CONTENTS
Spacing and Length
Permissions
Introduction
Game Modes
General Tips
Van Diemen Formula Ford
Circuit Details: Thruxton
Circuit Details: Silverstone International
Circuit Details: Donington Park National
Circuit Details: Brands Hatch Indy
Circuit Details: Oulton Park Fosters
Circuit Details: Croft
Circuit Details: Snetterton
Circuit Details: Knockhill
Circuit Details: Downtown USA
Circuit Details: Loch Ranoch
Circuit Details: Kastl, Bavaria
Circuit Details: Alpine Climb
Circuit Details: Donington Park International
Circuit Details: Oulton Park International
Circuit Details: Test Track Short
Circuit Details: Test Track Long
Circuit Details: Test Track Oval
Circuit Details: Test Track Skid Pan
Circuit Details: Test Track Skid Pan
Circuit Details: Test Track Runway
Circuit Details: Test Track Medium
Circuit Details: Test Track Medium 2
Contact
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SPACING AND LENGTH
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INTRODUCTION
I picked up the original TOCA: Touring Car Championship years
ago; I remember liking it, but not being completely impressed
with it. Since then, I have greatly improved my racing
skills, and with the advent of Speed Channel in the States, I
have been able to watch some actual TOCA events and similar
events in Australia and the States - this has given me a much
greater appreciation for touring car racing.
While looking through the used games at my favorite gaming
store, I happened upon TOCA2: Touring Car Championship.
After seeing the Speed GT race at Mid-Ohio the day before, I
seized upon the game immediately... and once I started
playing, I fell in love with the game :-)
TOCA2: Touring Car Championship presents an incredible racing
experience - including swapping paint, and easily nudging
competitors out of the way - while allowing the player to
customize the level of reality. A half-dozen different
camera views are available, an optional rearview window can
be permanently displayed at the top of the screen, race-
related information is optional; all these and other elements
combined can allow the player to either have as much
information as possible at all times or truly be in the
position of a TOCA driver with the limited information the
drivers have from the car.
====================================
GAME MODES
There are A LOT of things to be done in TOCA2: Touring Car
Championship. This is split across numerous game modes.
Championship: Here, one or two players can race
through an entire season. There
are sixteen cars total in each
race, with points taken away for
dangerous driving (after two
warnings). In the Feature Races
(the second race at each venue in
a given weekend), each car must
make a Pit Stop and change at
least two tires or risk being
disqualified from the race. Also,
there will occasionally be
notices posted at the start of a
race that the player must finish
at or above a given position to
continue in the Championship;
successfully accomplishing this
goal will generally unlock a new
race venue. Performing well at
other Championship races will
show certain cheat codes which can
be used later in the game. Make
sure to save Championship progress
(done independently of other game-
related data) after every second
round, just in case. Points are
awarded only for finishing in the
Top Ten of each race; a bonus
point is awarded for qualifying on
Pole Position.
Challenge: One or two players can compete in
checkpoint-style racing. There is
NO opportunity for car set-up, nor
is there opportunity for
qualifying. Winning is NOT a
requirement for Challenge; all
that is needed is to complete a
race before the timer reaches
zero.
Support Car Championship: This allows a player to compete in
the many support races of typical
TOCA weekends against nine
competitors with the same model of
car.
Single Race: A single player can select a car,
a track, and weather conditions,
and take on fifteen opponents at
once.
Time Trial
Standard Time Trial: One or two players attempt to set
the fastest time for a given
venue.
Time Trial Challenge: Here, players must complete as
many laps as possible before the
timer reaches zero.
2P Pursuit Mode: Two players race at once in
checkpoint-style racing. However,
when one player reaches a
checkpoint, the other player must
reach a checkpoint before a timer
reaches zero.
Linkup Game: Two PlayStation consoles can be
linked to allow up to four players
to compete at once in any of
several of the aforementioned game
modes.
Test Track: This is the opportunity to try out
one of the available cars. 'Test
Track' is somewhat of a misnomer,
as there are actually eight
different configurations/locations
available, ranging from a short
circuit to an oval to a long
circuit to a runway.
====================================
GENERAL TIPS
Make sure to keep to the racing surface at all times!!!!!
This is important for two reasons: 1.) Putting even ONE wheel
off the racing surface slows the car and severely risks to
cause loss of car control; 2.) Shortcutting a corner will
quite likely result in a 'Missed Lap,' which means not
receiving credit for that lap (which will generally result in
a car being instantly classified in last position).
Swapping paint may look cool (especially in replays), but
bumping other cars creates a very high risk of one or both
cars losing control. Even if Car A bumps Car B but only Car
B initially loses control, the spin of Car B can cause Car A
to lose control when reacting to the incident. Even worse,
if only Car B initially loses control, other cars in the area
may react in unpredictable ways, potentially creating a TOCA
version of 'The Big One' typical of restrictor-plate races in
NASCAR.
Even in sunny conditions, dark-colored cars are very
difficult to see against the paved racing surface until a
collision is practically imminent. Try to look for
indications of a dark-colored car's presence ahead: tire
smoke when cornering or accelerating hard out of a corner,
debris from several cars banging together, etc.
The CPU-controlled cars do make mistakes. Keep alert for
these mistakes, both to avoid incurring any damage and to
capitalize on these errors.
While the distance-to-corner and pit entry signs near the
track are certainly useful, NEVER count on them!!!!! These
signs can be very easily destroyed with just a simple bump,
so it is best to rely on excellent memory of each circuit's
layout and on the positioning of the cars ahead (if any) than
on the signage near the track.
If you find yourself off the pavement, get off the
accelerator immediately. Usually, countersteering will be
required to keep the car from spinning. Once the car is back
on the pavement or has slowed greatly, then the accelerator
can be reapplied.
