World

These circuits exist in the real world, and you yourself can enter them and do a lap with your car or bike (exceptions exist, though). They generally have large run-off areas, curbed turns and sometimes banked turns as well.

Generally, real circuits have their turns named after many things: sponsors, locations, important people, elements found around the track… Some are also given unofficial names, while others take the name of what they represent. It’s easier for me to refer to turns for its name, so I’ll use them when possible. In some cases the straights are also named, just for easier reference for drivers, so I’ll use these names as well.

Red Bull Ring

Track length: 4318 m

Turns: 9

Car used: GT-R

Regulated top speed: 300 km/h

Located in Austria, it has had several sponsors over the years, Red Bull being the latest, in their attempt to return this circuit to the F1 championship (where Red Bull competes and has won four of the last six championships). It has some complicated turns, mainly Castrol Edge, Remus and Rindt; you can easily lose more than a second there if not done well. It’s also a start-and-stop circuit, being nearly oval if it wasn’t for the two left handers it has. It’s available with the adjustable weather option.

Right after the start, we head slightly uphill at +270 km/h, and before reaching the 100 mark on the left brake hard and shift down to 3rd gear to tackle Castrol Edge, a tight 90 degrees right hander, at slightly above 100 km/h. After it comes a long flat out section with a couple bends, first to the right and then to the left. It is when performing this left bend when we start going uphill again, coming at +280 km/h and braking hard upon reaching the 150 mark on the left, shifting down to 2nd and tackling Remus at barely 70 km/h. The turn itself, an incredibly sharp right hander, is made still in uphill, and the inner curb is very high, so try to avoid it.

We head downhill through another flat out section, again with two bends, first to the right and then to the left. Heading at nearly 280 km/h, brake hard upon passing the 150 mark on the left (or the white horizontal lines in the ground, for better reference) and shift down to 2nd to pass Schlossgold at 70 km/h. After this rather sharp right turn, we face the unnamed turn 4 to go a bit more right at full speed, shifting up to 5th. Ahead of us, the first left hander turn awaits, so brake hard upon reaching the 50 mark on the right to pass Rauch at 120 km/h in 3rd. We go downhill a bit more to face the second and last left hander, braking a bit and shifting down to 3rd again to pass WürthKurve at 140 km/h.

Ahead of us awaits the unnamed turn 7, a flat out right hander which takes us uphill again. You will see a darker patch of asphalt in the ground, so brake after it ends because the next turn is totally blind. Heading at 260 km/h in 5th, we brake hard and shift down to 4th to pass Rindt at 150 km/h, trying to not abuse the outer curb. As we go downhill, we brake a bit more and shift down to 3rd to pass Red Bull Mobile at 120 km/h, trying to use as much as the inner curb as you can so you can tackle the start/finish straight at the highest possible speed.

Red Bull Ring Short Course

Track length: 2336 m

Turns: 6

Car used: Kart

Regulated top speed: 190 km/h

This layout cuts the top section of the track. The start-finish straight makes up nearly half the total length, 939 meters. As its main version, it’s available with the adjustable weather option.

As in the main layout, we start an uphill after the start/finish line leading into Castrol Edge. Heading at nearly 180 km/h, we brake upon reaching the 50 mark on the left side and shift down to 4th to pass the turn at 110 km/h. Try to stay away from the inner curb or you will literally go flying. We then head into the semi-straight, but just after the right bend we brake down to 110 km/h in 4th to pass turn 2, a long right hander in slight downhill that connects with the main circuit right before WürthKurve.

Since we come out of the exclusive turn, WürthKurve can be taken flat out shifting up to 5th, and we tackle the right hander ahead of it flat out as well, shifting up to 6th and struggling to get the poor kart uphill. We brake a bit before getting to Rindt, passing it at 160 km/h still in 6th gear and trying to not abuse the outer curb, and we head downhill for Red Bull Mobile. We brake a bit and shift down to 5th to tackle it at 130 km/h, avoiding the inner curb to not take risks and tackling the start/finish straight at full speed.

Brands Hatch GP 1980s

Track length: 4206 m

Turns: 9

Car used: RS200

Regulated top speed: 240 km/h

One of the many racetracks in the UK, probably the third most famous after Silverstone and Donnington. In this decade, it was home for the British F1 Grand Prix. Besides Paddock Hill Bend, this circuit isn’t excessively complicated. It’s available with the adjustable time and weather options.

Cruising through the peak of Brabham Straight, though it’s not actually a straight and it’s also off-camber, we brake upon reaching the II mark on the left to tackle the blind Paddock Hill Bend at 130 km/h in 3rd gear. The exit of the turn is heavily downhill, but soon after we go uphill again through Hailwoods Hill. Right below the advertisement bridge, we brake and shift down to 2nd while still in uphill until we finally see Druids Bend. We take this right hairpin at 70 km/h and accelerate as soon as we can because we’ll need some momentum for the next part.

Ahead of us, slightly downhill, lies Graham Hill Bend, another off-camber left turn which we take almost flat out at above 130 km/h in 4th, as we head left through Cooper Straight. Coming at 180 km/h, we brake upon seeing the inner curb of the next left hander, known as Surtees, which is rather long and heading uphill. We tackle it in 2nd at 90 km/h, and start accelerating when we cross the horizontal sector line in the track. We then go to the outside part of the circuit through the woodland, heading slightly right to Pilgrim’s Drop, where as the name implies we go heavily downhill, and then we start going uphill again through Hawthorn Hill.

Heading at 220 km/h, we start going slightly uphill, and we brake upon reaching the II mark on the left to tackle the upcoming Hawthorn’s Bend, a long right hander taken at 130 km/h in 3rd. Going through Derek Minter Straight, we head into Westfield Bend, braking slightly to pass it at 120 km/h in 3rd. The inner curb can be somewhat abused to use more width to prepare the upcoming section. We go slightly downhill and then head into Dingle Dell, which is a flat out right hander while in uphill, which leads to the blind Sheene Curve. Brake upon seeing the inner curb in the right and shift down to 3rd to pass it at 110 km/h.

Exiting Sheene, we head into Stirling’s Bend, a 90 degrees left hander taken at 100 km/h in 3rd. A short straight leads us out of the woodland, and we brake before the tarmac runaway on the left to tackle the off-camber Clark Curve at 110 km/h. After it, we head again into Brabham Straight, going slightly uphill in preparation for another lap.

Brands Hatch Indy 1980s

Track length: 1937 m

Turns: 5

Car used: Kart

Regulated top speed: 190 km/h

This layout cuts more than half of the big circuit. It’s available with the adjustable time and weather options.

Cruising through the peak of Brabham Straight, we slightly brake and shift down to 5th to tackle Paddock Hill Bend at 150 km/h. After the downhill at the exit, we start to go uphill through Hailwoods Hill at 160 km/h and brake down to 80 km/h in 3rd to tackle Druids Bend. After the right hairpin, we go slightly downhill and pass through Graham Hill Bend at full speed, and we continue accelerating through Cooper Straight.

Surtees is ahead, but this time, it’s just a short left turn, so no need to brake as we don’t even start the uphill. We go straight into McLaren, a long right turn while in uphill, and brake slightly down to 110 km/h in 4th to tackle Clearways, the right turn that connects with the main track again right at Clark Curve, so we go downhill flat out and face Brabham Straight again to start a new lap.

Brands Hatch GP

Track length: 3916 m

Turns: 9

Car used: RS200

Regulated top speed: 240 km/h

This is the current version of the track. Graham Hill Bend was made noticeably sharper and slower, and the woodland section has seen some modifications as well. It’s available with the adjustable time and weather options.

Exiting Druids Bend, we head slightly left before finally tackling Graham Hill Bend. It’s now taken at 100 km/h in 3rd, but thanks to the extended curb at the exit we can still gain enough momentum for Cooper Straight.

As mentioned, the other changes are in the woodland, between Hawthorn’s Bend and Sheene Curve. Exiting Hawthorn, we can see that Derek Minter Straight was made slightly wider as we approach Westfield Bend. It is now taken at 110 km/h in 3rd, with the new inner curb not allowing as much abuse as the old one. Dingle Dell is now a double right hander, the first one covering up a bit of what the old Westfield was, and the second one is the old flat out right hander heading into Sheene. This last turn has also been modified, being slightly sharper but with an inner curb that can be abused, so we can now pass it slightly faster. The distance between Dingle Dell and Sheene has also been noticeably shortened, so the braking for the latter is now made while in uphill.

Brands Hatch Indy

Track length: 1944 m

Turns: 5

Car used: Kart

Regulated top speed: 190 km/h

The current short version.It’s available with the adjustable time and weather options.

The only change in this track is the aforementioned Graham Hill Bend. After exiting Druids and heading slightly downhill, we brake on the right side curb down to 120 km/h in 4th. It’s noticeable how sharper this turn is compared to its old version, as it was flat out in 5th previously.

Goodwood Hillclimb

Track length: 1867 m

Turns: 7

Car used: Kart

Regulated top speed: 180 km/h

Probably the most important meeting for racing enthusiasts, the Goodwood Festival of Speed gathers racing and road cars from all over the globe and from every decade and competition you can think of. The Festival of Speed reproduced in the game is just a mere glimpse of what happens at this meeting every year. It has separate entries for the 2014 and 2015 versions, but the only change is the monument dedicated to the Festival’s theme. Both are available with the adjustable time and weather options. Since this isn’t technically a circuit, just a point-to-point race through the property of Lord March, the turns aren’t named. Also, it’s the only track in the game, excluding the moon stages, that is point-to-point instead of a closed circuit. Therefore, it’s only available in Arcade mode in Time Attack, as no races can be held.

Right after we’re given the start, we notice how tight the course will be. Right under the first bridge, we brake down to 115 km/h in 4th to pass turn 1, a sweeping right hander without any curbs. Next up comes another sweeping right hander, which is taken flat out at +140 km/h in 5th, with what appears to be a curb of sorts at the exit. The road snakes right and left while we still accelerate until we get to turn 3, the first left hander.

Right at the access road to the right, we brake down to 110 km/h in 4th to pass turn 3 and start heading uphill in a long and sweeping left turn. We no longer have a grass runaway to the left, we directly have straw bales. As we go on, we also lose the grass runaway on the right to be totally enclosed by straw bales, and it is here where we tackle turn 4, a very fast but also dangerous right hander. It can be taken flat out, but due to how narrow the track is at this point, the timing is very hard. The left barrier is now a brick wall, as we take turn 5 flat out, a triple-apex left turn.

Heading into an open zone again, we brake a bit before turn 6, a fast right hander taken at 130 km/h in 5th. Enclosed again by straw bales at each side, the track becomes extremely narrow in the following straight. Heading to an open zone again, we see the straw bales lining up again to enclose us as we tackle the smooth left hander that is turn 7 flat out, and an enclosed and tight straight leads us to the finish line.

Mount Panorama Motor Racing Circuit

Track length: 6213 m

Turns: 23

Car used: GT-R

Regulated top speed: 340 km/h

More commonly known simply as Bathurst, this long racetrack is one of Australia’s jewels. It is actually a street circuit, when not in use all roads are open to the public for no charge, which explains why it has such tight zones.

