Gran Turismo 5 Prelude

8/8/2019 Gran Turismo 5 Prelude

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Introduction

Don't let the Prologue in the title fool youthough this is just thebeginning to Gran Turismo 5, there's plenty of depth andchallenge here, especially if you're more inclined to playing lesscivilized, arcade racers.

Familiar with the concept of weight transfer and its effect onvehicle handling dynamics in relation to drivetrain type? Don'tsweat it if you're not, as this guide explains real racing techniquein terms any dedicated driver can understand.

In this Gran Turismo 5 Prologue strategy guide, you'll find:

DRIVING 101 // In-depth racing strategies that breakdown techniques you may not understand. Weighttransfer, drivetrains, and old-fashioned racing mantraexplained in detail.

CAREER WALKTHROUGH // Step by step guidancethrough the myriad events of Gran Turismo 5 Prologue,including suggestions for car purchases and order ofevent completion.

CAR LIST // A complete list of cars, how to unlock them,plus the ability to organize by power, weight and otherstats.

Guide by: Mark Ryan Sallee

2008, IGN Entertainment, Inc. May not be sold, distributed, transmitted, displayed, published or broadcast, in whole or part,

without IGNs express permission. You may not alter or remove any trademark, copyright or other notice from copies of the content.All rights reserved.

1 2008 IGN Entertainment, Inc.


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Gran Turismo 5 Prologue Driving 101

Real racing is a very complicated affair, but it boils down to three basic essentials: braking, accelerating, and cornering.Consider this a lesson in Driving 101.

If you think braking is as simple as mashing the brakebutton (or brake pedal), it's time to snap to reality. Brakingis as important, if not more so, than accelerating when itcomes to realistic, technical racing. Poor braking candramatically affect your lap times. Proper brakingtechnique, conversely, will set you up to swing throughcorners drama-free and be ready to peg the accelerator atthe soonest moment possible.

As a general rule, combining braking inputs with steeringinputs will result in oversteer, often to catastrophic effect.

In simpler terms, don't brake while turning. Braking is muchmore effective when done in a straight line, scrubbing offspeed much faster than braking while turning. If you trybraking during a hard corner, you'll effectively divide thepotential grip of your tires between turning and braking.This division of grip results in both poor turning and poorbraking. If you're braking during a turn, you've waited fartoo long before using the brakes.

Since you undoubtedly need to drive through turns slowerthan the straights that precede turns, treat braking as anecessary preparation for turning. As you approach aturnwell before entering the actual cornerapply thebrakes while making as few steering wheel corrections asnecessary. If you time your braking properly, you'll haveslowed down enough that you can ease through the corner

without further need of the brakes.

Much liking braking, acceleration doesn't often mix wellwith cornering. The effect of acceleration on cornering ishighly dependent on your vehicle's drivetrain (see ourDrivetrain Types section for more details), but the generalrule is the same. By accelerating during a turn, you

effectively divide the potential grip of your tires betweentwo functions, acceleration and turning. In some cars, thisresults in understeer, during which the turning potential ofthe car is compromised, and instead of turning as sharplyas possible the car will push toward the outside of the turn.In other vehicles, oversteer is induced, during which the tailend of the car swings out, making the vehicle more difficultto control in the turn and crippling acceleration potential.

That said, there are very few times when you can use theaccelerator without touching the steering. The lesson hereis not that you should never steer and accelerate at thesame time, but rather that you need to understand the effects of combining the two actions. The real lesson here is t

Braking &Acceleration

CorneringTechnique

Weight Transfer Drivetrain Types General Tips

Braking

Acceleration



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practice moderation. If you're deep into a turn, steering cranked to the extremes, pegging the accelerator is only going toruin your turn. It may not be obvious in theory, but think of the opposite action: If you're running pedal-to-the-metal downa long straight, cranking the steering wheel left or right is going to severely wreck your acceleration (and probably more).

How you moderate your acceleration should be directly related to how hard you're steering. Through a slight right bend,you can ease the steering a little right without stepping off the accelerator. If, however, you've just slowed down for asharp hairpin, you'll want to only feather the accelerator as you crank the steering to maintain the modest speed you'veset up for the corner.

