Moto GP 06 - ign, Prima, Bradygames IGN and other guide, Poradniki ENG
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Introduction
There aren't any training wheels for these kinds of bikes. You'll be going over 200 miles per hour and the space between
you and the hard pavement is going to be next to nothing. Get ready for some intense Grand Prix racing, extreme street
racing, and more two wheeled vehicles than you can shake a stick at.
The competition is waiting for you online. Before you crash and burn in front of the whole world, read our guide for tips to
improve your racing. We've got everything you'll need to stay on the tracks and more.
Look inside the guide for
:
Driving School
: We'll teach you how to make the transition from a car to a motorcycle and give you what you
need to make it around the turns without falling.
Workshop
: A look at each motorcycle in the game and advice for tuning.
Grand Prix
: Tips for each GP course.
Extreme Courses
: Get started on the street tracks.
Challenges
: Find help on how to beat each of the challenges and gain every rider point.
Secrets
: Achievements points for the over-achievers.
Guide by: Erik Brudvig
This PDF Guide is property of IGN Entertainment. Any unlawful duplication or posting of this document without the
consent of IGN Entertainment will result in legal action.
Driving School
Driving School Nav: Moto Control //
Turn Philosophy
Moto Control
Practice Makes Perfect Ï Nothing that we'll tell you in this guide will be as valuable as simply practicing the tracks
over and over again. Knowing which turn is coming up and how steep of an angle you'll have to negotiate, as well as the
best line for coming out of a curve is the key to victory. The last thing you want to do is come out of a tight turn and find
yourself going full steam into a turn with no hope of hitting it properly.
Qualify
Ï When playing a season, you'll be given the option to qualify for a race before entering it. If you don't qualify,
you'll have to start from the 16th position. This means you'll have to pass every other rider on your way to victory. With
the AI's nasty reputation for knocking people off of their motorcycles, you'll find that starting in the front of the pack
makes it much easier to win. It's not just the better position to begin with that matters. Not having to jockey for position is
invaluable.
Two Brakes Ï If you've never played a motorcycle simulation game before, the dual-braking system might confuse
you. You're equipped with both a front and rear brake. Deciding which one to use, or both, will greatly alter the way you
handle turns and negotiate obstacles.
The front brake will cause your front tire to stop. If you're moving fast enough and going in a straight line, this will cause
you to perform a 'stoppie' which is basically a wheelie on your front tire instead of the back. The front brake is much
more useful than simply performing trick moves, though. The front brake is your main way of slowing your bike down for
turns. You'll keep the most traction and stability by using this brake.
The rear brake is less effective for turning, especially on a GP race. By holding down this brake while going around a
turn, the front of your bike will keep moving while the rear will stop. This causes your bike to start skidding around a turn
in what is known as a powerslide. You'll lose a lot of your traction by doing this, but on Extreme courses, you can
maintain your momentum around a turn and power out of the corner if done properly.
Using both brakes in tandem is a must at certain points in the game. If you're coming down a straight-away at top speed
and need to make your way around a tight U-turn, you don't want to have to start slowing down early. By maintaining
your top speed for the longest possible time and then slowing down rapidly, you can oftentimes gain a few tenths of a
second on your competition. This is known as late-braking and is an effective means for passing opponents around
turns. It is a tricky thing to do though, because you don't want to slow down so much that you end up coming out of the
turn without any momentum. You also don't want to go into the turn too fast by late-late-braking that you end up missing
your line.
Don't forget that sometimes you won't need to use any brakes at all. Just because an upcoming turn warning is flashing
on your screen, it doesn't always mean you need to slow down. Simply taking your hand off of the accelerator and
starting your turn at the right time is oftentimes enough. Lay off the gas once in a while when you're going around turns.
Knocking Your Opponent Down Ï Nothing hurts your chances at winning a race like skidding into a wall on your
behind at 150 mph. On the flip side, making your opponents do just that will ensure you take 1st place. This can be a
tricky maneuver because you don't want to take the fall with them or instead of them. When you want to knock someone
down, take the inside lane going around a curve. Aim your line so that your front tire strikes your opponents bike in the
middle or rear sections. The little love tap you give them will send them flying, unable to recover.
Bike Selection
Ï The fastest option isn't always the best. Just because one particular motorcycle can hit over 200
mph, it doesn't mean you'll want to choose it for every race. The general rule of thumb is that the faster a bike goes, the
worse it handles. You'll find yourself getting knocked over by opponents, losing traction around turns and sliding into a
wall, and losing your grip on the road over bumpy terrain on the 1200cc bikes as well as the faster GP motorcycles.
When you're doing your practice and qualifying, toy around with both the bike's individual settings as well as testing out
a few different models. You may find that you can post a significantly faster time by changing which motorcycle you use.
Driving School
Driving School Nav:
Moto Control
// Turn Philosophy
Turn Philosophy
Basic Turn Philosophy
Ï For just about every turn on each race course, the same
core philosophy applies: Slow in, fast out. This idea is based on the simple fact speed
out of a turn gives you speed beyond the turn.