This circuit is very complete: long straights, fast turns, twisty sections… It even has a high elevation difference of 174 meters. All these traits make this track unique for modern standards, but it also lacks enough safety measures to ensure powerful racing cars can race there. It’s available with the adjustable time and weather options, possibly a wink to the famous endurance races hosted there.

Cruising through Pit Straight up to 230 km/h, we brake hard down to 90 km/h in 2nd gear to tackle Hell Corner, a 90 degrees left hander. Try to use the whole width of the track, because ahead of us lies Mountain Straight, with a length of more than 1 km, and you will need as much momentum as possible. The straight is slightly uphill for the most part, but we eventually face a drop just to continue uphill right after, all of this still accelerating up to 300 km/h.

Upon reaching the access road to the left, brake hard down to 110 km/h in 3rd to tackle Griffin’s Bend, an uphill and off-cambered right turn that starts the long uphill through the mountain. After this point, we lose the grass runaways to be fully enclosed by fences. Ahead of Griffin’s lies The Cutting, a double left hander. The first can be taken with slight braking at 170 km/h in 4th, but the second one is very narrow and complicated, needing heavy braking down to 80 km/h in 2nd. The exit of the turn starts a very steep uphill heading to Reid Park, the name given to three consecutive turns. The first one is a right hander, totally blind due to the uphill, but can be taken almost flat out. The next right hander can be taken by slightly lifting the throttle and preparing the last left hander to be taken flat out. Ahead of us lies Sulman Park, an uphill left turn preceded by a steep drop, making it nearly blind. Stay to the right to prepare the turn, take advantage of the small margin before hitting the fence and brake down to 170 km/h in 4th. After this, a crest blinds the entrance into McPhillamy Park, a sweeping left hander with a runaway made of gravel. It’s very similar to Sulman Park, but timing the braking zone after the crest can be hard.

Ahead of us lies Skyline, the highest point of the track. The right turn it represents starts the downhill back to the original altitude. Taken at 160 km/h in 4th, we now head into The Esses, a combination of snaking turns all made downhill. The first left hander can be taken flat out, but brake down to 110 km/h in 3rd for the next right hander. The next left hander is totally blind, so brake down to 80 km/h in 2nd and be careful with the steep gradient or you will end upside down. The following right hander can be taken flat out as we accelerate downhill for the final part of The Esses, a flat out left hander into a downhill right hander, braking down a bit to 160 km/h before the final drop into Forrest’s Elbow (named because Jack Forrest, a motorcycle rider, scrapped his elbow while taking the turn, though the turn itself does look like an elbow from above).

Forrest’s Elbow is very sharp, needing heavy braking while downhill down to 80 km/h in 2nd. After it, a short straight with a flat out left bend takes us into the nearly 2 km long Conrod Straight. You can see the crest the uphill up ahead creates, and slightly ahead begins the most spectacular part of the track, named The Chase. It starts with a flat out right hander taken at 340 km/h, one of the fastest turns in the whole game, and then we brake hard while in uphill down to 80 km/h in 2nd to tackle the upcoming left hander. The last turn comprising The Chase is a flat out right hander, which takes us downhill into the last turn and lowest point of the track, Murray’s Corner. When you get to the pit curb by the left, brake down to 80 km/h in 2nd to tackle this left hander and go slightly uphill through Pit Straight to start another lap.

Silverstone GP Circuit

Track length: 5891 m

Turns: 18

Car used: GT-R

Regulated top speed: 300 km/h

The so called Home of British Motor Racing. Stablished in an old aerodrome from the WWII, the circuit is almost totally plain, as well as being very wide and with long run-off areas. It’s available with the adjustable time and weather options.

Cruising through the main straight, with the Silverstone Wing building visible at our right, we head into the right hander of Abbey. We brake down from 250 km/h in 6th gear to 175 km/h in 4th, and accelerate as soon as we can because Farm is up ahead, and it’s a flat out left hander. Heading at nearly 240 km/h, we brake heavily down to 70 km/h in 2nd to pass the tight right hander of Village Corner, just to slightly brake again down to 60 km/h to pass the even tighter left hander that is Loop. From here on, we go pedal to the metal for the next +10 seconds, passing the flat out left hander Aintree (abusing the inner curb to avoid lifting the throttle, but be ready to counter oversteer) and into Wellington Straight.

Heading at 280 km/h, brake upon reaching the right curb down to 110 km/h in 3rd to tackle the left hander Brooklands. Keeping the car in 3rd gear, we tackle the long right hairpin of Luffield at 100 km/h. Upon seeing the outer curb, accelerate and build momentum as we pass through the flat out right hander Woodcote into the old pit straight. Heading at 270 km/h, brake down to 170 km/h in 4th to tackle the right hander Copse. We now head into the most iconic point of the track, the section of Maggotts, Becketts and Chapel, a succession of five turns. The first left hander can be taken by simply lifting the throttle at 250 km/h in 6th and get the car ready to brake a bit down to 170 km/h in 4th to pass the following right hander, if possible abusing the inner curb. Lift the throttle a bit to pass the next left hander at 150 km/h still in 4th and brake down to 130 km/h in 3rd to tackle the right hander up ahead. Upon seeing the final left hander ahead, pedal to the metal to pass it flat out and head into Hangar Straight for +20 seconds without lifting the throttle.

Hangar Straight goes slightly uphill nearing the following turn in the only real elevation change of the track. Coming at full speed, we brake heavily down to 140 km/h in 4th to pass the right hander Stowe, and go downhill back to normal level through Vale, going slightly left before reaching Club. Upon reaching the right curb, brake heavily down to 85 km/h in 2nd to pass the first left hander, then pass the following right hander at slightly higher speed and pass the final right hander at nearly full speed (don’t abuse the inner curb, is a bit too high) to return to the main straight and start a new lap.

Silverstone National Circuit

Track length: 2639 m

Turns: 6

Car used: GT-R

Regulated top speed: 300 km/h

What could be called the “old” section of Silverstone, or even the West variant.Covers all the section from Aintree to Maggotts. It’s available with the adjustable time and weather options.

We still enter Maggotts at full speed, but brake harder after the left hander because the upcoming right hander is now tighter to connect with Aintree. Therefore, we brake down to 95 km/h in 3rd to pass this right hander and slightly right again to enter Wellington Straight.

Silverstone International Circuit

Track length: 2978 m

Turns: 9

Car used: GT-R

Regulated top speed: 300 km/h

The “new” Silverstone or the East variant, covering the revamped first sector and the new pits, with the Silverstone Wing shining magnificently. It covers the section from Chapel to Loop. It’s available with the adjustable time and weather options.

After Village Corner, we tackle the left turn that should be Loop, but this time is more sweeping and thus can be taken flat out. We enter a small straight bringing us to a 90 degrees right turn, taken at 100 km/h in 3rd, and we appear right above Chapel ready to tackle the full speed Hangar Straight.

Silverstone Stowe Circuit

Track length: 1738 m

Turns: 9

Car used: Kart

Regulated top speed: 180 km/h

A small circuit located inside the Silverstone. As you might have guessed for its name, it’s located within the infield of the International circuit. Being a small and basically a karting track, it has no named turns. It’s available with the adjustable time and weather options.

Cruising through the main straight, we tackle the first right-left chicane. Be careful on exceeding track limits, because it can be taken by simply lifting the throttle since the kart has extreme turning skills. We then head slightly right to tackle the tight left hairpin ahead. Brake down to 70 km/h in 3rd and accelerate as soon as the outer curb is seeable. It’s a painted curb, so it can be greatly abused.

We go slightly right as we accelerate through the long back straight up to 170 km/h. Upon seeing the inner curb, this time a real one since now we have grass runaways, brake down to 95 km/h in 4th to tackle the left hander ahead. We now enter a very twisty section, comprising half the turns of the track. Brake slightly down to 100 km/h in 4th for the starting right hander and brake a bit more down to 75 km/h in 3rd for the upcoming left hander. After a short straight, we face a fast right hander, flat out with proper timing and abuse of the inner curb, to face a long left hairpin ahead, braking down to 70 km/h in 3rd. Right when we see the pit building, it’s pedal to the metal through the right bend before crossing the start/finish line.

Willow Springs International Raceway - Big Willow

Track length: 3951 m

Turns: 10

Car used: RS200

Regulated top speed: 250 km/h

Included in the game to celebrate its 60 years of activity, the Big Willow is the main track in this motor racing complex. It stays true to its original layout, so it looks kind of outdated compared to other tracks. Some names for turns are unofficial but accepted worldwide, so I’ll be using them as well. It’s available with the adjustable time and weather options.

Cruising through the main straight at nearly 240 km/h, we brake down to 130 km/h in 3rd to tackle Castrol Corner, the first left hander. Up ahead is the double apex, slightly uphill right hander The Rabbit’s Ear, taken at 150 km/h in 4th and controlling the speed because the exit of the turn is nearly blind.

Ahead of us lies The Omega, a combination of turns with a great height difference. The first left hander is taken at 100 km/h in 3rd, as we keep going uphill for another double apex right hander, which has a decreasing radius. We can tackle it by lifting the throttle, but we must brake down to 80 km/h in 2nd as the radius tightens. We now head downhill through a flat out right hander and brake down to 100 km/h in 3rd to tackle the final left hander of The Omega and head to the fastest section of the track.

We go uphill again to pass the right hander bump called Monroe Ridge, which is flat out at 160 km/h in 4th. Downhill again, we accelerate further to pass another flat out turn, the left hander Repass Pass, at +210 km/h. The Sweeper is ahead, a nearly flat out right hander that can be taken at 220 km/h in 5th, and after a short straight braking down to 160 km/h in 4th, we tackle the last right hander The Dip and accelerate as soon as we can to build momentum and reach the start/finish line far ahead.

Willow Springs International Raceway - Streets of Willow Springs

Track length: 2675 m

Turns: 14

Car used: Kart

Regulated top speed: 180 km/h

Another of the tracks within the Willow Springs complex. It’s heavily twisty and has noticeable elevation changes, as well as a unique banked turn which is the only one with a proper name. It’s available with the adjustable time and weather options.

After the start/finish line, we head on to the first turn, a flat out right hander taken at nearly 170 km/h in 6th. Going slightly uphill as we keep accelerating, we then brake hard down to 70 km/h in 3rd to tackle the tight right, banked elbow of turn 2. We then head downhill to tackle the double apex left hander that is turn 3. Brake down to 90 km/h in 3rd to pass the first apex and control the speed through the second one as it can be taken nearly flat out already in 4th gear.

Heading uphill again, we tackle turn 4, a tight right hander taken at 80 km/h in 3rd, and control the speed through the left hander of turn 5 in 4th. The sweeping right hander of turn 6 and the even faster left hander of turn 7 are both taken flat out, accelerating up to 150 km/h in 6th before tackling the Bowl Turn.

This long right hairpin, with a banking of 20 degrees taken at 90 km/h in 3rd, has an increasing radius, meaning we can accelerate while still doing the turn to tackle the upcoming straight at high speed. We pass through a small crest in the flat out right hander that is turn 9 at above 170 km/h in 6th and head downhill without lifting the throttle through the left hander of turn 10, until we finally brake down to 90 km/h in 3rd to tackle the left hander turn 11. The upcoming right hander of turn 12 is taken flat out at +120 km/h, and we then brake down to 90 km/h in 3rd to tackle the tight left hander of turn 13 leading us into the Skid Pad that makes turn 14 a long right hairpin. Due to the slightly increasing radius, just like in Bowl Turn, we can accelerate in the middle of the turn to tackle the main straight at full speed.

