed
to the dampers. They allow the springs to stiffen
when a certain amount of wheel travel occurs.
You adjust the travel setting from which the
bump stops will have an effect. Stops are used
once the spring rate has been set and the car
still continues to touch the ground. You can, of
course, choose not to use bump stops if you
don't want to. It's something that's used to
complement the spring rate.
If the car scrapes the ground and you don't want
to change the spring rate, you can lengthen the
bump stops. Adjust the rating until the car no
longer scrapes: use the telemetry to gauge the
travel of each wheel in order to set the stops.
Adding stops allows you to reduce the ride
height. Adjust the rating so that the car no longer
scrapes the ground in a straight or in a corner.
Use the telemetry to gauge the travel of each
wheel and to more accurately adjust the stops.
Using bump stops in corners is the equivalent
to strongly increasing the spring stiffness.
Therefore, if you use front bump stops the
car will understeer and if you use rear stops,
it will oversteer.
The dampers, like the springs and the anti-roll
bars, form part of the suspension. They absorb
travel, dispersing the accumulated energy in
the springs and prevent excessive wheel travel.
Carrossage
négatif
Carrossage
positif
Carrossage
négatif
Carrossage
positif
If the car shakes a lot after a bump or a vibrator,
provoking a loss of downforce or wheel spin
when accelerating or braking, stiffen the bump
of all four dampers.
If the car is slow to respond when
entering/leaving a corner, increase the
rebound of all four dampers.
If the car has a tendency to understeer when
entering/leaving a corner, soften the rebound
of the front dampers whilst possibly stiffening
the rebound of the rear ones.
If the car has a tendency to oversteer when
entering/leaving a corner, soften the rebound
of the rear dampers whilst stiffening the
rebound of the front ones.
Try to respect the rebound and bump setup
of a damper.
When the car enters or leaves a corner,
brakes, accelerates or goes over an obstacle,
the dampers will limit the travel.
The role played by the dampers is not the same
depending on whether the wheel moves towards
(bump) or away (rebound) from the bodyshell.
When bumping, the dampers control the
movement of the car as it goes over a bump.
When they rebound, they control the roll and
contribute to the car's handling when entering
and leaving a corner. In general, the dampers
are set to provide three to four times more force
on rebound than on bump.
If the car bounces over bumps and seems to
take off over vibrators when accelerating, soften
the bump of the rear dampers or possibly even
all four of them.
If the car bounces over bumps and seems to
take off over vibrators when braking, soften
the bump of the front dampers or possibly even
all four of them.
Camber
This is the angle formed between the wheel
and the vertical. It is positive when the wheels,
at ground level, “come in” towards the inside
of the car and negative when they splay out.
SET-UPS AND TELEMETRY
Dampers
The camber setup is used to place the tyres in
a position where they can provide the best
performance; it must allow for the full use of
41
SET-UPS AND TELEMETRY
the tyre's width in corners. An inappropriate
camber will make the tyres heat up too much
provoking excessive wear and tear.
By measuring the inside, middle and outside
temperature of the tyres, it's possible to work
out the best camber.
Watch the temperature on these three points of
the tyres. If the temperature rises on the outside
of the tyre, the camber is too great, therefore:
lower the rate, do a few more laps and then
check the temperature again. However, if the
temperature rises on the inside of the tyre, the
camber is too weak and needs raising. If the
temperature remains roughly consistent over the
whole tyre, the camber doesn't need changing.
Engine power
Wheel alignment
The engine is characterised by its rev to power
curve. You can set the revs up to what the
engine can take but you must also realise
that the higher the revs, the more powerful
the engine and the less reliable it will be.
The higher the engine power, the faster the
maximum speed.
Find a balance between power and reliability.
If you play in breakdown management mode,
reliability will never be 100%.
Wheel alignment adjusts the angle that a set of
wheels has in relation to the longditudinal axis
of the car. It is called “toe-in”, if the wheels form
a V open towards the rear of the car, or ‘opening’
if the wheels form a V open towards the front.
Revs
The revs indicate the engine revolution speed.
The higher they are, the greater the engine
power and the greater the risk of a breakdown.
The toe-in or opening basically modify the
response time of each set of tyres because it
affects the drift of each tyre when the car takes
a corner. The wider the opening on the front set,
the less responsive the car is. The bigger the
rear toe-in, the more stable the car is.
Wheel alignment has a big influence on tyre
wear, creating permanent drift.
42
If the car enters a corner too slowly, reduce
the front opening and reduce the rear toe-in.
If the car is not accurate enough entering a
corner, increase the front opening and reduce
the rear toe-in.
If your tyres wear too quickly, reduce the
opening or toe-in of the set concerned.
Torque
Torque is the data that applies to an engine.
It varies according to the revs. The obtained
curve is defined by the internal characteristics
of the engine (capacity, shape of the cylinders
etc.). The engine power is a product of the
torque produced by the revs.
3.1 The effect
of settings.
3.2 Slow straights
and bends.
When setting up a car, it's a good idea to have
two objectives in mind: improve the performance
and/or improve the balance of the car for a given
circuit. A car is balanced if it doesn't understeer
or oversteer too much making it as neutral as
possible. The difficulty in setting up a singleseater is that each setting influences some or all
of the others. Changing a parameter may
increase a car's performance in one respect
but could weaken all the others. A car set up
with the compromise for the whole circuit will
achieve the best lap time.
Braking in a slow straight
The main objectives when configuring
the car are:
The fuel level is extremely important for this kind
of braking because it affects the weight of the
car: the greater the fuel level, the greater the
difficulty in braking. The choice of tyres also
influences braking: the softer they are, the more
efficient braking becomes. Once these two
decisions have been settled, you can then set
about adjusting the brake balance in order to
ensure that the brakes are as efficient as
possible, reaching their locking limit at the front
first. The ideal balance for this type of braking
depends on the previous two settings. You may
find that the springs need adjusting in order to
prevent too much pitch which can be harmful
when braking and also the dampers if the track
is bumpy.
SET-UPS AND TELEMETRY
3. Car configuration
1 - Balanced handling in corners
2 - Finding the best compromise between
high speed in corners and low top speed
in straights.
It's important to smooth out specific problems
relating to control and car stability at all points
of the track.
43
SET-UPS AND TELEMETRY
Braking and entering
a slow bend
The correct brake balance for braking in
a straight, might not be good enough when
the car enters a corner because the outside
front tyre suffers more load than the inside rear
tyre. Too much emphasis on the rear could
force the rear wheel to lock. Try and adjust
the brake balance to avoid this problem.
Next, set the anti-roll bars. The harder they
are, the quicker the car will respond at the
wheel. But be careful, as the anti-roll bars
influence the car's handling in a corner, making
it understeer or oversteer.
The dampers must also be as firm as possible
for the car to be lively but it'll be necessary
to find a balance so that there isn't too much
understeer or oversteer.
Set the ride height as low as possible so that the
car is nice and lively but make sure that it won't
touch the ground as it goes round the track.
Finally, set the alignment at the front (opening)
and at the rear (toe-in) to modify the way the car
responds when turning the steering wheel.
In a slow bend, begin by setting the camber:
a slightly negative camber will increase the tire
grip. Check the chosen camber value by keeping
an eye on tyre temperature after a few laps of
the track. An even temperature indicates a
correct setting. You can adjust one side of the
car differently to the other for those tracks
where the majority of the bends are in the
same direction – but watch out for those in
the opposite direction.
Tyre choice is essential, as it will affect not only
the grip but also the speed through the bend.
