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4th Endurance Race by THR

6 Heures du Mans 2024 - WSC Legends 60s

Dear Vintage Endurance Simracing Enthusiasts,

THRacing welcomes you to the 2024 edition of our 6 Heures du Mans. Using Assetto Corsa, we will descend upon the cathedral of endurance racing: the world famous Circuit de la Sarthe in Le Mans!

We have invited 7 fellow simracing communities to join us in this race.

  • ASRL - Americas Sim Racing League
  • CRS - Cockpit Racing Simulation
  • CVR - Classic Vintage Racers
  • RS - Revival Series
  • vA - virtueller Asphalt
  • VAC - VintageAC
  • VR - VirtualRacing.org

We'll have a full starting grid with great drivers and a superb race.
And we are looking forward to it!

Updates

How to Participate

Downloads

Mandatory Downloads:

Optional Recommended Downloads:

Configuration Requirements

  • Confirm that your CSP & Sol/Pure installations, including controller script selection in Weather FX, are compatible with each other. You can verify that through the readme of your Sol / Pure versions before you install and activate them. If you combine incompatible versions, you will encounter severe glitches regarding brightness levels during day/night transitions and at night
  • PPFilter & sun ray settings that allow for sufficient vision by day, night and sunrise/sunset on a single setting

CSP Car Instruments Settings

  • Set "Headlights will break in crashes" to OFF: failing to obey this ruined the race of 4 teams in 2022.
  • Set "Use high beams mode by default" to ON

Controls Patch Settings

You are expected to configure the following yellow-highlighted inputs in SETTINGS -> CONTROLS -> PATCH to an input that you can use while driving.

Mandatory:

  • Hazard lights: all cars are equipped with hazard lights. If you crashed and bent your suspension in a way that enables you to limp back to the pits safely as long as you reduce your speed, you need to turn on the hazard lights to warn the drivers behind you that you are in trouble!
  • High/low beam toggle: please enable yourself to toggle between high & low beam headlights because this has a significant impact on how far ahead you can see while driving at night. In practice, CSP should already have set the checkbox under "Settings / CSP / Car Instruments: Input Options: Use high beams mode by default" to YES by default. It's enough to have this somewhere on your keyboard because you won't toggle this more than once, and ideally never.

Strongly wished, but we recognize that not everyone has enough buttons or keys in reach:

  • Turn Signals left & right: all cars are equipped with turn signals that work on all cars until at least their first Level-of-Detail-simplified models that AC loads to improve performance when different cars are further away from you. Please enable yourself to use these turn signals to signal on which side of the road you continue while you are getting lapped by someone else.
    Hint: the Blinker Sound App, already linked above, lets you hear if your blinker is on.

Real Penalty Setup

  • Real Penalty is linked in the mandatory downloads at the top and necessary for you to install and activate, because it handles the Driver Swaps and checks if it is installed on your client: if you don't have it (as well as CSP v0.1.78 or newer), you will get kicked by the server.
  • To install Real Penalty successfully, you must install it manually (NOT via Content Manager!)
  • After installing and activating Real Penalty in Content Manager (Settings / Assetto Corsa / Python Apps -> hit the checkmark on Real Penalty), you can launch an Assetto Corsa session and open the In Game App "Real Penalty Settings" to order the elements on your GUI.

Relative Positions Display Apps

Although the Driver Swap works in AC, almost all of the in-game timing apps get confused by the driver swap. By yourself as a driver, you can only find out your overall position only using the Kunos default "F9" leaderboard pictured below, which you activate by cycling through the F9 button in an AC session.

This app only updates data once a lap when you cross the start/finish line. It is also quite hard to keep track of while driving, so be sure to have a co-driver available to monitor the Live Timing and keep you posted on who of the drivers around you is actually fighting for position with you and who is just lapping traffic.

However, realtime-style apps are still a valuable asset that you should use here, but you need to know what they can and can't do in this endurance setting! We recommend to use "Substanding Extended", which you find linked in the the Downloads near the top of this website.

This will work: identification who are the cars around you during the lap

This won't work: after your first driver swap until the end of the race, the displayed positions will be wrong!

There are several further examples of suitable similar apps, such as the following two and more:

  • Realtime (default Kunos app that tells you the delta to cars ahead & behind in seconds, but not the make and class; position display gets wrong as soon as you perform a driver swap)
  • Vr AO Standing (a standings app that was tailored to VirtualRacing.org's customized Assetto Corsa endurance server environment and therefore only delivers all features if you are connected to that: be aware that when you use it on a THR server, the position display gets wrong as soon as you perform a driver swap but it can still be used to see the physical distances to nearby cars in seconds and meters correctly)

Performance Optimization

With more than 50 cars connected to the server, you have to brace for an unusually high performance requirement for your hardware, and particularly the CPU. The number of cars that we will have on the grid considerably exceed the number of cars that we typically see in THR events. Unless you have a top-of-the-line CPU in your PC, you should be prepared to dial back some of your Video Settings and CSP configurations to achieve a better performance.