After you've navigated a turn and pointed the car straight, center the steering and nail the gas to get out of the corner. Ina perfect racing line, it's okay if your acceleration out of the turn results in minor understeer that pulls the car away fromthe apex and to the outside of the corner. Use the full width of the course to keep the straightest line possible whenaccelerating out of a bend.

Now that you've got a basic understanding of the effects of braking and acceleration on your ability to turn the car, it'stime to understand a key principle to cornering: Slow in, fast out.

The gist of the principle applies to every corner you take. Exiting the corner at the highest possible speed is the ultimategoal of every turn. If you're fast out of a corner, you'll carry that speed into the following straight. But in order to exit acorner at the highest possible speed, it's necessary to enter the corner slowly.

T H E M O R E Y O U K N O W

Though this guide is specifically intended to improve you racing ability, you can use the basic knowledge in your

everyday driving. In other words, don't be a jackass and mash the gas pedal in corners. That squealing noisefrom your tires isn't coolit just loudly advertises that you don't know how to drive properly.

Braking &Acceleration CorneringTechnique Weight Transfer Drivetrain Types General Tips

Turning



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As we explained earlier, before entering a corner, youwant to apply the brakes as you approach your turn. Frominside the corner, feather the throttle lightly, just enough tomaintain a constant, low speed. Turn into the corner andaim the car for the corner's apex (more on this later). Onceyou've made it through the meat of the turn, center thesteering and nail the accelerator to get out of the corner asfast as possible.

When approaching a corner, you typically want to brakealong the outside edge of the turn. Doing so will allow youto cut a gradual turn toward the apex. If you come into acorner from the inside of the track, you'll effectively reducethe radius of the turn, resulting in a loss of speed throughthe corner (and out of it). A more gradual turn radius,started from the outside of the track, will allow you tomaintain a higher speed while adhering to your racing line.

The apex of the turn is the point in your racing line thatcomes closest to the inside of the turn. Typically this iswhere you transition from turning to straightening the carfor acceleration out of the corner. Visualizing the properapex will give you an idea of what your racing line shouldlook like through a particular corner.

After hitting the apex on the inside of the turn, let your acceleration pull the car back toward the outside of the turn. Usethe full width of the course to cut as straight a path as possible as you exit the corner. Staying straight as possible will letyou accelerate more effectively, adhering to the original mantra: Slow in, fast out.

Now that you've got a basic understanding of properdriving technique, it's time to look a bit more in-depth intothe physical mechanics at play in high-speed racing.

Weight distrubtion and weight transfer concern the effectsof weight balance on the handling dynamics of yourvehicle. These dynamics are always changing as yourace, as everything you do affects the distribution ofweight in your vehicle.

When the vehicle is at a complete stop, its weight balanceis at its most neutral. A perfectly balanced car will have a50/50 weight balance, with half of the car's weight pushingdown on the front wheels and the other half of the weightholding down the rear wheels. While only a few carsactually achieve a perfect weight balance, this generalidea applies.

Naturally, the weight balance of a non-moving car is

instantly changed the moment the vehicle kicks intomotion. Upon acceleration, the weight balance is shiftedbackward. As the car lunges forward, the front end of thevehicle lifts while the tail end of the vehicle dips down.This shift in the weight balance dramatically affects thegrip of the tires. Under hard acceleration, the front tireslose grip while the rear tires gain traction from the addedweight. As acceleration slows, weight balance graduallyreturns to a more neutral state.

The opposite effect can be seen under hard braking. As acar brakes hard, the nose of the car dips down while thetail tends to lift. In this situation, the weight balance of the car is shifted forward. The front tires of the car gain traction


CorneringTechnique


Weight Transfer



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from the additional weight while the rear of the car loses some grip potential as the pressure of the weight shifts awayfrom those wheels. This shift in weight balance is why a car's front wheels handle most of the braking.