Next, set the anti-roll bars and the springs so
that the car will behave as neutrally as possible.
You can also set your car to understeer or
44
oversteer to suit your driving style but a neutral
car is more efficient and wears the tires out less.
Accelerating out of a slow bend
The most important setting here is engine power
as the greater it is, the stronger the acceleration
and the higher the maximum speed. The more
fuel you take on, the heavier the car will be and
therefore acceleration will suffer.
At the same time, you must set the gearbox
ratios to obtain rapid acceleration.
The choice of tyre is also important. The softer
they are, the earlier you can accelerate out
of a bend.
Then set the anti-roll bars to be firmer at the
front so that the rear wheels spin less and
the car understeers more in the corner.
Finally the dampers need to be set as firm
as possible to limit roll.
Accelerating in a low
speed straight
The engine power determines the car's
acceleration; the more powerful the engine,
the greater the acceleration. The fuel level is
also important: the heavier the car, the less
lively the acceleration.
After setting the engine power, set the gearbox
ratios in order to obtain rapid acceleration.
3.3 Fast straights
and bends
Braking in a fast straight
Drag helps the brakes, the greater the wing
incidence the greater the drag. Ground effect
and wing downforce are also major factors.
They help the brakes by raising the vertical
Braking and entering
a fast bend
Downforce affects the car's high-speed stability
when braking. The greater the downforce, the
more efficient the braking and the more stable
the rear of the car. If there is enough downforce
at the front, it helps the car enter into the corner.
The best brake balance for high speed corners
isn't the same as that for straight line braking,
as the outside front tyre in a bend has more load
than the inside rear tyre. Therefore, brake
balance that favours the rear can end up locking
the rear wheel. Try to ensure you avoid this
when setting up the brake balance.
Then there is the choice of tire: the softer
they are, the later you can brake in a bend.
Set the dampers to firm, this will avoid
dangerous high speed rocking affecting
the handling.
Finally, set the alignment at the front (opening)
and at the rear (toe-in) to modify the way the
car responds when turning the steering wheel.
In a fast bend, the downforce raises speeds in
a corner but also increases the drag. Try and find
a balance to have the highest speed in fast
bends. Adjust the wing incidence front and rear
so that the car is balanced.
Ride height also plays an important part as it
influences ground effect. Set the ride height
as low as possible while making sure that the
car doesn't scrape the ground.
Accelerating in a fast straight
Engine power determines the car's
acceleration: the more powerful the engine,
the better its acceleration leading to a
higher maximum speed.
The aerodynamic settings decide final maximum
speed: the greater the wing incidence, the
greater the drag and the weaker the maximum
speed. Try to find a compromise between a high
maximum speed and having enough grip in the
corners for the type of track.
After the engine power, set the gearbox ratios
so that the engine is used at its best over the
six gears.
SET-UPS AND TELEMETRY
load over the tyres. Watch that there is enough
downforce on the rear to avoid the rear wheels
locking first.
The wings and the car incidence play a part
in setting up the best brake balance, which
can change with the speed of the car. The
ideal high-speed balance is different from
an ideal low speed balance because of
aerodynamic influences.
Help
Click on the set-ups page button
(cf. 1. THE GARAGE)
45
SET-UPS AND TELEMETRY
4. TELEMETRY
This is a tool which is used to analyse the
behaviour of one’s car on a lap as well as one’s
driving at each stage of the lap: entering or
coming out of a particular corner, negotiating
a particular straight, and so on.
It’s accessible via the Garage icon after
a mimimum of one lap of the race.
• Wheel camber (front left and right, rear
left and right)
• Ride height front and rear
• % of acceleration
• % of braking
• Angle of steering circle
• Speed of rotation of wheels (front left
and right, rear left and right)
4.1 Data saved:
• Speed
• Gearbox ratio
• Wheel travel (front left and right, rear
left and right)
4.2 How to analyse the data
Name of circuit
Representation of the circuit
makes it possible to know which
part of /he circuit is represented in the
display zone for corners (in yellow).
The bar corresponds to the one in the
display zone.
Magnifying glass
used to review the record of zooms
Left horizontal bar
used to move on the X-axis
Right horizontal bar
used to modify the level of zoom in Z
Top vertical bar
used to move on the Y-axis
Bottom vertical bar
used to modify the level of zoom in Y
LCD screen below the right column
X-axis: displays the position in X
of the green bar
46
SET-UPS AND TELEMETRY
List of the laps completed (No., Date, Time)
selection of the lap to be displayed
and analysed
Grey downward arrows and LCD screens
gives a lap its column
Single arrow on the left
only displays the left column
Single arrow on the right
only displays the right column
Double arrow
displays the 2 columns
So the player can select one or
two laps and display them at the
same time
Arrow towards left (bottom left)
return
Grey buttons (on the right of the right
column) selection of the data to be displayed
graphically (speed, gear, etc)
Name of data, curve (e.g. : SPEED)
Left LCD screen
Y-axis value of lap in
left-hand column
Right LCD screen
Y-axis value of lap in
right-hand column
Button
Selection of type of curve to be
displayed (i.e. of saved data)
The mouse can be used to:
• Zoom: right click (a cross in the frame indicates that maximum zoom has been reached).
• Move the vertical line: left click.
47
SET-UPS AND TELEMETRY
4.3 Telemetry by
example
Telemetry is a very powerful tool that enables
you to master driving and setting up the car
so that optimal performance can be attained.
Telemetry is a twin tool, for it allows you
to optimise both the way the car is set up
and driven.
Optimising driving
Example 1: Reacceleration point
Comparing 2 speed curves, one very quickly
notices that reacceleration point A is much
earlier in time than reacceleration point B.
Determining the ideal reacceleration point
for each bend is an easy way of gaining time.
In theory, the ideal reacceleration point is
the mid-point of the curve
Example 2: Braking point
The example below shows that late braking
(point B on the white curve) takes you
further into a corner with consequent loss
of speed, delaying the reacceleration point.
With an earlier braking point (point A on the
black curve) you can position your single-seater
better when entering a corner and, above all,
48
get to reacceleration point quicker, which
enables you to gain a lot of time.
You should use telemetry with a view
to optimising your driving to the maximum.
You can, for example, follow a similar procedure
to the above for the steering lock angle. If the
angle is too large, the front wheels will respond
less well and the car will understeer, which has
a considerable effect on speed in corners.
Example 3: Acceleration
In order to understand the effects of a driver’s
errors better, it is possible to compare two
different laps. Here, the speed of the car and
the speed of a rear wheel are compared.
When a car goes into a spin, the wheels turn
faster than the car does. To reach optimal
acceleration, the speed of the wheel should
be as close as possible to that of the speed
of the car.
Spinning is minimised by using the anti-spinning
or by having better control of the accelerator.
Example of accelerator control:
The curves represent speed curves (black and
white) and the speed curves of a rear wheel (green
and yellow) in corner at 2 different moments.
applied the brake pedal too long (part A), which
resulted in wheel-blocking (point B).
Slipping, brought about by too large a difference
between the speed of the car and the speed of
the wheel (part A) should have been avoided by
good braking.
SET-UPS AND TELEMETRY
Example 4: Braking
It is possible to see that during braking the driver
The difference between the green curve and the
yellow curve shows that in the first, the driver
spun a lot, much less than in the second.
The third graph shows the two 2 drives
superimposed:
It is easy to see from the difference (A) between
the 2 driving speeds that through optimal control
of the accelerator, a lot of time can be gained
because while the car is spinning, the tyre is
unable to transfer maximum power.