Ascari Race Resort

Track length: 5425 m

Turns: 23

Car used: RS200

Regulated top speed: 250 km/h

A private track for testing and fan-traffic purposes, since it lacks homologation to host competitions. It’s made of rehashes to reminisce parts of other circuits, so it’s totally unoriginal. For these reasons, the owners haven’t even bothered in naming the turns. It’s available with the adjustable time and weather options.

Going slightly uphill right after the start/finish line at nearly 220 km/h in 5th, we brake upon reaching the 100 mark on the left down to 130 km/h in 3rd to pass the first right-left chicane in uphill. Abusing the inner curbs is necessary to go as straight as possible and thus lose minimum speed. A crest makes the entrance to turn 3, a tight left turn with a bump in the middle taken at 70 km/h in 2nd. Turn 4 is ahead, a flat out left hander taken as we gear up to 3rd, and we then approach turn 5, another 3rd gear left hander taken at 110 km/h. Right after it lies turn 6, a right hander taken at the same speed, which precedes a short straight before facing turn 7, another 3rd gear right hander taken at 130 km/h.

Ahead of us lies the right elbow turn 8, taken at 60 km/h in 2nd, one of the slowest turns in the game. It goes uphill in the exit as we approach turn 9, a long left hairpin taken in downhill at 70 km/h in 2nd but with a slight increase in radius that lets us accelerate very soon. The sweeping right hander of turn 10 is ahead, taken at 120 km/h in 3rd as we approach the double-apex left hander of turn 11 taken at the same speed. A short straight leads us to turn 12, a left elbow taken at 65 km/h in 2nd, after which comes the fastest section of the track. A straight leads us to turn 13, a flat out right hander, followed by another straight and another flat out right hander, turn 14.

Heading at 240 km/h, we use the straight stretch after turn 14 to brake heavily down to 110 km/h in 3rd to tackle turn 15, a smooth right hander going slightly uphill. Ahead of us lies a left-right-left combination in uphill, but the first two turns can be taken flat out in a straight line by abusing the inner curbs before we brake slightly to face turn 16, the left hander atop the chicane with a noticeable banking at 100 km/h in 3rd. As we head downhill, the right-left combination of turns 17 and 18 take us uphill again as we take them simply by lifting the throttle. Turn 19 is a blind right hander taken at 120 km/h in 3rd as we approach the left hander of turn 20 to take advantage of its banking and increasing radius to take it flat out. Just as it ends, brake down to 100 km/h in 2nd to take the left hander of turn 21 in downhill. Ahead of us, the long and smooth turn 22 is a flat out right hander, using the outer runaway for more width, and another almost flat out right hander with a wide outer runaway marks turn 23 and the entrance into the start/finish straight.

Daytona International Speedway

Track length: 4023 m

Turns: 3

Car used: GT-R

Regulated top speed: 380 km/h

One of the most famous tracks in the US, home to several important races. This is the main oval track, the original track if you want, with its then-unique three turn layout. It has a separate entry for adjustable time and weather.

Being an oval track, it hasn’t got much secret. The start/finish line bend can be tackled at full speed, which means nearly 360 km/h. Brake down a little down to 340 km/h to tackle the first turn flat out and use the same approach for the second turn.

Needless to say, going at such high speeds means you need to control the car very good, or you will spin out and crash with ease. Try to get the hold of the track and keep the throttle down for as long as you can, and only then you will be able to produce competitive lap times.

Daytona Road Course

Track length: 5729 m

Turns: 14

Car used: GT-R

Regulated top speed: 350 km/h

The layout used for the mighty 24 hours race. It uses nearly all of the oval track, coupled with an infield section with some interesting turns. Only three sections are named, so the rest will use their corresponding number. It has a separate entry for adjustable time and weather.

Just right after crossing the start/finish line, a flat out bend taken at +340 km/h, we must brake hard close to the inside of the track, down to 190 km/h in 4th to enter the infield to our left. Once we put our car straight into the infield, we brake again down to 90 km/h in 2nd to tackle the first left hander. Turns 2 and 3 are a right-left chicane which is taken flat out, but be careful with the wall delimitating the pit exit to the left. Heading at +220 km/h in 5th, we brake hard down to 75 km/h to tackle International Horseshoe, which is a right hairpin. Take advantage of the widened exit to accelerate sooner and build momentum for the next turn.

Turn 5 is a sweeping left hander, taken at 200 km/h in 4th, so a little braking is needed. The next right hairpin, Pedro Rodriguez, does need heavy braking, going down to 85 km/h in 2nd. After it, a short straight precedes turn 7, a tight left hander taken at 90 km/h in 2nd. We now head into the oval, which represents turn 8, and we go flat out through it and the upcoming straight.

Heading at +330 km/h in 6th, brake upon leaving behind the tarmac infield to the left, down to 160 km/h in 4th to tackle the four turns that comprise Bus Stop. The first left-right chicane can be done in 4th gear by abusing the curbs to go as straight as possible, and we keep the speed for the second right-left chicane to return to the oval, which represents turn 13, and is done flat out. We keep accelerating through the turn and then head into the start/finish bend to start a new lap.

Indianapolis Motor Speedway

Track length: 4023 m

Turns: 4

Car used: GT-R

Regulated top speed: 350 km/h

The first permanent motor circuit ever built in America, and just the second to be built in the whole world behind Brooklands, from which it is said they got the inspiration from. Its quad-oval shape is unique, and it’s relatively flat by US standards (just look at Daytona’s banking and judge for yourself).

The track simply has three parts: the main and back straight (each at 1 km long), four rounded 90 degrees turns and two short straights perpendicular to the long ones. The main straight leads to turn 1, a short straight to turn 2, the back straight to turn 3, a short straight to turn 4 and back in the main straight. Speeds of nearly 350 km/h can be reached in the long straights, while the short straights allow up to 290 km/h top speed, and all turns are taken at 250-260 km/h. Contrary to Daytona, though, this time we do brake and gear down when attempting turns, which adds a bit of difficulty to the track.

Indianapolis Road Course

Track length: 4192 m

Turns: 13

Car used: GT-R

Regulated top speed: 350 km/h

The infield course built for the Formula One. It uses part of the oval, which made it quite complicated for the extreme F1 single-seaters, to the point the race saw 14 withdrawals in one edition because the tires didn’t resist the full race with the presence of the banked turn. It’s interesting to note that this time the lap is run clockwise, while in the oval is run anti-clockwise.

Cruising at full speed through the main straight at nearly 340 km/h in 6th, brake upon leaving behind the wall for the pit lane in the right (still some distance until the 150 mark is reached, hence this reference) down to 90 km/h in 2nd to tackle the starting right-left chicane. The left one can be taken slightly faster at 110 km/ in 3rd, so simply lift the throttle upon reaching it. Turn 3 is ahead, a long and sweeping right hander taken flat out, and brake down to 100 km/h in 3rd again before entering the next right hander turn 4.

Slight braking down to 140 km/h is needed before tackling turn 5, a right hander that takes us into the first left hairpin at 100 km/h. Turn 7 is also taken at 100 km/h, and after it comes the back straight. Heading at 250 km/h in 5th, we brake upon reaching the bridge down to 85 km/h in 2nd to tackle turn 8, a left hander taking us into a double hairpin. The first is to the right, taken at 60 km/h in 2nd, and the second is to the left, taken at the same speed.

Ahead of us lie the three last turns of the track, all of them to the right. Turn 11 goes first, taken at 90 km/h in 2nd. It has an increasing radius, meaning we can accelerate sooner, something much needed because turn 12 is flat out as we head into the oval. Controlling our speed, we go through turn 13 at 260 km/h in 5th and enter the main straight for another lap.

Autodromo Nazionale Monza 1980s

Track length: 5802 m

Turns: 14

Car used: GT-R

Regulated top speed: 340 km/h

The Temple of Speed, as we call it in Europe, and the third permanent motor circuit in the world after Indianapolis and Brooklands. Home of long straights and tight chicanes in an attempt to reduce speeds, it’s a basic start-and-stop circuit at full throttle through at least 75% of the lap. This version was used since the mid-1970s up to the early 1990s, with very slight changes throughout the 1990s until it was finally remodeled with the new millennium.It’s available with the adjustable weather option.

Cruising through the main straight, we head slightly right to face VariantedelRettifilo, a double left-right chicane. Heading at 330 km/h, we brake hard upon reaching the 150 mark on our top right down to 100 km/h in 3rd to face the first chicane. Abuse the curbs as much as you can, going straight is essential in this layout. The second chicane can be taken almost flat out, just controlling the speed and once again abusing the curbs to go as straight as possible. We then accelerate through a short straight and throughout Curva Grande, a long and sweeping right hander, and still going on through a small straight before the next chicane.

Right after passing the bridge, at nearly 300 km/h in 6th, we brake hard down to 90 km/h in 2nd to tackle VariantedellaRoggia, a left-right chicane. Again, abuse the curbs to go as straight as possible and build up speed for the upcoming short straight. Ahead of us are Curve di Lesmo, two right handers. Brake upon seeing the inner curb down to 150 km/h in 3rd to tackle Lesmo 1, taking advantage of the slight banking to keep accelerating, and brake slightly upon reaching the outer curb for Lesmo 2 and tackle it at 170 km/h in 4th. We then go into CurvadelSerraglio, a flat out left hander taken in 6th gear as we keep accelerating downhill to go under a bridge and head uphill again for the next chicane.

Heading at +300 km/h, brake before reaching the banner down to 130 km/h in 3rd to tackle VarianteAscari, a left-right-left combination. Abuse the curbs on the first left hander to lose minimum speed, then go flat out through the right hander abusing a bit the curb and again abuse the curb at the final flat out left hander to tackle the back straight. Heading at 310 km/h, brake upon reaching the 100 mark on the left (or the green carpet patch, if you need an easily recognizable reference) down to 130 km/h in 3rd to tackle the mighty CurvaParabolica, a long right hairpin. It has an increasing radius, so seconds after tackling it we can start to accelerate at full throttle and enter the main straight again.

Autodromo Nazionale Monza

Track length: 5793 m

Turns: 12

Car used: GT-R

Regulated top speed: 340 km/h

The current layout of the Temple of Speed. It had slight changes in some turns, but it’s most obvious change is in the first chicane. Again, a start-and-stop circuit at full throttle through at least 75% of the lap. It’s available with the adjustable weather option.

At the main straight, heading at 330 km/h in 6th, brake hard upon passing the 200 mark on the left down to 80 km/h in 2nd to enter the rebuilt VariantedelRettifilo. It is now a left-right chicane, but considerably slower than in the past, so much so that the second turn is even slower than the first, taken at merely 65 km/h. Again, abuse the curbs to go as straight as possible. The following straight has been shortened and the upcoming Curva Grande has now a tighter radius, but nonetheless we still go flat out until we reach the bridge before VariantedellaRoggia.

Heading at 300 km/h in 6th, we brake hard down to 80 km/h in 2nd to tackle the much tighter left-right chicane. Abusing the curbs once again, we then head into Lesmo 1, which is now blind partially due to the inner wall and noticeably slower as it must be taken at 140 km/ in 3rd. Lesmo 2 is a bit farther away, but also slower as it must be taken at the same speed as Lesmo 1.

