Gran Turismo is regarded by many as the real driving simulator. It has evolved from including only fictional circuits to include the most beloved, iconic and challenging real tracks over the globe, and if this wasn’t enough, many off-road and street circuits have appeared throughout its many sequels.

Knowing the tracks and the cars is tedious, mainly for the big numbers they represent. Follow me through my journey around all the tracks featured in the game, as I detail how to deal with each of them as well as the cars and settings I’ve used, so you can mimic this guide and use it as a springboard to master all tracks and develop your driving skills.

BEFORE ANYTHING: Since I play the PAL version, the units for power, mass, distance and speed are displayed in the metric system. Here are the equivalences for each unit to Imperial units, so you can recalculate all values given throughout the guide if you’re more familiar with them.

1 CV = 0,99 HP (almost no difference in this one)

1 kg = 2,2lb

1 km = 0,62 miles (alternatively, 1 meter = 3,28 feet)

1 km/h = 0,62 mph

Driving settings

This game includes a wide array of adjustable technological assistances. Everyone has their own tastes while driving, and each setting may vary from car to car. Here are my settings, which are the same for all cars. You will note I aim for a realistic driving experience, which in turn makes it more difficult to master, but it’s funnier and more challenging.

Transmission: Manual

I prefer shifting gears rather than have the car do it for me. It improves lap times in more than one way. Take note that electric cars don’t have a gearbox, so this option will be unavailable.

Active Steering: Disabled

The active steering protects the car from oversteering, granting more stability in turns. While this can be helpful in some cases, it also means that, the very first second your car oversteers it will be automatically corrected, which can make the car harder to control, as the oversteering can be expected in some cars and drivetrains and thus be controlled through not so advanced sheer skill.

Racing Line: Disabled

The racing line is basically a guide. It marks the recommended way to drive, both by signaling the braking points and at which side of the track you must be. Of course, this makes the experience much less realistic, and if by any reason you’re not following the line, like by overtaking someone, you may lose the reference to brake or turn. Also, the racing line changes depending on the car’s power, drivetrain and braking capabilities, so better go and discover each car’s ideal racing line by yourself.

TCS: Disabled

TCS stands for Traction Control System. This avoids wheel spin when accelerating and, in essence, increases a bit the grip while turning. However, you won’t be able to fully accelerate while you’re turning, and that is a great nuisance. Some cars may be very hard to control, so probably having it set at 1 or 2 can be helpful, but for most cars it’s better to have it disabled.

ASM: Disabled

ASM stands for Active Stability Management (or so I think, I’ve been unable to find a proper definition outside of the game). This system disables the car’s ability to spin out of control, as per the game’s description, but it also seemingly slows down the car when attempting to take a turn too fast. Disabling ABS, explained below, automatically disables ASM.

ABS: 1

ABS stands for Anti-lock Braking System. This allows for a more efficient braking, by having the tires have more traction instead of locking them up (stopping the rotation). I have it at 1, in a scale up to 10, and it works more or less (I’ve locked up my wheels in more than one occasion while making this guide with all four cars).

Anti-drift: Disabled

The game describes this assistance aimed for the beginners. It basically gives the tires more grip so as to avoid, well, drift. As the game says, for beginners, but after reading this guide you won’t be a beginner, trust me.

Cars used

Here I will detail the cars I’ve used to test all tracks. I’ve used a total of four: a powerful one for fast tracks, a more restrained one for the rest, a kart for the short and twisty ones (plus the Kart Spaces where only karts can race) and a rally car for the off-road tracks.

With the exception of the kart and the rally car, the other two are highly tuned to increase performance. To better understand what has been tuned, here’s a little breakdown of all the parts I use. There are more, but I just don’t use them, you have to go through a harsh trial and error process to use them effectively. Also, keep in mind that not all cars will have all tuning options available, and racing cars will come with many of these options installed at the moment of purchasing them.

Tires: The softer the compound, the better grip and braking it offers, although it’s less durable, so not the best option for endurance. There are three categories: comfort, sports and racing, each having three available compounds: hard, medium and soft. The higher the category and the softer the compound, the better performance they give.

It should be noted that there are four other kinds of tires: rain, intermediate, dirt and snow. The first two are used for tarmac tracks on adverse climatic conditions, the former being more extreme than the latter, while the last two can only be used for the off-road tracks of matching surface.

Brakes: Enabling racing brakes greatly reduces the braking distance, allowing you not only to go at higher speeds but also outbrake opponents in races.

Customizable Transmission: This allows you to fully customize the gear ratios and the car’s top speed. In my opinion, with the above two, is a must to improve lap times. I don’t adjust each gear to my fitting, I simply adjust the top speed depending on the track and the power output of the car.

Engine: Many things can be changed in the engine. The main focus is to increase power output, which also increases PP (Performance Points). The many things available are: engine tuning, exhaust, catalytic converter, ECU, Turbo Kits, Nitrous, Intake Manifold and Exhaust Manifold.

I don’t use the nitrous, since it’s just a temporal boost. Better focus in all the rest of elements. Also, Turbo Kits aren’t available for all cars. All the engine elements are the first option when you have to adjust the PP of a car to enter competitions.

Weight: It’s very important to have a decent power output so the car goes faster, but obviously the weight plays a big role. If it’s lighter, it’s easier to move, so it will go faster than a car with the same power but higher weight.

To reduce weight, you can do these things: Weight Reduction (three stages to gradually lighten your car), Hood (a carbon hood subtracts a little amount of weight), and Windows (again, a little amount of weight). It does make a difference to lighten your car even if it’s a little bit, so I recommend using all these three options. Keep in mind that you don’t have to go through all three stages of Weight Reduction, you can directly aim for stage three.

Nissan GT-R Nismo ‘14

Power: 800 CV

Weight: 1378 kg

Drivetrain: 4WD

PP: 638

Tires: Racing Soft

Brakes: Racing

Engine: Stage 3

Exhaust: Semi-racing

Sports intake manifold

Catalytic Converter: Sports

Exhaust manifold

Weight Reduction: Stage 3

Hood: Carbon (Body Color)

Windows: Light

Transmission: Customizable  (six speed gearbox)

It’s only one of two road cars to have a double clutch gearbox, meaning it shifts gears way faster than the rest of cars and thus makes it capable of higher acceleration. On the other hand, it’s absolutely clumsy, and has a terrible tendency to flip over with ease.

Ford RS200 ‘85

Power: 388 CV

Weight: 1092 kg

Drivetrain: 4WD

PP: 499

Tires: Sports Hard

Brakes: Racing

Exhaust: Racing

Catalytic Converter: Sports

Turbo: High RPM Range

Weight Reduction: Stage 3

Hood: Carbon (Body Color)

Transmission: Customizable (five speed gearbox)

An extremely powerful car doesn’t fit in all places, and even less a clumsy car like the GT-R. This one is more happy-tailed, oversteering more than what its AWD configuration suggests, but then again, being designed as a homologation for a rally car, it was presumable.

You may have guessed that it isn’t fully tuned engine-wise. I try to keep this car under 500 PP, as most seasonal events put caps around that value. I could have tuned it fully and equip better tires, but I’ve grown accustomed to this specification.

Gran Turismo Racing Kart 125 shifter

Power: 50 CV

Weight: 80 kg

PP: 582

Transmission: Customizable (six speed gearbox)

This kart is the only one capable of shifting gears, so it was perfect for all those small and twisty circuits. It’s also the most powerful kart available. Being so close to the asphalt, you will often see that it rarely takes advantage of inner curbs, as opposed to the road cars.

Audi Sport quattro S1 Pikes Peak ‘87

Power: 619 CV

Weight: 1000 kg

PP: 638

Turbo: High RPM Range

Transmission: Customizable (six speed gearbox)

My off-road pick. It is both powerful and light, above the average rally car but not as bonkers as the group B cars, making it ideal. Oddly enough, it has the same PP as the GT-R.

Tracks

There are a total of 105 tracks, divided into four categories: World (real permanent or semi-permanent circuits), Street (real or fictional road circuits in cities all over the world), Original (created by fans or the Gran Turismo staff) and Dirt & Snow (off-road tracks, with one exception having a small tarmac section).

In general, tracks should be divided into three sectors, as its tradition in the FIA competitions. Some very short tracks may have only two, while long tracks may have four or more. To make things easier when describing the tracks, each sector will be written in separate paragraphs, with a few exceptions where the sectors are ridiculously short or long to make the guide look a bit more organized. Also, to not repeat things too much, I’ll shorten the description of track variants that share a big part of the main layout, basically emphasizing what are the changes and where are they located. These shorter descriptions will only happen when the same car is used for all versions.

Another important note is that some tracks may have separate entries for adjustable weather and/or time. While this is totally silly, as the majority of tracks have those options included in their only entry, it will still be pointed out. The time is important for the sun (shadows of the surroundings on the track altering your sight) and for the night, while weather is important for rain. Tracks here have been tested at their standard values of time and weather.

Street

These circuits are located in either real or fictional cities. As such, they don’t have run-off areas (or very little ones that don’t consist of grass or gravel, but asphalt instead). It’s usual for these tracks to have 90 or 180 degrees turns, and also very high curbs that aren’t recommendable to step in.

Tokyo R246

Track length: 5116,7 m

Turns: 15

Car used: GT-R

Regulated top speed: 340 km/h

A relatively long track through the streets of Tokyo, Japan. It has both wide and narrow sections, fast and slow turns, and some ups and downs as well, making it a very complete track. It has kind of an start-and-stop layout, like Monza.

We start on the main straight, if it can be called that way as it’s not actually straight. Heading onto the first 90 degrees right hander at nearly 330 km/h, brake hard when reaching the 200 mark on the top left, shifting down to 2nd gear and passing the turn at nearly 90 km/h.

A little straight stretch leads us a left-right combination. Heading at nearly 220 km/h, brake reaching the curb on the right, shifting down to 3rd and passing the first turn at over 130 km/h and going flat out through the second turn. Be careful with inner curbs in both turns, they use the road’s sidewalks and as such they’re very high. Another straight stretch precedes a long right hairpin. Accelerating up to 240 km/h, brake under the 50 mark on the top left down to 150 km/h in 4th, trying to keep that speed through the whole turn. Start accelerating when you see the third set of yellow fences up to the next two consecutive left handers. Coming at 220 km/h, brake down to 130 km/h in 3rd to take the first one, and keep the speed when entering the second one. Accelerate again through the slight downhill coming after before we tackle a tight but very fast right-left chicane. Coming at above 250 km/h, take the first turn lifting the throttle and brake down to 200 km/h in 4th to take the second one, aggressively attacking the inner curb to use the maximum space available.

