[align=center][spoil]All cars are not created equal: Just because two cars have similar ratings does not make them the same. An A rank Mini may technically be at the same level as a Ferrari, but on a large track, the Ferrari will likely run circles around the Mini simply because the little guy is incapable of either making enough power to keep up, or putting said power to the ground in a reliable fashion. This isnt proof that the Mini is inferior; on a small, extra tight course the tuned Mini could have the upper hand. This situation is an example to show that despite equal ranking, cars are specialized and will perform better in certain situations. Cars with naturally higher rankings tend to be specialized for hardcore racing while lower ranked cars tend to be vehicles designed for commuting with occasional sport driving. Dont just rely on the car ranking, check a cars attributes for a good idea of what it will excel in.

F: 100-200
F rank cars will fair best on small tight courses where their pathetic horsepwower is not an issue.
E: 200-275
E rank cars will generally be a bit more powerful, but they're still generally tarted up econoboxes.
D: 276-350
D Rank cars start showing some true sport car design with decent all around stats.
C: 351-425
C rank cars usually have light weight, very good power and RWD and AWD. Upgrades will usually turn these cars in to solid racers.
B: 426-500
B rank includes very high end sports cars and vintage race vehciles, expect big power and grip.
A: 500-600
A rank vehicles are the very high end of street legal sports cars, GT40s, Porsche 911s, etc. Purpose built for racing, but still streetable.
S: 601-700
S rank is generally ultra luxury supercars such as Bugatti and Lamborghini, and heavily modified A rank vehicles.
R3: 701-800
Race vehicles that are still based on street production sports cars.
R2: 801-900
Purpose built race cars intended for the highest levels of competition.
R1: 901+
The fastest pure race vehicles including Le Mans and Grand Prix race cars.
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Speed: The average speed of the course in addition to a general idea of the speed the course is designed to be driven at. A Grand Prix course or a course with lots of straights will have a high speed rating, while tight narrow courses will be lower.

Turns: The overall difficulty of a courses turns. This score reflects the level of unpredictability, room for error, and elevation changes in a courses turns. High speed courses can have difficult turns, though by their nature, incredibly windy, short tracks will have lower speed ratings.

Overall difficulty: The difficulty of the track as a whole. This number is based on the difficulty of the turns in conjunction with the expected speed of the course, and also considers other factors such as elevation changes, erratic traction surfaces and other difficulties that require special attention from the driver.

Amalfi Coast

Speed: 1/5
Turns:4.5/5
Overall Difficulty:4/5


Almafi Coast is a winding street course filled with tight bends and cobblestone roadways. Because of its tight, winding nature, the course has a very low top speed; cars with short transmission gearings will have a distinct advantage on this course. The most challenging turns are the hard left hairpin after the tunnel portion of the course and the absurdly sharp final downhill hairpin to the finish line. Approach wide, turn early, and brake extremely early while trying to come straight out of the turn close to the apex. The road surface dips and dives here, and the cobblestone portions seem to provide less traction than the tarmac here, so high horsepower cars may have traction/stability issues here. Tuned street cars with low gearing and good acceleration are recommended.

Camino Viejo de Montserrat

Speed: 3/5
Turns: 2/5
Overall Difficulty: 2/5


Theres a reason Montserrat was the course chosen for the demo; its a straight forward course thats capable of handling a wide range of vehicles. T-2 after the initial high speed section requires some finesse, as its an extremely long, gradual turn. You dont have to brake quite as early as the braking line suggests, but make sure youre close to the inside of the turn unless youre passing. Also, dont let T-4 fool you, the braking line suggests you slow significantly to make the curve, but you can easily pilot a straight line through the middle and shave time off your laps.

Extreme Circuit

Speed: 4/5
Turns: 3/5
Overall Difficulty: 3/5


The Extreme Circuit variation of Montserrat is unusual in that it is a hybrid of the regular Montserrat course and Ladera Test Track, connected by a series of uphill hairpins a la Fujimi Kaido. This variation is over twice as long as the original circuit and contains additional straights that make it more accommodating for high speed vehicles. The most notable feature is the uphill hairpins, which require a drastic speed reduction. Theyre not quite as tight as Fujimi Kaidos, but they can still catch you off guard seeing as the rest of the course is fairly high speed.