From here on, the circuit remains unchanged from its past self, at least track-wise. CurvadelSerraglio is still flat out, Ascari has the same braking references and turn speeds and the same applies to Parabolica.

Autodromo Nazionale Monza (no chicanes)

Track length: 5754,8 m

Turns: 10

Car used: GT-R

Regulated top speed: 350 km/h

A very simple change from the main track, as we bypass VariantedelRettifilo. Due to this, now the main straight is well above 1000 meters.It’s available with the adjustable weather option.

Since we bypass the first chicane, this means we go at full speed directly into Curva Grande. Heading at 350 km/h, we brake down to 260 km/h in 5th as soon as we rejoin the main track to tackle the long right hander. The rest of the circuit stays the same.

Twin Ring Motegi - Super Speedway

Track length: 2413 m

Turns: 2

Car used: GT-R

Regulated top speed: 330 km/h

Built to attract American competitions to Japan and to improve the performance of Japanese manufacturers and/or engine providers for those competitions, this Super Speedway, aside from being the only one of its kind in the island, has an egg-shape form with very low banking, meaning braking will be necessary here.

Heading to turn 1 at +300 km/h, we brake slightly down to 240 km/h in 5th to tackle turn 1, the longer and wider one. Accelerating through its exit and the back straight up to 320 km/h in 6th, we brake after passing the 100 mark on the left down to 210 km/h in 5th to tackle turn 2, a bit tighter than the first, and accelerate as soon as we can to enter again the main straight.

Twin Ring Motegi - Road Course

Track length: 4801 m

Turns: 14

Car used: GT-R

Regulated top speed: 290 km/h

Built on a “lower” level than the speedway, this track serves mainly as a testing field for motorbikes (Honda, its builder, is a dominant force in top-notch motorcycle competitions). As such, it’s a start-and-stop track, with several straight-to-hairpin sections. It has a separate entry for adjustable time and weather.

Cruising through the main straight at 250 km/h, going slightly uphill, we brake upon passing the 100 mark on the left down to 110 km/h in 3rd to tackle turns 1 and 2, two right handers in quick succession forming a hairpin. We accelerate through the next straight slightly downhill up to 250 km/h again and brake upon passing the 100 mark on the right down to 75 km/h in 2nd for turn 3, a tight left hander heading to turn 4, a flat out left hander leading into another straight.

Going again near 250 km/h, we brake before reaching the 100 mark on the left down to 80 km/h in 2nd to tackle turn 5, a tight right elbow leading us under the oval and to the “outer” part to go slightly uphill again. Turn 6 is ahead, a flat out right hander taken at 200 km/h in 5th, and we then brake upon seeing the outer curb to prepare for the S Curves, a left and right snake-like combination. The left hander can be taken at 130 km/h in 3rd, while the right hander is taken a bit slower, at 120 km/h still in 3rd.

V Corner is ahead, which is a very tight left elbow tackled at 75 km/h in 2nd, as we accelerate through the following short straight and brake hard for Hairpin Curve, a tight right hander of presumable shape taken at 70 km/h in 2nd. We then accelerate through Downhill Straight, which references the elevation change happening after the first half. Heading at 280 km/h in 6th, we brake while in downhill upon passing the 150 mark on the left down to 80 km/h to tackle turn 11, a tight 90 degrees right hander. Passing under the oval again to return to the “inner” part, we tackle two left handers in quick succession, first turn 12 by lifting the throttle at 160 km/h in 4th and braking slightly down to 120 km/h in 3rd for turn 13, abusing the curb when possible. The last turn, Victory Corner, is ahead, a tight right hander taken at 85 km/h in 2nd that leads us uphill again through the main straight.

Twin Ring Motegi - West Course

Track length: 1490 m

Turns: 6

Car used: Kart

Regulated top speed: 190 km/h

A semi-oval track, with only one turn to the left. It basically connects the first two straights, so it only has two clear braking points.

Cruising through the mainstraight at +170 km/h in 6th, we brake slightly upon passing the 50 mark on the left down to 115 km/h in 4th to tackle the first double right hander of turns 1 and 2. We then accelerate through the second straight again beyond 170 km/h in 6th and brake upon passing the 100 mark on the right down to 90 km/h in 3rd to tackle turn 3, the right hander of the exclusive section. We head downhill, accelerating through turn 4, the only left hander in the track, and taking turn 5 flat out before rejoining the main track just in time to brake slightly down to 90 km/h in 3rd and tackle Victory Corner to return to the main straight.

Twin Ring Motegi - East Course

Track length: 3422 m

Turns: 11

Car used: GT-R

Regulated top speed: 290 km/h

This version removes the main straight used in all other tracks, putting the start of the lap in Downhill Straight instead.

The exclusive section of this track starts after crossing under the oval after Downhill Straight. Right under the bridge, we brake to tackle the exclusive right hander at 115 km/h in 3rd, then tackle the upcoming left hander at a similar speed and after an uphill we take a right-left chicane almost flat out and abusing the curbs if possible to return to the main track in the third straight.

Tsukuba Circuit

Track length: 2045 m

Turns: 8

Car used: Kart

Regulated top speed: 190 km/h

A rather small circuit, one of many present in Japan. Probably not the best known worldwide, but it does have fame for its Time Attack competitions at a national level. It’s available with the adjustable weather option.

The main straight goes slightly uphill on its last part as we go flat out at 170 km/h in 6th. The first turn is absolutely blind, and being a right hairpin makes it quite complicated. Brake down to 80 km/h in 3rd as soon as the inner curb is seeable, and accelerate quickly to build momentum. Turns 2 and 3 are ahead, the first being a flat out left hander and the second being a flat out right hander. Once we put the kart straight again, brake down to 80 km/h in 3rd for the slightly banked left hairpin of turn 4.

A short straight leads us to turn 5, a rounded 90 degrees right hander taken simply by lifting the throttle at 130 km/h in 5th. We continue accelerating through turn 6, a long double-apex left hander, and brake as soon as the kart is in a straight down to 80 km/h in 3rd to tackle turn 7, a tight right hairpin. We accelerate very soon to tackle a relatively long straight and then face turn 8 flat out. Since it’s a long right hairpin, simply because of steering, the kart will lose momentum, so it’s recommended you shift down to 5th while still pedal to the metal so the kart can tackle the main straight after it with a bit of power.

Fuji Speedway F

Track length: 4563 m

Turns: 13

Car used: GT-R

Regulated top speed: 340 km/h

Currently owned by Toyota, Fuji could be called the “Oriental Temple of Speed” for its spectacular straight: at nearly 1500 meters long, the main straight makes up almost 1/3 of the total length. However, renovations in 2003 drastically reduced the speeds through the last sector, affecting the entry speed into the long straight and thus the achievable top speed.

Cruising through the main straight at +330 km/h in 6th, we brake hard upon reaching the 200 mark on the left down to 80 km/h in 2nd to tackle the first turn, a right elbow with the exit being downhill. Passing through a flat out right bend, we head into Coca-Cola Corner at nearly 240 km/h in 5th. Brake upon passing the 100 mark on the right down to 140 km/h in 3rd to pass this 90 degrees left hander and go into turn 3, a very long right hairpin at 160 km/h in 4th. Try to stay to the right to anticipate the Hairpin, name given to the very tight left hander ahead. It will need heavy braking almost when the car is straight down to 80 km/h in 2nd.

Hairpin has an increasing radius, meaning we can accelerate very soon and gain speed for turns 5 and 6, two flat out right handers. The second one is taken while in downhill as we descend towards Dunlop Corner, a very tight right hander. Heading at 270 km/h in 6th, brake upon passing below the Dunlop banner down to 55 km/h in 2nd. Turn 8 ahead can be taken flat out since we won’t build much speed, and we start the ascension back to the starting height. We pass the smooth right hander of turn 9 flat out and brake when the inner curb is seeable for the blind right hander of turn 10, passing it at 100 km/h in 3rd. We go through the left hander of turn 11 lifting the throttle in 3rd and brake upon seeing the inner curb for the tight left hander of Netz Corner, passed at 85 km/h in 2nd. A short straight leads to the decreasing radius Panasonic Corner, taken at 80 km/h in 2nd, and we’re back on the main straight with the last 1000 meters being pure straight to utilize last-lap slip stream wins.

Fuji Speedway GT

Track length: 4526 m

Turns: 11

Car used: GT-R

Regulated top speed: 340 km/h

A slight variation in the current layout for Fuji Speedway, cutting a small section in the third sector.

The cut section starts in Dunlop Corner. heading at 270 km/h in 6th, we brake as usual below the Dunlop banner, but this time the barking isn’t as hard because now we can tackle Dunlop Corner at 130 km/h in 3rd, due to being just a 90 degrees turn now. Cutting the first twisty section of the sector, a short straight leads us up into the next right hander before Netz Corner.

Suzuka Circuit

Track length: 5807 m

Turns: 20

Car used: GT-R

Regulated top speed: 310 km/h

Built by Honda in the 1960s, Suzuka is the pinnacle of Japanese circuits. With its figure eight layout, quite unique in the world, the many iconic turns it has, a main straight over 1000 meters in length, constant ups and downs… It requires both skill and speed to be mastered, both at a high level I should say.

It has a total of three entries: this one for Suzuka Circuit, the same track with adjustable weather and a 2014 version with adjustable time and weather. Changes in the 2014 version are merely aesthetical.

Going slightly downhill through the main straight at +300 km/h in 6th, brake before reaching the horizontal white line in the ground down to 170 km/h in 4th to tackle First Curve, name given to the first two right handers of the track. Once you get the car straight, brake hard down to 100 km/h in 3rd to tackle the second right hander (locking up the wheels is very easy here because the braking zone is tight) and be ready to enter the S Curves, a snaking section with gradually lower speeds. The first turn, to the left, can be taken at 160 km/h in 4th, the following right hander at 130 km/h in 3rd, the next left hander at 140 km/h in 4th and the last right hander at 120 km/h in 3rd. This last turn is taken downhill, so the entrance is totally blind. Ahead lies Dunlop, a very long left hairpin taken in uphill at the entrance at 150 km/h in 4th. Due to its increasing radius, we accelerate as soon as we hit the outer curb and fly through the rest of the turn flat out.

Heading at 240 km/h in 5th, brake before the 50 mark on the left down to 170 km/h in 4th to tackle Degner, two consecutive right handers. The first one is very fast, and both the inner and outer curbs must be abused to lose minimum speed. We then head downhill and brake down to 100 km/h in 3rd to tackle the second right hander, again abusing the curbs. We go through the bridge as we keep accelerating, going slightly uphill and tackling a blind right hander flat out at nearly 220 km/h in 5th. Once the car is straight, brake hard down to 60 km/h in 2nd to tackle Hairpin, a very tight left hander. Again, locking up the wheels is very easy because of the massive deceleration. We then enter a long and sweeping right hander which has a small downhill section in between, which we tackle flat out and accelerating until we get straight again and then brake down to 120 km/h in 3rd to tackle Spoon, a double left hander. The second one is a tad slower, at 100-110 km/h still in 3rd, and gets us downhill and later uphill for the upcoming straight.

