TOCA2: TOURING CAR CHAMPIONSHIP GAME GUIDE by Wolf Feather/Jamie Stafford FEATHER7@IX.NETCOM.COM Initial Version Completed: July 17, 2002 FINAL VERSION Completed: August 13, 2002 ==================================== ==================================== ==================================== 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 ==================================== SPACING AND LENGTH For optimum readability, this driving guide should be viewed/printed using a monowidth font, such as Courier. Check for appropriate font setting by making sure the numbers and letters below line up: 1234567890123456789012345678901234567890123456789012 ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz ==================================== PERMISSIONS This guide may ONLY be posted on FeatherGuides, GameFAQs.com, PSXCodez.com, F1Gamers, Cheatcc.com, Absolute- PlayStation.com, InsidePS2Games.com, RedCoupe, gamesover.com, CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru, cheatingplanet.com, vgstrategies.com, hellzgate, Games Domain, RobsGaming.com, ps2fantasy.com, and neoseeker.com. Permission is granted to download and print one copy of this game guide for personal use. ==================================== ==================================== ==================================== 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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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/

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