Think of it this way. Imagine a fairly sharp turn, and a super long straight-away that
immediately follows. Because the turn is sharp, you can't help but have to slow down
for the corner. However, the long straight-away that follows the turn is your chance to
get your vehicle to maximum speed. Since you know that you have to be slow for the
corner and you know that have to be fast in the straight, it only makes sense that you
should focus all your efforts on maximizing your speed in the straight. To do that, you
must sacrifice some speed in the corner.
Slow in, fast out. GOOD
If you head into a corner at full speed and try to whip around the turn, you'll end up
slowing down anyway. And when you go to exit the turn (and head into the straight),
you'll find that you won't have the accelerating power necessary to get you up to speed
quickly. In this instance, you sacrificed speed in the straight so that you could keep your
speed in the corner. But because speed in the straight is more important than speed in
the corner, this sacrifice is a bad choice, and will lead to slower lap times.
Slow in, fast out. It's a motto of sorts. If you're slow going into a turn, you'll be more able
to direct your bike along the perfect racing line. If you stick to the perfect racing line,
you'll be able to start your acceleration out of the turn much sooner than if you had
gone into the turn too quickly. This head-start on your exit acceleration will directly
affect the top speed you reach in the straight that follows. If another bike powers
through the corner at a higher speed, they won't have the same advantage in acceleration. So even if they do happen to
go through the corner faster than you do, your bike will catch up and pass them in the straight.
Fast in, slow out. BAD
This philosophy applies to all types of turns, including gradual sweeping turns, hairpins, and even s-turns and chicanes.
For s-turns, you've basically got two corners that are connected before you reach the straight-away. Because the first
corner does not open up into a straight, it's more important to get your acceleration speed out of the second corner of
the s-turn. Sacrifice speed around the first corner of the s-turn to allow yourself plenty of control heading into the second
corner. This will let you line up a perfect apex to maximize your exit speed.
Hitting Apexes
Ï The slow in, fast out philosophy may be great, but it still doesn't give
you the whole formula for taking turns properly. Another component to every turn is the
apex of the turn. The apex is the point on the inside of the curve that you want to aim
for, and is usually the point where you start your acceleration out of the turn.
For almost every turn, you will have to drive at reduced speeds in order to maintain
traction and control. The purpose of targeting an apex is to get your bike moving in a
straight line as soon as possible, even before you've fully exited the turn.
Again, imagine a sharp turn that leads into a straight. The turn curves, sort of like the
letter U, and the straight line of the course doesn't start until after you've passed
through the curve of the U. However, because all turns have depthÏbecause the road
is wider than your vehicleÏyou don't have to drive in the exact direction that the curve
moves. Take that same U-shaped turn, and imagine driving through in a line that more
closely resembles a V. Because the exit line of a V is straighter than the curve of a U,
you'll be able to accelerate sooner and more effectively heading into the straight that
follows the curve.
Red dot = apex. Aim for it!
Of course, you don't want to transform every corner into a perfect V. It's not effective for your speed (since making the
instant switch from moving down to up is impossible for a bike), and that's not the point of this lesson (the point also is
not to confuse you, but we apologize if we did). The point you need to get from this is that it is possible to form a straight
exit line, even through a curved turn.
How does this relate to an apex? The apex of a turn should be a part of that straight exit line. After you've navigated the
meat of the turn, you cut in to target your apex and get on the gas to accelerate in as straight a line as possible. You
want that straight line to extend beyond the apex and continue into the straight-away without curving. This will maximize
your acceleration out of the turn, and give you the most speed possible out of a turn.
The Beauty of Straight Lines Ï If you've kept up with the reading, you likely know by now how beautiful straight lines
are when you're accelerating. We'll go into the details of the reasons why a little later, but it's important that you
understand this simple concept: your vehicle will accelerate more quickly if your bike is moving in a perfectly straight
line. However, this isn't the only beauty of straight lines.
Even more important than straight lines for accelerating is keeping straight lines when braking. When you're speeding
into a tight turn, you want to start braking before you actually enter the turn. This will allow you to brake in a straight line.
If you wait too long before braking, you'll enter the meat of the turn and will still have to brake, forcing you to brake while
turning. The problem with braking through turns is that your bike becomes much more likely to slide. If you're sliding,
you're not moving as quickly as possible, which means you're losing speed unnecessarily. If you limit your braking to
straight lines, you'll avoid any unnecessary sliding, and you'll slow down in the fastest possible manner.
Workshop
Workshop Nav: Grand Prix //
Extreme 600
//
Extreme 1000
//
Extreme 1200
//
Tuning
Grand Prix motorcycles have an entire host of building restrictions in place, preventing them from performing as well as
the Extreme series of bikes. These will definitely have a less arcadey type of feel to them and you'll need to practice
your turning quite a bit if you want to succeed with these as a novice. Since you have to play through the GP mode to
unlock the Extreme courses and bikes, it's worth your while to become well versed in the bikes and how to use them.
KR211V
Grand Prix
Available at start
Four-stroke V-5
Top speed: 166 mph
Max revs: 15347
A good bike for starting the game, though rookies might
want to take the Yamaha for better handling.
Yamaha YZR-M1
Grand Prix
Available at start
Four-stroke Inline 4
Top speed: 159 mph
Max revs: 15205
Slower than the other ride you can start with but with a
better cornering ability. Practice with this one if you're
having trouble.
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