Going at nearly 300 km/h in 6th, passing over the bridge we crossed before, we brake a bit to tackle the dreaded 130R. It’s a sweeping left hander taken at 215 km/h in 5th, once again abusing the curbs because losing speed here can be your downfall. As we go uphill at the exit, we brake as soon as the asphalted runaway ends to the right down to 65 km/h in 2nd to tackle Casio Triangle. It’s a very tight right-left chicane with relatively high curbs taken at low speeds. After Casio Triangle, one last downhill in the form of a long right hander taken flat out takes us to the main straight.

Suzuka Circuit East Course

Track length: 2243 m

Turns: 9

Car used: RS200

Regulated top speed: 260 km/h

This version cuts all the figure eight, leaving basically the starting section and connecting again to the main straight. Despite this, the main straight, at 800 meters long, makes up more than 1/3 of the total length.

Heading down the main straight at nearly 240 km/h, brake upon reaching the horizontal white line in the ground down to 145 km/h in 4th to pass the first right hander, and then brake again when the car is straight down to 100 km/h in 3rd to pass the second right hander. Leaving behind First Curve, we now head into the S Curves.

The first one to the left can be taken at 130 km/h in 3rd, while the following right hander can be taken by simply lifting the throttle. The next left hander can be taken at 120 km/h still in 3rd, and the last blind right hander in downhill is taken at 110 km/h once again in 3rd.

Dunlop is ahead, and we tackle the uphill at 120 km/h, and shift down for the first time in like 30 seconds when approaching the exclusive section. It’s a tight right hander taken just before the uphill of Dunlop ends, so it’s rather blind at the entrance. Taken at 85 km/h in 2nd, control the speed as we tackle one more right hander connecting back to the main straight where we can go flat out again.

Mazda Raceway Laguna Seca

Track length: 3602 m

Turns: 11

Car used: RS200

Regulated top speed: 230 km/h

A rather small but iconic track in the US, home to a very unique turn feared and respected by everyone. This track has the particular trait to favor early braking before entering turns, something most commonly found in motorcycle circuits. It’s somewhat tight, so abusing the curbs is necessary to make a wide trajectory and lose minimum speed.

After crossing the start/finish line we face a steep uphill, making the entrance to the first left hander totally blind. Try to approach the inner side as you get to the peak of the crest and pass it flat out at 200 km/h in 5th. Brake upon passing the 4 mark on the right down to 70 km/h in 2nd to tackle Andretti Hairpin, a tight double left hander. Accelerate as soon as you can, and brake when passing the 2 mark on the left down to 100 km/h in 3rd to pass turn 4, a rounded 90 degrees right hander. A short straight leads us to turn 5, another rounded 90 degrees right hander.

Brake upon passing the 2 mark on the left down to 120 km/h in 3rd to pass it, and accelerate soon for the upcoming straight. Heading at +190 km/h in 5th, brake upon reaching the 3 mark on the right down to 105 km/h in 3rd to tackle turn 6, a slightly banked left hander. The following short straight is uphill, leading to the blind left hander of turn 7. Brake upon reaching the 2 mark on the right down to 120 km/h in 3rd as we head downhill to tackle the turn, just to go uphill again in the upcoming straight.

Once you see the curb in the right, even when what’s beyond the crest cannot be seen, start braking as you head to the right side down to 70 km/h in 2nd. You will eventually see the famous Corkscrew, a left-right combination with an immense slope. The right turn is totally blind, so it’s almost a free fall from the left turn. We continue to Rainey Curve, a smooth left hander taken at 125 km/h in 3rd, as we head down to turn 10. Brake down to 110 km/h in 3rd to pass the slightly banked 90 degrees right hander, and brake hard upon passing the 3 mark on the right down to 60 km/h in 2nd for turn 11, an incredibly tight left elbow. Use as much of the outer curb and runaway as you can as you accelerate to the start/finish line ahead.

Circuit de Spa-Francorchamps

Track length: 7004 m

Turns: 20

Car used: GT-R

Regulated top speed: 320 km/h

One of the earliest circuits in Europe, it didn’t become a fully permanent track after the new century kicked in. Up to then, it was still possible to drive casually through the first sector from La Source to Les Combes and also the full third sector. The third sector was remodeled to remove the roads, but still the track keeps its spirit of being a fast, twisty and overall challenging track, becoming a favorite for drivers and fans alike. It has a separate entry for adjustable time and weather.

Cruising through the main straight at 240 km/h in 5th, we brake upon reaching the 100 mark to the left (be careful, as the mark is quite away from the track) down to 60 km/h in 2nd to tackle La Source, a tight right hairpin. We then head downhill through the old starting grid, heading a bit to the right as we approach the fearsome Eau Rouge, a flat out left hander (named like this for the stream of red water, eau rouge in French, that passes below the track). Abuse the curb for maximum width taking the turn at 280 km/h in 6th and brake down to 210 km/h in 5th when the car is straight to go uphill through Raidillon, a very fast right hander. The peak hides a left turn that is taken flat out, so it’s kind of a suicidal move here. Abuse the expanded inner curb to help you take it easily, though the outer curb is also wide. We keep going flat out through a right bend taking us to Kemmel Straight, the fastest point of the track.

Heading at nearly 320 km/h in 6th, brake upon passing the 200 mark on the left down to 120 km/h in 3rd to tackle Les Combes, a right-left-right combination. The last right hander is a bit faster, taken at 140 km/h still in 3rd and abusing the inner curb (and the outer one as well if needed). We then head downhill at 220 km/h in 5th, braking when we reach the left curb down to 100 km/h in 3rd to tackle Bruxelles, a long right hairpin. Ahead of it lies an unnamed 90 degrees left hander, taken at 120 km/h in 3rd, which leads to another flat out stretch. Ahead liesPouhon, two consecutive left handers. Heading at 240 km/h in 5th, brake down to 160 km/h in 4th when seeing the inner curb to pass the first one, and reach out for the outer curb for greater width at tackling the second turn flat out. We then head slightly uphill and brake upon reaching the banner, from 260 km/h in 6th to 120 km/h in 3rd to tackle Campus, a right-left chicane. Brake upon reaching the outer curb to take the right hander of Stavelot at 115 km/h in 3rd, abusing the expanded outer curb if necessary.

We then head into Courbe Paul Frère, a flat out right hander leading us to Blanchimont, two consecutive left handers. The first one is flat out, taken at +280 km/h in 6th, and slight braking down to 230 km/h in 5th is needed for the second one. The inner curb is almost non-existent here, but the outer one is very wide, allowing a wider and faster trajectory through the turn. After Blanchimont, we brake hard upon passing the 150 mark on the left down to 60 km/h in 2nd to pass Bus Stop, named like this because it originally was a bus stop when the track was run in open roads before the remodeling. It now is a tight right-left chicane, taken at very low speeds and slightly uphill, before we accelerate again to build momentum through the main straight for the new lap.

Circuit de la Sarthe 2005

Track length: 13650 m

Turns: 38

Car used: GT-R

Regulated top speed: 360 km/h

The legendary circuit known for everybody for the 24 Hours of Le Mans. Quite a unique circuit that features a permanent section (Bugatti Circuit, used for motorcycle racing), a section exclusive to this layout (and therefore the 24 Hours race) and an open road section. Top speed is crucial in this track, since there are 5 points where we go beyond 310 km/h, 3 of those reaching or surpassing 350 km/h. Keep in mind we’re using a road car, so imagine how fast can race cars go through here.

Heading slightly uphill after the start/finish line as we follow a right bend at +280 km/h in 6th, brake upon reaching the end of the inner curb down to 150 km/h in 3rd to pass Dunlop Curve, a right hander preceding the left-right Dunlop Chicane. Since the chicane is so close, simply pass the curve lifting the throttle and brake again down to 85 km/h in 2nd to tackle the chicane. It’s in uphill, and has expanded inner curbs that must be abused to improve lap times. We then go below the Dunlop Bridge downhill through the Esses, consisting of an initial left-right combination taken flat out, but braking is needed for the second combination once the car is straight, as we tackle them at 140 km/h in 3rd. The first right turn in the Esses marks the end of the section taken from the Bugatti Circuit, which continues further to the right instead of straight.

Ahead of us lies Tertre Rouge, a right hander taken at 145 km/h in 3rd, abusing the outer curb to gain speed for the following right bend that leads into the open road section. Going slightly uphill as we enter Les Hunaudières, a massive straight broken down in parts with chicanes, we keep accelerating through the bumpy road staying in the left side to anticipate the Playstation Chicane. Heading at maximum speed, brake even before you pass the 200 mark visible on both sides down to 140 km/h in 3rd to tackle the first right turn, then brake a bit more down to 90 km/h in 2nd to tackle the left turn and start accelerating again through the right turn that returns us to Les Hunaudières.

Again on the bumpy straight, stay in the right side to anticipate the Michelin Chicane. Heading at 350 km/h in 6th, brake down between the 100 and 200 marks visible on both sides down to 140 km/h in 3rd to tackle the first left turn, then brake a bit more down to 100 km/h in 2nd to tackle the right turn and then accelerate through the final left turn once more into the straight. A flat out right bend takes us into a crest. Staying in the left side and heading at 330 km/h in 6th, we brake as we pass a right bend down to 70 km/h in 2nd to tackle Mulsanne, a tight 90 degrees right turn, and accelerate again through another nearly straight section.

We’re still on open road, so this section is bumpy as well. It also has two right bends taken flat out, as well as some elevation changes. An almost unnoticeable right bend marks the braking zone for the next turn. Heading at 350 km/h in 6th, we brake down to 225 km/h in 5th to tackle this slightly banked right turn, and brake hard when the car is straight again down to 100 km/h in 2nd to tackle Indianapolis, a banked left turn. A short straight leads us to Arnage, a tight right turn taken at 70 km/h in 2nd, after which comes another flat out open road section with a couple of left bends.

Heading at +300 km/h in 6th, we brake almost right after the last bend down to 175 km/h in 4th to tackle a long right turn. This marks the end of the open road and the start of the second exclusive section. This right turn marks the entrance to the Porsche Curves, a section where we don’t shift down through five turns. An almost flat out left hander taken at 200 km/h comes next, with slight braking needed to tackle the upcoming left hander at 180 km/h. A long right turn is ahead, taken at 170 km/h, leading into a tight left turn taken at the same speed. A flat out right-left chicane is ahead as we tackle the Maison Blanche straight. Between the entrance to the pit lane and the start of the outer curb for the upcoming Ford Chicane, brake down to 140 km/h in 3rd to pass this left-right combination lifting the throttle. Raccordement lies ahead, which is a left-right chicane using the last turn of the Bugatti Circuit with the same name, taken at 100 km/h in 2nd and abusing the inner curbs as much as possible to head to the main straight with enough momentum to start a new lap.

Circuit de la Sarthe 2005 (no chicanes)

Track length: 13588 m

Turns: 32

Car used: GT-R

Regulated top speed: 400 km/h

A look back in time, when the chicanes weren’t in effect and Les Hunaudières was fully straight into Mulsanne. This made the straight nearly 6 kilometers long, which means just the straight was already longer than most racetracks in the world.

After Tertre Rouge, we spend a full minute flat out, accelerating through Les Hunaudières, now without the Playstation Chicane and Michelin Chicane, and the right bend heading into a crest before Mulsanne. This right bend is taken flat out, but the car may decelerate a bit for the direction change and can be a bit hard to control. The increased top speed doesn’t affect the two remaining flat out sections, but can affect the gear in which we take the turns, as we now shift up at higher speeds (for example, we shift from 5th to 6th at 315 km/h now, while in the version with chicanes we do it at 285 km/h).