As a hint, a few effective parameters for settings in Content Manager that help to reduce the load on your Processor (even though they are video settings, they affect your CPU indirectly as well) are listed below:

  • CSP Settings: Extra FX -> off
    (Extra FX is a secondary rendering pass to add more visual effects: performance-heavy!)
  • CSP Settings: Graphic Adjustments: enabling AMD FidelityFX Super Resolution (with a slightly reduced quality setting, such as 77%) can considerably improve your framerate, even if you have an NVIDIA graphics card
  • CSP Settings: there are various other modules that are not directly necessary, which you could consider to disable as well to yield better performance - but always keep on Weather FX, Car Instruments, Graphic Adjustments, and Lighting FX
  • Assetto Corsa Settings: Video: in a performance-boosted Video Settings preset, you could, for example, reduce the resolutions of shadows, reflections and mirrors, and set the World Details to a lower level

To validate your settings, please test them offline as follows:
If your configuration can handle a full AI grid (you + 53 AI cars from the WSC60 set) at Le Mans 1967 without frequent "CPU occupancy >99%" warnings (excluding when major AI pileups occur) and while you yield a good framerate (and no slow-motion!), you will have enough headroom for peace of mind that your system can handle everything that this race can throw at it!

If you get a slow-motion experience and these "CPU occupancy >99%" warnings in this test scenario, you need to optimize your settings further. If you cannot resolve these issues by yourself, please request help in the #technical-stuff channel on the THR discord.

In case your PC proves to be too weak to handle this load reliably despite all optimization efforts, you should reconsider participating, because this scenario is guaranteed to make your car teleport all over the track due to delayed physics calculations and delayed location update feedback from your PC to the server!

Track Rendering Troubleshooting

You can skip this section if the track gets rendered correctly throughout the entire lap on your PC, and without any crashes.

If Assetto Corsa crashes when you exit Tertre Rouge and Content Manager gives you the notification screen "Game crashed. GPU failed; might be overclocked too much, or overheated", you need to go to your CSP / General Patch Settings and disable the option marked pink in the screenshot below:

Next troubleshooting topic:
Some combinations of settings in the Extra FX module of Custom Shaders Patch can cause momentary rendering failures of the track on your screen at two spots that would look like this on your screen:

  1. in the approach to Indianapolis
  2. after Tertre Rouge at the start of Ligne Droite des Hunaudières

Here are two ways to solve that:

Option 1: Disable the Extra FX extension of Custom Shaders Patch (disabling that also helps your fps)
Option 2: If you use Extra FX, you also need to enable SSLR (and possibly Temporal anti-aliasing as well)

Registration

The Registration will open on 2024-01-01 and it closes on 2024-01-14 [available Slots = 50]

Registration Form
https://thracing.de/4th-endurance-registration/

Instructions for Registration:

  • Only a single registration for each car (with up to 3 drivers) is required. You need to have the information of all co-drivers available when you fill in the form.
  • Registrations with multiple drivers will be prioritized over single driver entries: your chance to make it into the entry list is significantly higher if you share your car with at least 1 co-driver.
  • You can use the registration form to provide information about yourself, your co-drivers and your team for broadcasting purposes. These info texts will be published in the Broadcast Info Board as a resource for the broadcasters who commentate the stream, and for the participants to get to know each other better.
  • How to update your signup information after you have already submitted your registration: please use the EDIT LINK that was sent to the E-Mail address that you entered into the form when you submitted your registration.
  • After the end of the registration deadline, the organizers will transfer the bookings to Server THR|5| and open the qualifying sessions with booked slots. They will communicate this in Discord as soon as the Qualifying Server is open by tagging the #Drivers role.

Car Descriptions

We are using a selection of cars from the WSC Legends 1960s Mod. That selected range of cars is assigned to two classes for this event. We tailored the class assignment list to Le Mans as a compromise between the greatest possible variety of cars and the chance to experience exciting battles in both classes.

Prototype 7000 Class

The top class of cars we offer to choose in this event is called the Prototype 7000 class (P7000). It covers Prototype race cars with an engine displacement of up to 7000 cc and top speeds between 300 and 320 km/h.