As weight balance transfers fore and aft of the car, dynamics such as cornering ability and grip for acceleration areaffected. The effects of weight transfer vary depending on the drivetrain type of the vehicle. For more details on thespecifics, keep reading.

The main components of a vehicle's drivetrain that relate to weight distributionand transfer are the position of the engine and the wheels that are powered by it.Many low-end economy cars are front-engine, front-wheel-drive, while sportierrides tend to favor the front-engine, rear-wheel drive setup. There are also mid-engine arrangements and all-wheel-drive vehicles. Each variation affects thehandling and acceleration dynamics of vehicles.

E N G I N E P L A C E M E N T

The placement of a vehicle's engine directly affects the weight balance of a car. Afront-engine vehicle will tend to have a frontal weight bias. While this may helpgive the front wheels traction during cornering, it may also result in too little weightholding down the rear end of the car. Under extreme speed, this lack of traction inthe rear quarters of the car may result in oversteer, as the tail end breaks looseand kicks out ahead of the front wheels. Still, you'll find the vast majority ofvehicles have their engines located at the front of the car, from econoboxes like the Chevrolet Cobalt to performancepowerhouses like the Corvette Z06.

Conversely, you'll find very few vehicles with a rear-engine arrangement. Pretty much only Porsche is crazy enough toput their engines at the far rear end of their 911 (some Volkswagens do it, too). The added weight to the rear may helpkeep the rear tires planted during acceleration, but may also contribute to oversteer if the weight is pushed too far in acorner. As well, having the weight of the engine at the back of the car tends to eliminate understeer. More commonlythough, you'll find vehicles with a mid-engine arrangement. Though the engine is still located aft of the driver, it'spositioned more toward the center of the vehicle, in front of the rear axle. This mid-engine arrangement gives a vehiclethe benefit of improved weight balance. Vehicles like the Lotus Elise and Ferrari F430 have this mid-enginearrangement.


Next time you're out and about the real world, take a look at the wheels of surrounding cars. You'll note manycars' front wheels are dirtier than the rear wheels, an effect of the brake dust generated by the heavier braking of

the front wheels. On a motorcycle, upwards of 70% of braking power comes from the front wheel because of thesame mechanics of weight transfer.


CorneringTechnique


Vehicle Drivetrain Types



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F R O N T - W H E E L - D R I V E

A front-wheel-drive (FWD) car has engine power delivered to the front wheels. The benefit of thissetup is easy, simple control that's difficult to lose. Front-wheel-drive vehicles are great cars to startwith because they're typically not as rowdy as other drivetrain setups. A mistake in a FWD vehicle will

generally result in manageable understeer, rather than out-of-control oversteer. The downside is that the FWD setup isinherently detrimental to acceleration.

As we discussed earlier, as a vehicle accelerates its weight balance transfers to the rear wheels. As the weight shifts

away from the front wheels, those front wheels lose traction. Since the acceleration of a front-wheel-drive car isdependent on the traction of the front wheels, this weight transfer limits acceleration. Also, high-powered FWD vehiclestend to suffer from torque steer. As the front tires share the responsibilities of both acceleration andsteering, there's areal chance that quick acceleration off the line can tug the steering left or right. As such, you'll find that few performance-minded cars have FWD drivetrains.

R E A R - W H E E L - D R I V E

The vast majority of performance vehicles are rear-wheel-drive (RWD). The inherent strength ofRWD is clear when you understand weight transfer. As we explained, under acceleration the weightbalance of a car shifts backward, pushing down on the rear wheels. This added weight means added

traction, a must for quick acceleration both off the line and out of corners.

The downside to rear-wheel-drive is that it tends to be more difficult to control than other drivetrains. Hop into a powerfulRWD vehicle like the Corvette Z06 and you'll quickly become familiar with the monster known as oversteer. Duringcornering, application of the throttle will tend to break traction to the rear wheels and send the rear end of the vehiclescooting out ahead of the front wheels. In street racing, this is never a good thing. Not only does the loss of traction tothe rear wheels result in reduced speed, but it's also potentially dangerous. Unchecked oversteer can quickly send yourcar into a spin and off the track.