Circuit de Catalunya

Speed: 3.5/5
Turns: 3.5
Overal Difficulty: 3.5/5


Catalunya follows the typical Grand Prix set up with the starting line on a high speed straight, though its a bit more challenging than it looks. The most notable section is the extremely technical last portion. T-8, the hard left hairpin after the high speed straight, is absolutely brutal because of its late apex, and needs to be slowed for and coasted through, dont even touch the gas until youre out of the turn. The consecutive 90 degree turns can be treated like an s-curve if you cut deep into the apex on each of them. This also makes a good spot for a (slightly dirty) passing maneuver.

Fujimi Kaido

Speed: 2/5
Turns: 5/5
Overall Difficulty: 4/5


Fujimi Kaido is a downhill Japanese mountain run, of the type thats popular for traditional Japanese Togue and Drift racing. Much like the Rally di Positano, Fujimi Kaido is a tight, winding road race that favors handling over power. While the course is usually broken into sections, a full run includes both uphill and downhill mountain runs. Power is important in the uphill runs obviously, as a car with better acceleration will be much faster on the uphill side. The road tends to run wider than Rally Di Positano, so higher horsepower vehicles should feel safe here. This course also seems to favor hugging very close to the apex, as a lot of the turns are banked in your favor. The Braking line in this level is a bit too conservative, ad you are usually able to take a lot of these turns at more drastic angles and speeds than it suggests. Road surface here is also more consistent than Rally di Positano, though watch out for the hard right downhill turn at the mountain summit as it requires very hard braking.

Iberian International Circuit

Speed: 3.5/5
Turns: 2/5
Overall Difficulty: 2/5


Iberian is a very straight forward course without a lot of tricky turns. The courses most challenging aspect is the initial late apex bend right after the starting line. Remember not to accelerate through this turn and just coast until the apex appears; come in with too much speed through the easy initial bend and youll over shoot the end of the turn. The rest of the course is textbook, and you should be pulling solid lap times after only a few practice runs.

Ladera Test Track

Speed: 2.5/5
Turns: 3.5/5
Overall Difficulty: 3/5


Ladera is a fairly tight, low speed course with long sweeping turns that require sensitive throttle to maintain maximum speed through. The courses most challenging (and prominent) feature is the hairpin to wide sweeper turn about halfway through the course. Its essential to slow for the hairpin and avoid any hard acceleration while coming out as youll have to immediately brake for the long, tight sweeper. Maintain a steady speed through the turn and accelerate out. The two s-curves (T-2, T-13) on the course can be driven straight through if you aim directly between the two apexs, though its advised to slow for the s-curve (T-13) before the hard left (T-14) at the end, as any extra speed gained will just require extra braking before T-14.

Le Mans Circuit de la Sarthe

Speed: 5/5
Turns: 4/5
Overall Difficulty: 4/5

Sarthe is a classic course designed for high end super race cars, and the course reflects that. The two high speed straights allow for speeds in excess of 200 MPH in the right vehicle. Much like the New York Circuit, learning when the brake after the high speed sections is essential; brake too early an youll get passed, too late and youll go for a spin in the sand, or worse, the wall. Its also essential to memorize the locations of the two tight left/right 90-degree angle chicanes, as they require drastic speed reduction and downshifts.

Bugatti Circuit

Speed: 4/5
Turns: 3.5/5
Total Difficulty: 3.5/5


The Bugatti Circuit is a variation on the Le Mans Circuit de la Sarthe, and is selectable from the Le Mans Track Select screen. This track differs enough to warrant its own entry here, as the high-speed sections of the Sarthe course are completely removed. Instead, the course features 3 consecutive wide 180-degree turns combined with the dual chicane sections from Sarthe. This results in a substantially lower speed course, but still favors relatively high end machines. The roads are still relatively flat and long, and there are a number of straights that make this course faster than average. As usual, slow down substantially for the chicanes. The hair pins are fairly straight forward with no off-putting dips or elevation changes.

Maple Valley Raceway

Speed: 3/5
Turns: 2/5
Overall Difficulty: 2/5


Maple Valley Raceway is a very fun little course that works as a great starting point for beginners in addition to being a good test course for tuning setups. The turns here all transition easily into one another and offer a nice variety of wide sweeps and gradual hairpins. In its full configuration, the course has enough room for more powerful vehicles to stretch their legs a bit, but the course is fairly tight; dont expect to break 120 mph. One of the games most fun courses.