While rather unlikely, it IS possible to flip a car onto its
side or its hood. Should this happen, the car will right
itself; however, severe damage will have been incurred in the
accident.
Save your game progress often. This will save some headaches
should the electricity suddenly go out. Note that
Championship progress is saved independently of other game-
related data.
====================================
VAN DIEMEN FORMULA FORD
The Van Diemen Formula Ford is very different from the other
cars in the game. First, as the Formula designation
suggests, it is an open-wheel car; as such, 'swapping paint'
is usually disastrous, as bumping wheels will likely send one
car airborne. Also, due to the color schemes and low
profiles of the Van Diemen Formula Fords, competing in a race
with ONLY Van Diemen Formula Ford entries means that it will
be very difficult to see ANY car ahead - or behind in the
rearview mirror.
This car also has a significant tendency for oversteering
(i.e., after a corner, the steering wheel straightens, but
the car wants to keep turning), which can make chicanes and
sharp corners quite tricky. Extreme caution must be used in
cornering. Lowering downforce to make cornering a little
more difficult (and to raise straightaway and acceleration
speed) will help, but the Van Diemen Formula Ford will still
tend to oversteer. Quick reflexes and countersteering will
be needed several times per lap to keep this car on the
pavement.
====================================
CIRCUIT DETAILS: THRUXTON
Thruxton is considered the fastest motorsport circuit in the
United Kingdom. The circuit creates the perimeter around a
series of old airport runways.
Turn 1 (Allard): This right-hand corner can generally be
taken at speed, although minor braking is suggested. On
corner exit, keep to the left, to allow those exiting Pit
Lane to rejoin the race from the right side of the pavement.
Turn 2 (Campbell): This is a sharp right-hand nearly-
perpendicular corner, requiring moderate or hard braking on
entry. Cobb follows almost immediately.
Turn 3 (Cobb): Almost immediately after Campbell, Cobb is
another nearly-perpendicular corner, this time turning to the
left; experts should be able to run through Cobb at full
acceleration. Depending on car set-up and racing line, it is
possible to power out of Cobb and not touch the brakes until
the approach to Club - at the end of a lap!!!
Turn 4 (Segrave): Unless using excessive acceleration (thus
inducing wheelspin), the right-hand Segrave can be taken at
full throttle. This corner is not nearly as tight as the
previous turns, but it is still important to respect the
racing line here, making use of the rumble strips if
necessary.
Turn 5 (Noble): This is really just a long fade to the left.
Turns 6 (Goodwood) - 7 (Village): This wide, right-handed
sweeping 'hairpin' around one end of an old runway can be
great for passing slower cars, but the narrowness of the
circuit means that precision steering is required. It may be
best to slow a little entering Goodwood, but the proper car
set-up combined with precision driving can allow a driver to
rocket through the Goodwood/Village complex at (nearly) full
throttle.
Turn 8 (Church): Slight braking may be necessary for this
right-hand corner. This opens onto a significant
straightaway with a long fade to the left (Brooklands).
Turns 9-11 (Club): This chicane effectively ends a lap at
Thruxton. Powerful braking is required for this tight right-
left-right chicane, or else the front end will receive severe
damage on the signs just off the pavement on the outside of
Turn 9. Pit Entry is to the right immediately upon exiting
Club.
====================================
CIRCUIT DETAILS: SILVERSTONE INTERNATIONAL
The Silverstone International circuit shares much of the same
pavement as the Grand Prix circuit used for the annual F1
Grand Prix of Great Britain; in fact, the pavement for the
two circuits even cross at approximately two-thirds of the
way around the International circuit. Once the International
circuit leaves the Grand Prix circuit, however, the ensuing
S-curves are incredibly tight and tricky, although
straightlining by making use of the rumble strips will often
help to save time.
Pit Straight: The Start/Finish Line is directly at the
beginning of the Pit Straight. There is no room for error on
the right side of the track, as the Pit Lane barrier is
directly against the pavement.
Turn 1 (Copse): This is a moderate right-hand corner which
can be taken at full speed with a pristine racing line, but
be careful to not run off the course at the exit of the turn.
The best racing line is to tightly hug the apex, but the Pit
Lane barrier is right there against the pavement, so it is
imperative to keep the right side of the vehicle from rubbing
the barrier. Copse exits onto a long straightaway.
Straightaway: The Pit Lane rejoins the main course from the
right about 1/3 of the way along the straight.
Turns 2-3 (Maggots): This is a left-right S-curve. Turn 2 can
be taken at full speed or with very quick tapping of the
brakes, but Turn 3 requires moderate braking to keep to the
pavement.
Turn 4: This tight right-hand J-curve can easily surprise
newcomers to this version of Silverstone; fortunately, there
is plenty of sand to the outside of the corner to catch the
unwary. With the heavy braking required to safely clear this
corner, this is a prime place to pass on braking.
Turn 5-7 (Ireland): This tight set of S-curves can be taken
at full throttle with no traffic by straightlining the
corners using the rumble strips. Otherwise, expect to be
frustrated by slow traffic in this tight left-right-left
complex. There is a fade to the left on exiting Ireland.
Turn 8: There is a fade to the left immediately before
entering this tight right-hand hairpin, which makes the
hairpin itself much more difficult. Fortunately, pavement
from the Silverstone Grand Prix circuit crosses the
International circuit here, so those who go wide on the
hairpin can generally make use of the Grand Prix pavement to
recover and get back onto the International pavement.
Straightaway (Farm Straight): From the right side, the Grand
Prix pavement rejoins the International pavement. Both
circuits follow the same pavement for the remainder of the
lap. With good acceleration out of the hairpin, good passing
opportunities can be made here.
Turns 9-13: This final segment of the circuit is very similar
to The Stadium at Hockenheim. However, these similar
segments cannot be approached in the same manner.