Here is an example of where well judged
variation of pressure on the brake pedal
(part D) results in a significant time gain.
Slipping (part C) has been reduced to a
minimum and the wheels did not block.
49
SET-UPS AND TELEMETRY
Optimising the settings
Example 1: Ride height settings
Front and rear ride height settings are very
important. They will vary according to the
speed, the faster the car goes, the closer it
will be to the track.
When the ride height is at minimum, the
bodywork will scrape the track and slow down
the car. Telemetry will enables you to measure
the effect of this so that you know to what
degree the ride height needs to be modified.
The curve below (green curve, left) shows
the effect of minimum ride height over a short
distance. Remedy this by adjusting:
• The stiffness of the springs (increase).
• The bump stops.
• The ride height.
Naturally if you change one of these settings
it can modify the general behaviour of the car.
Therefore it is necessary to establish which
setting will be the most effective.
When braking (see red curve representing
speed), ride heights vary. The green curve
(rear ride height) increases more rapidly than
50
the black curve which represents the front
ride height. This is a representation of the
phenomenon of transfer of vertical load.
A transfer of vertical load of this type is an
advantage for a car that understeers: because
of this transfer, there will be a load shift to the
front axle which will increase its efficiency
making it possible to increase cornering speed.
On the other hand, if there’s too much transfer
of vertical load a car behaving neutrally, or even
oversteering, the removal of load from the rear
axle may put the car into a spin.
Furthermore, the rear ride height needs to be
greater than that of the front because it has an
effect on different aspects of the behaviour of
a single-seater: ground effect and compensation
for the reduction in rear ride height caused by
downforce of the rear wings at high speed.
Example 2: Setting the dampers
Looking at wheel travel helps to know how
to deal with the problem of setting the dampers.
When wheel travel is equal to ground effect,
the bodywork is in contact with the track.
When going over vibrators, wheel travel can
become negative (the gap between car and
Conclusion :
In conclusion, telemetry is used to analyze and compare the settings chosen and the graph curves
(example: maximum speed and aerodynamics settings). One the comparisons have been made, you
should only change one setting at a time, then do a practice run on the track.
Be careful also of points on the curves that cannot be repeated (due to driver error, vibrations,
difficulties of recording etc.)
One last important point: remember that some settings may be static (bodyshell, suspension etc.)
but their effects are dynamic and interactive...
SET-UPS AND TELEMETRY
wheel widens – point A in the diagram). When
wheel travel is negative, load on the wheel is
almost zero (not counting the weight of the
wheel itself). This phenomenon can cause
anything from loss of wheel grip to a spin.
... as you will see in the analysis of your performance when the race is over.
51
THE CIRCUITS AND THE TEAMS
1. THE CIRCUITS
1.1 Germany
The Hockenheim circuit, with its 1 km plus straight at a maximum speed of 350 km/h, is unique and
very exciting. After several long straights that are joined by three chicanes with famous names, the
drivers emerge from the forest. It’s a great moment for all the drivers, particularly the Germans who
are warmly applauded. A series of bends follows before the pit straight completes the lap.
The secret of this circuit is to minimize downforce so that high top speeds are reached, though keeping
enough to lose as little time as possible through the chicanes and the Stadium.The drivers need to
brake very sharply to slow down from 300/350 kph and down from 6th into 2nd gear in the space
of a few metres.
The circuit is deceptively simple. However, it requires a large amount of experience to balance the car.
And you need determination and unswerving confidence to drive at 350 kph between rows of trees.
Germany
km/h
Gang 0 000
G-Force 0,0G
2 95
1,9G
2 100
0G
6 320
0G
6 315
0G
Strategy:
- Stops: 2 or 3
- Tires: soft
4 200
2,5G
6 320
0G
4 240
0G
2 100
0G
2 95
0G
4 175
2,4G
6 310
0G
3 215
0G
6 280
0G
3 150
0G
52
3 150
0G
Diagram:
Germany
Length: 6823 m
Laps: 45
Total distance: 307.035 km
Ever since the first race on this former RAF aerodrome in 1948, this circuit has always been a favorite
with the drivers. Its special feature is its curved starting grid followed immediately by the first corner:
Copse corner. From flat out in 6th, it’s down to 5th, then downhill before coming back into top gear for
the superb sequence of Maggot’s and Beckett’s.
The best drivers combine speed and ideal trajectory to shoot out of Chapel and reach maximum
circuit speed at the end of Hanger Straight before taking the blind Stowe corner in 4th. The Club
bend requires some gentle acceleration. The descent to Bridge is taken flat out with an empty tank,
or slightly easing off the acceleration if the tank is full again a question of striking the right balance.
Finally, Brooklands and Luffields, a tricky sequence taken in 2nd until Woodcote corner, then up
to maximum speed, except when it’s raining which is pretty often.
It’s a demanding circuit that requires a lot of concentration. Every mistake is a costly one and
there are plenty of opportunities to make them.
Diagram:
Great Britain
Length: 5140 m
Laps: 59
Total distance: 303.26 km
Great Britain
km/h
Gang 0 000
G-Force 0,0G
4 200
2,3G
4 170
2,3G
6 285
0G
5 220
2,4G
3 115
2,0G
2 85
1,8G
6 274
1,5G
4 160
2,1G
THE CIRCUITS AND THE TEAMS
1.2 Great Britain
Strategy:
- Stops: 2 or 1
- Tires: soft
6 270
0G
3 115
1,9G
2 90
1,9G
3 120
1,7G
5 250
1,2G
3 115
1,8G
4 210
1,7G
3 120
1,5G
3 130
1,7G
53
THE CIRCUITS AND THE TEAMS
1.3 Argentina
The circuit is situated south of Buenos Aires, the Argentinian capital. Little appreciated by drivers,
who find it tedious, it has been nicknamed the Temporada turnstile. The layout, quite similar to that
of a go-cart circuit is very winding and there is very little room to overtake outside the pits. It is further
criticized for the poor quality of its surface making it difficult to grip, and the numerous bumps that
destabilise the cars.
The incidence angle of the wings needs to be as much as possible to produce maximum grip. As
for the chassis, it must stay flexible to absorb the effect of the many bumps. Careful not to enter
the Curvon corner too fast. Even more important, come out of it as quickly as possible to take the
straight that follows which can be taken at top speed. At the end of it is the “Curva Ascari” which
is taken in 6th gear. The question is whether to ease off a little or keep one’s foot down, those who
dare to keep their foot down may gain the few vital centimetres that get’s them pole position.
Remember: overtaking on this circuit is not easy!
Diagram:
Argentina:
Length: 4257 m
Laps: 72
Total distance: 306.504 km
Argentina
km/h
Gang 0 000
G-Force 0,0G
3 175
2,6G
3 150
2,3G
3 160
2,4G
6 260
0G
4 150
2,3G
6 280
0G
2 50
2,0G
6 245
0G
5 250
0G
2 85
2,0G
2 120
0G
3 125
2,1G
6 240
0G
6 285
0G
2 85
2,0G
54
Strategy:
- Stops: 2
- Tires: soft
The circuit is in the centre of Melbourne, in Albert Park. The circuit is popular with the drivers for
its long fast bends and its tricky chicanes. Like all circuits that are infrequently used, it is bumpy
and dusty, therefore an intermediate chassis setting to ensure good stability while braking is
necessary. Downforce should be close to a maximum. Note that some corners are blind and, as
with every good city circuit, concrete walls are never far away, so slight mistakes could be more
than costly. There are two hotspots: the first chicane after the start that can be a “killer”, and the
follow on from the big bend on the opposite side to the pits. It is taken very fast in 5th, reaching
280 kph at the end of it before diving into the left-hand corner just touching on the brakes before
dropping down to 4th gear. A tricky right-hand corner and then flat out which is where the best
drivers come out in front.