In the real world, front-wheel-drive has many practical benefits, including cheaper manufacturing costs, lessweight and less drivetrain power loss resulting in better fuel economy, in addition to generally taking up lessspace, leaving more space for passenger and cargo room. Still, we would never ever pay more than $25,000 fora FWD vehicle because all the practical benefits of FWD are much less cool than the performance benefits ofRWD and AWD.



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Despite the learning curve for RWD vehicles, this drivetrain setup is generally regarded as the best for street racingapplication. Skilled drivers can work with the driving characteristics of rear-drive vehicles for an optimal balance ofcontrol and speed.

A L L - W H E E L - D R I V E

In all-wheel-drive (AWD) vehicles, engine power is delivered to allwheels of the car, though usuallynot all at once. AWD vehicles have a sort of inherent, if not primitive, traction control system. Mosttypical, low-end AWD vehicles will favor power delivery to the front wheels. However, if the car

senses that the powered wheels lose traction, the car's computer automatically transfers the power away from the low-traction tires to other tires that do have plenty of traction.

The benefit of AWD is especially apparent during hard acceleration off the line. As the car's computer shifts power to thewheels with the most grip, AWD vehicles really hook up with the asphalt and go. All-wheel-drive strengths are evenmore pronounced in compromised driving conditions, like driving on a wet track or driving in dirt. The benefits are also

helpful in corners where power-on oversteer is minimized by the car's computer wizardry.

Because of the smart characteristics of an AWD drivetrain, all-wheel-drive vehicles have many of the performancebenefits of a RWD setup while maintaining the easy controlability of FWD setups. However, there are somecompromises. Like FWD vehicles, AWD cars tend to suffer understeer more than their RWD rivals. As well, all-wheel-drive drivetrains add weight and mechanical complexity to cars, neither of which are desirable in real-life street racing.Still, AWD vehicles present a solid balance between rear- and front-wheel-drive vehicles and should definitely beconsidered by neophyte racers.


The Pontiac GTO, both old and new, is a front-engine, rear-wheel-drive vehicle. This superior drivetrain is but oneof the many reasons the Goat is such an awesome car. Mad props and much respeck to the motorheads atHolden of Australia for manufacturing the new GTO, model years 2004-2006, which was originally sold as theHolden Monaro.



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CorneringTechnique


Y O U R F I R S T C A R

You start with a decent bank account and have a solid pick of cars when you first boot up the game. However,one car stands above the others as the best car for your first purchased. The Honda Integra Type-R '04 is notthe

best car you can buy under 35,000 Cr., but it is the car that's best to buy.

That may sound dumb, but here's the reasoning. There are cars that are, capability-wise, significantly better thanthe Integra (the Mazda RX-8 is probably the best car for the money), butthe Integra is the best for the beginningof the game because it's compatible with the most C-Class events. Moreover, the Integra Type-R is the onlyvehicle that you can use in event C-8, which is the best money-farming event in the early part of the game. Inevent C-8, you need to complete just one lap around Daytona (takes just over a minute) in order to earn upwardsof 5,000 Cr.

A I M F O R T H E R U M B L E S T R I P S

Note the red and white rumble strips that often line the edges of a race track. These strips generally run along theedge of the course that racers are most likely to be hugging. While that may seem inconsequential, you can usethe locations of the rumble strips as makeshift waypoints forming a preferred racing line. If you're hugging theinside of a turn withouta rumble strip, chances are you've missed the corner's proper apex. Try to stick to theoutside edges of the course when the rumble strips are present and turn in so that your apexes coincide with theinside rumble strips.

G A S A N D B R A K E I N M O D E R A T I O N

By far the most important thing for new players to learn is moderation. Your gas and brake pedals are analog, notdigitaluse them as such. If you mash the brake pedal all the way, you can lock your tires and lose control. As



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Gran Turismo 5 Prologue Events Walkthrough

well, simply mashing the gas pedal all the time is counter-productive. Though you should always practicemoderation in your gas and brake application, it is especially important to do so while cornering. Heavy gassingor braking in mid-corner is never a good thing.