Circuit de la Sarthe 2009

Track length: 13629 m

Turns: 38

Car used: GT-R

Regulated top speed: 360 km/h

Modifications are constant in long and fast circuits, and La Sarthe excels at both. The first section was remade completely as some changes were made into the Bugatti Circuit, and a few slight changes are also visible along the track. This variant is the only one to have a separate entry for adjustable time and weather. It also has an updated version availablewith the adjustable time and weather options, Circuit de la Sarthe 2013, which only has aesthetical changes.

In this new layout, the flat out right hander before Dunlop Curve has been removed. We now head into the faster Dunlop Curve at nearly 280 km/h in 5th and brake a bit down to 225 km/h without shifting down to pass it. We also have a short stretch before the Dunlop Chicane, which are also a bit faster, taken at 110 km/h in 3rd and still keeping the expanded inner curbs, specially in the right turn. The first section of the Esses is a bit twistier now to make it easier for motorcycles, but still taken flat out like before.

After the Bugatti Circuit, the only other noticeable changes are the expanded curbs in some troublesome turns: Tertre Rouge (both inner and outer curbs), the last of the Porsche Curves (the previous one has been given an outer curb as well as asphalted runaway, while the last one has received expanded inner and outer curbs and asphalted runaway), the chicane before Maison Blanche (the left turn has expanded curbs, most noticeably the outer one), the Ford Chicane (just the inner curb of the last one, protected with bollards to not cut the turn) and Raccordement (inner curbs of both turns). The inner gravel runaway in Mulsanne has been turned into asphalt, so it also has included bollards to avoid cutting it.

Circuit de la Sarthe 2009 (no chicanes)

Track length: 13567 m

Turns: 32

Car used: GT-R

Regulated top speed: 400 km/h

Again, looking back to the time where Les Hunaudières wasn’t cut short by chicanes, meaning we have a back straight 6 kilometers long.

As in the older version, we now go a full minute flat out since the exit of Tertre Rouge until braking for Mulsanne. Again, be careful with the right bend before Mulsanne taken flat out, and check the new gear ratios through the lap while keeping the same turn speeds.

Nürburgring Nordschleife

Track length: 20832

Turns: 73

Car used: GT-R

Regulated top speed: 380 km/h

Probably the most fearsome track in the world, as its nickname of “The Green Hell” implies. It’s a circuit which has everything: elevation changes, banked turns, high speed turns, slow hairpins, long straights… No wonder why manufacturers all over the world use it as a testing field for their cars. It’s also crazy to think that Formula One cars raced here in the past due to the grassy runaways and the proximity of the barriers (the movie “Rush” explains perfectly the risks of the track). It’s available with the adjustable time and weather options, and has an immense elevation difference of +300 meters.

Dropping downhill after the start, we brake down to 80 km/h in 2nd to tackle a long and slightly banked left turn. We keep accelerating through a right bend before braking slightly down to 170 km/h in 4th to tackle Hatzenbach, a sweeping right hander. A short straight leads us into the twisty Hocheichen, a 3rd gear section comprising a left turn followed by a right turn, and a short straight connecting to a left-right-left combination. The inner curb for the latest right is expanded, so it can be abused for a more straight trajectory. We then go uphill to tackle a right hander at 100 km/h in 2nd and initiate a downhill through a flat out left hander. After a short while, we start an uphill leading into QuiddelbacherHöhe, a flat out right hander at the peak which marks a small downhill before going into a very steep uphill.

The uphill leads into the first jump of the track, called Flugplatz (Air Field in English, because there was an air field close to this point, making a very appropriate name for the section). Be sure to control the speed, because shortly after landing come two fast right handers, the first at 180 km/h in 4th and the second flat out. We then head slightly uphill and then downhill again, always flat out while passing some left bends. The following uphill is quite steep, and after the crest (which the car may jump if going too fast) comes Schwedenkreuz. Coming at +320 km/h in 6th after the crest, brake down to 230 km/h in 5th to tackle this fast left hander, then brake again after passing the inner curb down to 100 km/h in 2nd to pass Aremberg, a tight right hander with gravel runaway.

We accelerate as soon as we can into the following straight, after which comes the extremely fast Fuchsröhre. It’s a downhill section comprising a flat out left-right-left-right combination. The point is to tackle this downhill as straight as you can while you keep accelerating and shifting up. The downhill ends with one last flat out left hander, after which the road climbs sharply uphill. Just starting the uphill, at nearly 310 km/h in 6th, brake down to 160 km/h in 4th to tackle a blind and leveled left hander, taking us into the Adenauer Forst section. It starts with a right hander taken at 120 km/h in 3rd, then going uphill for a blind left hander taken at 85 km/h in 2nd and one last right hander taken at 100 km/h still in 2nd.

We then accelerate through a flat out stretch, and coming out of a left bend at 260 km/h in 5th, we head into the Metzgesfeld section, braking down to 190 km/h in 4th to tackle a sweeping left hander, then braking a bit more down to 100 km/h in 2nd for the second left hander. A small crest with a flat out right bend on its peak takes us downhill into Kallenhard, a long right hander taken at 100 km/h in 2nd. We then go through a banked left hander lifting the throttle, and after a flat out right bend we head into a triple apex right hander. We brake down to 150 km/h in 3rd for the first, then control our speed through the second and accelerate through the third. A short stretch leads us into a tight right hander, taken at 150 km/h in 3rd, and then we brake down to 70 km/h in 2nd to tackle Wehrseifen, a tight left hander. We exit through a flat out right bend as we accelerate again.

Another flat out right bend takes us into a double left hander where the track crosses over the village of Adenau, the lowest point of the track. Heading at 230 km/h in 4th, we brake when the car is straight down to 120 km/h in 3rd to tackle the first left hander, then go through Adenauer Bridge into the second, flat out left hander named Breidscheid. We then go to a steep uphill leading to a blind right hander, Ex-Mühle, taken at 120 km/h in 3rd. We continue uphill through a crest, then head downhill to tackle the so-called Lauda Links (Lauda Left in English, a reference to the accident the movie “Rush” is based upon), which can be tackled by simply lifting the throttle at 240 km/h in 5th. Once we get the car straight, we brake down to 110 km/h in 2nd to tackle Bergwerk, a long right hander.

Its exit leads us uphill into Kesselchen, a flat out section comprising several sweeping turns, first to the left and then to the right. Heading at 300 km/h in 6th as we see another sweeping left hander ahead, brake down to 190 km/h in 4th after passing it to tackleMutkurve, a left hander that takes us uphill again.

A crest hides the entrance to Klostertal, taken at 180 km/h in 4th as we head downhill at its exit. The following stretch leads us uphill again, and after passing the crest, brake down to 90 km/h in 2nd to tackle a long right hairpin. We go uphill again after it and face a massive drop into the mighty Karussell, a heavily banked and tight left hairpin taken at 80 km/h in 2nd, probably the slowest corner in the track. A good reference is aiming to the highest tree just ahead of the road, as the great Fangio once said, to take the turn through the banked concrete section instead of the leveled tarmac one on the outside. We then go through a couple sweeping right handers, then head uphill as we brake slightly to tackle a left hander. Upon seeing the outer curb for the next left hander, we brake down to 135 km/h in 3rd to tackle it and enter the twisty section of the track. Lifting the throttle, we tackle the right hander ofHoheAcht, then go slightly downhill braking down to 120 km/h in 3rd to tackle Hedwigshöhe, a long and rounded 90 degrees turn.

A short stretch leads us into a 3rd gear right-left-right combination, controlling our speed as we snake through the forest. The last right hander starts a downhill, after which we go steeply uphill to tackle Wippermann, a blind and uphill right hander taken at 140 km/h in 3rd. We then drop downhill to tackle Eschbach, a long left hander taken at 120 km/h in 3rd, taking advantage of its increasing radius to accelerate very soon. We keep heading downhill through Brünnchen, a nearly flat out right hander followed by a short straight heading uphill for a second right hander, taken at 115 km/h in 3rd. This last turn has an expanded outer curb, so it can be used for greater track width.

We then head slightly uphill, braking down to 120 km/h in 3rd to tackle a left hander. Continuing uphill through a blind right hander and over a crest, we then drop downhill, passing several flat out bends and a heavy drop making us jump. Brake before the drop to better control the car to tackle Pflanzgarten, a sweeping right hander taken at 150 km/h in 3rd with gravel runaway. We then go uphill through a flat out right hander into a blind left hander taken at 180 km/h in 4th lifting the throttle. The left hander ahead is flat out, but marks a heavy drop known as Sprünghugel, after which comes an uphill leading to the Stefan Bellof S.

Stefan Bellof S is taken flat out through its right-left-right-left layout. Due to the high speeds, north of 250 km/h through the whole section, it’s rather hard to take correctly, as the car becomes hard to control through the sudden direction changes. After a short straight, we brake down to 155 km/h in 3rd to tackle Schwalbenschwanz, a right-left combination. After the first right turn comes an uphill, leading to the left turn taken at 120 km/h in 3rd with the last gravel runaway after an expanded outer curb. A short downhill takes us into KleinesKarussell, a smaller and shorter version of the original Karussell. Taken at 90 km/h in 2nd, once again aim for the small and banked concrete part of the turn on the inside. After it, we go uphill again to tackle Galgenkopf. It starts as a 3rd gear right turn, which then goes downhill into a nearly flat out right hander in 4th gear as we keep accelerating to build momentum.

We now cruise through DöttingerHöhe, a straight of more than two kilometers long. The last part goes steadily uphill, until we face Antoniusbuche at its peak, a blind left hander taken flat out at maximum speed as we drop downhill. We then start going uphill through Tiergarten, a fast left-right combination that, due to the high speeds achieved before getting here, is better taken while braking steadily and lifting the throttle as we head into Hohenrain, a tight right-left combination taken at 85 km/h in 2nd. The road tightens at the exit to allow room for the “pits”, as we tackle the last blind right hander at 75 km/h in 2nd to start another lap.

Nürburgring GP/F

Track length: 5148 m

Turns: 17

Car used: GT-R

Regulated top speed: 290 km/h

The original Nurburgring was composed of the Nordschleife and a smaller loop south of it. However, outclassed by its brother, it was almost left to rot and demolished completely. Wanting top-notch competition to return to the Ring, a new southern loop was built, named GP-Strecke. It’s still a challenging circuit with very high curbs, but much shorter and a lot safer than its big brother. It’s available with the adjustable time and weather options.

Cruising through the main straight at maximum speed, we brake right before the downhill starts down to 65 km/h in 2nd to tackle Yokohama Kurve, a tight right elbow. We then enter the Mercedes Arena, a complex of three turns. The first one is to the left, at 100 km/h in 3rd, then after a downhill lies the second left hander, taken at 80 km/h in 2nd, and then the last right hander taken lifting the throttle in 3rd gear while abusing the outer curb and “runaway” (in reality, it’s just asphalt from another variant seen below).

Going straight after the Mercedes Arena at 230 km/h in 5th, we brake down to 130 km/h in 3rd to tackle a tight left hander starting a downhill, with an even tighter right hander ahead taken at 90 km/h in 2nd. The downhill continues through a long and flat out left hander, reaching speeds of 250 km/h in 6th as we start to brake once we see the outer curb down to 100 km/h in 3rd to tackle the right hairpin.