Turn 9 (Bridge): Immediately after passing underneath the
pedestrian bridge, you will enter a complex similar to The
Stadium at Hokkenheim. This is a right-hand corner which
can likely be taken at full speed.
Turn 10 (Priory): This left-hand corner will require
moderate braking.
Turn 11 (Brooklands): Another left-hand corner, this one
requires heavy braking. There is a small sand trap for
those who miss the braking zone.
Turn 12 (Luffield): This set of right-hand corners
essentially forms a 'U' shape, and requires moderate or
severe braking to avoid sliding off into the kitty litter.
The entry to Pit Lane is on the right shortly leaving
Luffield.
Turn 13 (Woodcote): Barely a corner but more than a fade,
the course eases to the right here. The right-side
barrier begins abruptly here (be careful not to hit it).
Pit Entry: The Pit Lane begins to the right between Luffield
and Woodcote. The new Pit Lane has a gentle right-hand
swing, so you can come into Pit Lane at top speed and have
plenty of room to slow.
====================================
CIRCUIT DETAILS: DONINGTON PARK NATIONAL
This popular British venue is the host of many events, and
has been included in other racing games. The outside of
almost every corner has a very small strip of grass between
the pavement and the sand trap. The only difference from the
Donington Park - International course is that the two
straightaways behind the Paddock Suite are bypassed.
Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.
Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.
Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all. Due
to the downhill slope, it may be difficult to see the apex of
the corner on approach.
Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.
Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here. No braking is required.
Turn 6: This is really just a left-hand fade.
Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn. The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.
Turns 8-9: This lengthy, sweeping right-hand double-apex J-
turn will require light braking to keep out of the grass and
sand as the course continues slowly uphill. This corner
opens out onto the longest straightaway at Donington Park.
Turns 10-11: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane. This is a tight right-
left combination. Barriers to the inside AND outside of Turn
9 prevent any shortcutting.
====================================
CIRCUIT DETAILS: BRANDS HATCH INDY
The Brands Hatch Indy circuit is a small but fun circuit for
racing. Situated within a natural bowl, it is easy for many
spectators to see the bulk of the racing action from many
points along the circuit. However, traffic is almost always
a problem for drivers. Interestingly, along almost the
entire circuit, drivers can easily hear the other cars on
other sections of the circuit, thus testifying to the compact
nature of this venue.
Pit Straight (Brabham Straight): This is the longest single
straightaway of the circuit, so powerful acceleration is
required out of Clark Curve to make passes or pull away from
challengers.
Turn 1 (Paddock Hill Bend): This long sweeping right-hand
corner can be tricky at full acceleration, so a gentle
tapping of brakes before entering Turn 1 is key. This is
nearly a double-apex corner, so take care with the racing
line, especially since this begins the downhill descent of
the circuit. Taking this corner at full throttle is likely
to cause the car to spin before achieving corner exit.
Turn 2 (Druid's Bend): This right-hand hairpin is the
tightest corner of the Brands Hatch Indy circuit. Passing on
braking here can be advantageous, but is NOT for the
newcomers - especially on the opening lap of a race!!! There
is plenty of sand to the outside of the hairpin for those who
miss the braking zone.
Turn 3 (Graham Hill Bend): Experts can handle this left-hand
corner at full throttle if unencumbered by traffic, although
slight braking is preferred here. The course is at its
lowest elevation here.
Straightaway (Cooper Straight): This straightaway has a
slight bend to the left. While not nearly as long as Brabham
Straight, it is a great place for low-downforce cars to gain
race positions.
Turn 4 (Surtees): This left-hand corner requires light
braking to keep to the pavement, and flows quickly into
McLaren.
Turn 5 (McLaren): This long sweeping right-hand corner can
generally be taken at full acceleration.
Turn 6 (Clark Curve): Slight braking may be desired entering
this long right-hand corner, but then it is imperative to
power hard all the way to Turn 1!!! Pit Entry is on the
right entering Clark Curve.
====================================
CIRCUIT DETAILS: OULTON PARK FOSTERS
Overtaking is often difficult at this tight venue, so
qualifying is of the utmost importance. This circuit is also
somewhat rough on brakes in long races, in part due to the
traffic jams (especially at the first corner at the beginning
of a race).
Pit Straight: The Pit Straight here is rather long compared
to most, so powerful acceleration is absolutely necessary.
Pit Entrance is on the right past the slight left-hand bend
early in the straightaway.
Turn 1 (Old Hall Corner): This right-hand corner begins a
slow downhill run along The Avenue and Dentons. Slight
braking is required for the corner, but strong acceleration
is needed on corner exit.
Turn 2 (Cascades): This semi-tricky left-hand corner is best
taken with light or moderate braking, primarily because Turn
3 is a tighter corner which will require even more braking.
Turn 3 (Cascades): This right-hand corner will require even
more braking than Turn 2, as it is nearly a perpendicular
corner. However, strong acceleration out of Turn 3 is key to
setting up good passing opportunities.
Turns 4-5 (Knickelbrook): This double-apex right corner can
be taken at full throttle unless blocked by traffic. A
pristine racing line is needed (perhaps with the assistance
of the rumble strips) to keep on the pavement. There is a
paved chicane on the inside of Knickelbrook, but it is not
used for TOCA racing.
Straightaway (Clay Hill): This long straightaway has a left-
hand bend.
Turn 6 (Druids Corner): This right-hand corner will require
light braking to keep to the pavement as the car muscles its
way along a slow uphill climb.
Turn 7 (Lodge Corner): This right-hand J-turn requires
moderate braking on entrance to keep out of the sand and
grass. Once safely though Lodge Corner, it is imperative to
power hard along Pit Straight to make a few passes.
====================================
CIRCUIT DETAILS: CROFT
Croft's design incorporates numerous types of corners with
several high-speed straightaways. This mix can make car set-
up difficult and can truly tax a driver.