We face a short uphill, after which comes two consecutive and blind 90 degrees right handers. Coming at 230 km/h, it’s recommended to brake before the bump so as to get the maximum possible grip down to 150 km/h in 4th to face the first one and tackle the second one flat out, but be careful because the track becomes tighter after it. A short stretch leads us to a flat out left hander, with the track tightening even more as we start going downhill.  We tackle the following right hander lifting the throttle, with the downhill providing a short stretch to brake for the upcoming left hander. Brake down to 140 km/h in 3rd to pass it, carefully trying not to lock up the tires for braking too hard, and head downhill to the right hairpin. Brake down to barely 100 km/h in 2nd and keep the speed through the hairpin, then accelerate as soon as you see the exit. A little uphill brings us to the “main straight” with one last flat out right hander, but be careful, because it is taken at nearly 260 km/h in 5th, and also seemingly has a bump that can make you spin out and crash into the fence.

Tokyo R246 (R)

Top speed is slightly reduced to 330 km/h. The narrow section is now uphill and noticeably slower, so it’s easier to take. Despite this, the track still has some complications.

Going at top speed through the main straight, passing the flat out left hander minding the bump at the exit, we brake as soon as the short downhill starts down to 100 km/h in 2nd to tackle the left hairpin. We then start the narrow uphill, taking the upcoming tight right hander at 145 km/h in 3rd, and keep accelerating to pass the next left hander flat out. Once the track levels, lift the throttle a bit to tackle a tight right hander, after which the track returns to its usual width as we brake down to 140 km/h in 3rd to tackle the first of two consecutive 90 degrees left handers. The short stretch connecting both is used to brake down to 150 km/h in 3rd to pass the second one, after which we head downhill.

We brake while still downhill down to 180 km/h in 4th to tackle a right-left chicane, passing flat out through the second turn as we head uphill. With the track levelled, we face two consecutive right handers, taken nearly as one at 130 km/h in 3rd. A short stretch leads to the long left hairpin, taken at 155 km/h in 4th, with another short stretch leading to a left-right chicane. We brake down to 170 km/h in 4th to tackle the first turn and braking a bit more down to 130 km/h in 3rd to tackle the second turn. Again, beware of inner curbs, they’re very high.

A short stretch leads us to the last turn, taken at 100 km/h in 2nd, as we head into the main straight to cross the start/finish line.

London

Track length: 1921 m

Turns: 8

Car used: Kart

Regulated top speed: 190 km/h

A short track through the streets of London, UK. Extremely short for what the city has to offer (and for what has been seen in the real life E-Prix and in Need for Speed: Shift).

Right after starting the lap, we immediately must deal with the first turn, a tight right hairpin. Heading at nearly 170 km/h, start braking when you see the curb on the left, shifting down to 2nd and taking the turn at 65 km/h. Start accelerating as soon as you can and cruise through the next high speed stretch.

Ahead of us lies a high speed section, which holds a left-right chicane. The first turn can be taken almost flat out, above 150 km/h in 6th, but it’s recommended you let off the gas and shift down to 5th to pass the right turn at 140 km/h at most. After a little stretch, brake a little to pass the long right hander coming up at 130 km/h still in 5th. After a little stretch, the twisty section begins.

Coming at over 150 km/h in 6th, brake down to 110 km/h in 4th to pass the first tight right hander. Be careful, locking up wheels is very easy if you force the braking. Brake a little more before attempting the upcoming, even tighter left hander, taken at 80 km/h in 3rd. Another tight right hander is ahead, taken at the same speed. One last stretch leads us to the last turn, a tight right hander taken at nearly 110 km/h in 4th. It’s highly recommended you don’t abuse the curbs, they are high and can destabilize the kart. After passing it, keep accelerating until you cross the start/finish line.

London (R)

Top speed is slightly reduced to 180 km/h. It’s a lot faster and somewhat easier in this direction.

Coming down at full speed as we bend to the left, taking the right side to avoid the boardwalk, we brake down to 100 km/h in 4th to pass a 90 degrees left hander. We keep going down the wide straight, and brake down to 70 km/h in 3rd to tackle a tight 90 degrees left hander. A short stretch leads us to a 90 degrees right hander, taken at the same speed, and we go down through a flat out left hander into a long left hander.

We brake slightly down to 130 km/h in 5th to pass it, heading flat out through the slightly uphill stretch coming up. We continue flat out through the blind left hander coming up, minding the bump in the middle, and still flat out through the upcoming right hander.

We keep accelerating as we approach the last turn, a tight left hairpin. Use the short stretch before it to brake down to 65 km/h in 2nd to pass it. Try to avoid the curbs, specially the outer one since the wall is very close, and go flat out down into the start/finish line.

Circuito de Madrid

Track length: 3387,5 m

Turns: 15

Car used: GT-R

Regulated top speed: 310 km/h

A track through the streets of Madrid, Spain. It has some fast sections, but some others are narrow and very twisty, included the awful last chicane.

Snaking through the main straight while heading slightly uphill at 280 km/h in 6th, we brake down to 150 km/h in 4th to tackle a 45 degrees right hander, then brake a bit more down to 60 km/h in 2nd to tackle a very tight left hairpin. A straight stretch comes after, leading to a very fast section.

We pass through a flat out right hander at +240 km/h in 5th, as we head downhill staying to the left side. We start braking upon reaching the outer curb, passing a right bend while still braking down to 80 km/h in 2nd to tackle two consecutive left handers. We accelerate a bit to tackle the next 90 degrees right hander at 90 km/h in 2nd, avoiding the very high inner curb as we head into a long left hairpin whithin which we keep a speed of 95 km/h. One last 90 degrees right hander is ahead, taken almost flat out because the track widens after we finish this incredibly twisty section to once again focus on speed.

A short stretch leads to a sweeping right hander, taken at 180 km/h in 4th lifting the throttle and using as much track width as we can, attacking the inner curb if necessary. Another short stretch leads us to the left roundabout hairpin, braking while we pass a right bend down to 75 km/h in 2nd. Keeping that speed through the turn, accelerate as soon as you see the next right bend, leading to a short stretch before the awfully tight right-left chicane. We brake hard before reaching the crosswalk down to 70 km/h in 2nd to pass this tight chicane, paying close attention to the curbs because we can easily get on two wheels if abusing them too much, and then accelerate uphill through the main straight into the start/finish line

Circuito de Madrid (R)

Not many changes in this layout. No turn becomes easier to take, while a few may become a bit harder to take properly. Lap times aren’t much affected, so no big deal.

Shortly after crossing the start/finish line, we brake down to 70 km/h in 2nd to tackle the tight right-left chicane, putting extreme caution in the inner curbs to safely pass it. A short stretch leads us to the right roundabout hairpin. We brake right upon passing the left bend down to 75 km/h in 2nd, and keep that speed through the hairpin. Another left bend takes us into a short stretch, leading into a sweeping left hander taken at 180 km/h in 4th using as much track width as we can, with one last short stretch preceding the twisty section.

We use that short stretch to brake down to 90 km/h in 2nd to pass a 90 degrees left hander, preceding the long right hairpin taken at 95 km/h. Another 90 degrees left hander taken at 90 km/h leads to two consecutive right handers taken at 80 km/h still in 2nd, as we start accelerating through a left bend into the uphill. Upon reaching the crest, lift the throttle to safely pass the blind left hander preceding a straight.

Building up speed and coming at 260 km/h in 6th, we brake before reaching the crosswalk down to 60 km/h in 2nd to pass this tight right hairpin, then face one last flat out left bend leading into the main straight, snaking a bit to avoid the pit wall and heading downhill into the start/finish line.

Circuito de Madrid Mini

Track length: 2125,4 m

Turns: 5

Car used: Kart

Regulated top speed: 190 km/h

This is the shorter layout for the above circuit. It cuts short the first turn and most of the second and third sectors. Has a very long straight of 800 meters, more than 1/3 of the total length.

We start the lap cruising at full speed through the “main straight”, which isn’t really straight. The first turn is ahead, and while it still is a very tight left hairpin, it’s now closer to the start/finish line. Approaching at 180 km/h in 6th, brake hard upon reaching the curb on the right down to 60 km/h in 2nd gear. Anticipate the exit and accelerate again for the fastest section of the track.

A short stretch leads us to a smooth right hander taken flat out at 160 km/h in 6th. After it starts the downhill leading to two complicated left handers. The first one can be taken flat out at 180 km/h in 6th, but the second one is tighter and you don’t have much space to brake. Set a reference in the outer curb you see when exiting the first one and brake down to 130 km/h in 5th, then accelerate for the last section.

Ahead of us lies the last turn, which is a left hairpin. Coming at 160 km/h in 6th, brake after passing the right bend heading to the hairpin down to 80 km/h in 3rd. Anticipate the exit and accelerate again to enter the “main straight” and cross the line.

Circuito de Madrid Mini (R)

Slightly easier to take, due to the changes in the middle sector.

Coming down at 180 km/h, we stay to the left while braking down to 85 km/h in 3rd to pass the right hairpin. The exit is quite wide, added with an outer curb, so we can accelerate very soon as we take a left bend leading us to the complicated right handers.

Brake a bit when passing the 50 mark on the left down to 125 km/h in 4th to tackle the first right hander, avoiding the ridiculously high inner curb, and tackle the second one flat out accelerating in 5th gear. We then go into the uphill, tackling the smooth left hander after the crest totally flat out at 170 km/h as we approach the final hairpin.

We start braking a bit before the outer curb starts, and be careful with locking up the wheels because the braking is heavy: from 180 km/h to barely 60 km/h. Try to avoid the inner curbs as we pass this tight right hairpin and enter the main straight. You can tackle it totally straight if you stay to the left after the last hairpin, so as to avoid the little snaking before the entrance to the pits.

Côte d’Azur

Track length: 3351 m

Turns: 26

Car used: Kart

Regulated top speed: 190 km/h

This is an adapted version of a real life track, called Circuit de Monaco. As such, all the turns are branded with iconic names. The slight differences with the real life track will be mentioned through the lap.

As the name implies, this circuit goes through the streets of Monte Carlo, Monaco. This track is incredibly narrow, with no room for mistakes. It’s also home for three of the slowest turns in the whole game, one of them probably being the slowest. It’s hard to believe cars like Senna’s Lotus 97T raced in this track in real life.

Heading at full speed through the right-bending main straight, we brake slightly before the crosswalk down to 110 km/h in 4th to tackle Sainte Devote, a tight right elbow. In real life, the wall isn’t as close to the inner curb (it was placed there so we players don’t cut the turn), and the outer yellow wall isn’t present to allow runaway. We then go in a steep uphill, snaking a bit through Beau Rivage, and reach the highest point of the track after the crest, where we brake down to 120 km/h in 4th to tackle Massenet, a tight and long left hander. After it, we brake slightly down to 105 km/h to tackle Casino, a tight right hander aptly named for passing in front of the famous Casino of Montecarlo. We then go straight downhill, without needing to avoid an infamous bump on the left that makes real life cars snake downhill, to prepare for the tightest part of the circuit.