Mazda Raceway Laguna Seca

Speed: 4/5
Turns: 3/5
Overall Difficulty: 3.5/5


Laguna Seca is a classic track, offering a good race for many different car ranks, though it caters towards higher speed vehicles. The initial sweeping left turn and the legendary corkscrew are its most challenging portions. Approach the sweeping left from far outside and gradually turn in, slowly increasing your speed until going full throttle on the way out. The drastic downhill slope of the corkscrew requires very early braking and early throttle on the way out out to maintain proper traction. After the initial left,, immediately turn right and hug as close to the right turn apex as you can on the way out to build some speed for the following wide left. The 80-degree left before the finish line should be approached in 2nd gear at roughly 15-20 mph.

Mugello Autodromo Internazionale

Speed: 4.5/5
Turns: 4/5
Overall Difficulty: 4/5


Mugello can be deceptive as a lot of its difficulty lies in its elevation changes, certain turns may not look difficult, but they require a lot of precision; stray too far off the ideal line and youll be in the sand in no time. The course is also catered towards higher speed driving, making the elevation dips and rises even more dangerous. Practicing this course with the driving line on will be a big help in figuring out good angles of attack for some of the more difficult turns. A good rule of thumb is to stay as close to the yellow and red braking strips as you can when going through the turns, as hugging the apexes offers the most traction for graded turns.

New York Circuit

Full Circuit
Speed: 4/5
Turns 4/5
Overall Difficulty: 3.5/5


The Old New York Circuit consists of two parallel straights followed by a jarringly tight hairpin turn on one end, and a 90-degree bend into a tight circular roundabout on the other. Because the course is essentially two straight lines, a car with excellent acceleration and a good top speed will work well here. Make sure to brake early before the turns to shave off the speed gathered from the straights; late braking and attempting to slide around these corners will but you into the wall everytime.

Old Circuit

Speed: 4.5/5
Turns: 2/5
Overall Difficulty: 2.5/5


New York Circuits regular configuration is much more challenging, as it incorporates a number of chicanes in the middle of the straight-line portion of the course. These chicanes limit your top speed, in addition to narrowing the road, making passing more difficult. The chicane before the 90-degree left is the most brutal, requiring significant braking and a hard turn to the left after the initial right turn in. The one advantage to this layout is that once you pull ahead, it is very difficult for opponents to pass you on the straights; the chicanes are so tight that passing is almost impossible. Be careful of clipping the chicane turns too closely, as the red and white striped markers are elevated and you can easily roll your vehicle if you touch them at high speeds or while turning.

Nurburgring Nordschleife

Speed: 5/5
Turns: 5/5
Overall Difficulty: 5/5


The Nurburgring Nordschleife is one of the greatest challenges in racing. A single lap is 12.9 miles and the course averages a speed much higher than most drivers are accustomed to. The hardest aspect of the Nurburgring is its length. Memorizing every turn is a Herculean task that only the most dedicated will accomplish. The Nurburgrings narrow roads combined with its insanely fast speeds leave very little room for error, cut a bend too wide at 175 mph, an youll be scrambling for the rewind button. While the track is fairly forgiving to slower cars, the track is designed for top class exotics and pure race cars; hitting 200mph here is very easy. Repetition is the best way to learn the track, though its more practical to just memorize the more drastic bends. Newcomers will probably have trouble with the extremely banked high speed bends as they require a very precise hand to utilize effectively cut them too wide and youll get pitched out into the guardrail, cut them too close and youll likely spin out.

Rally Di Positano

Speed: 1/5
Turns: 5/5
Overall Difficulty: 5/5



The full Rally di Positano is 7.48 miles of twisting turning, street course that requires a patience and nerves of steel. The course itself twists and turns so often that high horsepower vehicles only have a few sections where theyll actually be able to open up. Handling rules the day here, and the uneven pavement actually favors street cars even more; the dipping cobblestone roads will make quick work of super low race suspensions. Very rarely will you break 100 mph on this course, and very rarely will you actually want to; many of the turns here are blind hairpins that require very low entry speeds. Pick a short wheelbase vehicle with good acceleration and a mild suspension and upgraded brakes to have the easiest time with this course.

Road America

Speed: 4/5
Turns: 3/5
Overall Difficulty: 3/5


Road America is a solid track that offers an intermediate level of challenge for racers looking to hone their skills. Most of the turns here are either flat or banked in your favor, so theres little worry of elevation changes messing with your line. Most of the turns are fairly generous, although they tend to punish excessive speed, make sure to brake early here. Watch out for the turn after the Toyota arch, as it requires early braking and is very difficult to see because of a slight elevation change.