S L I D I N G I S B A D

Racing is a constant battle for traction. If your tires are sliding, you've lost the battle. Sliding is never a good thingin street racing (it can be helpful on dirt, but that doesn't apply in Gran Turismo 5 Prologue). Listen to your tires togauge the limits of their grip. If you start to hear the tires break loose, ease off the accelerator or brakes tomaintain control and speed.

Purchase Honda Integra Type R '04

Race C-1

Race C-4

Race C-5

Race C-7

Race C-8

Race C-9

Race C-10

Purchase Suzuki Cappuccino '95

Race C-2

Race C-3

Race C-6

Win Daihatsu OFC-1 '07

Purchase Mitsubishi Lancer Evolution IX GSR '05

Race B-1

Race B-2

Race B-3

Race B-4

Race B-5

Race B-7

Race B-10

Get in Honda Integra Type-R '04

Race B-6

Purchase Nissan R35 GT-R '07

Race B-8

Race B-9

Win BMW Concept 1 Series ti '07



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Get in Nissan R35 GT-R '07

Race A-1

Race A-4

Purchase Ford GT '06

Race A-2

Race A-6

Race A-7Race A-10

Purchase BMW M3 Coupe '07

Race A-3

Purchase Honda NSX Type R '02

Race A-5

Race A-9

Purchase Ferrari F430 '06

Race A-8

Win Nissan Skyline Coupe Concept '07

In the S Class events, you'll want to Quick Tune your cars before each race. If your car is above the point limit, drop the

horsepower to meet the point requirement for the race. If your car is below the point limit, drop your weight and raise yourhorsepower to match the point limitthere's no reason to drive a car below the point limit unless you really want to challengeyourself.

Get in Honda NSX Type-R '02

Race S-1

Race S-4

Get in Ford GT '06

Race S-2

Race S-5

Race S-8

Race S-9

Purchase Mine's BNR34 Skyline GT-R '06

Race S-3

Race S-7

Race S-10

Purchase Ferrari F40 '92

Race S-6



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Gran Turismo 5 Prologue Car List