We brake down to 75 km/h in 3rd to tackle Mirabeau, a tight right elbow that continues the downhill (in real life, Mirabeau also has a runaway  where the GT banners can be seen). We brake a bit more down to 45 km/h in 2nd to tackle the slowest turn, the Grand Hotel Hairpin (this is the official name, though over the years it’s mostly known by the changing name of the hotel it represents). It’s a very tight left hairpin, and believe me when I say some cars need adjustments to actually be able to tackle this turn. We keep going downhill, and brake down to 100 km/h in 4th to tackle Portier, two consecutive right handers. The second one is a bit slower, taken at 80 km/h in 3rd, as we enter the iconic tunnel, passing a flat out right hander before exiting the tunnel, then downhill again until we brake for another slow turn, the Nouvelle Chicane. Entering at 55 km/h in 2nd, it consists of a left-right chicane, followed by a flat out right turn taking us into a short stretch. In real life, this chicane has the biggest runaway going straight from the tunnel, without any kind of walls, but once again this is made so we don’t cut the chicane for faster times.

After the short stretch, we head into Tabac, a tight left hander taken at 125 km/h in 4th. After it comes Piscine, two consecutive chicanes. The first is left-right, and taken flat out. The short stretch between both chicanes lets us brake down to 90 km/h in 3rd to tackle the second right-left chicane. In real life, the left turn of the second chicane has an inner runaway, removed from this game to once again avoid cutting the chicane. After Piscine, we bend to the left as we head into the third of the slow turns, La Rascasse. Taken at 55 km/h in 2nd, this double right hander is extremely tight and hard to take properly. A short stretch takes us to Anthony Noghes (name of the organizer of the first grand prix in these streets, back in 1929), the last right-left chicane taken at 100 km/h in 4th before we enter the main straight again.

Rome Circuit

Track length: 3473 m

Turns: 10

Car used: GT-R

Regulated top speed: 310 km/h

A track through the streets of Rome, Italy. This one is very different from the one seen up to GT4. It’s still a very fast track, but with an added tweak: most of the track doesn’t run on asphalted roads, they are cobbled.

Right after starting the lap we head into the first turn, a flat out left hander. Use as much track width as you can, since it’s taken at +280 km/h in 6th. Just exiting this turn, the cobbled road ends and we run on asphalt again. After pointing at the next right hander, brake hard down to 140 km/h in 3rd gear. Be careful not to lock up the wheels, since the braking is hard. Another right hander comes immediately after, but since we approach it at a slower pace after the previous corner, it can be taken flat out. We then go into a banked left hander which marks the return to cobbled roads. It can be taken flat out as well, safely exiting at +210 km/h in 5th as we head into the greatest braking zone in the track.

Coming at over 250 km/h in 6th through a long stretch, brake down just below the 100 mark on the left down to nearly 80 km/h in 2nd to take the upcoming tight right hander. Another straight takes us into the final sector, but be careful as the last part of the straight is a very steep downhill.

Just after the downhill, coming at 280 km/h in 6th, brake down to 150 km/h in 4th and take the upcoming right hander to head into the twisty part of the track. After a short stretch, a long and smooth right hander taken almost flat out at 220 km/h in 5th leads us uphill, with a short stretch to brake down to 160 km/h in 4th and tackle a left hander. Try to round it up, and you will head straight into the last two turns, two slow right handers. The first one can be taken at 120 km/h in 3rd, and keep the speed through the second one before heading to the start/finish straight.

Rome Circuit (R)

The only noticeable change is that the dangerous downhill is now an uphill which has no secret at all. It feels slightly faster than the main layout, specially through the twisty section.

After crossing the start/finish line, we brake as soon as we tackle the right bend, braking from 300 km/h in 6th down to 90 km/h in 2nd for the first of two consecutive left handers. The second one can be taken almost flat out as we head uphill through a flat out right bend into another right bend taken lifting the throttle to control our speed through the following downhill. The following sweeping left hander is taken flat out, and we use the following stretch to brake for the upcoming turn.

Coming at +240 km/h in 5th, we brake down to 155 km/h in 4th to tackle a tight left hander, straight into the right bend coming up that leads into the steep uphill. The straight continues for a while, where we accelerate up to 280 km/h in 6th before we brake upon reaching the right curb down to 80 km/h in 2nd for the tight left elbow.

We exit into another straight, building up speed to pass the banked and sweeping right hander nearly flat out in 5th gear, then brake a bit down to 145 km/h in 4th for the first of two consecutive left handers, and use the short stretch connecting both to brake a bit more down to 120 km/h in 3rd, then accelerate as soon as you can to build up sped through the upcoming flat out bends before we tackle the main straight.

Special Stage Route 5

Track length: 3787,2 m

Turns: 16

Car used: GT-R

Regulated top speed: 340 km/h

This track is located in a fictional location, theorized to be Japan due to the tendency to use highways for racing. It mainly uses a wide highway, but it also uses narrow streets. It has a very long straight of slightly above 1000 meters, more than 1/4 of the track.

Shortly after crossing the start/finish line at +300 km/h in 6th, we brake down to 250 km/h in 5th to tackle a right bend lifting the throttle, and braking again when the car is straight down to 150 km/h in 4th inside the tunnel to tackle the long and slightly banked left hairpin. Exiting the tunnel, we brake down to 135 km/h in 3rd to tackle a right hander, then use the following stretch to brake down to 90 km/h in 2nd for a tight left hairpin. We then pass a flat out right hander, then pass the upcoming left-right chicane by lifting the throttle at 170 km/h in 4th to face a short stretch.

We brake down to 150 km/h in 4th to tackle this blind right-left chicane, which starts in downhill and ends in a steep uphill into the street section. We start braking before the crest, down to 70 km/h in 2nd to tackle the very tight left hairpin beyond it. A flat out right hander in downhill brings us to a stretch we use to brake down to 130 km/h in 3rd to tackle a tight right hander. The exit leads us downhill through an underpass to cross the track and leads uphill again to tackle the last turns.

Once again, we start braking before the crest down to 140 km/h in 3rd to tackle a blind right-left-right combination. Take the left one as straight as you can to brake down to 90 km/h in 2nd for the last right hander, which has a widened exit as we return to the highway. We go uphill, lifting the throttle as we pass through a long right hander that returns us to the main straight. You can use the entrance to the pits as widened track, but don’t abuse it too much or you can crash into the wall.

Special Stage Route 5 (R)

Top speed is reduced to 320 km/h. Feels a ton faster than the main layout, and is also noticeably easier for almost lacking blind turns.

Cruising through the main straight at full speed, we brake upon reaching the pit lane wall down to 130 km/h in 3rd to pass the long left hander in uphill, using the widened exit to accelerate sooner. We continue downhill to brake down to 90 km/h in 2nd for the left-right-left combination, passing the two last turns totally flat out as we head into the underpass.

Once again, brake before the crest of the uphill (this time more to avoid jumping than anything) down to 135 km/h in 3rd for the 90 dgerees left hander coming after it, then continue flat out through the next left hander and brake hard down to 70 km/h in 2nd to tackle the tight right hairpin. After exiting it, we go downhill to face a right-left chicane which ends uphill. Lift the throttle to pass the right one, then head uphill and brake down to 150 km/h in 4th to tackle the left one.

A short stretch leads us to a fast left-right chicane, which we tackle at 170 km/h in 4th just by lifting the throttle, and lift the throttle again for the upcoming left hander so we can brake easily down to 90 km/h in 2nd for the tight right hairpin coming up. We lift the throttle again to tackle a left hander at 130 km/h in 3rd and enter the tunnel to tackle the long right hairpin. You can tackle it keeping the speed at 150 km/h in 4th, or you can shape it like a V using the whole track width to ensure better acceleration on the exit, because remember that after exiting the tunnel through an uphill and flat out left bend we have the long main straight, even if the start/finish line is very close to the tunnel it will help to achieve a higher speed when attempting the first braking point of the next lap.

Clubman Stage Route 5

Track length: 2466 m

Turns: 9

Car used: GT-R

Regulated top speed: 300 km/h

A shortened version of the above circuit. It cuts all the street section, making this track highway only. It has a long straight of 684 meters, more than 1/4 of the total length.

After we face the fast left-right hairpin, we now take a secondary route to the left, meaning we have a wider exit for the chicane, but since it was already flat out in the main layout it makes little difference. We head uphill through the narrow highway exit, braking down to 140 km/h in 3rd to tackle the first left hander, then head through a short stretch into the second left hander, taken at 115 km/h in 3rd as we take advantage od the widened exit to build up speed for the main straight.

Clubman Stage Route 5 (R)

Top speed is increased to 320 km/h. It’s now more flowing than the main layout, so it’s noticeably faster overall.

The exclusive section is now tackled at the start. Right when we reach the pit wall, we brake down to 115 km/h in 3rd to tackle the first right hander, then go through a short stretch and brake down to 140 km/h in 3rd to tackle the second left hander. Its exit leads us downhill as we bend to the left to return to the main layout in time to brake down for the fast left-right chicane.

Special Stage Route 7

Track length: 23280 m

Turns: 24

Car used: GT-R

Regulated top speed: 410 km/h

Again, located in a fictional city, theorized to be in Japan. This track is meant for pure top speed, and runs completely on highways. It’s mostly straight with slight bends and connected with two hairpins at the extremes. It’s available with the adjustable weather option.

We go through one side of the highway at top speed, before we tackle a long left turn that precedes the first braking zone. Heading at +400 km/h as we take the exit of the highway, we brake heavily down to 190 km/h in 4th to tackle the uphill left turn, which is extremely tight. At the peak, heavy breaking is needed once again down to 50 km/h in 1st to tackle the first hairpin, one of the tightest turns in the game. We accelerate again as we go left and brake again down to 90 km/h in 2nd to tackle a downhill right turn in a tight space to return to the highway.

Accelerating through the highway as we keep passing slight bends to any side, even passing right besides the start/finish line with speeds going beyond 400 km/h, we brake down to 270 km/h in 5th to tackle a right turn that leads us into the tunnel. A small left bend inside it precedes a very long straight, seemingly slightly downhill. As we exit the tunnel, we go slightly uphill again, and after a few bends we reach the second heavy braking zone. We brake down to 250 km/h in 5th to tackle the upcoming left turn lifting the throttle to allow for easier braking ahead for the long right hairpin, taken at 90 km/h in 2nd.