Road Atlanta

Speed: 3.5/5
Turns: 2.5/5
Overall Difficulty: 2/5


Road Atlanta is a fairly short course with faster than average speed. While there are some minor elevation changes on the course, they dont factor into the turns much, making them fairly negligible. The track is generally wide enough to allow for mistakes, so Road Atlanta can be forgiving if you approach a turn at the wrong angle/speed. The most difficult portion is the S-turn after the high speed straight, make sure to slow very early and turn in left sooner than usual before the uphill right-hander, straighten as soon as possible to power up the hill.

Sebring International Raceway

Speed: 4/5
Turns: 4/5
Overall Difficulty: 4


Sebring is unusual in that it is a relatively high speed course that features a lot of late apex turns. The most annoying part about Sebring is the inconsistent blocked cement pavement around the starting line. You can hear your car bumping across it, and it will seriously reduce your traction if you try any high speed maneuvers on it. Even so, its possible to pass rivals on the very last turn before the finish as they tend to slow excessively for this section. Also watch out for the turn before the high speed straight, as its significantly tighter than the two turns preceding it, which can lull you into a false sense of security. Be careful coming out of some of the late apex turns here, as getting on the gas too early will easily spin your car.

Sedona Raceway Park

Speed: 4.5/5
Turns: 4/5
Overall Difficulty: 4.5/5


Sedona is a high-speed course, built for highly tuned sports cars and low rank race vehicles. The beginning and end of the course is half of a banked speedway, which gives high-powered vehicles a distinct advantage in these sections. Sedona also has a few elevation changes, most notably the uphill right hand turn after the tunnel section. Since the its impossible to see the turn over the peak of the hill, youll need to memorize when you have to turn. As usual early braking and staying close to the apex work well for drastic uphill turns. Pay special attention to the S-curve in the middle of the straight at the bottom of the track as its very unforgiving and youll be approaching it at a high speed because of the straight-line portion preceding it. The heavily banked hairpin after the straight-line segment also requires solid braking and a very specific entry angle. A challenging track.

Silverstone Racing Circuit

Speed: 4.5/5
Turns: 4/5
Overall Difficulty: 4/5


Silverstone is a purpose built racecourse that favors very fast vehicles; like most courses it also becomes progressively more difficult as the speed increases. Slower cars can race here, but the large course is set up for high speed maneuvering with its long straights followed by brake busting dual 90-degree turns. Make sure to watch for the 90 degree turns as youll have to drastically reduce speed to get though them. Approach from the outside, turn hard in, and coast through the following 90-degree turn as close to the apex as possible. Silverstones most challenging portion is the technical set of curves before the finish line. Be delicate on the throttle and maintain as much speed through the long right hand curve as you can before going full throttle into the straight.

Sunset Peninsula Raceway

Speed: 4.5/5
Turns: 3.5/5
Overall Difficulty: 3.5/5


Much like Sedona, Sunset is a course built around a speedway ring, so a large portion of it is a banked ring, giving an obvious advantage to high powered cars. Fortunately, its a bit shorter, and the turns arent quite as severe. The hard left near the end, (T-12) requires extremely heavy braking after the straight, but make sure to floor it on the way out as the next turn is very wide and leads into the high speed ring finishing section; its essential to build your speed here as quickly as possible. Also dont let the inconsistent road surface of the first turn fool you, its wider than it looks, and you can maintain a lot of speed from the high speed section by turning a little earlier, and memorizing how wide you can safely negotiate the turn.

Suzuka Circuit

Speed: 4/5
Turns:3/5
Overall Difficulty: 3/5


Suzuka Circuit is fairly straight forward high speed circuit that favors higher end sports cars, or cars comfortable driving around 100mph. The S-curves after the initial wide sweeper are smooth and easy to transition into. The only difficult turns are the steep angled turn 11 hairpin, and the two consecutive right angle turns before the finish line. Turns 8 and 9, before the hairpin are also a little tricky as they are steeply angled, make sure to dip hard into the apex on these two to maintain maximum speed and traction.
The course has a lot of high speed straights, so make sure to bring a class appropriate speedy car in order to capitalize.

Tsukuba Circuit

Speed: 2/5
Turns: 4/5
Overall Difficulty: 3.5/5


Tsukuba is an intense, tight circuit that packs a lot into its 1.27 miles. Its also unusual in that it has a high speed section and curve that requires your car to have both excellent handling for the tight hairpins and some top end speed for the straight. All the hairpins at Tsukuba are fairly tight, so make sure to brake early and approach from the outside. The course is extremely flat, so elevation changes arent an issue. Because of the tight nature of the course, passing can be difficult; maintaining speed out of the hairpin before the long straight is essential and sets up a good passing opportunity. Overall, Tsukuba is a very fun little circuit that offers a good challenge for low to mid-level vehicles.