Pit Straight: Pit Straight is rather lengthy at Croft, with
Pit Entry just beyond the exit of the hairpin.
Turns 1-3: These right-left-right S-curves require moderate
to severe braking on entry, but by Turn 3, it should be
possible to accelerate strongly out of this section of the
course, but the ensuing straightaway is almost nonexistent,
so strong braking will be required for the next chicane.
Turns 4-5: This right-left chicane follows shortly after the
initial S-curves. Passing entering Turn 4 is not suggested,
as strong braking is required to keep to the pavement.
Straightaway: This rather lengthy straightaway has a slight
left-hand bend halfway along its length.
Turn 6: This moderate right-hand corner will require moderate
braking to keep the car from sliding.
Turns 7-8: This left-right segment presents a VERY gentle
'chicane' and can generally be taken at full acceleration.
Turns 9-11: This trio of right-hand corners can be taken at
full throttle with a pristine racing line, although a slight
tapping of the brakes may be useful.
Turns 12-13: This is almost exactly like Turns 7-8, but Turn
13 is much tighter than Turn 8; moderate braking will be
necessary.
Turn 14: This is the hairpin which leads onto Pit Straight.
It follows very shortly after Turn 13, so it best to not try
to pass exiting Turn 13.
====================================
CIRCUIT DETAILS: SNETTERTON
Formerly the site of an American air base in World War II,
this circuit boasts two of the longest straightaways in the
United Kingdom... and they are both sufficiently long to lull
a driver enough to lose concentration if not encumbered by
traffic. Is there a reason the track layout looks like an
exclamation point?????
Pit Straight (Senna Straight): The Pit Straight is somewhat
lengthy, so speed is important here.
Turn 1 (Richie's Corner): Light braking is needed for this
right-hand corner.
Turn 2 (Sear Corner): After a brief straightaway, moderate or
heavy braking is needed for this right-hand corner.
Straightaway (Benett Straight): This is the longest
straightaway of the Snetterton circuit, so horsepower and low
downforce are key here. Passing underneath the pedestrian
bridge, begin braking for the next complex of corners.
Turns 3-4 (The Esses): Begin slowing on Benett Straight when
passing underneath the pedestrian bridge. The left-hand Turn
3 can itself be taken at full speed, but lack of braking here
will result in missing the sharp right-hand Turn 4,
Turn 5 (Bomb Hole): After a brief straightaway, this right-
hand corner can be taken at full throttle, but light braking
may be desired to help to keep to the pavement.
Turn 6 (Coram Curve): This long sweeping right-hand corner
can be taken at full acceleration, but failure to keep to the
racing line can easily result in slipping off the pavement.
This also makes passing along Coram Curve a somewhat tricky
proposition.
Turns 7-8 (Russell Bend): This final right-left chicane
requires severe braking on entry in order to keep from
getting caught in the sand on the inside of the chicane.
Because of the length of Senna Straight, strong acceleration
out of Russell Bend is extremely important. Pit Entry is
just to the right exiting Russell Bend.
====================================
CIRCUIT DETAILS: KNOCKHILL
This is the last of the real-world circuits in TOCA2: Touring
Car Championship. This circuit is a nightmare for car set-
ups, as there are many tight corners (some with their own
significant elevation changes) connected by significant
straightaways.
Pit Straight: Pit Straight is on an uphill slope, which may
make standing starts somewhat tricky. It is also quite
lengthy. Pit Entry is on the left, where the slots of the
starting grid are located; this is a very short Pit Lane.
Turn 1: This heavy-braking right-hand corner is made even
more difficult because it heads downhill. It is very easy to
foul up here and get caught out in the sand on the outside of
Turn 1.
Turn 2: Almost immediately after Turn 1, this left-hand
corner requires at least a slight tapping of the brakes to
keep to the pavement.
Turn 3: Almost immediately after Turn 2, this right-hand
corner requires moderate braking to keep to the pavement.
Turn 4: Shortly after Turn 3, this gentle right-hand corner
can be taken at full acceleration, but care must be taken on
the approach to Turn 5.
Turns 5-6: This tricky left-right complex requires heavy
braking on entry; slowing enough on entry allows for powerful
acceleration through Turn 6 and onto the ensuing
straightaway.
Turn 7: This difficult right-hand corner is on an uphill
climb; if there is no traffic in front to provide an idea of
where the circuit is, it is virtually impossible to see the
layout of the pavement due to the angle of the hill. This
opens onto a nice straightaway.
Turn 8: This is another right-hand corner on an uphill climb;
this time, the corner is nearly a hairpin. Strong
acceleration out of Turn 8 is required, as this opens onto
the lengthy Pit Straight.
====================================
CIRCUIT DETAILS: DOWNTOWN USA
This is the first of the non-real circuits. Looking at the
circuit map as the venue loads, it appears that races here
take place entirely in the downtown area of a major American
city, characterized by the perpendicular corners forming
square and rectangular shapes. However, once a race begins,
the circuit moves OUTSIDE the fictitious city into the grassy
countryside for approximately half a lap before returning to
the urban area once again; nonetheless, even the time spent
in the countryside is filled with perpendicular corners
(except one). In the city, running over the many wide
sidewalks flanking the pavement is likely to cause the car to
spin violently; shortcutting the corners in the countryside
by running through the grass will likely have the same
result, but the spins will generally be faster. The
countryside area is also fairly well banked on both sides of
the pavement, which could possibly flip a car running at a
high speed on the bankings. Most interestingly, there is a
hidden shortcut which can be used in Time Trial Mode; using
it during a race will result in a Missed Lap penalty.
Pit Straight: There is no Pit Lane here.
Turn 1: This left-hand corner leads into a tunnel of sorts,
with shops along each side of the road.