We then go left to return to the highway and enter the other tunnel, again going slightly downhill. As we head slightly uphill at the end while tackling a right bend, we brake slightly down to 290 km/h in 5th to tackle a left turn that marks the return into the highway, and we just keep accelerating until we reach the start/finish line.

Original

Fictional circuits, inspired either in fictional or real locations. The former are essentially like the World circuits, while the latter are essentially like the Street circuits. Again, no name is given to the turns, so only the number will be listed.

Mid-field Raceway

Track length: 3562 m

Turns: 13

Car used: GT-R

Regulated top speed: 320 km/h

A very fast track with just a few braking points, Mid-field is perfect for beginners. Powerful and fast cars will have an edge in this track. It’s available with the adjustable time and weather options.

We start the lap cruising the long start/finish straight, which is more than 1/4 of the total length. On the horizon, the first two turns, two nearly 90 degrees right handers. Heading at full speed (+310 km/h), brake hard a little before going under the overpass, shifting down to 3rd gear at around 130 km/h to deal with the first right hander. React very quickly and accelerate as soon as you can, because the following right hander is flat out (try to abuse both the inner and outer curbs as much as you can). A little straight precedes a twisty right-left-right combination taken at high speeds. After the second signal to the left, brake a little and shift down to 4th to take the first right at about 190 km/h. The next two turns are flat out, but in this occasion you don’t need to abuse that much the curbs.

Coming through a short straight at +270 km/h in 6th, brake hard down to 120 km/h in 3rd to take the first right hander, crossing over the track via a bridge. Don’t go too hard on the brakes or you will lock up the tires. Go over the outer curb so you can take the upcoming right hander faster, then go through the tunnel and brake a little at the exit to better tackle the next turn. It’s a long and wide left hander, taken at nearly 140 km/h in 3rd as we keep the speed through the turn. Anticipate the exit of the turn and accelerate quickly for the next straight, which heads downhill.

As we keep accelerating through the downhill, we tackle the upcoming left hander flat out, then brake slightly down to 190 km/h in 4th to tackle the tighter right hander coming up. Ahead of us lies the tightest turn in the track, a sharp and tight left hairpin. Brake hard and shift down to 2nd and take the turn at 80 km/h, accelerating as soon as you see the entrance to the tunnel. As we keep accelerating through the tunnel, we take the last left-right chicane flat out to head to the start/finish straight. This last combination is made uphill, so be careful when exiting the right hander because there’s a possible jump if you go too fast. This point is also the one where the track crosses itself.

Mid-field Raceway (R)

Top speed is reduced to 310 km/h. The changes in uphill and downhill also change the difficult zones of this track. It’s also a bit slower, due to some sections not being flat out anymore and needing more braking.

Right after crossing the start/finish line, we start braking through the uphill down to 180 km/h to tackle the blind left-right chicane in downhill. The chicane leads us to the tunnel, in which we brake down to 80 km/h in 2nd to tackle the tight and banked right hairpin. After it, the uphill starts, with the upcoming left-right chicane taken flat out.

Nearing the end of the uphill, we brake down to 135 km/h in 3rd to tackle the long right hairpin, trying to keep the speed through the whole turn. We then head into the second tunnel, where we brake down to 120 km/h in 3rd to tackle the first of two consecutive left handers, the second one taken almost flat out at 130 km/h still in 3rd.

After a straight stretch, we face a flat out left bend, as we brake down slightly to 200 km/h in 5th to tackle a right-left chicane, abusing any curb in our way to lose minimum speed. After a short straight, we brake down to 155 km/h in 4th to tackle the first of two consecutive 90 degrees left handers, using the short stretch connecting both to brake down to 135 km/h in 3rd to tackle the second turn and head into the long main straight.

Circuito de la Sierra

Track length: 27000 m

Turns: 45

Car used: RS200

Regulated top speed: 280 km/h

A fictional track inspired in the city of Ronda, in Spain, just a mountain away from Ascari Race Resort. It was made available alongside a new game mode inspired in the Ridge Racer series. It’s entirely run on streets, so it has the walls very close to the track in most sections, it’s incredibly long and with countless and sometimes abrupt elevation changes as well as jumps, so it’s a very difficult track to master. It’s available with the adjustable time and weather options.

Cruising through the main straight, we start going uphill through the first right hander, taken flat out at 230 km/h in 5th. We brake down to 160 km/h in 4th to tackle the upcoming blind left hander, and brake again after a short stretch down to 100 km/h in 2nd for a tighter left hander taking us downhill. The right hander ahead is flat out, as we bend to the right and brake a little down to 130 km/h in 3rd to tackle a long left hander in uphill.

The straight after it is a bit in downhill, with a big drop signaling the braking zone to tackle the upcoming left-right combination at 125 km/h in 3rd. We continue through a short stretch and a flat out right hander in uphill, with a big jump at the peak and a smaller one just before the upcoming left turn. Lift the throttle just before the first jump and don’t accelerate until you’re in the middle of the turn, then brake down to 130 km/h in 3rd for the next right hander. The road then goes uphill for another blind left hander, taken at 125 km/h in 3rd, and a short straight leads us to a drop.

As we head downhill through a flat out right hander, we must brake a bit down to 175 km/h in 4th to pass a blind left turn in a steep uphill. The crest ahead makes the car jump as we go downhill again. After passing the 100 mark on the right, brake down to 80 km/h in 2nd to tackle a tight right hairpin, and be careful with the upcoming left hander as it must be taken controlling the speed as we enter a bridge that bends slightly to the right. We have a right-left combination in uphill ahead, which can be taken almost flat out on its first turn and set the car straight to brake for the second turn and take it at 100 km/h in 2nd. Another crest ahead takes us to a steep downhill, with a flat out left-right combination ahead (try using the curbs for maximum width) as we keep accelerating through a straight that bends to the left.

Heading at 230 km/h in 5th, brake once you see all three yellow caution signs ahead down to 80 km/h in 2nd for a tight left turn. The upcoming bridge bends to the left, naturally anticipating a left turn coming right after it as we keep accelerating. The next right turn is flat out, but braking is needed for the second one to tackle it at 130 km/h in 3rd. After it, a long flat out section with several bends, both to the right and to the left, with a couple of ups and downs as well. As we leave behind all the bends, the road straightens as we approach the fastest point of the track.

As we head downhill through the last part of the straight, coming at maximum speed, use the second orange “mark” on the right wall as reference to brake heavily down to 80 km/h in 2nd for the upcoming right hairpin. A steep uphill leads us into an almost vertical left turn taken at the same speed. A crest hides a left turn that can be taken lifting the throttle as we head downhill. A sharp and short left turn lets us adapt our speed for the upcoming long right hander, still in downhill. We then enter a long straight with a big jump that precedes a bridge, after which the road goes slightly uphill again.

Coming at 240 km/h in 5th, we brake down to 140 km/h in 3rd to tackle a blind right turn, after which we go slightly downhill through a double left hander that can easily be taken as only one by passing the first nearly straight and braking for the second down to 85 km/h in 2nd. We continue going downhill through a flat out right hander and entering a bridge that is another flat out turn, this time to the left. Be extremely careful, as you will need heavy braking before exiting the bridge for the next turn, a very tight right hairpin taken at 65 km/h in 2nd. We go slightly uphill and control our speed through the upcoming left hander to tackle a straight bending to the left while in downhill. We pass through a flat out right-left combination slightly uphill, and then we tackle another straight bending to the right as the uphill becomes more steep in preparation for the next turn.

Just after passing the 100 mark on the left as we go uphill at +220 km/h in 5th, we brake down to 65 km/h in 2nd to tackle a tight left hairpin. We continue straight uphill to tackle a longer hairpin, now to the right, at 90 km/h in 2nd. We keep going straight and uphill, and brake down to 110 km/h in 3rd to tackle a blind left turn, with an abrupt hump hiding the next left hander in downhill, taken at 100 km/h in 3rd. We then head downhill, passing two flat out left handers as we tackle a very long right turn. It can be entered flat out, but once inside control the speed and be ready for the uphill exit that hides a tight left turn, taken at 90 km/h in 2nd. We then go through a straight that bends slightly to the right.

The straight heads downhill in its last part, leading us to a left hairpin. Heading at 210 km/h in 5th, we brake upon passing the right barrier down to 90 km/h in 2nd to tackle the hairpin. The exit is a steep uphill, leading to a long right hairpin with a bump in the middle, taken at 90 km/h in 2nd. Right after the bump, we accelerate downhill as we head into the forest to go uphill again, passing through a flat out left turn. The exit is blind, so be careful, because we have a short stretch to brake down to 150 km/h in 3rd to tackle the upcoming right turn. We then go flat out through a left hander and into a beautiful long bridge connecting to the other “shore” of the river.

We brake right below the last tower of the bridge, from +220 km/h in 5th to 90 km/h in 2nd to tackle a tight left turn, leading to a twisty section. A long right turn is ahead, taken just  lifting the throttle, and the upcoming left turn is flat out before we lift the throttle again as we tackle another long right turn in uphill. The next left and right turns are both flat out, as we continue the uphill into the most dangerous turn, a smooth right hander preceded by a big jump, so we must tackle it by lifting the throttle and in a straight line (otherwise we will spin out when landing). A sweeping left turn taken again with the throttle lifted takes us into another suspension bridge.

After the bridge is over, we brake slightly down to 180 km/h in 4th to tackle a smooth right hander in uphill. We then brake slightly without shifting down to pass the next left hander in downhill. The upcoming right hander is again in uphill, this time taken flat out as we keep accelerating through the straight and a sweeping right hander, but heavy breaking is needed once the car is straight again down to 140 km/h in 3rd for the upcoming blind left hander. We keep accelerating as a straight leads us heavily downhill.

We brake upon passing the orange “cabin” to the right, from 240 km/h in 5th to 100 km/h in 3rd, as we tackle a tight right turn that leads us uphill through a flat out left hander. The upcoming long straight starts bending to the right before heading downhill, passing over another bridge. As the bridge starts bending left, we then tackle a long left hander flat out in uphill at nearly 260 km/h in 6th. The turn becomes a bit tighter ahead, so I recommend lifting the throttle and shifting down to 5th to go flat out without worrying about excessive speeds. Once the car is straight, brake down to 150 km/h in 3rd for the next right hander, which also has a decreasing radius as we head downhill. We control the speed through a sharp left turn and the road leads us uphill.

The next left hander is blind, but can be taken lifting the throttle. A steep uphill leads us into a blind left hander at its peak, again taken lifting the throttle, and ends in downhill. We brake down to 170 km/h in 4th to tackle the upcoming right hander, with a massive drop making us jump into the next straight. At its end, a right-left combination in downhill taken at 180 km/h in 4th first, and then at 140 km/h in 4th as we finish the downhill into the main straight.