Twin Ring Motegi

Speed: 4/5
Turns: 2/5
Overall Difficulty: 3/5


Twin Ring is a relatively high speed course punctuated by a number of gradual hairpins. Most allow for some level of error and are flat, making this course a good choice for an intermediate driver. The right hand turn after the high speed straight is banked downwards, so make sure to brake early and turn in close to the apex for maximum traction. The initial left turn into the s-curve before the finish line also requires some stiff braking, though, as usual you can cut across the apex a bit to save time.

- Camshaft
On pure dollar to power ratio, its hard to beat the camshaft upgrade. Almost every car will see a +20 to +80 horsepower upgrade from a camshaft upgrade for around 1,200 to 5,000 credits. More power is always good, and the camshaft provides.

- Weight Reduction
As is the case with most racing sim games, weight reduction is the best upgrade. A lighter car accelerates, turns and brakes faster than a heavier one, and creates no negative side effects. The low cost of the upgrade also makes it a no-brainer.

- Brake Upgrade
Brake upgrades are an excellent choice for most cars, as they allow you to carry your speed further into a turn than you normally could, and brake later. This allows for faster lap times. While its not as cheap as other upgrades, its biggest perk is the fact that the upgrade only boosts your performance index (PI) a few points even for race brakes. This makes it an excellent choice for maxing out the potential of a car that needs to stay within a certain rank.

- Oil and Cooling & Fuel System
These two upgrades offer some reasonable horsepower gains for around 2,000 credits and dont bump your PI up too far either. A good choice for working within a fixed rank race series. Once your car starts putting out substantially more than stock horsepower, chassis reinforcement can help the suspension deal with the extra ponies. Stiffening the body of the car will reduce the car body twisting during hard turns and acceleration at high speeds, adding stability and helping to keep your wheels planted. The only downside is a minor weight increase thats easily offset by the other performance gains. The relatively low cost, around 3,000 credits, and miniscule PI bump make the reinforcement a solid choice.

- Engine
If youre looking for raw horsepower, its hard to beat the cost efficiency of engine swaps. The variety of engines available for each model vary, but its not too difficult to double or even triple your horsepower gains with an engine swap. Be careful though, as its very easy to overpower a car with too much engine. A major engine swap will require virtually all the transmission and suspension upgrades at your disposal, as well as extensive tuning to make it drivable.

- Drivetrain
Most drivetrain swaps allow you to make vehicles AWD. Depending on the vehicle, this can drastically alter its performance. AWD drivetrains are always heavier, so expect a minor weight increase and decrease in overall handling performance. The positive aspect is that AWD drivetrains can make a cars power more manageable. Tiny RWD cars with huge engines can be difficult to handle, but when the power is spread to all four wheels, stability and launch speeds are drastically increased.

- Aspiration
Bolting a turbo or supercharger onto your car is a fairly cheap way to make extra horsepower, but it comes at a cost. Turbo chargers need to spool up before their boost can be utilized, meaning you will only experience their benefit in the higher rev ranges. This is called turbo lag, and determining when exactly your turbo will hit is important, as an unexpected surge of power in a turn can cause your car to spin out or lose traction. Supercharges operate in a lower rev range, but the danger of being unprepared for the power boost remains.

Step 1: Get your forza 3 gamesave onto your flashdrive
Step 2: plug flashdrive into computer and download horizon diamond, and usb xplorer
Step 3: open usb xplorer and click "content", then keep clicking the profiles as they pop up until you get to "forza profile"
Step 4: click forza profile then click extract, then choose desktop and save it there, then MINIMIZE usb xplorer
Step 5: open horizon
Step 6: scroll over in the top game bar until you get to forza motorsport 3
Step 7: click on it then click open, and click desktop and find your forza profile
Step 8: it should pop up with all your old credits and level and xp..MOD IT AT YOUR OWN RISK
Step 9: after your done modding it, click "Save", it will say "Saved, Rehashed and Resigned"
Step 10: close out of the little mod box, then close out of horizon itself
Step 11: Pull up usb xplorer again then delete your old profile
Step 12: Click inject and choose your forza profile on your desktop *there will be two one says Forzaprofile, the other says, Forzaprofile.bak Dont choose the .bak one
Step 13: after you have injected it close the program, then safely remove your device
** DOWNLOAD LINKS **
USB XTAF - [ Register or Signin to view external links. ]
Horizon - [ Register or Signin to view external links. ]

**VIDEO INSTUCTIONS (NOT MINE)**