Tunnel: This is where the shortcut begins, but it requires
a good eye to see it. The shortcut can be found at the
lengthy gap on the right side of the tunnel; turning here,
the shortcut continues through another tunnel, then out
into the daylight. However, the 'road' suddenly
'disappears,' as the wide sidewalk (no joke!!!) suddenly
descends a steep hill in two tiers. The descent is made
with stairs, so this will be rather bumpy. The main
course is at the bottom, between Turns 3 and 4; continue
on to the right to continue the lap.
Turn 2: Immediately after the tunnel, the circuit turns to
the right; heavy braking is required in the tunnel.
Straightaway: The circuit takes a steep downhill run here,
which makes proper braking for Turn 3 even more important.
The circuit also leaves the city here and heads out into the
countryside. Off to the right, the white sidewalk and steps
of the shortcut can be seen.
Turn 3: At the bottom of a steep hill, this is a right-hand
corner surrounded by grass. Shortcutting the grass is likely
to cause the car to spin.
Turn 4: After a lengthy straightaway, Turn 4 is a left-hand
corner surrounded by grass. Shortcutting the grass is likely
to cause the car to spin.
Turn 5: This is a left-hand corner surrounded by grass.
Shortcutting the grass is likely to cause the car to spin.
Turn 6: This is a right-hand corner surrounded by grass.
Shortcutting the grass is likely to cause the car to spin.
Turn 7: This is a left-hand corner surrounded by grass.
Shortcutting the grass is likely to cause the car to spin.
Straightaway: The course heads steeply uphill here.
Turn 8: This left-hand corner is a wide sweeping bend, and is
the ONLY non-perpendicular corner of the circuit. As such,
full acceleration can be used throughout.
Straightaway: This is the longest straightaway of the venue.
However, this is essentially a roller coaster, with many
hills and valleys, which can make judging the correct
distance to the next car(s) ahead a little difficult. After
the final valley, barriers significantly narrow the width of
the circuit momentarily as the course re-enters the city;
staying in the center lane approaching the city is the best
option here to avoid any surprises. Slight crests and dips
continue in the circuit up until the next corner. The
overall trend of this lengthy straightaway is a slight uphill
climb.
Turn 9: This is a left-hand corner.
Turn 10: This is another left-hand corner. Note that on
approach to Turn 10, there is a gap in the fencing on the
left side of the circuit; taking this route can shortcut the
corner, but will result in a Missed Lap in a race.
Turn 11: This is a right-hand corner.
Turn 12: This is a left-hand corner and the final corner of
the circuit.
====================================
CIRCUIT DETAILS: LOCH RANOCH
The circuit map presents a solid line with two different
dotted lines; there are two alternate routes one can take at
Loch Ranoch while circling the large lake. Extreme care must
be taken, however, due to the many bumps, jumps, sharp
curves, changing road surfaces, and blind corners -
especially on the main route.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line.
Straightaway: Shortly after the Start/Finish Line, the first
of the alternate routes diverges to the right. See below for
its details.
Turn 1: Shortly after the divergence of the two routes, the
main rooute turns slightly to the right and begins a gently
downhill run. On the left side is a steep embankment, so do
not drift off the road here.
Turns 2-3: There is a semi-sharp flick to the left as the
downhill run steepens, then a gentle flick back to the right
as the downhill run continues.
Straightaway: The left-side embankment gives way to flat
plains and a fence not too far off the road. After the bump
in the road, begin braking.
Turn 4: The road turns gently to the right here, and can be
taken at full acceleration.
Turns 5-6: The road becomes a left-right chicane; Turn 5 is
not bad, but Turn 6 requires moderate or severe braking to
keep on the pavement. Exiting Turn 6, the main road
continues off to the right, but is semi-hidden by the lay of
the land; what is seen ahead is actually the first alternate
road after it has crossed the main road.
Exit of Turn 6: The main road and the first alternate road
cross paths here.
Straightaway: Do not enjoy the beauty of the lake on the
right, as the next corner can be quite a surprise!!! There
is a quick fade to the left at the end of this straightaway.
The first alternate route rejoins the main route at the end
of this straightaway, at the corner entry for Turn 7.
1AR Straightaway: The first alternate route has a lengthy
straightaway which has a major surprise: a sudden drop in
altitude. Taken at full speed, plan on damaging or
breaking the suspension if it is not set properly. The
straightaway then follows along the lake (on the right)
with a few fades before crossing the main route (at the
exit of the main route's Turn 6).
1AR Turn 1: Due to the inherent excessive speed carried
from such a lengthy straightaway, light or moderate
braking is needed to keep the car on the pavement for this
gentle right-hand corner. The exit of this corner opens
onto the entry of the main route's Turn 7, and in fact
provides a better racing line for entering the main
route's Turn 7.
Turn 7: It is key to begin moderate braking on the fade
before entering the increasing-radius right-hand Turn 7.
Along this corner, the road contains dips and valleys, making
the corner even more difficult. Exiting Turn 7, the main
road continues to the right along the lake, while the second
alternate route climbs uphill on the left; see below for its
details.
Turn 8: This is a gentle left-hand corner running along the
lake and opening onto a nice straightaway.
Straightaway: This lengthy straightaway runs along the shore
of the lake (to the right). Beware the jumps in the road and
the quick fade to the right at its end.
Turn 9: Following a quick fade to the right, Turn 9 is a
sharp left-hand corner which can easily take drivers by
surprise. EXTREME braking is required to keep from banging
the right-side fencing.
Straightaway: About halfway along this straightaway, the
second alternate route will rejoin the main route from the
left. Shortly afterward, a blacktop swing-out area will
appear on the left; USE IT.
2AR Straightaway: The second alternate route begins with a
straightaway which makes a slow uphill climb. At the fade
to the right, the road narrows as it passes through a gap
in a stone wall (typical of the British countryside).