G-Force
km/h
Gang 0 000
G-Kr fte 0,0G
6 280
1,3G
5 220
2,7G
2 95
1,9G
2 120
2,0G
6 285
0,5G
3 135
2,1G
4 170
2,3G
Strategy:
- Stops: 1 or 2
- Tires: soft
2 90
1,8G
6 285
1,4G
5 270
2,5G
3 130
2,0G
Diagram:
Australia
Length: 5302 m
Laps: 58
Total distance: 307.516 km
THE CIRCUITS AND THE TEAMS
1.4 Australia
4 160
2,3G
4 160
2,2G
6 285
0G
4 200
2,5G
55
THE CIRCUITS AND THE TEAMS
1.5 Austria
The new Austrian circuit with its new layout is very different indeed from the historic Osterreichring
circuit. Even so, itís a fine circuit for drivers and produces breathtaking races in which overtaking
is always possible, especially during the “Remus Kurve”. To do that, the gentle “Castrol Kurve” that
follows the pit straight needs to be successfully negotiated, avoiding the bumps in the braking zones
and getting up to full speed for the long uphill straight that leads to “Remus”. The “Niki Lauda Kurve”
is tricky due to the way the track slopes towards the outside. This lightens the load at the front of the
car so that it tends to understeer. The slightest lapse of concentration here and the car will spin off
the track. To sum up, this circuit requires intermediate downforce settings to produce the best
compromise between the very fast sections of the track and the slow bends preceded by heavy
braking. Good general balance of the car here is very important indeed.
Diagram:
Austria:
Length: 4323 m
Laps: 71
Total distance: 306.933 km
Austria
km/h
Gang 0 000
G-Force 0,0G
2 65
1,8
2 85
1,6
3 145
1,9
7 285
0
4 180
1,2
6 260
0
4 170
2,2
3 160
2,2
4 180
1,9
2 115
2,0
3 135
-2,4
56
Strategy:
- Stops: 2 or 3
- Tires: soft
The Belgian race, on what is probably the most attractive course of the season, is THE rendez-vous
of the year, looked forward to by drivers and fans alike. All the challenges a driver is likely to face
are to be found there: high speeds, hard braking, tight corners and fast bends. Straight after the
starting line comes the Source hairpin. This bend is very tight and is negotiated in 1st at 60 kmh
before plunging into the track’s star attraction: the Eau Rouge/Raidillon sequence. The downhill
slope between the wall and the spectator stands is very impressive. At the bottom of the dip one
can see the left/right of Eau Rouge and the Raidillon rise. It sorts the men from the mice with the most
courageous drivers being able to take it at top speed!
But there are other strong points to this circuit like the long, gentle but tricky Pouhon bend, the
fast Blanchimont bend surrounded by trees. The difficult chicane called the Arrêt de Bus leads
to the finishing line.
Belgium
km/h
Gang 0 000
G-Force 0,0G
3 50
2,4G
3 230
0G
4 220
3,0G
6 290
0G
6 295
3,3G
6 300
0G
1 80
1,7G
3 175
0G
1 60
1,6G
6 280
0G
3 165
2,4G
5 260
2,9G
5 275
2 110
2,1G 3 150 0G
2,4G
4 250
0G
3 165
2,5G
5 270
0G
4 215
3,3G
Diagram:
Belgium
Length: 6967 m
Laps: 44
Total distance: 306.548 km
VTHE CIRCUITS AND THE TEAMS
1.6 Belgium
Strategy:
- Stops: 2
- Tires: soft
6 290
0G
5 255
3,5G
6 300
0G
3 155
2,3G
3 135
2,2G
57
THE CIRCUITS AND THE TEAMS
1.7 Brazil
The circuit in the south of Sao Paulo in Brazil is the first of the South American circuits visited and
is one of the drivers’ favorites despite having a very bumpy surface. It’s also the only circuit where
the cars go round anti-clockwise. This particularity is quite difficult to deal with physically because it
results in neck-muscle fatigue. As far as the chassis and the mechanics are concerned, it is also a
demanding circuit with its complete range of bends some hard braking to be done, its uneven surface,
its full-speed uphill incline to the pits and, finally, the altitude - a factor not to be ignored when
considering engine performance.
In a well set-up car there should be a good compromise between ride height and suspension. As far
as the driver is concerned, the downward sloping bend “Curva Senna”, which follows the pit straight
is the most difficult to negotiate. But it’s the place where the best drivers overtake.
Diagram:
Brazil
Length: 4325 m
Laps†: 72
Total distance: 311.40 km
Brazil
km/h
Gang 0 000
G-Force 0,0G
3 165
2,4G
3 150
2,3G
4 230
0G
6 175
0G
2 100
2,0G
6 250
3,1G
2 120
2,1G
5 265
0G
6 225
2,0G
2 90
1,9G
4 150
2,3G
6 275
1,0G
6 290
0G
58
3 115
2,1G
Strategy:
- Stops: 1
- Tires: soft
The Canadian race takes place on a circuit situated on Notre Dame island, right in the middle of the
Saint Lawrence river. Similar to a town circuit, it is little used, as in Argentina, and thus the track lacks
grip. The long fast straights followed by slow, tight corners, donít make the settings very easy to get
right. The right balance has to be struck between the best possible maximum speed and enough
downforce to take the corners and chicanes effectively. The very long straight that leads to the entry
Àto the pits is very demanding of engines and the way the chicane that follows is negotiated affects
performance in the pit straight. It’s a right/left, then right up against a wall on exit to gain maximum
speed. It’s a tough one, careful on the brakes!
The Canadian circuit often produces a very interesting race with overtaking always possible and
much enthusiasm in the stands for the local drivers.
Diagram:
Canada
Length: 4421 m
Laps: 69
Total distance: 305.049 km
Canada
km/h
Gang 0 000
G-Force 0,0G
2 60
1,7G
2 80
1,8G
5 220
2,5G
6 275
0G
6 275
0G
Strategy:
- Stops: 1 or 2
- Tires: soft
3 100
1,9G
5 230
2,4G
2 60
1,7G
THE CIRCUITS AND THE TEAMS
1.8 Canada
6 240
0G
3 85
1,8G
5 250
2,4G
3 115
2,0G
2 55
1,6G
3 105
1,9G
6 275
0G
6 270
1,1G
3 80
1,8G
6 275
0G
59
THE CIRCUITS AND THE TEAMS
1.9 Spain
The Catalan circuit is very popular because virtually all the teams go there in the winter to prepare
for the new season by testing and perfecting the new season’s cars. The drivers know this circuit well
because of this. It’s a fast track with a racing speed averaging close to 200 kph. The engine has a
lot of work to do and there braking is harsh, especially at the end of the long pit straight. It’s also one
of the best places to try and overtake. The very abrasive surface of the track means that drivers have
to make sure their tires don’t wear out too quickly. The chassis setup must be flexible to absorb the
numerous bumps. The engine needs to be flexible enough to en hance acceleration coming out of
corners. Finally, sufficient downforce is needed to get through the sequence of three long fast bends
in which the drivers can be subject to as much as 4G!