After the hairpin, we start the uphill to return to the start. Ahead of us is the Michael Schumacher S, a fast left-right chicane in uphill taken at 160 km/h in 4th. We continue to accelerate uphill, and we brake again upon passing the banner down to 110 km/h in 3rd to tackle a rounded 90 degrees left hander. A short downhill straight leads us into WarsteinerKurve, a sweeping right hander taken at 130 km/h in 3rd as we continue downhill.

After the track levels, we face Advan-Bogen, a flat out right hander leading us to the last uphill. Coming at maximum speed, brake after passing the white horizontal lines in the ground down to 70 km/h in 2nd to pass the NGKSchikane, a very tight left-right combination. Don’t try to abuse the curbs, they’re very high and aren’t of much help. The uphill continues into the last corner, a long right hander taken at 100 km/h in 3rd as we enter the main straight.

Nürburgring GP/D

Track length: 3629 m

Turns: 11

Car used: GT-R

Regulated top speed: 290 km/h

A shorter variant of the GP-Strecke, cutting short all the south part of the track. It’s available with the adjustable time and weather options.

Coming out of the Mercedes Arena, we brake upon reaching the banner down to 80 km/h in 2nd to tackle a tight right hairpin. We exit at the uphill after the Michael Schumacher S, a bit before the left hander previous to WarsteinerKurve.

Nürburgring 24h

Track length: 25359 m

Turns: 87

Car used: GT-R

Regulated top speed: 380 km/h

The original Ring and the new loop can still be connected to each other. This “full Ring” layout is used for several amateur races as well as the almighty 24 Hours of Nurburgring. The noticeable changes between the modern and older loops is easily identifiable, so it requires great skill and mastery to complete a full lap. It’s available with the adjustable time and weather options to emulate the 24 Hour race it’s inspired in. Due to using the old loop, it keeps the elevation difference of +300 meters.

Upon seeing the first distance mark on the left, we brake hard from +300 km/h in 6th down to 65 km/h in 2nd to tackle Yokohama Kurve, and right after it comes a left shortcut to cut the Mercedes Arena. The shortcut is very tight and sharp, taken even slower than the first elbow.

Going uphill after Advan-Bogen, we brake upon reaching the second distance mark on the right down to 130 km/h in 3rd. The NGK Schikane is a bit different now, being a bit farther and a lot faster resulting from being much less tight. This chicane is the one used for motorcycle racing, and as such has low curbs that can be abused for a more straight run. Right after the chicane,  webrake down to 90 km/h in 2nd to tackle an uphill left hander leading us into the Nordschleife.

The last change in this track comes afterHohenrain. Now, when exiting the turn, we continue straight and downhill into the main straight to return to the GP-Strecke.

Nürburgring TypeV

Track length: 24433 m

Turns: 81

Car used: GT-R

Regulated top speed: 380 km/h

Same joint layout as above, but using the shortened version of the GP-Strecke cutting all the south part. It’s available with the adjustable time and weather options, and once again keeps the elevation difference of +300 meters.

The only change from the above circuit comes after the shortcut. Shortly after it, we brake down to 80 km/h in 2nd to tackle the right hairpin leading us to the uphill after Michael Schumacher S. The rest remains as usual.

Dirt & Snow

Off-road tracks, located in the real world. They are the slowest circuits, as the grip isn’t the same in sand or snow/ice than in tarmac, they tend to have tons of turns and almost no straight portions and also the tires are specific for these circuits. As I noted at the beginning, you can only race in these tracks by fitting the correct tires for each surface.

A basic rule for driving on dirt: don’t rev up the car too much, or else the wheels will spin and you will lose both traction and acceleration. If attempting a sharp turn, try to brake while going sideways, this will help you take the turn easier and smoother. These problems don’t replicate on snow, here you can drive similarly to a tarmac track. Another technique you may want to adapt is to anticipate turns way more than in tarmac, mostly because the braking distance is higher on these surfaces and the less traction makes it harder to take them.

Toscana (Dirt)

Track length: 3410,7 m

Turns: 15

Regulated top speed: 230 km/h

Based on the iconic region of Italy, this track is unique in that you can safely drive outside of the marked path into the “grass” and not lose speed nor have lap times disallowed for exceeding track limits. This means we can use very wide trajectories, and with the several low speed turns this track has, it’s a big advantage. It’s available with the adjustable time option.

Right after the start/finish line, we brake down to 120 km/h in 4th to tackle a long right hander, then brake a bit more down to 80 km/h in 3rd for a tight left hander in downhill. We then head into a long and flat out right hander in uphill, and brake down to 120 km/h in 4th once we go downhill as the turn decreases its radius before going uphill again. The uphill ends right before a short stretch, so stay to the right side to anticipate the upcoming turn.

Shortly after exiting the uphill, we brake down to 50 km/h to tackle a tight left hander, with a slightly downhill exit. We then go uphill through a flat out right hander and brake slightly down to 90 km/h in 3rd for the upcoming left hander, still in uphill. After the crest, we head downhill through a flat out left bend, then brake heavily down to 50 km/h in 2nd for a tight right hairpin. The following stretch bends slightly to the left, and we brake down to 70 km/h in 2nd to tackle a left hander. Anticipate this one heavily so you can take it straight into the upcoming right hander, taken at 60 km/h in 2nd.

We then head into a flat out stretch, with a couple jumps. After the first one, the road bends to the right, so aim carefully. the second one is better taken straight from the left side so we land on the right side of the track to anticipate the upcoming left hander, which has a decreasing radius and a slope that leads us into the long right hairpin, also with a decreasing radius. Taken at 80 km/h in 3rd at its slowest part, we head slightly uphill through a flat out left hander to enter the main straight.

Toscana (R)

The reverse variant doesn’t have many changes. Lap times do improve a bit as some sections are made faster, but others are made more complicated to tackle.

Lifting the throttle to go through a right bend, we brake down to 60 km/h in 2nd to tackle the long left hairpin. As it has an increasing radius, we accelerate very soon, lifting the throttle to tackle the small uphill so the car doesn’t jump at the crest. We keep accelerating through the following stretch, paying attention to the jumps. Aim to land on the left side after the first, and brake a bit before tackling the second, because it’s very big and losing control of the car is very easy. Try to aim for the right side to anticipate the upcoming turn.

Braking down to 60 km/h in 2nd, we tackle a tight left hander in uphill, then tackle an equally tight right hander slightly faster at 70 km/h still in 2nd to take advantage of the short stretch coming up that widens the exit. We then brake heavily down to 50 km/h to tackle a tight left hairpin slightly in uphill, and continue to go uphill through a flat out right hander. Brake a bit when reaching the crest, because the upcoming downhill is very steep and the car can jump. We brake down to 80 km/h in 3rd to tackle a downhill right hander, and lift the throttle to pass the upcoming left hander. An uphill leads us to a tight right hander taken at 60 km/h in 2nd, using the widened exit produced by the short stretch after it to accelerate sooner.

We then enter a very long left hander. It starts as an uphill, taken at 120 km/h in 4th, then we control our speed as it heads downhill, and accelerating when it heads uphill again as its radius increases. We lift the throttle a bit when passing the crest, then brake down to 140 km/h in 5th to tackle a left hander that leads us to a tight right hander taken at 70 km/h in 2nd. We then control our speed in 4th gear while passing a long right hander, then heading through a left bend into the start/finish line.

Eiger Nordwand K Trail (Dirt & Tarmac)

Track length: 7167,3

Turns: 38

Regulated top speed: 240 km/h

A very long track through the hiking trails of Eiger Nordwand which also uses the starting point of the short asphalt track reversed. It has a very high elevation difference, nearly 450 meters, which sometimes results in very steep gradients both in uphill and downhill.

Going uphill right after the start/finish line, we go straight through a left hander as we brake down to 100 km/h in 3rd to tackle a smooth right hander. A left bend takes us into a tight right elbow, taken at 40 km/h in 2nd, and the straight after it finishes the tarmac section to go into the dirt. A very steep uphill makes the car jump, with a long and smooth right hander coming next that we tackle flat out at 160 km/h in 5th. A short uphill forming a small jump as we accelerate up to 220 km/h in 6th precedes a tight left-right-left combination. We brake down to 100 km/h in 3rd to tackle the first left, then go in a steep downhill lifting the throttle through the right and brake down to pass the railway crossing the track (going too fast here makes the car jump out of control) and directly after tackle the second left.

A short straight leads to a left bend, which is better taken lifting the throttle for easier braking once the car is straight, as we go down to 60 km/h in 2nd to tackle the upcoming right hander. We start another uphill leading to a blind and tight right-left chicane, taken at +100 km/h in 4th. A short stretch leads us to a tight left hander taken at 60 km/h in 2nd as we start a steep downhill. After a flat out right bend, the following flat out left bend takes us to a very steep uphill (city cars don’t have enough power to go through it, it’s hilarious how they fall backwards even when you’re pedal to the metal). Lifting the throttle for the upcoming right turn, we brake down to 40 km/h in 2nd to tackle a tight right hairpin, marking the start of a massive downhill that takes up 1/4 of the track’s length before levelling.

We pass through a left bend flat out at over 200 km/h in 6th, then brake down to control our speed for the remainder of the snaky road. Down to 110 km/h in 3rd, we pass a right hander, and we lift the throttle a bit to pass the following left hander. The next right-left-right combination can be taken flat out in the correct trajectory before braking down to 80 km/h in 2nd to pass a tight 90 degrees right hander. We control our speed through the long left hander ahead, and try to not accelerate much through the following right-left-right combination before we brake down to 50 km/h in 2nd to pass a tight left hairpin. It connects into a longer but equally tight right hairpin taken at the same speed, before we tackle the straight that will end the downhill. It’s packed with a couple of slope jumps, so stay in a straight line.

Right after the second jump, we brake down to 50 km/h in 2nd to tackle a tight right-left-right combination, going through a wooden bridge between the first two turns. We then climb uphill through a flat out left bend into a tight right hairpin, taken at 40 km/h in 2nd. It shortly connects into a similar hairpin taken at the same speed, but this time to the left. A long stretch with a nearly flat out right-left chicane precedes yet another right hairpin, taken at 40 km/h in 2nd in uphill. A straight stretch leads us to a tricky left hander, which needs braking so as to not lose control of the car for the bump it has in the middle. The uphill continues to a right-left-right combination. Tackle the first right straight and brake down to 80 km/h in 3rd to tackle the left, then go flat out through the second right and into an uphill straight.

We lift the throttle to go through a left-right chicane in 4th gear, and then we return to the tarmac section of the track. We keep accelerating through the flat out left hander in uphill inside the tunnel, brake down to 145 km/h in 5th to tackle the smooth right hander and go flat out through the last left hander into the start/finish line.

EigerNordwand K Trail (R)

The reverse version of this track doesn’t hide many changes. Lap times aren’t that affected, but turning uphill into downhill and vice versa makes this track totally different.

Starting on the tarmac section, we go downhill into an almost flat out right hander, then brake slightly without shifting down to tackle the following left hander. We go into the tunnel, describing a long right hander while still downhill. Going at 230 km/h in 6th, we brake right after exiting the tunnel down to 100 km/h in 4th and enter the dirt section through a left-right chicane. Passing through the second turn flat out, we brake down to 100 km/h in 4th for the next left-right chicane.