Shortly afterward, the road surfaces changes from pavement
to gravel, briefly before returning to pavement; it then
changes again from pavement to gravel and back. All this
time, the road is rather narrow and passes through gaps in
stone walls. Once the pavement is reinstated, the road
fades gently to the right and eventually rejoins the main
route just before Turn 10.
Turn 10: On approach, use the blacktop swing-out area on the
left to set up the best possible racing line for this right-
hand perpendicular corner. The corner itself is bounded by
immovable fencing, so shortcutting is not an option (and
instead results in major car damage). Missing the corner or
the braking zone results in damaging the front end of the car
on the signs.
Turn 11: Once clear of the metal fencing, the course turns
gently to the right here, so full-on acceleration is
required. There is a tiny bump just before crossing the
Start/Finish Line.
====================================
CIRCUIT DETAILS: KASTL, BAVARIA
This is a rather fun high-speed circuit with a unique 'flaw'
in the game: Initially, the circuit rounds a traffic circle
and doubles back on itself briefly, which causes the CPU to
miscalculate a player's race position if passing cars going
in the opposite direction. Overall, this is a nice, scenic
venue.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line.
Straightaway: This lengthy straightaway takes a leisurely dip
in elevation before leisurely climbing back uphill.
Turn 1 (The Traffic Circle): At the top of the initial
straightaway's leisurely climb is the traffic circle;
moderate braking is needed to reduce speed to no more than
80MPH to safely navigate this traffic circle. This is a 360-
degree corner, essentially doubling back upon where the cars
were before, but on the other side of the road (with only a
single metal barrier separating the two directions of
travel).
Turn 2: After a VERY brief run heading the opposite direction
on the main straightaway, the course turns gently to the
right. This can be taken at full speed, but this is a semi-
blind area, so great familiarity with the circuit is needed
here.
Turn 3: This is a nearly-perpendicular left-hand corner which
can be quite surprising, as it is somewhat difficult to see
the signs indicating the way.
Turn 4: After a significant straightaway with a long fade to
the right, this is a nearly-perpendicular left-hand corner
which can also be quite surprising, as it is somewhat
difficult to see the signs indicating the way.
Turn 5: Exiting Turn 4, the main course turns gently to the
right. Given the shadows, it can be difficult to see the
cones blocking a direct path to the left of the main course.
This is also a semi-blind area, so intimate familiarity with
the circuit is vital here. Those who know the circuit WELL
can power through here at full throttle. In fact, for
experts, it is possible to never touch the brakes again until
the braking zone for Turn 1.
Turn 6: This is a lengthy gently left-hand bend which can be
taken at full throttle.
Straightaway: This lengthy straightaway has gentle fades to
the right and left.
Turn 7: After passing underneath the bridge on the
straightaway, the pavement bends to the left into and then
out of an area with rocky embankments; it is imperative to
keep of the embankments, or the car is likely to spin or
potentially even flip. With a solid racing line, fast
reflexes, and pristine knowledge of the circuit, it is
possible to rocket through this area at top acceleration.
Turn 8: Shortly after the exit of Turn 7, the road curves
gently back to the right with a slightly-decreasing radius.
This will deposit cars back onto the initial straightaway.
====================================
CIRCUIT DETAILS: ALPINE CLIMB
Those with experience in rally racing games will have an
easier time adapting to Alpine Climb; some familiarity with
the Grendelwald circuit in Gran Turismo 2 may also be useful.
This is a tight circuit with many twisting S-curves at the
lower elevations, and hairpins turns on the ascent and
descent of the mountainside. The circuit itself is just as
wide as any other in the game, but the twisty nature of the
pavement combined with the major changes in elevation makes
passing difficult at best; short of qualifying on Pole
Position and STAYING in the lead for an entire race, the
best method for passing here is to bump other cars out of the
way... which risks incurring damage and/or receiving a
Dangerous Driving warning.
Pit Straight: This is the longest straightaway (and
practically the ONLY straightaway) of the Alpine Climb venue.
Pit Entry is on the right at the very beginning of the
straightaway, with Pit Exit just beyond the Start/Finish Line
(thus making this the shortest Pit Lane in the game).
Turns 1-3 (S-curves): These right-left-right S-curves are
relatively gentle compared to that is coming next. Gentle
braking is needed on the entry of each corner to keep from
sliding off the pavement.
Turns 4-6: This lest-right-right segment requires moderate
braking on entry, with only gentle tapping of the accelerator
until this segment is cleared.
Turn 7: This is a tight left-hand J-turn requiring moderate
or heavy braking to keep from sliding off the pavement into
the too-close barrier. This is where the course REALLY
begins to become tricky!!!
Turn 8: This right-hand hairpin corner requires only slight
braking, as there should not be much speed carried out of
Turn 7. However, this is made even more difficult as the
course begins its uphill climb here. This begins the section
where those with rally racing experience will have an
advantage.
Turn 9: This left-hand hairpin corner requires only slight
braking, as there should not be much speed carried out of
Turn 8.
Turn 10: This gentle right-hand turn can generally be taken
at full throttle; the middle of the corner is the highest
elevation of the Alpine Climb venue.
Turn 11: After a semi-long downhill straightaway, the right-
hand hairpin can be very tricky due to the car's momentum and
the effects of gravity. Moderate or severe braking may be
needed here to keep the car off the too-close barriers.
Turn 12: This left-hand J-turn should not need much braking
at all - if any - due to the extremely slow speed coming out
of the Turn 11 hairpin. The exit of Turn 12 returns to the
initial (low) elevation of the circuit.
Turns 13-14: This pair of moderate right-hand corners are
best taken in a wide U-turn configuration. Slight or
moderate braking will be required for both corners. Strong
acceleration out of Turn 14 is key, as this allows for better
passing opportunities along Pit Straight - the only real
place to pass on this circuit without bumping competitors out
of the way.