Apricot Hill Raceway

Track length: 3863 m

Turns: 14

Car used: GT-R

Regulated top speed: 320 km/h

A fictional track through a mountainous landscape. It’s somewhat of an start-and-stop circuit, with many high speed sections and just a couple low speed sections. Elevation changes are very noticeable, making some turns totally blind, so it’s not the easiest of circuits to master. It’s available with the adjustable time and weather options.

Cruising through the main straight at over 300 km/h in 6th, we brake when reaching the outer curb down to 200 km/h in 5th to pass a smooth left bend, then brake again after passing it down to 120 km/h in 3rd to tackle a tighter left hander. We then head downhill into the esses, a combination of four turns. The first one is a right hander in downhill taken at 120 km/h in 2nd, after which comes a smooth left hander in uphill taken lifting the throttle, immediately followed by a blind right hander taken at 130 km/h in 3rd. We exit the esses through one last left hander, this time taken flat out, and we brake close to the turn down to 160 km/h in 4th to tackle a long left hairpin.

We take advantage of the hairpin’s slightly increasing radius to accelerate very soon and build speed for the upcoming straight. Coming at 270 km/h in 6th, we brake when reaching the 100 mark on the left down to 70 km/h in 2nd to tackle a tight right hairpin. After it, we go uphill through a blind left-right chicane, the first turn taken flat out and the second lifting the throttle and abusing the inner curb as we venture downhill.

Still in downhill, we brake down to 130 km/h in 3rd to tackle a left hander, then react quickly to brake down to 110 km/h still in 3rd to tackle a tight right-left chicane immediately after. The exit of the chicane leads uphill, making the last left hander totally blind as we tackle it lifting the throttle at 160 km/h in 4th to enter the downhill main straight.

Apricot Hill Raceway (R)

Top speed is slightly decreased to 310 km/h. Since the elevation changes aren’t steep, the changes in uphill and downhill aren’t very noticeable. Lap times aren’t much affected, and the track feels a bit less trickier than the main layout.

Going uphill through the main straight and getting up to 300 km/h in 6th, we brake when the wall in front is visible beyond the crest down to 160 km/h in 4th to tackle this blind right hander. Its exit leads us downhill into the right-left chicane, taken at 115 km/h in 3rd as we head uphill through a long right hander. We keep going uphill to tackle the next left right chicane, taking the first one lifting the throttle and the second one flat out as it heads downhill.

Right when we see the inner curb of the next turn, we brake down to 70 km/h in 2nd to pass the tight left hairpin. We build speed through the upcoming uphill straight and brake right when we reach the outer curb down to 160 km/h in 4th to tackle a long right hairpin. It has a slightly decreasing radius, so we must keep that speed through the whole turn and only accelerate once we see the exit.

We now head into the esses, entering via a flat out right hander. We brake after passing it down to 140 km/h in 3rd to tackle a blind left hander in downhill, then continue through a nearly flat out right hander and brake down to 110 km/h in 3rd to tackle the last left hander in uphill. We continue uphill to brake slightly down to 125 km/h in 3rd to tackle a right hander, and then continue flat out through the upcoming sweeping right hander to enter the main straight.

Autumn Ring

Track length: 2950 m

Turns: 17

Car used: Kart

Regulated top speed: 180 km/h

A very twisty track, with very few straight stretches. It features an iconic 270 degrees turn nearing the third sector, the trademark of this track. It’s available with the adjustable time and weather options.

Heading slightly uphill after the start/finish line and coming at +170 km/h, we brake after passing the outer curb down to 80 km/h in 3rd to pass the first right hairpin. After a short stretch, a flat out rounded 90 degrees left hander takes us into a double chicane. We lift the throttle to pass the first right-left chicane, and keep the speed through the second left-right chicane, all without needing to shift down from 5th gear. The last chicane takes us into a rounded 90 degrees right hander taken flat out to enter a short straight.

Said straight ends in downhill, as we brake down to 80 km/h in 3rd to tackle the tight right hairpin. Still going downhill, we brake slightly down to 120 km/h in 4th to pass a left elbow, then go through a short stretch to a flat out left hander, noticeably banked. We then pass under the bridge as we tackle the 270 degrees left turn. We tackle it at 105 km/h in 4th, keeping the speed as we go uphill, and accelerate soon to build up speed for the last part of the track.

We head into the following left-right chicane, taken slightly uphill flat out, then lift the throttle a bit to pass the upcoming 90 degrees right hander in downhill at a similar speed. We lift the throttle to pass the upcoming right hander, and from then on we go flat out through a last left-right chicane slightly in uphill to enter the main straight.

Autumn Ring (R)

Top speed is slightly increased to 190 km/h. It’s a bit faster for the changes in uphill and downhill, specially in the iconic 270 degrees turn.

After the start/finish line, we tackle the upcoming left-right chicane in slight downhill flat out at over 170 km/h. We then brake down to 130 km/h in 5th to tackle the rounded 90 degrees left hander taking us uphill. We tackle the first left hander flat out, then lift the throttle a bit for the left-right chicane, as we keep going downhill into the 270 degrees right turn.

Braking down to 100 km/h in 4th after passing the outer curb, we keep that speed through the turn as we head downhill, and accelerate as soon as we can to gain momentum for the short stretch coming after. We tackle the banked right turn flat out, then brake down to 115 km/h in 4th for the right elbow. We then head uphill, braking down to 85 km/h in 3rd to tackle the left hairpin. The straight coming after starts in uphill, but levels after a short while.

We now head into the rounded 90 degrees left hander, taken lifting the throttle without shifting down. We then go through the double chicane, lifting the throttle a bit between each one so we can tackle them at high speeds. We then take the next rounded 90 degrees right turn, again lifting the throttle a bit, and head into the last hairpin. After passing the outer curb, we brake down to 85 km/h in 3rd to pass the hairpin and head downhill into the main straight.

Autumn Ring Mini

Track length: 1281 m

Turns: 11

Car used: Kart

Regulated top speed: 170 km/h

The shortened version of Autumn Ring is even twistier than the main layout. It comprises like 3/4 of the total turns of the main layout, but cutting before the iconic 270 degrees turn. The start/finish straight has been relocated to the second straight of the main layout. It’s available with the adjustable time and weather options.

After the left elbow, instead of continuing straight, we now tackle an exclusive section leading back to the main layout. This exclusive section is comprised by four right handers taken at high speeds. The first one is taken flat out, while the second one is tackled by lifting the throttle. The third one needs a bit of braking, same as the fourth one, but still we cruise this whole section in no less than 4th gear. The last turn brings us to the main layout, right before the double chicane.

Autumn Ring Mini (R)

Top speed is slightly decreased to 160 km/h. Even then, lap times aren’t that affected and the track doesn’t have many changes.

Coming out of the double chicane, brake slightly down to 115 km/h in 5th to tackle the first of the left handers. The upcoming two can be taken at similar speed, lifting the throttle when necessary, and the last one is taken flat out before we brake to face the right elbow.

Kart Space I

Track length: 764 m

Turns: 8

Regulated top speed: 130 km/h

The kart-only track of the game. It’s totally indoor, so the illumination can be weird sometimes. Not excessively complicated, but you must pay attention to some curbs that are higher than the rest.

Coming at top speed at the main straight, we brake down to 60 km/h in 3rd to tackle a tight right hander, abusing the inner curb. After a small jump, we head uphill and brake down to 40 km/h in 2nd to tackle a tight left hairpin, without abusing much the inner curb because it’s very high. We then head downhill to pass a tight right hander at 60 km/h in 3rd.

Another right hander comes immediately after it, taken flat out, as we head slightly uphill through a short straight. We then brake down to 60 km/h in 3rd to pass a tight left hander, leading us to the banked hairpin. Keep the speed at 80 km/h in 4th, and only accelerate after you’ve passed the middle of the turn.

Get the kart straight for the upcoming right hander and brake down to 60 km/h in 3rd to pass it. Keep the speed as you approach the next one, and accelerate through it abusing a bit the curb as you head downhill inside a tunnel and tackle the last right hander flat out, abusing a bit the curb and describing a wide trajectory into the main straight.

Kart Space I (R)

This variant is a bit slower, specially in the section between the hairpin and the main straight. The inversion between downhill and uphill has also made some turns complicated.

Coming at top speed through the main straight, the first left hander is now taken lifting the throttle, as we head uphill through the tunnel. Be careful at the crest, because we need to brake soon after it down to 60 km/h in 3rd for the left handers coming after. We head into the hairpin at 80 km/h in 4th, and keep that speed through most of it.

We don’t need to accelerate very soon this time, since now we have a tight left hander close to the exit, taken at 60 km/h in 3rd. We then head downhill for the twin left handers, the first taken as we brake down to 50 km/h in 2nd for the second one.

We then face a short uphill, as we brake down to 40 km/h in 2nd for the tight right hairpin. We exit the hairpin to go downhill, facing a small jump, then tackle the last left hander at 60 km/h in 3rd to enter the main straight.

Kart Space II

Track length: 657 m

Turns: 7

Regulated top speed: 130 km/h

This version avoids the first left hairpin, going straight to the uphill section. This also makes the first turn smoother.

Due to these changes, the first turn is now a 90 degrees right hander taken at 80 km/h in 4th, again abusing the inner curb. We then go through an elevated platform and into the second 90 degrees right hander, taken at the same speed and abusing the inner curb to go uphill into the hairpin.

Kart Space II (R)

A bit harder for the change in uphill and downhill, but not noticeable in the exclusive section this variant offers.

After the long right hairpin, the first left hander can be safely taken at 90 km/h in 4th. We then face the elevated platform heading to the last left hander, now taken at 75 km/h in 4th since we must control the kart upon exiting the platform (locking up wheels, small jumps…).

Gran Turismo Arena

Track length: 668 m

Turns: 9

Car used: Kart

Regulated top speed: 150 km/h

A small track built inside a stadium. As such, there’s not much space, so the turns are quite close to each other. A bit similar to the Kart Space, but without the elevation changes and jumps. It’s shape reminisces a GT. It’s available with the adjustable time option.

Going through the main straight at top speed, we brake down to 80 km/h in 4th for the long right hairpin. We then go flat out through the upcoming left bend and brake down to 55 km/h in 3rd to tackle a tight right hairpin.

After a short stretch, a 90 degrees left hander taken at 90 km/h in 4th leads into a double left hander, both taken at 60 km/h in 3rd. After them, two consecutive 90 degrees right handers taken at the same speed lead us to a flat out right hander, then we lift the throttle a bit to aim the kart for the next right hander and take it flat out, abusing a bit the curbs to get maximum speed at the only point where we can achieve it, the main straight.