Spain
km/h
Gang 0 000
G-Force 0,0G
3 175
2,9G
3 135
2,6G
2 100
2,4G
5 230
3,5G
6 290
0G
5 250
1,1G
5 230
0G
4 220
3,4G
6 270
0G
5 210
0G
3 120
2,7G
4 210
3,3G
3 130
2,6G
5 250
0G
60
6 270
0G
5 240
0G
4 80
2,1G
5 230
3,5G
6 255
2,1G
3 130
2,7G
3 105
2,5G
Diagram:
Spain
Length: 4726 m
Laps: 64
Total distance: 302.464 km
Strategy:
- Stops: 2 or 1
- Tires: soft
Many find the French circuit tedious, mainly because it’s impossible to overtake. Despite this it
offers some fine moments where pure driving skill is required beginning with the great Estoril bend
that follows the pit straight. It’s a very tricky one. Many a driver enters it too fast and is unable to
counteract the centrifugal force taking him towards the gravel at the side of the track. It’s important
to get it right because it leads into the fastest straight of the circuit. He who doesn’t can find himself
overtaken at the Adelaide hairpin.
Another high point is the rapid sequence leading to the downward sloping bend at Château d'eau.
The surface of the circuit is very smooth which means the ride height can be lowered, but the track
is quite slippery. One last detail: the rather tricky winding entrance to the pits should be entered
carefully. But all in all the car’s setup is not that complex and an optimal solution can be found quickly.
Diagram:
France
Length: 4247 m
Laps: 72
Total distance: 305.784 km
France
km/h
Gang 0 000
G-Force 0,0G
4 230
0G
4 200
2,9G
4 220
3,1G
6 280
1,2G
5 260
0G
4 170
2,9G
4 200
2,7G
4 195
3,0G
5 265
3,2G
5 250
0G
THE CIRCUITS AND THE TEAMS
1.10 France
6 285
0G
2 50
2,0G
Strategy:
- Stops: 2
- Tires: soft
5 270
0G
4 180
3,0G
4 175
2,7G
2 60
2,1G
4 200
0G
5 250
0G
2 80
2,2G
61
THE CIRCUITS AND THE TEAMS
1.11 Hungary
This circuit at Budapest is a fairly slow one with few straights and offering few opportunities to
overtake. It’s another of the circuits that are considered to be a little tedious. It is not used very
much during the year, there are many bumps and it’s very slippery due to sand on the track. Thus,
in the numerous bends, there’s always the risk of spinning off the track. The absence of straights
means that the drivers have no opportunity to lapse in their concentration. Which makes it a physical
and tiring race. Because the circuit is situated in a dip it can get very hot in mid-August, which
makes it very testing on the tires. The right set up will include a lot of downforce.
To stand a chance of winning, the driver must take the lead from the start, which is clearly easier
if one starts the race in pole position. Either that or come up with a good strategy for overtaking
in the pits.
Hungary
km/h
Gang 0 000
G-Force 0,0G
4 175
2,2G
6 275
0G
3 120
2,2G
6 265
0G
3 130
2,3G
4 220
0G
4 180
2,3G
4 215
0G
2 105
2,0G
3 125
2,3G
62
3 130
2,2G
5 225
2,5G
2 95
1,9G
5 230
0G
3 150
2,3G
3 190
0G
5 230
0G
4 230
0G
2 95
1,9G
3 140
0G
5 175
2,7G
Diagram:
Hungary
Length: 3968 m
Laps: 77
Total distance: 305.536 km
Strategy:
- Stops: 2 or 3
- Tires: soft
The Italian circuit is all about speed. It has the fastest track with an average speed per lap of 240 kph.
The long straights are broken up by chicanes and the bends, “Curva Grande”, “Curva di Lesmos”
and “Curva Parabolica” are fast. It can be compared to the German circuit because the same careful
attention should be paid to downforce and engine settings given that most of the time the car is going
flat out. The car must have excellent mechanical setups to accelerate with maximum effectiveness
coming out of the chicanes. Entering these same chicanes is hard work on the brakes and can cause
quite a few problems. The first sequence after the starting line is a fairly tight left/right/left which
often gives rise to early collisions. To avoid the risk of that, better to be one of the first to go through
it. Hence the importance of doing a good time in the heats and why not get in pole position.
And finally, this circuit is very Italian and its atmosphere is unique!
Diagram:
Italy
Length: 5770 m
Laps: 53
Total distance: 305.81 km
Italy
km/h
Gang 0 000
G-Force 0,0G
6 325
0G
4 165
2,5G
THE CIRCUITS AND THE TEAMS
1.12 Italy
4 205
0G
4 245
0G
3 150
2,5G
3 160
2,3G
6 320
0G
3 175
0G
5 260
1,9G
6 330
0G
3 130
2,2G
2 105
1,8G
Strategy:
- Stops: 1 or 2
- Tires: soft
3 130
1,9G
4 250
0G
3 140
2,0G
3 180
1,9G
6 315
0G
6 300
2,1G
5 280
2,1G
63
THE CIRCUITS AND THE TEAMS
1.13 Japan
After the Belgian circuit, Japan’s is considered to be the most attractive, technical, and well laid out
with many opportunities for overtaking. This circuit is well liked by all drivers. What’s more is that the
races that take place have a great and unique atmosphere. Tuning the car is not very easy: the car
needs to be able to go very fast in the long pit straight, but also have enough downforce to take the
many fast bends. The fast tempo of the whole race requires perfect engine tuning. The hot spots of the
circuit are the fast bend after the pits straight. The magnificent sequence of S bends before entering a
left-hand corner is a real tester. Those who have the know how to go through it quickly will get a head
start over the rest of the circuit.
A last point: it’s the only circuit where the cars have to go over a bridge!
Diagram:
Japan
Length: 5860 m
Laps: 53
Total distance: 310.58 km
Japan
km/h
Gang 0 000
G-Force 0,0G
4 225
3,1G
5 195
2,8G
6 300
0G
2 60
1,7G
6 280
0G
1 65
1,8G
4 150
2,5G
4 145
2,5G
6 270
3,4G
6 280
0G
5 260
0G
4 180
2,7G
6 280
2,5G
4 190
2,7G
3 120
2,3G
6 295
0G
3 130
2,3G
64
4 175
2,6G
4 160
2,5G
4 210
3,2G 4 230
0G
Strategy:
- Stops: 2
- Tires: soft
The Luxembourg race actually takes place in Germany between Bonn and Dusseldorf. It’s an
interesting circuit with very varied straights and bends. It is laid out on quite hilly terrain, with the
accent on driver safety. Unfortunately it offers few possibilities for overtaking. As far as set-up in
concerned, this circuit, with its frequent bends, requires a lot of downforce. Most of the bends are
fast ones and are taken in 3rd or even 4th gear. As on all circuits where overtaking is difficult, if not
impossible, a place at the front of the starting grid together with a good race strategy are indispensible
for victory. The big unpredictable factor is the weather for the circuit is in a region that gets a lot
of rain, so the track can get totally drenched in water.
Luxembourg
km/h
Gang 0 000
G-Force 0,0G
6 265
2,0G
3 155
2,5G
3 210
0G
2 95
1,6G
6 280
0G
2 110
1,9G
3 140
2,5G
5 235
2,1G
3 160
2,6G
5 220
3,0G
3 140
2,6G
Diagram:
Luxembourg
Length: 4555 m
Laps: 67
Total distance: 305.185 km
THE CIRCUITS AND THE TEAMS
1.14 Luxembourg
Strategy:
- Stops: 2
- Tires: soft
6 275
0G
4 175
2,9G
2 105
2,2G
2 105
2,3G
5 265
0,8G
65
THE CIRCUITS AND THE TEAMS
1.15 Monaco
Le Grand Prix de Monaco© organized by the A.C.M. (Automobile Club of Monaco), is the most
charismatic of races, apart from being the most famous in the world.