====================================
CIRCUIT DETAILS: DONINGTON PARK INTERNATIONAL
This popular British venue is the host of many events, and
has been included in other games. The outside of almost
every corner has a very small strip of grass between the
pavement and the sand trap. The International configuration
inverts the final chicane of the National configuration and
adds two lengthy straightaways with two hairpin corners
(behind the Paddock Suite).
Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.
Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.
Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all. Due
to the downhill slope, it may be difficult to see the apex of
the corner as you approach.
Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.
Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here. No braking is required.
Turn 6: This is really just a left-hand fade.
Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn. The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.
Turns 8-9: This lengthy, sweeping right-hand double-apex J-
turn will require light braking to keep out of the grass and
sand as the course continues slowly uphill. This corner
opens out onto the longest straightaway at Donington.
Turns 10-11: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane. This is a tight left-
right combination with NO room for error. The barrier on the
inside of Turn 9 prevents shortcutting, and the sand trap to
the inside of Turn 10 severely hinders anyone attempting to
shortcut that corner.
Turn 12: After a significant straightaway, this is a tight
right-hand hairpin turn onto another significant straightaway
behind the Paddock Suite. Essentially, think of this as
changing runways on an airport circuit (such as at Sebring)
and you should do fairly well here. Moderate braking is
required here. If you miss your braking zone, there is a
wide patch of kitty litter to the outside of the corner.
Turn 13: The final corner of the circuit is a left-hand tight
hairpin. Again, think of this as changing runways on an
airport circuit. Moderate braking will be needed here.
====================================
CIRCUIT DETAILS: OULTON PARK INTERNATIONAL
Overtaking is often difficult at this tight venue, so
qualifying is of the utmost importance. This circuit is also
somewhat rough on brakes in long races, in part due to the
traffic jams (especially at the first corner at the beginning
of a race). The two lengthy straightaways (one with a tight
chicane) added onto the Fosters circuit can be a great place
to pass if gearing and downforce are set correctly.
Pit Straight: The Pit Straight here is rather long compared
to most, so powerful acceleration is absolutely necessary.
Turn 1 (Old Hall Corner): This right-hand corner begins a
slow downhill run along The Avenue and Dentons. Slight or
moderate braking is required for the corner, put strong
acceleration is needed on corner exit.
Turn 2 (Cascades): This tricky left-hand corner requires
moderate braking as the pavement leaves the Fosters circuit
using this left-hand J-turn. This opens out onto the longest
straightaway of the circuit, so hard acceleration is needed
here to gain race positions before the next corner.
Straightaway (Lakeside): Named for the lake to the left of
the pavement, strong acceleration is needed here.
Turn 3 (Island Bend): This left-hand corner (more of a fade
than a corner) can itself be taken flat-out, but moderate
braking is really required due to the hairpin which follows
almost immediately.
Turn 4 (Shells Oils Corner): This right-hand hairpin is
rather slow, making this a prime place for passing on braking
on corner entry, and for passing on horsepower on corner
exit.
Turns 5-7 (Foulstons): This tight left-right-left chicane
truly disrupts any sense of speed, but can be good for
passing on braking FOR EXPERTS ONLY due to the signs blocking
a clear run past the chicane.
Straightaway (Hilltop): This long straightaway is a wonderful
place for high-horsepower cars to pass slower traffic,
especially if there are multiple cars all trying to draft off
each other.
Turn 8 (Knickelbrook): This right-hand corner can be taken at
full throttle unless blocked by traffic. A pristine racing
line is needed (perhaps with the assistance of the rumble
strips) to keep on the pavement. There is a paved chicane on
the inside of Knickelbrook, but it is not used for TOCA
racing.
Straightaway (Clay Hill): This long straightaway has a left-
hand bend.
Turn 9 (Druids Corner): This right-hand corner will require
light braking to keep to the pavement as the car muscles its
way along a slow uphill climb.
Turn 10 (Lodge Corner): This right-hand J-turn requires
moderate braking on entrance to keep out of the sand and
grass. Once safely though Lodge Corner, it is imperative to
power hard along Pit Straight to make a few passes.
====================================
CIRCUIT DETAILS: TEST TRACK SHORT
This track is tricky - the uninitiated will definitely have
trouble keeping on the circuit.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line.
Turns 1-2: This is a double-apex left-hand section best
considered as one tight left-hand hairpin turn. There are
signs on the outside of the corner indicating the way.
Straightaway: This straightaway takes a leisurely dip then
leisurely returns to its original elevation. Once passing
underneath the bridge, begin braking for Turn 3.
Turns 3-4: This left-right chicane will require moderate
braking on entry, but strong acceleration powering out of
Turn 4.
Turn 5: This is a long decreasing-radius left-hand corner.
Initially, it appears that this corner can be taken at full
acceleration, but then the corner decreases in radius, so
those at full acceleration will instead find themselves
caught out in the sand on the outside of the corner. Making
things even more difficult, this is a semi-blind corner, as
the first half of the turn takes a steep uphill climb, while
the remainder of the corner descends sharply.
Straightaway: Exiting Turn 5, it is easy to see the upcoming
fork in the road; the course here continues on the right
fork, where the pavement changes to dirt briefly. A gentle
fade to the left deposits cars back onto pavement (joining
the pavement from another configuration of Test Course) just
before the Start/Finish Line.
====================================
CIRCUIT DETAILS: TEST TRACK LONG
This tricky circuit features several unsighted corners, and
without any distance-to-corner markers for assistance,
flawless knowledge of the circuit is required for success
here.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line.
Turn 1: This is a long left-hand gentle corner (which sweeps
a total of nearly 180-degrees) which can trick drivers into
keeping on the throttle, but gentle braking is needed to keep
to the pavement. Visibility is difficult because the corner
crests a major hill at its halfway point. Descending the
hill, a fork in the road is clearly visible ahead; the course
takes the left fork (which is paved).