Gran Turismo Arena (R)

Top speed is reduced to 140 km/h. Lap times aren’t much affected, but the initial part is tackled totally different.

Going through the main straight at top speed, we tackle the smooth left hander lifting the throttle and braking down to 100 km/h in 4th for the second left hander. We then brake a bit more down to 60 km/h to pass the two consecutives 90 degrees left handers and then the twin right handers while keeping the same speed. We then tackle the next 90 degrees right turn at 85 km/h in 4th, trying not to abuse the high inner curb.

We brake down to 50 km/h in 3rd after a short stretch to tackle the left hairpin, then accelerate through the flat out right bend and braking down to 80 km/h in 4th to pass the long left hairpin taking us into the main straight. There’s no outer curb this time, so try to stay within the white lines.

Matterhorn Rotenboden

Track length: 3577,8 m

Turns: 15

Car used: RS200

Regulated top speed: 240 km/h

The northern track of this mountainous complex around the Matterhorn, a mountain sitting in the border between Switzerland and Italy. It has a steep uphill section, an incredibly fast and threatening downhill section and several complicated turns. It’s available with the adjustable time and weather options. Due to the many ups and downs, it has a high elevation difference of over 200 meters.

Coming at nearly 200 km/h in 5th, we brake upon reaching the discontinuous line on the left down to 120 km/h in 3rd to tackle a right-left chicane in a steep uphill. The uphill becomes a bit softer as we go through a flat out right-left chicane. Still going uphill, we take a left bend flat out just to brake hard before reaching the highest point of the track down to 60 km/h in 2nd to face a tight and narrow hairpin. Upon exiting it, we start the downhill through the left side of the track.

We use the upcoming right bend to brake down to 120 km/h in 3rd and tackle a downhill left hander. Continuing downhill, we face a long right hander, banked due to the hill, which is safely taken at 170 km/h in 4th and accelerating. We brake a bit before facing a right bend, as the exit is totally blind and we cannot see the next left hander coming. Still, both turns can be safely taken at 175 km/h in 4th, as we continue going downhill. Upon reaching the left bend, start braking down to 70 km/h in 2nd to tackle a tight left elbow to start heading uphill.

We bend slightly to the right while uphill, braking down to 70 km/h in 2nd as we approach the crest to tackle a blind right hander right after it. We then head downhill to tackle another right hander, this time at 80 km/h in 2nd taking advantage of the wider exit. We go flat out downhill through a left bend, then brake down to 100 km/h in 3rd in the road cross to tackle a right turn leading us uphill again. A tight right hander taken at 70 km/h in 2nd is ahead, leading to a very tight and narrow left hairpin under a bridge, taken at 45 km/h in 1st. After it, a banked right turn heading uphill is taken at 65 km/h in 2nd, and then we accelerate through the long flat out left hander before the start/finish line.

Matterhorn Riffelsee

Track length: 3301,6 m

Turns: 15

Car used: RS200

Regulated top speed: 240 km/h

This alternate layout is a bit faster, but it still holds several complicated sections with steep hills. It tackles the downhill of Rotenboden in reverse, so we now go uphill through most of that section. It’s available with the adjustable time and weather options. Again, it has a high elevation difference of over 200 meters.

Upon crossing the start/finish line, the downhill becomes totally steep. We tackle a smooth and long left hander flat out at 210 km/h in 5th, then lift the throttle a bit to pass the upcoming right hander in a more steep downhill at a similar speed. We then head into a very steep uphill, and we use all of it to brake down to 110 km/h in 3rd to tackle a blind and long right hander, which starts at the crest and continues downhill. After a short stretch, we lift the throttle to pass a blind 45 degrees left hander, as we continue going downhill.

After a small bump, we cross the Rotenboden road coming from our right, and at that precise moment, start braking down to 80 km/h in 2nd to tackle a tight right hander, going downhill through its widened exit. We brake on the road cross down to 100 km/h in 3rd for the upcoming right hander, as we head uphill for the next right hander taken at 70 km/h in 2nd. We keep going straight and tackle a very tight left hander at 70 km/h in 2nd, which takes us into a steep uphill that in fact is the downhill we faced in Rotenboden. We bend to the right and start going uphill to build speed for the fast section coming up.

The dreaded right-left chicane can now be taken flat out, and we keep heading uphill for the long, sweeping and banked left hander, also taken flat out at 170 km/h in 4th. The uphill still continues as we build up speed, then brake down to 110 km/h in 3rd to tackle a blind 90 degrees right turn, detaching us from the Rotenboden layout. We continue through a sweeping right hander flat out, then brake after the slight downhill starts down to 100 km/h in 3rd, then head downhill into the start/finish line.

Matterhorn Dristelen

Track length: 3214 m

Turns: 10

Car used: RS200

Regulated top speed: 240 km/h

The southern track uses a small section from Riffelsee, which is also slightly shared with Rotenboden. The rest of the track is a very fast section with both downhills and uphills, making this layout the fastest by far. It’s available with the adjustable time and weather options. As its partners, it has a high elevation difference of over 200 meters.

After crossing the leveled start/finish line, a steep downhill starts. Coming at top speed, we brake down to 170 km/h in 4th to tackle a long and slightly banked left hander, which has an increasing radius and ends in uphill. Be careful, the braking is hard and the turn is fast, so locking up wheels and/or drifting is usual at this point. A steep uphill marks the following straight, which levels after a while just to go uphill again through a set of left handers. The first one is taken at 170 km/h in 4th, then we accelerate during the upcoming leveled straight and then go uphill for a flat out left bend. Still in uphill, we start braking heavily upon passing the inner curb as we bend slightly to the left down to 70 km/h in 2nd to tackle a tight left hander. It has a steep uphill at the exit, hiding a long right hander which, unlike in Riffelsee, we take flat out as we head downhill.

We brake slightly to take a 45 degrees left turn at 160 km/h in 4th as we accelerate downhill. After crossing the Rotenboden road from the right, brake down to 80 km/h in 2nd to tackle a tight right hander. This time, don’t abuse the wider exit, since the wider exit is in reality the entrance to the pits of this layout. We go downhill through a flat out left hander, then brake down to 70 km/h in 2nd to tackle a tight left hander that starts the big downhill. One last left-right chicane, taken flat out as we go downhill, leads us to the start/finish line.

Matterhorn Short

Track length: 771,2 m

Turns: 6

Car used: Kart

Regulated top speed: 160 km/h

This variant uses a small oval-like layout that has the quirk of being used by all the main three variants. It’s essentially the lowest part of the Rotenboden layout, which instead of going uphill following the train goes straight to connect back with the track. It’s available with the adjustable time and weather option.

The start/finish line is located in the section that connects the two “faces” of the Rotenboden layout. As such, right after it, we face a steep uphill through a flat out right hander. When reaching the 50 mark to the left, we brake down to 80 km/h in 3rd as the road goes in a steep downhill through a blind right hander. Abusing the inner curb isn’t strictly needed, but can help if you have good control over the kart. We go downhill a bit more and brake slightly down to 100 km/h in 4th to tackle the next right hander.

Going downhill through a left bend, the road levels through a short stretch, then goes uphill again as we brake slightly down to 115 km/h in 5th to tackle a blind right turn, then go uphill to brake a bit more down to 100 km/h in 4th and tackle the last right hander that leads us to the start/finish line.

Trial Mountain Circuit

Track length: 3982,8 m

Turns: 15

Car used: RS200

Regulated top speed: 250 km/h

A track running through a mountainous zone, with several blind turns, absence of runaways and elevation changes. Easy to memorize but hard to lap fast, this track can be quite the challenge for certain cars.

Right after the start/finish line, we face the first turn, a somewhat smooth left hander taken at 160 km/h in 4th as we head uphill. The following blind right hander can be taken at 150 km/h still in 4th, as we head downhill into the next left hander, taken at 155 km/h. A short uphill leads us into the tunnel, as we brake down to 90 km/h in 2nd to tackle this long left turn with an increasing radius.

After the tunnel, there’s a very big bump, after which we head downhill into the next tight blind right hander, taken at 70 km/h in 2nd. A left bend precedes another blind right hander, this time a bit wider since we take it at 100 km/h in 3rd. A short straight leads us through a tunnel, where we brake down to 110 km/h in 3rd to face a drop into a left hander, then level back to tackle the back straight through another tunnel. There’s a bump at the exit of the tunnel, where the car might jump due to the speed, then we face a steep uphill.

After the crest, we have a short enough stretch to brake down to 110 km/h in 3rd to tackle a banked left hairpin. We then pass through a flat out right hander at +150 km/h in 4th, then face a left bend that leads us downhill for the next right hander, taken at 90 km/h in 2nd. After it, we face a steep downhill, where we brake down to 110 km/h in 3rd to pass a tight left elbow, abusing the inner curb as well as the outer one and the widened track coming after. One last downhill takes us into a left-right chicane. The first turn can be easily taken at 160 km/h in 4th, then accelerate through the second turn and into the start/finish line. You can abuse the inner curb of the first turn, but avoid it in the second because it’s very easy to flip over.

Trial Mountain Circuit (R)

Noticeably faster than the regular layout, but it also adds some tricks due to the jumps and bumps now being closer to the turns and thus being tackled at full speed or while braking.

We start the lap directly braking down to 160 km/h to pass the left/right chicane. Avoid the first inner curb and go almost straight abusing the second inner curb as you accelerate to build momentum for the upcoming stretch. We go steadily uphill, and start breaking right after passing the crest down to 110 km/h in 3rd to tackle a tight right elbow, abusing the inner curb as much as possible. We go uphill again, and brake right after passing the yellow horizontal line on the road down to 90 km/h in 2nd to tackle a tight left hander, then head uphill through a flat out right bend and then downhill through a flat out right bend. Upon seeing the trees on the outside of the next turn, we brake down to 110 km/h in 3rd to tackle this banked right hairpin into the back straight.

Shortly after entering it, we face a crest that heads us into a massive downhill, then a small bump where the car goes airborne due to the speed as we head into the tunnel. The tunnel goes uphill, as we brake down to 110 km/h in 3rd to tackle the drop into a tight right hander, then head through a short tunnel into a blind and tight left hander, taken at 100 km/h in 3rd. A right bend takes us into an even tighter and equally blind left hander, taken at 70 km/h in 2nd.