Snaking its way through the centre of the town, the circuit is the season’s shortest and slowest
with an average speed a little over 140 kph. The hot spots are Sainte Devote, scene of many pile-ups
soon after the start. Next it’s the Beau Rivage incline at top speed followed by the Massanet corner
where the barrier jumps right out at you. Then follows the tunnel in the dark at maximum speed and
out to the harbour chicane. This is followed by rapid entry into the Piscine chicane, next La Rascasse
hairpin, then the corner named after Anthony Nogès, founder of the A.C.M. and instigator of this
fabulous race in the 1920s.
The circuit demands a lot from both the drivers and the car. The settings must give maximum
downforce, gentle suspension and a fairly high ride height in order to minimise scraping.
Diagram:
Monaco
Length: 3367 m
Laps: 78
Total distance: 262.548 km
Monaco
km/h
Gang 0 000
G-Force 0,0G
4 140
2,3G
2 70
1,3G
6 260
0G
2 80
2,0G
2 80
1,9G
2 100
2,0G
1 40
1,6G
4 160
2,3G
6 250
0G
2 50
1,8G
4 210
0G
3 130
2,2G
3 115
2,0G
6 275
0G
2 65
1,7G
6 250
2,1G
1 40
1,5G
66
2 70
1,8G
2 75
1,8G
Strategy:
- Stops: 1 or 2
- Tires: soft
The San Marino track will remain famous for the unhappy reason that two great drivers were
killed there on May 1 1994. Since then the circuit has been considerably modified and the terrible
Tamburello corner has lost a chicane. Despite all these changes, it remains a very technical circuit
with long acceleration sections followed by tight, tricky corners requiring heavy braking. To stay
on the track, the drivers must remain on the ball at all times. The right balance between strong
acceleration and tight corners are reached by setting intermediate downforce. However, the heavy
braking calls for tight chassis settings.
And the thousands of local fans that pour into the circuit en masse cannot help but remind you,
in case you had forgotten, that the local color is red.
Diagram:
San Marino
Length: 4930 m
Laps: 62
Total distance: 305.66 km
San Marino
km/h
Gang 0 000
G-Force 0,0G
6 270
0G
4 170
2,6G
5 260
0G
3 120
2,3G
3 120
2,3G
2 110
2,2G
4 230
0G
5 235
2,7G
6 280
0G
3 140
2,4G
Strategy:
- Stops: 2 or 1
- Tires: soft
3 220
3,0G
6 285
0G
THE CIRCUITS AND THE TEAMS
1.16 San Marino
6 265
0G
4 185
2,6G
2 65
1,0G
67
THE CIRCUITS AND THE TEAMS
1.17 Europe
The Spanish circuit brings the long 16 Grand Prix seasons suspense to an end. This last race of
the season sees the most talented driver win the coveted title. The circuit will remain in everyone’s
memory for having given us one of the greatest moments in the history of motor racing.
The modern layout alternates between fast bends and tight corners. Two of them slope downhill,
which means that the single-seaters need to be perfectly adjusted. But that’s not all: good downforce
is necessary to be able to come out of the bends quicky, early and adroitly without cutting back
too much on the car’s potential for reaching top speed.
Europe
km/h
Gang 0 000
G-Force 0,0G
2 100
2,0G
2 85
1,9G
2 85
1,6G
2 120
2,1G
7 285
-2,5G
4 220
2,8G
4 200
2,5G
3 150
2,7G
5 200
3,1G
3 120
-0,5G
5 245
3,3G
2 90
2,2G
2 85
2,1G
7 300
-3,6G
68
7 270
-2,6G
5 260
3,4G
5 185
3,4G
Diagram:
Europe
Length: 4428 m
Laps: 69
Total distance: 305.532 km
Strategy:
- Stops: 2 or 1
- Tires: soft
Technical Data for 11 teams: chassis and engine
TEAM 1
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 3000 mm
Front: 1650 mm
Rear: 1600 mm
Total length: 4700 mm
Engine:
V10 cylinder - 72° - 700 hp - 14000 revs/min
Maximal speed: 14400 revs/min
Material: aluminium block
Valves: 4 per cylinder
Weight: 105 kg
THE CIRCUITS AND THE TEAMS
2. THE TEAMS
69
VTHE CIRCUITS AND THE TEAMS
70
TEAM 2
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2890 mm
Front: 1670 mm
Rear: 1600 mm
Total length: 4150 mm
Engine:
V10 cylinder - 71° - 755 hp - 14600 revs/min
Maximal speed: 15300 revs/min
Material: aluminium block
Valves: 4 per cylinder
Weight: 132 kg
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2935 mm
Front: 1690 mm
Rear: 1605 mm
Total length: 1348 mm
Engine:
V10 cylinder - 75° - 760 hp - 14800 revs/min
Maximal speed: 15300 revs/min
Material: cast-iron
Valves: 4 per cylinder
Weight: 140 kg
THE CIRCUITS AND THE TEAMS
TEAM 3
71
THE CIRCUITS AND THE TEAMS
72
TEAM 4
Technical Data:
Chassis:
Weight empty: 550 kg, without driver
Wheelbase: 2880 mm
Front: 1700 mm
Rear: 1600 mm
Total length: unknown
Engine:
V10 cylinder - 71° - 760 hp - 14600 revs/min
Maximal speed: 15300 revs/min
Material: aluminium block
Valves: 4 per cylinder
Weight: 132 kg
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: not disclosed
Front: not disclosed
Rear: not disclosed
Total length: not disclosed
Engine:
V10 cylinder - 75° - 760 hp - 15800 revs/min
Maximal speed: 16600 revs/min
Material: aluminium block
Valves: 4 per cylinder
Weight: not disclosed
THE CIRCUITS AND THE TEAMS
TEAM 5
73
THE CIRCUITS AND THE TEAMS
74
TEAM 6
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2950 mm
Front: 1700 mm
Rear: 1618 mm
Total length: unknown
Engine:
V10 cylinder - 72° - 740 hp - 13900 revs/min
Maximal speed: 14400 revs/min
Material: cast-iron block
Valves: 4 per cylinder
Weight: 133 kg
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2995 mm
Front: 1693 mm
Rear: 1608 mm
Total length: 4335 mm
Engine:
V10 cylinder - 72° - 710 hp - 13900 revs/min
Maximal speed: 14500 revs/min
Material: cast-iron block
Valves: 4 per cylinder
Weight: 140 kg
THE CIRCUITS AND THE TEAMS
TEAM 7
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THE CIRCUITS AND THE TEAMS
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TEAM 8
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2940 mm
Front: 1660 mm
Rear: 1610 mm
Total length: unknown
Engine:
V10 cylinder - 75° - 760 hp - 14500 revs/min
Maximal speed: 15200 revs/min
Material: cast-iron block
Valves: 4 per cylinder
Weight: 140 kg
Technical Data:
Chassis:
Weight empty: 600 kg
Wheelbase: 2990 mm
Front: 1700 mm
Rear: 1610 mm
Total length: 4330 mm
Engine:
V8 cylinder - 75° - 665 hp - 13700 revs/min
Maximal speed: 14200 revs/min
Material: aluminium block
Valves: 4 per cylinder
Weight: 130 kg
THE CIRCUITS AND THE TEAMS
TEAM 9
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THE CIRCUITS AND THE TEAMS
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TEAM 10
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2900 mm
Front: 1680 mm
Rear: 1620 mm
Total length: unknown
Engine:
V8 cylinder - 78° - 680 hp - 13100 revs/min
Maximal speed: 13600 revs/min
Material: aluminium block
Valves: 4 per cylinder
Weight: 115 kg
Technical Data:
Chassis:
Weight empty: 600 kg, driver on board
Wheelbase: 2950 mm
Front: 1690 mm
Rear: 1585 mm
Total length: unknown
Engine:
V10 cylinder - 72° - 720 hp - 15100 revs/min
Maximal speed: 16000 revs/min
Material: block made of cast-iron, aluminium and titanium
Valves: 4 per cylinder
Weight: 120 kg
THE CIRCUITS AND THE TEAMS
TEAM 11
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50s MODE
1. NEW SENSATIONS.
Click on the 50s car in the first menu ... and find
yourself transported back to the 1950s!
BETA JULIETTA
Weight empty: 914 kg
V8 engine, 1478 cc, 350 hp at 8500 revs/min
Max. speed: 290 km/h
SCUDERIA ROSSA
Weight empty: 710 kg
V12 engine, 4498 cc, 330 hp at 7000 revs/min
Max. speed: 290 km/h
SAMCI GORDANO
Weight empty: 474 kg
4-cylinder engine, 1940 cc, 164 hp at 5250
reves/min
Max. speed: 220 km/h
TALGOT LABOT
Weight empty: 910 kg
6- cylinder engine, 4482 cc, 280 hp at 5000
revs/min
Max. speed: 240/260 km/h
50s mode is designed to give players
new driving sensations. But it’s also a very
challenging mode because not everyone
is capable of handling those ancient
single-seaters.
In Easy Race, Grand Prix or Time Attack
mode there are 4 teams and 8 cars which the
game motor has given many of the behavioral
characteristics of 1950s cars, including engine
sounds you haven’t heard before! You won’t be
able to rely solely on your mastery of modern
single-seaters, so thrills are guaranteed!
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50s MODE
2. NAVIGATION
Options:
Settings:
- Unit of speed
- Changing gear
- Steering lock
- Autosteering in the pits
- quantity of fuel
In this part of the game, a player can
neither change the names of the drivers
nor of the teams.
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CUSTOMIZING YOUR GAME
1. THE MAPS EDITOR
To use the Maps editor it is recommended that
you set your display to 16 bit (high color) mode.
After installation, the working directory by default,
YOUR BITMAPS, is to be found in: [Game
Directory]\editors.
It is possible to modify the working directory by
clicking on “Set working folder…” then choosing
the desired path.
1.1 Functions
Unselect all
Refresh
Extract
Insert
View
Reset
Unselects the files concerned.
Lists the new files placed in the working folder since it was opened.
Extracts from the working directory the selected files from the game.
Inserts in the game files from the working directory. It is necessary to select the file
to be replaced (in GAME DATA SET) and the file to be inserted (in YOUR BITMAPS),
then click on “Insert” .
To view a bitmap, it must first be selected (1-22), then click on “View”.
To reset a game file, it must first be selected, then click on “Reset”.
1.2 The formats
Cockpits
Cockpit bitmaps: 24 bits non compressed in 640*175.
Circuits
Track textures: 8 bits non compressed (the size of the page depends on the circuit),
the coordinates must be adhered to if successful results are to be obtained.
Cars
Car textures: 8 bits non compressed in 256*256.
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Menus
Menu bitmaps: 24 bits non compressed in 90*60 for logos.
2. SOUND EDITOR.
The program CustomSnd makes it possible
to modify sound banks.
After launching the program, select the sound
bank to be modified. To do this, enter the menu
File\Open, or click on the corresponding icon.
The following window appears:
CUSTOMIZING YOUR GAME
Note that the first common page has a palette of 64 colours.
This palette is used for all the other team pages (the 64 colours are to be found on each page
and they are the first 64 colours); The rest of the palette is specific to each page (there are
a further 192 colours for each team).
Non zero (255, 0, 255 in RVB) is used to lighten the colours and it is the last colour (the 64th)
of the common palette.
Another solution is to drag the sound bank
to be modified from the explorer and drop
it in the second editor window.
The sound bank is opened by a double-click on
the name of the file (*.bnm), or when entering
one’s name before clicking on the “Open”
button. One then sees a list of the sounds stored
in the bank.
The sounds can be modified in several ways:
• Slide one sound towards another (within
one sound bank, or even from one bank
to another).
• Double-click on the sound to be modified,
which brings up a dialogue box. This solution
has the advantage of allowing you also to
modify the volume of a sound in a game and
to listen to it (“Test” buttons). For help just
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PERSONALIZZA IL GIOCO
84
click on the question mark at the top of the
window. The “Reset” button returns you back
to the original sound and volume. It is also
possible to import sound files (.wav) into this
window by sliding them from the explorer.
Careful: file format must correspond exactly
to format used in the game: samples to 22 kHz,
in mono, and with no special indications in
the headings (author, commentaries etc.).
In all types of MULTIPLAYER games there are two types of player:
The master player
The slave players
for networking games it is he who creates the game session
and is responsible for configuring the game. He’s also responsible
for saving the games.
take part in a game created by the master player.
After choosing Multiplayer, the players get to this screen:
1. Choice of type of Multiplayer game: SPLIT, LINK
OR NETWORK
2. In this page the player’s name is displayed. If it
is incorrect it must be changed on the driver
identification page.
MULTIPLAYER MODES
Multiplayer mode can be used in either link-up or networking mode.
Only the Simple Race mode is available during split play or link-up split play.
In link-up (2 to 4 players) and network (2 to 8 players) it is also possible
to play a Grand Prix race or an Individual Championship.
1. SPLIT (2 PLAYERS)
Makes it possible for two to play on the same machine. Only one person can use the keyboard.
After validating split mode the players will go straight to the main menu.
During the game, the second player will have access to the following functions via
the number keyboard:
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MULTIPLAYER MODES
PLAYER 1
KEYS
PLAYER 2
KEYS
(NUMERICAL
KEYBOARD)
FUNCTION
F2
/
Playable views
F3
*
Director views
F8
+
F9
-
Enter
Enter
Lights pit-stop indicator. Warns mechanics that
player is coming in.
Tabulation
0
Limits speed in the pit
H
6
TV display active / inactive
next/last Competitor
2. LINK-UP (2-4 PLAYERS)
The players must have 2 computers at their
disposal, linked by a Null Modem cable. This
must be connected to the Communication ports
of the two machines (COM1 – COM4).
1
2
1. List of ports available for connecting
the Null Modem cable
2. The player decides if he wants to
be the master player in the game.
3. When the parameters are defined, press
on this button to link up.
Once the two machines are linked up (once
the connection button has been pressed),
it is still possible for each machine to be in
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3
split screen mode so that two can play.
After this choice the players get to the main
menu page and the master player configures
the game.
MONACO GRAND PRIX© Racing Simulation
will play on a network with 10Mb power and
with IPX protocol installed. To play a game
in network, one of the players must create
a game. This will be the master player, the
others must join a game.
As many as 8 players can race a complete
Grand Prix in real time: from the practice
runs to the race itself, with the heats
deciding the position of each player on
the starting grid!