The next right hander has a bump in the middle, so be sure to lift the throttle while tackling it. We keep accelerating downhill, closing in to 200 km/h in 6th, then brake down to 40 km/h in 2nd for the upcoming sharp left hairpin. Going through a downhill stretch and accelerating through a flat out right-left chicane closing in to 190 km/h in 5th, we brake down to 40 km/h in 2nd to tackle a right hairpin. Shortly after, there’s a left hairpin taken at the same speed, and we accelerate through a downhill into a right-left-right combination.

We brake slightly to pass the right hander lifting the throttle in 3rd gear, and we brake a bit more down to 2nd gear for the upcoming left hander and be at the correct speed to pass the last right hander. Crossing the wooden bridge, we brake a bit to pass the left hander at 50 km/h in 2nd and start accelerating for the following straight with the jump slopes.

Approaching the next left hairpin, we brake down to 45 km/h in 2nd to tackle it, then pass the following right hairpin at the same speed and start the massive uphill. Passing the first left hander flat out, we brake a little to pass the first right hander at 80 km/h in 3rd. The following right hander is also flat out, and we brake back to 80 km/h in 3rd for the long right hander. Keeping the speed through the 90 degrees left hander, we accelerate through a slight left hander, and lift the throttle to pass the right-left-right combination ahead. We accelerate soon after tackling the last left hander through the uphill to end it in a tight left elbow.

Coming at 180 km/h in 5th, we brake down to 40 km/h in 2nd to tackle the elbow, then pass the upcoming blind left hander in downhill lifting the throttle in 4th gear. Controlling our speed through the next right turn that starts an uphill, where we brake down to 60 km/h in 2nd to tackle a tight right hander. Ahead lies a right-left chicane, taken at 90 km/h in 3rd to start a downhill leading to a left hander. We brake down to 60 km/h in 2nd to pass it and accelerate through the straight stretch.

After the crest, right below the banner, we brake down to 50 km/h in 2nd to tackle a tight right hander, then crossing the railway into a flat out right hander and a long downhill stretch forming a long left hander. Controlling our speed through the downhill, never exceeding 200 km/h in 6th, we lift the throttle through the massive drop that returns us to the tarmac section and brake down to 40 km/h in 2nd for a tight left hander. The next right-left-right combination is totally flat out as we go downhill to cross the start/finish line.

EigerNordwand G Trail (Dirt)

Track length: 3618,8 m

Turns: 21

Regulated top speed: 230 km/h

This section covers about half of the massive downhill present in the main layout, connecting the 90 degrees right hander with the short stretch after crossing the railway, using another hiking trail packed with hairpins. Since it uses a heavy downhill sectionit has a great elevation difference, this time above 300 meters. The start/finish line is located in the stretch after crossing the railway.

After the big downhill, passing the 90 degrees right hander at 90 km/h in 3rd, we go straight through a right hander taken lifting the throttle into a steep uphill, where we brake down to 50 km/h in 2nd to tackle aa tight right hairpin. Shortly after, an even tighter left hairpin, taken at 40 km/h in 2nd, starts another steep uphill as we accelerate through a flat out right hander, then lift the throttle at the crest to pass a blind left hander. We then pass another right hander, lifting the throttle for easier braking once the car is straight for the upcoming left hairpin, taken at 80 km/h in 3rd. One last right hairpin while in uphill taken at 50 km/h in 2nd returns us to the start/finish line.

EigerNordwand G Trail (R)

The big downhill is now an uphill, and the exclusive section is now fully downhill, meaning better speed control is needed.

After the crest in the main straight, we brake down to 50 km/h in 2nd to tackle the left hairpin that starts the downhill. After a short stretch, we brake down to 70 km/h in 3rd to tackle the right hairpin, then go downhill through a couple high speed turns taken lifting the throttle. Controlling our speed as we keep going downhill through a left hander, we brake down to 40 km/h in 2nd for the right hairpin, and then tackle the left hairpin at 50 km/h in 2nd. We keep going downhill through a straight, then tackle a left hander lifting the throttle to start the uphill again and tackle the 90 degrees left turn at 80 km/h in 3rd.

EigerNordwand W Trail (Dirt)

Track length: 1570,7 m

Turns: 11

Regulated top speed: 200 km/h

This variant covers the lowest point of the main track, with the straight with the slope jumps being the new start/finish line. It connects the first hairpin after the uphill with the end of the massive downhill before entering the new main straight. It has too many turns for its length, almost having no straight stretches.

Where we should tackle a left hairpin, we instead tackle a 90 degrees left turn, but still keeping a low speed of 50 km/h in 2nd. A 90 degrees right hander taken almost flat out leads into the exclusive section, with a very short stretch leading to a flat out left hander, and lifting the throttle for the upcoming right-left chicane as we start heading downhill. Controlling our speed through the long right hander, we brake down to 90 km/h in 3rd to tackle the following left hander, then brake down to 60 km/h in 2nd to tackle the 90 degrees right turn. We cross a second wooden bridge to return to the main track right before the right hairpin leading into the slope jumps.

EigerNordwand W Trail (R)

The exclusive section is now an uphill, but besides that there are no more changes.

Coming straight after the left hairpin down the wooden bridge, we brake down to 60 km/h in 3rd to tackle the 90 degrees left hander that starts the uphill. We lift the throttle to pass the right hander, then keep a constant speed through the long left hander. Controlling our speed through the right-left-right combination as we finish the uphill, we brake down to 50 km/h in 2nd to tackle the left-right chicane that returns us to the main layout.

Chamonix Main (Snow)

Track length: 8262,4 m

Turns: 24

Regulated top speed: 280 km/h

A fictional track located in the mountain complex of Chamonix, in France, very close to the border with Italy. The complex lies at the bottom of Mont Blanc, the highest mountain of the Alps and one of the highest in Europe, making Chamonix a popular ski destination. What we have here is a snow racetrack snaking through the complex, being remarkably fast for an off-road track. It’s available with the adjustable weather option.

The start/finish line is very close to a flat out right hander, taken at +180 km/h in 5th. It has a small decrease in radius, which may force us to lift the throttle if not tackled correctly. We then brake slightly down to 160 km/h in 4th to tackle the upcoming left hander, then going slightly uphill to brake slightly again and tackle a long right hander at 140 km/h in 4th. Due to its increasing radius, we accelerate soon, and then we go downhill through a long straight. Coming at +260 km/h in 6th, we brake down to 190 km/h in 5th to tackle a long and banked right hander, paying attention to the outer walls (being solid snow, it’s hard to see them). We then go uphill through a flat out left hander, and brake once the car is straight down to 85 km/h in 2nd to tackle a 90 degrees right hander.

We then tackle a long left hairpin at 70 km/h in 2nd, and accelerate soon for its increasing radius. We then go slightly uphill as we brake down to 50 km/h to tackle a very sharp right hairpin. A short stretch leads to a decreasing radius left hander taken in 3rd gear, then continue on through another left hander almost flat out into another right hander, taken at 100 km/h in 3rd. We then go flat out through a left bend and go in a steep uphill to brake down to 140 km/h in 4th to tackle a long and smooth right hander, which takes us to a straight stretch and slightly uphill.

Coming at 200 km/h in 5th, we brake down to 60 km/h in 2nd to tackle a tight right hander, then tackle a tight right hander at the same speed. We now go into a long and almost flat out right hander in downhill, then face a small uphill before tackling the next left hander, this time totally flat out at +200 km/h in 5th. A small downhill prepares the following uphill, as we brake slightly down to 190 km/h in 5th to tackle a long right hander, then going flat out through a bumpy straight. Coming at 260 km/h in 6th, we brake heavily down to 90 km/h in 3rd to tackle a long right hander, then brake a bit more down to 70 km/h in 2nd to tackle the long and tight left hairpin. Without accelerating much, we tackle another long right hander, and then we accelerate through a flat out left hander slightly in downhill, then go a bit uphill and braking slightly down to 160 km/h in 4th to tackle a smooth right hander. We lift the throttle a bit to tackle the upcoming right hander at a similar speed, then head into a massive crest.

After the crest, we brake down to 145 km/h in 4th to tackle the upcoming right hander, then tackle a smooth left hander slightly faster still in 4th. Heading at nearly 200 km/h in 5th, we brake down to 110 km/h in 3rd to tackle the first 90 degrees left hander, then after a short straight, we brake a bit more down to 90 km/h still in 3rd to tackle the second 90 degrees left hander and return to the short straight with the start/finish line.

Chamonix Mini

Track length: 1587,9 m

Turns: 6

Regulated top speed: 230 km/h

What could be called the center part. It connects the start/finish line directly to the last sector via a hairpin, almost making the track an ice oval. It’s available with the adjustable weather option.

Upon placing the car straight after the long right turn at the start, we brake down to 100 km/h in 3rd to tackle a long left hander slightly in downhill. When the road levels, brake down to 40 km/h in 2nd to tackle the tight left hairpin, which returns us to the main track right before the left hander preceding the two 90 degrees left turns.

Chamonix East

Track length: 3220 m

Turns: 10

Regulated top speed: 280 km/h

As its name implies, it covers the right section of the main layout.  Right after the right hairpin, the circuit connects back to the start/finish line. It’s available with the adjustable weather option.

After the tight right hairpin in the second sector, instead of going left, we go right for the exclusive section. Braking a bit down to 120 km/h in 3rd, we tackle a smooth right hander, then control our speed in 4th gear to pass the following left-right chicane, and enter the main layout again with the left bend taking us to the start/finish line.

Chamonix West

Track length: 5372,7 m

Turns: 15

Regulated top speed: 280 km/h

As its name implies, it covers the left section of the main layout. This layout is run in the opposite direction of the main one, keeping the same start/finish line but then going in “reverse” through the left section before connecting back to the main layout via the same exclusive section as the above variant. It’s available with the adjustable weather option.

Tackling the first turn as always, we brake when the car is straight down to 120 km/h in 3rd to tackle the left hander used for the Mini layout. This time, however, we continue straight through a flat out right hander to tackle the main layout in reverse. Going uphill at +220 km/h in 6th, we brake down to 150 km/h in 4th to tackle a smooth left hander, then go downhill as we tackle a similar turn at the same speed. We then head uphill through a flat out right hander, and still in uphill we brake down to 90 km/h in 2ndto tackle a long left hander (it’s actually two turns, but better take them as one). We then brake down to 70 km/h still in 2nd to tackle the long and tight right hairpin, and then tackle the left hander at 100 km/h in 3rd to prepare for the bumpy straight.

Coming at 250 km/h in 6th, we brake down to 210 km/h in 5th to tackle a sweeping left hander in downhill, then head uphill through a flat out right hander at 230 km/h in 6th. We then brake down to 140 km/h in 4th to tackle a long left hander taking us to a tight right-left chicane, taken at 60 km/h in 2nd. The exit leads us downhill, accelerating up to 200 km/h in 5th before we brake down to 140 km/h in 4th to tackle a smooth left hander. A steep downhill precedes a flat out right hander, then we brake down to 100 km/h in 3rd for a rounded 90 degrees left hander. After it, we tackle a left hander lifting the throttle to enter the exclusive section and return to the start/finish line.