Make Model Cr. Drivet. Power Torque Weight

Acura NSX '91 0,080,000 MR 270 210 1365

Alfa Romeo 147 TI '06 0,031,400 FF 147 133 1280

Alfa Romeo Brera 3.2 JTS Q4 '06 0,064,900 4WD 256 237 1750

Aston Martin DB9 Coupe '06 0,181,860 FR 449 420 1710

Audi R8 4.2 FSI '07 0,166,700 4WD 414 318 1560

Audi TT Coupe 3.2 '07 0,065,400 4WD 246 236 1410

BMW Z4 '03 0,038,600 FR 227 221 1365

BMW 135i Coupe '07 0,064,300 FR 301 295 1560

BMW M3 Coupe '07 0,092,400 FR 414 295 1655

BMW Concept 1 Series tii '07 --- FR --- --- ---

Chevrolet Corvette Z06 '06 0,094,500 FR 503 469 1421

Citroen C4 Coupe '05 0,031,900 FF 177 152 1330

Daihatsu Copen '02 0,015,000 FF 063 081 0830

Daihatsu OFC-1 '07 --- FF 063 076 0820

Dodge Viper GTS '02 0,090,400 FR 449 490 1569

Dodge Viper SRT10 Copue '06 0,099,700 FR 509 535 1565

Ferrari 599 '06 0,320,300 FR 611 448 1580

Ferrari F430 '06 0,243,200 MR 483 343 1450

Ferarri F40 '92 0,450,000 MR 478 425 1100

Ferrari 512BB '76 0,102,500 MR 355 333 1400

Ferrari F2007 2,000,000 --- --- --- ---

Ford Mustang GT '07 0,048,500 FR 299 320 1630

Ford GT '06 0,149,880 MR 550 500 ---

Ford Focus ST '06 0,032,000 FF 221 236 1430

Honda Integra Type R '04 0,027,300 FF 216 152 1180

Honda NSX Type R '02 0,119,570 MR 276 224 1270

Jaguar XK Coupe '06 0,113,000 FR 299 310 1690

Lancia Delta HF integrale Evoluzione '91 0,054,500 4WD 207 221 1350

Lexus IS F '07 0,076,600 FR 417 372 1690

Lotus Elise 111R '04 0,054,400 MR 189 134 0860

Lotus Elise '96 0,037,600 MR 118 122 0755

Mazda Atenza Sport 25Z '07 0,026,200 FF 167 167 1470

Mazda RX-7 Spirit R Type A '02 0,040,000 Fr 276 231 1270

Mazda RX-8 Type S '07 0,028,980 FR 246 159 1310

Mercedes-Benz SL 55 AMG '02 0,125,000 FR 493 516 1970

Mini Cooper-S '06 0,028,500 FF 167 162 1180

Mitsubishi Lancer Evolution IX GSR '05 0,035,700 4WD 276 295 1410

Mitsubishi Lancer Evolution X GSR '07 0,042,400 4WD 276 311 1540



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Nissan R34 GT-R V-spec II '02 0,061,000 4WD 276 289 1560

Nissan Fairlady Z Version S '07 0,036,300 FR 308 264 1480

Nissan Skyline Sedan 350GT '06 0,038,000 FR 310 264 1610

Nissan Skyline Coupe Concept '07 --- --- --- --- ---

Nissan Coupe 370GT '07 0,044,730 FR 328 268 1660

Nissan GT-R Proto '05 --- --- --- --- ---

Nissan R35 GT-R '07 0,077,700 4WD 473 434 1740

Renault Clio Sport V6 '00 0,045,500 MR 229 221 1335

Subaru Impreza WRX STI '07 0,036,540 4WD 303 311 1470

Subaru Impreza WRX STI Type RA '05 0,038,220 4WD 276 311 1390

Suzuki Cappuccino '05 0,014,600 FR 063 076 0690

Suzuki Swift Sport '07 0,016,300 FF 123 109 1060

Suzuki Cervo SR '07 0,014,180 FF 063 076 0820

TVR Tuscan Speed Six '00 0,094,800 FR 359 310 1100

TVR Tamora '02 0,070,940 FR 345 290 1060

Volkswagen Golf IV GTI '01 0,031,500 FF 147 155 1280

Volkswagen Golf V GTI '05 0,032,750 FF 197 207 1336

Amuse S2000 GT1 Turbo 0,250,000 FR --- --- ---

Art Morrison Corvette '60 0,250,000 FR --- --- ---

Blitz Dunlop ER34 '07 0,250,000 FR 571 502 ---

Mine's BNR34 Skyline GT-R '06 0,200,000 4WD 591 434 1340

Concept by GT Gran Turismo 350Z RS 0,070,000 FR --- --- ---

Concept by GT Corvette Z06 /Tuned 0,200,000 FR --- --- ---

Concept by GT Viper SRT10 Coupe /Tuned 0,200,000 FR --- --- ---

Concept by GT GT UM Spec II Test Car 0,300,000 MR --- --- --

Concept by GT Elise 111R /Tuned 0,100,000 MR --- --- ---

Concept by GT Elise /Tuned 0,080,000 MR --- --- ---

Concept by GT Lancer Evolution IX /Tuned 0,060,000 4WD --- --- ---

Concept by GT Lancer Evolution X /Tuned 0,080,000 4WD --- --- ---

Concept by GT Skyline Coupe /Tuned 0,080,000 FR --- --- ---

Concept by GT Clio SPort V6 /Tuned 0,100,000 MR --- --- ---

Concept by GT Cappuccino /HP Tuned 0,080,000 FR --- --- ---

Concept by GT Swift Sport /Tuned 0,060,000 FF --- --- ---

Complete all events with Bronze or better to win a prize car.

Class C Daihatsu OFC-1 '07 FF 063 076 0820

Class B BMW Concept 1 Series tii '07 --- --- --- ---

Class A Nissan Skyline Coupe Concept '07 --- --- --- ---

Class S GT-R Proto '05 --- --- --- ---

Documents

Gran Turismo 5 Prelude