3.1 Create a game
3.2 Join a game
1
2
3
1. Name of the current game.
2. Button to switch between the list of
playable games and the list of players
linked up to the game.
3. List of the unstarted games waiting
for players to join.
MULTIPLAYER MODES
3. NETWORK (2-8 PLAYERS)
1
2
1
3
1. Name of player
2. If YES only a fixed number of players can
link up to the game.
If NO, up to 8 players can link up in the same
game. The master player can start the game
at any time.
3. Active only if NUMBER OF PLAYERS FIXED is
on YES. Enables the number of players taking
part to be chosen.
2
1. List of the players linked up to the game.
2. Button that’s active only for the master player.
Makes it possible for him to disconnect any
of the players.
Once all the players have joined or created a
game, they will get to the “Players wait” page.
After this page, all the players come to the
main menu page. It is then up to the master
player to configure the game.
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MULTIPLAYER MODES
4. MULTIPLAYER TOOLS
1
2
3
1 Messages enables the players connected
to the game to send each other messages.
2 Allows the master player to hand over
control of the game to another player.
3 When a player has received a message
the indicator lights up.
2
1
3
1 List of messages sent and received
between the players.
2 The player ticks the list of players to whom
he wants to send his message. He can select
all players.
3 The player enters his message here and
sends it by pressing ENTER.
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1.1 Installation problems
Do you have the right hardware?
See THE GAME,1. INSTALLATION, 1.1 Configuration and launch.
1.2 Sound problems
Ensure that your loudspeakers (or headset) are properly connected. Starting from the desktop
Windows 95, under VOLUME CONTROL check that the control is up high enough and that the
MUTE and ALL MUTE options have not been selected.
TECHNICAL SUPPORT
1. TECHNICAL SUPPORT
Check that Windows 95 can produce the sounds:
- From the task bar, select START / SETTINGS / CONTROL PANEL.
- Double-click on the icon SOUNDS.
- Select a sound file then play it.
Make sure your sound card is properly installed.
- From the task bar, select START / SETTINGS / CONTROL PANEL.
- Double-click on the SYSTEM icon.
- Click on DEVICE MANAGER.
- Click on SOUND, VIDEO and GAMES CONTROLLERS.
The name of your sound car should appear. If this does not happen, you need
to install the drivers supplied with your card.
1.3 Configuration of the network
When playing the game over a network, all the players’ computers need to be linked physically
to the same network. The IPX/SPX protocol also needs to be installed on each computer.
To check that the protocol has been installed correctly:
- From the task bar, select START / SETTINGS / CONTROL PANEL
- Double-click on the NETWORK icon
- Check in the list of network components installed, to ensure that an IPX/SPX
compatible protocol has been installed.
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TECHNICAL SUPPORT
Then if the protocol is missing:
- Press Add.
- Choose Microsoft in the list on the left.
- Choose IPX/SPX in the list on the right.
- Press OK several times.
- Press YES to re-start your computer.
1.4 Graphics cards
The DirectX(TM) drivers may not be compatible with your video card, thus preventing
you from correctly re-starting Windows 95(TM) after installing the game.
To correct this problem, you need to re-install the drivers installed with your
video card. If you do not know how to do this, follow the instructions below:
- Re-start Windows 95(TM) in the SAFE mode.
( If this is not offered automatically, press the F8 key when the message
“Windows 95 startup” appears and select the SAFE mode.)
- Select START / SETTINGS / CONTROL PANEL.
- Double-click on the DISPLAY icon.
- Select the option SETTINGS.
- Click on ADVANCED PROPERTIES.
- Press CHANGE.
- Select the driver for your original video card and follow the instructions.
- Re-start Windows 95(TM).
1.5 Hot lines and assistance on-line.
If you have followed the instructions in the documentation and yet you still cannot
get the game to run properly, our technical support teams are ready to help you.
http://www.monacoracing.com
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Telephone
E-mail
1-800-UBI-SOFT
(514) 490-0887
[email protected]
For a quick response, please have the following information ready:
1. category and key word in the error message encountered.
2. technical specifications of your hardware:
manufacturer, video card, RAM, hard disk space, speed of CD-ROM drive, type of sound card, type
of network, type of modem.
Of course, if possible, stay near your computer.
TECHNICAL SUPPORT
Canada and the USA
91
TECHNICAL SUPPORT
2. CREDITS
Project Managers: Stephane Decroix , Peggy Desplats
Department Manager: Peggy Desplats
Game Designers: Emmanuel Rougier, Fabrice Cuny
Car behavior Designers: Christophe Gandon with David Douillard
2D Artists: Emmanuel Ville with Bertrand Fanonnel, Bruno Serre, Cyril Masquillière,
Marc Chevalier, Stéphane Huguet,Youri Junquas And trainees Philippe Combet, Thierry Lignac
3D Artists: Marc Pot
With Christophe Faivre, Christophe Neverre, Michel Vibert, Renaud Person
And the help of Eric Prevost, Frédéric Lefebvre, Sithik Tran
Menu Integration Brahim El Belqasmi
Programming Team: Technical Manager: Eric Huynh
Technical Project Manager: Fabien Fumeron
Con Benoît Javet, Bertrand Carré, Bertrand Rémy, Dominique Duvivier, Francis Jentey, Franck Briand,
Jérôme Hubert, Norbert Redon, Olivier Munier, Sébastien Serrano, Stéphane Lavergne, Wilfried Mallet.
Special thanks to the Programming Teams of “POD” and “F1 Racing Simulation”.
Installer: Xavier Billault, Yann Le Guyader, Yves Babitch
Sound Production Manager: Didier Lord
Production Assistant: Joëlle Caroline
Sound Programming Manager: Stéphane Bellanger
Programmed by: Dominique Dumont
Sound Effect: Guillaume Billault
Music: Daniel Masson
92
Sound Engineer: Olivier Mortier
Special thanks to the Sound and Voices Teams of “POD” and “F1 Racing Simulation”.
Video Editing: Julien Moreau
Final Sequences: Xavier Le Dantec, Charles Beirnaert
Tests Managers: Jerome Antona, Vincent Paquet
Eric tremblay, Daniel Germain, Martin Marcoux, Steve Johnson, Jacques Trépanier
Producer: Ludimedia, Gérard Guillemot
TECHNICAL SUPPORT
Post-Production Manager: Sylvain Brunet
Post-Production: Myriam Houée
Development: Ubi Studios, Ubi R&D Michel Guillemot
Publisher: Ubi Soft, Yves Guillemot
International Marketing: Aurélia Barth, Odile Guiffray
North American Marketing: Sebastien Provencher
Licensing and product placement: Mediaspart, André Vaniche
Graphics: Ubi Pictures, Julie Rault-le-liard, and Shelomo Sadak
Introduction photographs: Jean-François Galeron
Introduction and track comments writer: Christophe Gaillard
Tracks Schemes: Formel 1, Rennsportmagazin, Hannover
Technical Adviser: Christian Blum and team Renault Sport
Special Thanks: Daniel Dumont, David Darnes, Franco Cassani, James Sutherland
©1999 Ubi Soft Entertainment
“MONACO GRAND PRIX© racing simulation 2” and “Ubi Soft” are trademarks of Ubi Soft Entertainment.
All rights reserved.
“MONACO GRAND PRIX” and “GRAND PRIX DE MONACO” are trademarks of A.C.M.,
Automobile Club de Monaco. All rights reserved.
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