Turn 2: This is a right-hand J-turn which is almost
impossible to see on approach, so flawless familiarity with
the circuit is key to keep out of the sand.
Turn 3: This is the initial corner of the Test Course Oval
venue, so this corner can be taken at full acceleration
without any problems.
Turn 4: This is a left-hand corner requiring slight braking
and beginning about halfway along the straightaway connecting
the banked corners of Test Course Oval.
Turn 5: After crossing a runway, the course turns gently to
the right; slight braking - if any - should be helpful here.
Turn 6: Slight braking is needed for this wide left-hand
hairpin corner. Good speed can be used through Turn 6, but
it is important to also use a pristine racing line.
Turn 7: Slight braking for this left-hand corner can help to
keep to the pavement.
Turn 8: Slight braking for this left-hand corner can help to
keep to the pavement.
Turn 9-11: Upon passing underneath a pedestrian bridge, brake
moderately to prepare for the right-left-right chicane.
Exiting the chicane deposits cars onto the front straightaway
just before the Start/Finish Line.
====================================
CIRCUIT DETAILS: TEST TRACK OVAL
This is a standard oval circuit with no Pit Lane. It should
be possible to keep on the throttle at all times unless a
wheel is dropped off the pavement.
====================================
CIRCUIT DETAILS: TEST TRACK SKID PAN
On this slippery circuit, the 'course' is marked by cones.
This is a great place to practice sharp cornering techniques.
====================================
CIRCUIT DETAILS: TEST TRACK DUSTY ROAD
Because of the dirt, cornering is much trickier at this
venue, so use extreme caution at all times.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line.
Turn 1: This wide right-hand hairpin corner leaves the
pavement and enters the dirt-covered road. There is a gentle
fade to the left on exiting Turn 1.
Turn 2: This is a right-hand corner where the circuit truly
widens, so there is plenty of room to 'save' the car should
it begin to slide too far 'out of shape.'
Turn 3: Following a slight left-hand fade, this right-hand
corner is semi-lengthy, but does not feature a wide recovery
area like Turn 2. This empties back out onto the pavement.
Turn 4: Just before the Start/Finish Line, the pavement turns
a little to the right; full acceleration can be used here.
====================================
CIRCUIT DETAILS: TEST TRACK RUNWAY
This is the airport runway nestled within Test Course Oval.
The runway is bisected with a barrier, and cars simply run up
and down its length along each side of the runway.
====================================
CIRCUIT DETAILS: TEST TRACK MEDIUM
This tricky circuit features several unsighted corners, and
without any distance-to-corner markers for assistance,
flawless knowledge of the circuit is required for success
here.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line.
Turn 1: This is a long left-hand gentle corner (which sweeps
a total of nearly 180-degrees) which can trick drivers into
keeping on the throttle, but gentle braking is needed to keep
to the pavement. Visibility is difficult because the corner
crests a major hill at its halfway point. Descending the
hill, a fork in the road is clearly visible ahead; the course
takes the left fork (which is paved).
Turn 2: This is a right-hand J-turn which is almost
impossible to see on approach, so flawless familiarity with
the circuit is key to keep out of the sand.
Turn 3: This is the initial corner of the Test Course Oval
venue, so this corner can be taken at full acceleration
without any problems.
Turn 4: This is a left-hand corner requiring slight braking
and beginning about halfway along the straightaway connecting
the banked corners of Test Course Oval.
Turn 5: After crossing a runway, the course turns gently to
the left; slight braking - if any - should be helpful here.
Straightaway: Exiting Turn 5, a divergence in the road is
visible at the bottom of a dip. The course continues
straight ahead here as it regains its elevation.
Turns 6-7: Passing underneath the pedestrian bridge, the
course turns to the left, then back again to the right,
emptying out just before the Start/Finish Line.
====================================
CIRCUIT DETAILS: TEST TRACK MEDIUM 2
This tricky circuit features several unsighted corners, and
without any distance-to-corner markers for assistance,
flawless knowledge of the circuit is required for success
here.
Pit Straight: There is no Pit Lane here.
Starting Point: Start/Finish Line (different from the others
used at Test Track).
Turn 1: This left-hand corner demands moderate braking to
keep from banging the signs indicating the way.
Turn 2: This gently right-hand corner flows immediately out
of Turn 1 and can be cleared at full throttle.
Turn 3: Slight braking is needed to keep to the pavement
along this wide left-hand hairpin corner. The turn is also
slightly banked.
Turns 4-5: This is a pair of gentle left-hand corners which
are best approached as a wide U-turn. Slight braking will be
quite useful here.
Turns 6-8: After passing underneath the pedestrian bridge,
brake moderately for this right-left-right chicane.
Turn 9: This is a long left-hand gentle corner (which sweeps
a total of nearly 180-degrees) which can trick drivers into
keeping on the throttle, but gentle braking is needed to keep
to the pavement. Visibility is difficult because the corner
crests a major hill at its halfway point. Descending the
hill, a fork in the road is clearly visible ahead; the course
takes the right fork onto dirt. After a brief stint on the
dirt, the road fades to the left onto the pavement just
before the Start/Finish Line.
CONTACT
For rants, raves, etc., contact me at FEATHER7@IX.NETCOM.COM;
also, if you have enjoyed this guide and feel that it has
been helpful to you, I would certainly appreciate a small
donation via PayPal (http://www.paypal.com/) using the above
e-mail address.
To find the latest version of this and all my other PSX/PS2
game guides, visit FeatherGuides at
http://www.angelcities.com/members/feathersites/
=======================================================================
Wolf Feather Jamie Stafford
=======================================================================
Just as there are many parts needed to make a human a human, there's a
remarkable number of things needed to make an individual what they are.
- Major Kusanagi, _Ghost in the Shell_
=======================================================================
What isn't remembered never happened. - _Serial Experiments Lain_
=======================================================================