The uphill after it heads into the last tunnel, which we access after the crest through a very steep downhill. We brake even before the crest, down to 105 km/h in 3rd to tackle a tight right hander in downhill. We keep going downhill until we face the next right hander, lifting the throttle to tackle it at 160 km/h in 4th as we head uphill. The uphill hides a left bend taken flat out, then we head downhill into the last right hander which is taken flat out at +170 km/h before crossing the start/finish line.

Deep Forest Raceway

Track length: 3601 m

Turns: 15

Car used: RS200

Regulated top speed: 250 km/h

Like the name implies, this track runs mostly through a forest. It has several elevation changes, and some complicated turns as well. While powerful cars may benefit here, the elevation changes and many bumps can favor handling above extreme raw power.

After the start/finish line, we face a crest right after going below a bridge. Going at nearly 230 km/h in 5th as we go downhill after the crest, we brake down to 85 km/h in 2nd to pass a left hairpin with slightly increasing radius. We then face a shor but very steep uphill, where the car nearly goes airborne, and go through a flat out left bend to brake shortly after down to 130 km/h in 3rd to tackle a banked right hander. We take the following left hander lifting the throttle to allow for easier braking for the next right turn, taken at 80 km/h in 2nd as we head into the first tunnel.

Going slightly downhill, we brake down to 90 km/h in 2nd to tackle a long right hairpin into another tunnel, going slightly downhill to tackle a flat out left hander that leads us uphill. The crest hides a right bend, which we take straight in downhill to brake down to 130 km/h in 3rd to tackle the long and banked left hander after it. We pass another long left hander at a similar speed, then go on to the back straight, set in a cliff edge. We snake right and left as we go flat out in uphill to tackle the last two tunnels after the crest.

Going downhill through the tunnels and passing a flat out right bend, we brake down to 140 km/h in 4th to pass a rather long and banked left turn, accelerating soon due to its increased radius. We then go flat out at 190 km/h in 5th through a left bend, then brake down to 150 km/h in 4th to tackle a 90 degrees left turn, leading us to the first crest of the main straight as we accelerate towards the start/finish line.

Deep Forest Raceway (R)

It’s a faster layout, for having more flowing turns. The changes in uphill and downhill don’t have a big effect, but still lap times are noticeably lower.

Going downhill after the second crest of the main straight, at nearly 230 km/h in 5th, we brake down to 165 km/h in 4th to tackle the 90 degrees right hander, then go flat out through the upcoming right hander before braking down to 140 km/h in 4th to pass the long and banked right hander into the tunnels of the back straight.

Heading uphill through a left bend within the tunnels, we go beyond the crest taking a flat out right hander that leads us downhill as we keep accelerating. Going at +220 km/h in 5th, we brake down to 120 km/h in 3rd after the left bend to tackle a long right hander, then keep the speed as we pass through the second right hander, visibly uphill and banked. We bend to the left side to tackle the crest and go uphill flat out through a right bend that leads us uphill again through a tunnel. We brake when the car is straight, down to 80 km/h for the left hairpin that leads us into the last tunnel.

We go slightly downhill as we brake down to 90 km/h in 2nd to tackle a banked left turn, then accelerate through a flat out right hander, abusing the inner curb if necessary. The next left hander is blind, so it’s recommended to lift the throttle to pass it, then a flat out right hander takes us into a short but very steep downhill, where the car nearly goes airborne. We brake right below the Gran Turismo banner down to 85 km/h to tackle this decreasing radius right hairpin, then accelerate uphill over the first crest of the main straight and into the start/finish line.

Grand Valley Speedway

Track length: 4944,8 m

Turns: 18

Car used: GT-R

Regulated top speed: 320 km/h

A rather long track, running through an stadium and an outer zone consisting of a valley of sorts, with mountains close to the track and tunnels crossing them, as well as an iconic bridge connecting two mountains. It has a very long straight, and it has a high average speed through the lap.

Heading at +300 km/h in 6th through the main straight, we face an uphill left bend, in the middle of which we start braking down to 105 km/h in 3rd to pass a tight right hairpin. We head slightly downhill and pass a sweeping left hander flat out at 230 km/h in 6th, then brake down to 170 km/h in 4th to tackle a blind and sweeping right hander into a flat out left hander, with an expanded inner curb we can abuse for bigger width. We keep heading downhill until we brake down to 70 km/h in 2nd to tackle a tight and slightly banked right hairpin, then head uphill again.

We brake down to 160 km/h in 4th to tackle the first of two consecutive left handers. We use the short stretch connecting both to brake down to 110 km/h in 3rd to pass the second one, heading downhill through a flat out right turn abusing the inner curb, then braking again down to 115 km/h in 3rd to pass a tight right hander, again abusing the inner curb, and brake even more down to 75 km/h in 2nd to tackle a tight left elbow. We then accelerate through a tunnel bending to the right, and brake right before the exit down to 95 km/h in 2nd to tackle a tight left hander into a second tunnel, which goes downhill through a right hander taken lifting the throttle. Use the widened exit for bigger width and go faster through the bridge.

After the bridge we enter one last tunnel, braking down to 140 km/h in 3rd to tackle a long right hairpin. Upon exiting it, we face a very tight left-right chicane, taken at very low speeds. We tackle the left one at 80 km/h in 2nd, then tackle the wider right one at 90 km/h still in 2nd and abuse the expanded outer curb to accelerate soon. We bend to the left as we approach the last sweeping right hander, taken at 195 km/h in 4th abusing the outer curb as we enter the main straight to build up speed before crossing the start/finish line.

Grand Valley Speedway (R)

The changes in uphill and downhill almost mean no change to the track. Lap times aren’t different, and average speed through a single lap may even increase a small bit.

Cruising through the main straight at full speed, we brake right before passing under the last banner down to 180 km/h in 4th to pass a sweeping left hander, abusing the outer curb if necessary. We then go straight into a flat out right bend, and brake as soon as the inner curb starts down to 80 km/h in 2nd to tackle a tight left-right chicane, then go into the tunnel lifting the throttle to keep the speed through the long left hairpin. We head outside the tunnel, going straight through the bridge and braking as soon as it’s over to tackle the next two tunnels.

We enter the first tunnel to go uphill through a left hander taken at 110 km/h in 3rd, then brake as soon as we exit it down to 100 km/h still in 3rd to tackle a tight right hander into the second tunnel, which bends to the left. Right when the left sidewalk ends, we brake down to 80 km/h in 2nd to tackle a tight right hairpin, then lift the throttle through a left hander abusing the expanded outer curb. We tackle one last left hander flat out before we head uphill into two consecutive right handers, the first one taken at 120 km/h in 3rd and the second one totally flat out as we head downhill.

We brake when the outer curb starts down to 75 km/h in 2nd to tackle a tight and slightly banked left hairpin, then go uphill through a blind but flat out right hander, abusing the expanded inner curb. We then brake down to 180 km/h in 4th for the upcoming sweeping left hander, and tackle one more sweeping right hander flat out as we reach a short stretch. Braking as soon as the outer curb starts, we pass the last left hairpin at 100 km/h in 3rd, then go flat out through a right bend and slightly downhill into the main straight.

Grand Valley East

Track length: 2998 m

Turns: 11

Car used: GT-R

Regulated top speed: 320 km/h

This variant cuts a big portion of the main track. The first cut happens right after the start, taking a shortcut through the valley, and the second one cuts the bridge and mountains to return to the stadium. With the new circuit length, the main straight of 820 meters now makes more than 1/4 of the total length, and has an even higher average speed than the main variant for cutting several hairpins in favor of straight-forward exclusive sections.

The first shortcut is right after the right hairpin in the stadium. Instead of heading left, we go straight to face an uphill and a blind and flat out left bend. Once the car is straight, brake down to 170 km/h in 4th to tackle the right hander beyond the crest, then head downhill through a flat out left bend to retake the main course right after the two consecutive left handers.

Cruising through the first tunnel, we now stay to the left side, braking right before we exit it down to 135 km/h in 3rd to tackle a sweeping right hander that starts a downhill, with a flat out left bend preceding the braking zone for the next right hander, taken at 130 km/h in 3rd and abusing the outer curb. We’re now back into the main course, right in time to tackle the last right hander flat out and head into the main straight.

Grand Valley East (R)

The changes in uphill and downhill are very noticeable in the exclusive versions, turning them totally blind. For this, they aren’t taken that fast, making lap times slightly slower and lowering the average speed through the lap.

After the first sweeping left hander, we brake a bit more down to 130 km/h in 3rd to tackle a left hander that leads us uphill, with a blind and flat out right hander coming next, and braking a bit down to 140 km/h in 3rd to pass the last left hander before the track levels and we enter the only bridge of this variant.

Going uphill after the flat out left hander, we continue straight through a right bend, then lift the throttle to take the upcoming right hander, and head downhill through a right bend to retake the main course again as we head into the hairpin.

High Speed Ring

Track length: 4000 m

Turns: 6

Car used: GT-R

Regulated top speed: 340 km/h

The name couldn’t be more self explanatory. Very few turns, never going below 100 km/h, and long flat out sections mark this semi-oval track with 2 turns to the right and 4 to the left, almost all banked so they can be taken even faster than usual. It only has three real braking zones, so we go pedal to the metal through most of the lap. Keeping the similarities with Monza, it’s a start-and-stop circuit. The main straight is almost 1/4 of the total length, and it has a separate entry for adjustable weather.

Coming at full speed, we drop into the banking of the first long left hander. It has a decreasing radius, a turn inside the turn if you want to name it that way, which is located right where the side banners start and must be taken at 285 km/h without shifting down. Going uphill to exit the banking, we enter a short straight leading to the next turn. Braking a bit before passing down the bridge down to 180 km/h in 4th, we pass this banked left hander to head into another short straight, going through a bridge and crossing some kind of river.

When the bridge ends, we brake to enter the slowest section of the track consisting of a non-banked right-left chicane. The right one is taken at 135 km/h in 3rd and the second one is taken at similar speed, using the wider exit as we enter the tunnel and keep building speed. Exiting the bridge, just two turns remain. The first is a flat out right bend, after which we brake down to 185 km/h in 4th to tackle the last banked left hairpin, keeping the speed through most of the turn and accelerating as soon as we can see the multicolored outer wall up ahead to enter the main straight.

High Speed Ring (R)

Top speed is increased to 360 km/h. As such, in a track like this, lap times improve considerably. We even go pedal to the metal for +25 seconds, since the banked right hander after the bridge up to the braking for the first turn, with the last turn of the track in between.

Cruising through the straight at top speed, we brake when the left wall changes down to 190 km/h in 4th to tackle a long and banked right hairpin, as we accelerate through a flat out left bend into the tunnel. Before we exit the tunnel, we brake down to 135 km/h in 3rd to tackle the right-left chicane coming up and enter the short straight with the bridge.

