DiRT Rally

About the game:
DiRT Rally is the most authentic, challenging and thrilling rally game ever made, road-tested over 80 million miles by the DiRT community. It captures the essence of what makes rally unique like no other game: that white knuckle feeling of racing on the edge; trying to remain in control of your emotions as you hurtle along dangerous, undulating roads at breakneck speed, aiming to squeeze everything out of your car whilst knowing that one crash could irreparably harm your stage time. It’s the ultimate test of a driver’s skill, and the ultimate in high risk, high reward game play.

Getting used to DiRT Rally
The first time you play DiRT Rally may be a little daunting. Not many drivers finish their first race without a crash, and even fewer will win their first event. The game is designed from the ground up to be an authentic simulation of real world rally. The good news for you is, real world driving techniques are applicable to every section of every stage in the game.

A better understanding of rally driving techniques will lead you to become naturally faster as you gain confidence and understanding of the car you are driving and the surfaces that you are driving on. It is much easier to add speed to a good technique.

Co-Driver Calls:
DiRT Rally uses the 1-6 system co-driver call system. This means that 1 is a slow corner and 6 is fast one. We call the corner direction first i.e. “Left Five into Right Three” and have a little more detail such as “Square”, “Hairpin” and “Acute” corners for when the corner severity is 90 degrees or greater.

Linking all of the corners together are distances. “Into” and “And” are very small distances between corners, we then use even numbers up to 100 meters and odd numbers once we go over the 100 meter mark.

The best way to describe the calls that describe the corner severity is with a diagram.

So here is one I prepared earlier:
The key thing to remember with these calls is that they are not Pace Notes. Pace Notes are written on recces and are very personal to the crews that create them and the car they are using. The calls we have created are Route Notes and they are designed to describe the road as best as possible. This makes them much more consistent and far less subjective, as a result they are a much better fit for the broad spectrum of rally cars that you will be able to drive on our stages.


Like an airplane, rally cars move in 3 axis; roll (side to side), pitch (front to back) and yaw (rotation). In order to traverse a rally stage quickly and without crashing, the driver must pro-actively manage the attitude of the car at all times. Rally cars are well known for performing big slides and most of the time, they are intentionally induced by the driver to achieve as high a speed as possible without sliding off the road.

There are two separate but equally important uses for the brakes in a rally car. The most obvious use is to slow down to a speed at which the car can take the next corner without crashing. The second, less obvious reason is to manage weight transfer before, during or even after cornering. Applying the brakes transfers more of the weight of the car over the front wheels, pressing the tires against the road, giving them increased grip. Of course, the trade off is that the rear tires have less of the cars weight applied to them, resulting in less grip.

Weight Transfer
The key component around which most other aspects of rally driving revolve is known as 'weight transfer'. The direct effect of weight transfer is that the amount of mechanical pressure applied by each of the four tires against the road surface varies. When a car speeds up, slows down or turns, each tire will experience an increase or decrease in that mechanical pressure compared to when the car is stationary. This results in an increase or decrease of the potential grip available. As a driver you must actively manage the weight transfer in order to maximize the grip potential of each tire, at the moment that grip is required whether you are braking, accelerating or turning. Braking and accelerating produces longitudinal weight transfer. Turning produces lateral weight transfer. Bear this basic principle in mind when you’re out on stage, as almost all techniques are used to manage weight transfer.