We build momentum for the last braking zone of the track, located shortly before the turn starts. Brake down to 185 km/h in 4th to tackle this banked right hander and get ready to go pedal to the metal from now on. Build up speed through the short straight before the last turn, tackle it flat out without fear and use its increasing radius to keep accelerating through this banked turn and head into the main straight at full speed.

Cape Ring

Track length: 7070 m

Turns: 28

Car used: GT-R

Regulated top speed: 310 km/h

An spectacular test track, hosting almost everything we can think about, including a massive 360 degrees turn. It can be divided in several variants, a fact made clear throughout the lap with the colored asphalt and the change in colors in the curbs. Rivals in length to Spa, and though it isn’t as fast, it could be considered as tricky saving some differences.

Cruising through the main straight and coming at 290 km/h in 6th, we brake down to 95 km/h in 2nd to tackle a left hairpin. We head uphill into a banked right hander, taken by lifting the throttle as its exit leads us downhill. We brake down to 130 km/h in 3rd for the next left hander, immediately followed by a right hander taken almost flat out with its exit leading uphill. We tackle an uphill and flat out left hander and brake shortly after passing the crest down to 100 km/h in 3rd to tackle a blind left-right chicane. The second turn is taken flat out as it leads us steeply uphill, and after going nearly airborne at the crest, we brake down to 70 km/h in 2nd to tackle a tight left hairpin, after which comes a short stretch.

After the stretch comes a very long and slightly banked left hander. We enter it flat out, but try to keep the speed at 200 km/h in 5th throughout the turn, and accelerate shortly after the inner curb appears. We lift the throttle to pass a fast left-right chicane, letting the car gradually lose speed before we accelerate again through the short stretch coming up. Once we reach the colored asphalt to our left, brake down to 180 km/h in 4th to tackle a smooth right hander, and brake shortly after it down to 130 km/h in 3rd to tackle a tight left hander in uphill. We brake before the crest down to 100 km/h in 3rd for the tight right elbow that precedes the next straight.

We now face a set of three consecutive right handers leading to a tight right-left chicane. We take the first right hander at 170 km/h in 4th, then brake a bit more to tackle the next one at 130 km/h in 3rd. The last one is flat out, and then we brake down to 90 km/h in 2nd for the tight chicane. A short straight leads us into a tight left hairpin, taken at 70 km/h in 2nd. A flat out right bend takes us into a sweeping and banked left hander, taken at 180 km/h in 4th, and we head uphill for a massive jump. After landing, we have a short stretch to brake down to 175 km/h in 4th to tackle the spectacular 360 degrees left hander. It’s noticeably banked and goes slightly downhill, but since it’s a perfect circle try to keep the speed constant through the whole turn.

We accelerate out of the “doughnut” and head uphill to brake down to 165 km/h in 4th to tackle a tight left hander in uphill, continuing through a nearly flat out right hander. The crest can make us jump as we head downhill. We brake as soon as the outer curb starts down to 160 km/h in 4th to tackle a banked left turn, then lift the throttle a bit for the next left hander and slight braking down to 130 km/h in 3rd for the rounded 90 degrees right hander that leads us back to the main straight.

Cape Ring Inside

Track length: 2475 m

Turns: 11

Car used: GT-R

Regulated top speed: 280 km/h

This layout covers the inner part of the complex. It eliminates the hairpins so the long and banked turn can directly lead into the new main straight. It’s run in reverse direction compared to the main layout, so approaching the turns is totally different now.

Shortly after crossing the start/finish line, we brake upon reaching the outer curb down to 90 km/h in 2nd to tackle a tight left elbow. Its exit leads us downhill, where we tackle a long and smooth right hander at 130 km/h in 4th, then tackle a left bend using the colored asphalt as an expansion of the track so we can go flat out.

After a short straight, we face a very fast left-right chicane preceding a very long and banked left hander. Brake down to 185 km/h in 4th to pass the first turn of the chicane, then go flat out through the second turn and lift the throttle to let the car decelerate naturally until you reach 200 km/h and keep the speed through the whole turn.

Once the turn starts going uphill to get rid of the banking, accelerate to build momentum for the next short straight. When passing besides the pit entry, brake down to 110 km/h in 3rd to pass a tight right-left chicane, then pass the two upcoming left handers without exceeding 145 km/h in 4th. The last left hander is totally flat out, and leads us back to the main straight.

Cape Ring Periphery

Track length: 4600

Turns: 15

Car used: GT-R

Regulated top speed: 300 km/h

This layout uses only the external part of the complex. It hosts the original main straight, but eliminates the hairpins to continue straight into the 360 degrees turn. As with Inside, this layout is run in reverse direction compared to the main layout, making it totally different.

Cruising through the main straight, we brake down to 120 km/h in 3rd to tackle a tight 90 degrees left hander. We then head uphill through a flat out right hander, using the very short stretch after it to lift the throttle and pass the next right hander still in uphill at 170 km/h in 4th. We brake slightly as we approach the crest to avoid jumping, and then tackle the flat out blind left hander in downhill. We lift the throttle to pass a smooth right hander after it, then head into the “doughnut”.

Being noticeably banked and going slightly uphill, we keep a constant speed of 170-180 km/h in 4th throughout the turn, and accelerate once we see we pass over the track. We head into a steep uphill, with a big jump at the crest that will require us to lift the throttle to land safely. After landing, we brake down to 175 km/h in 4th to tackle a smooth right hander while aiming downhill, and then head flat out through a left hander.

We face yet another crest, so we must lift the throttle to ensure we don’t jump out of control. Right after the crest, we go downhill through a flat out left hander, and brake as soon as the car is straight down to 100 km/h in 3rd for a tight right hander. A short straight, which leads downhill in its last part, leads into a flat out right hander while in downhill. After it, we brake down to 160 km/h in 4th to tackle an uphill left hander, then brake a bit more down to 130 km/h in 3rd for a long right hander. Another long left hander taken at 150 km/h in 4th leads us downhill into the last turn, a tight right hander taken at 85 km/h in 2nd, after which comes again the main straight.

Cape Ring North

Track length: 3839 m

Turns: 18

Car used: GT-R

Regulated top speed: 260 km/h

This layout covers the upper half of the complex. Since it uses parts of both Periphery and Inside and runs in its same direction, I see no need of repeating each layout, so I’ll simply aim to the points where both layouts are connected to create this one.

We start in the Inside layout, using the inner main straight. Just after two turns, where we should take a flat out left hander, we brake hard down to 60 km/h in 2nd to tackle a very tight right hairpin that brings us to the Periphery layout, just right before the first turn.

After the big jump, where we should tackle a flat out left hander in Periphery, we instead brake down to 65 km/h in 2nd to tackle a tight right hairpin, which takes us back to the Inside part right where the pit entry is located.

Cape Ring South

Track length: 3231 m

Turns: 12

Car used: GT-R

Regulated top speed: 290 km/h

This layout covers the lower half of the complex. It comprises the original main straight and uses most of the main layout up until the iconic long and banked turn. Contrary to the other partial layouts, this one isn’t run in reverse direction, making it exactly like the main layout.

After the fast left-right chicane after the famous long and banked right hander, we brake heavily down to 50 km/h in 2nd to tackle a very tight left hairpin that leads us back to the main straight.

Eiger Nordwand Short Track

Track length: 2436 m

Turns: 11

Car used: Kart

Regulated top speed: 190 km/h

A fictional track located in the north side of the mountain Eiger, in the Swiss Alps. As the name implies, it’s a rather short track with several hairpins, where top speed really doesn’t matter much. Also, if used for endurance races, the pit stop is strangely long and not located near the start/finish line. It has a separate entry for adjustable weather.

The main straight is steeply downhill, with a small crest right after the start/finish line and a massive slope a bit after it. Keep the kart in a straight trajectory through the slope, and brake down to 70 km/h in 2nd after passing the pit entry. At this speed, we tackle a tight right hairpin, immediately followed by an even tighter left hairpin in downhill, taken at 60 km/h still in 2nd. It has an increasing radius, so we accelerate soon as we head downhill into another rigth hairpin, taken at 80 km/h in 3rd. We keep going downhill to pass a left hairpin at 90 km/h in 3rd abusing the inner “curb” for a more straight trajectory into the wooden bridge.

After the bridge, we go through a rather long flat out left hander, and use the following straight stretch to brake down to 110 km/h in 4th for a long right hairpin. It ends slightly in uphill, as it leads us through the tunnel into a long and flat out left hander.

After the tunnel, we pass through a smooth right hander taken flat out. It’s taken in a steep uphill, so be careful to not lose control of the kart. We then go through a rather long left hander, still flat out, as we head uphill passing straight through a couple of bends. We brake down to 100 km/h in 4th to pass the last right hairpin, and take a left bend into the start/finish line.

Eiger Nordwand Short Track (R)

Top speed is increased to 200 km/h. The start/finish line has been relocated to the short uphill preceding the long hairpin. It’s obviously faster, because the fastest point of the track now goes downhill, and it’s also easier to take since the slope in the main straight is now at the start of an uphill and thus tackled at much less speed, being much less of a problem than before.

Heading downhill through a left bend, we tackle the rather long right hander flat out. We lift the throttle a bit to safely pass the now-blind left hander in steep downhill at +160 km/h in 6th as we head into the tunnel.

Still going downhill through a long right hander, we exit the tunnel at +190 km/h in 6th to brake down to 120 km/h in 4th for the long left hairpin. We keep accelerating through the now levelled road, passing flat out a right turn and heading into the bridge. Be careful, the kart will jump when entering the bridge for the surface change, so you might want to lift the throttle a bit to sacrifice speed and gain control.

After the bridge, the uphill starts. We go through a left bend as we brake down to 70 km/h in 3rd to pass the first right hairpin. We brake down to 65 km/h in 2nd to tackle the upcoming left hander, then head uphill again for the next right hairpin. It has a decreasing radius, so it’s rather hard to tackle properly. Brake down to 55 km/h in 2nd to pass it clean, then head into the following left hander at 65 km/h in 2nd. We accelerate through the main straight, tackling the couple crests flat out in a straight trajectory, and use the right bend in uphill to brake down to 100 km/h in 4th to tackle the last left hairpin and head downhill through a flat out right bend into the start/finish line.

Special Stage Route X

Track length: 30283,2 m

Turns: 2

The longest track in the game, but also the simplest. Two awfully long straights connected by two long and banked hairpins, taking place at what seems to be a dock of sorts. There’s nothing to say here, as you will only need to brake when driving a very fast car, since the hairpins can be safely taken at nearly 400 km/h. The only quirk is the elevation the first straight has, as if something passed under the track before the hairpin, but such elevation isn’t present on the other straight. It’s available with the adjustable time option.