Ferrari 330 P4 Spyder

The first contender of the P7000 class is the gorgeous Ferrari 330 P4 Spyder from 1967. Fitted with a 4 liter V12 that developed 450 horsepower, this car was the ultimate development in a successful lineage of 330 P cars before the FIA made the decision to outlaw prototypes with an engine displacement of more than 3 liters going into the 1968 season. Ferrari had high hopes with the 330 P4, hoping to set the record straight again after their calamitous defeat against Ford in Le Mans in 1966, and got off to a great start by winning the 24 hours of Daytona in 1967 with a 1-2-3 victory, while the best Ford was a privateer GT40 Mk. I that finished more than 60 laps behind the winner. By the time Le Mans came around, the tables turned again. Other than Le Mans, the 330 P4 only showed up at Brands Hatch, Targa Florio, Daytona, and Spa-Francorchamps, while leaving the playing field elsewhere to the 412 P customer cars with 30 hp less and only 4 gears. At Le Mans, Ferrari entered three P4 chassis as a Berlinetta whose fixed roof improved the aerodynamics and therefore the straight line speed, while the 4th chassis had to make do with the open-topped Spyder configuration. Hamstrung by a relatively small engine and fuel tank (only 114 Liters), the best that Ferrari could hope for was to capitalize on the great reliability of the 330 P4 if their competitors ran into trouble. While that worked perfectly with Chaparral, whose pair of 2F prototypes retired with transmission issues as usual, Ford brought through one of its seven factory-entered 7 liter cars to win once again, but this time they were joined on the podium by a pair of Ferrari 330 P4 crews. The 450 horsepower powerplant offers the Ferrari a fantastic level of medium speed acceleration and agility. However, the open roof's adverse effect on top speed limits this car's top speed in clean air to approximately 300 km/h, and the nose's aerodynamic lift also becomes noticeable as understeer while navigating high speed curves like the Courbe des Hunaudières and Courbe Dunlop. The comparatively small fuel tank of 114 Liters ensures quick fuel stops at the expense of range: the range of 270 to 280 kilometers is covered in approximately 73 minutes.

Ford GT X1 Roadster

In late 1965, two experimental, all-alumimum GT40 chassis were manufactured by Abbey Panels in England. One of the tubs was shipped back to Ford’s Kar Kraft’s Dearborn for testing, never to be seen again. The remaining aluminum chassis, GT110, was shipped to McLaren to become a lightweight open spyder in the style of the 427 GT40 which raced at the 1965 Le Mans 24 hours. Under contract, McLaren assembled, prepared and race the aluminum car dubbed the GT X1 Roadster - in the North American Pro Series in 1965, but did not yield any victories. Ford then handed it over to Shelby, who studied and tested the roadster before it was sent to Kar Kraft to be extensively modified as a test car. Heavier headers and a heavier T44 manual transmission were installed and tested alongside a 2-speed automatic transmission and different aero configurations, before it was upgraded to 1966 Mk. II specifications on top of the unique lightweight chassis and open top.

The time to shine for chassis GT110 came at the 1966 Sebring 12 hours, which became its final race. Driven by Ken Miles and Lloyd Ruby, the red painted roadster took the overall victory despite competition from Ferrari’s 330 P3, Chaparrals, Porsches, and most importantly the GT40 Mk. II of the unfortunate Dan Gurney, whose engine expired in the lead on the final lap, leading him to push it across the finish line only to be disqualified because doing so was against the rules. After this triumph, provisions were made for Holman & Moody to rebuild X1, but sadly the plan was never acted upon. Instead, the GT X1 one-off chassis, having been built in the United Kingdom and being liable for United States tariffs, met its unceremonious demise when United States customs officials ordered it to be destroyed. With a 159 liter tank to take full advantage of the FIA's ruleset, the GT X1's mighty 7 liter V8 ensures rapid acceleration until the air resistance of the open roof sets in and limits its top speed in clean air to roughly 305 km/h while allowing for a range of approximately 350 kilometers in 90 minutes.

Ford GT40 Mk I

The GT40 project began in the early 1960s when Ford Advanced Vehicles began to build the GT40 Mk I car, based upon the Lola Mk6, at their base in Slough, UK. After disappointing race results, the engineering team was moved to Dearborn, Michigan, USA in 1964 to design and build cars by Kar Kraft. All chassis versions were powered by a series of American-built Ford V8 engines modified for racing. New rules taking effect for the 1966 season dictated that at least 50 examples had to be made to run under the Group 4 Sportscar competition ruleset. While the GT40 Mk I participated in the 1965 edition of the 24 hours of Le Mans as a Prototype, the planned production volume was soon achieved and allowed its homologation for the 5 liter Group 4 Sportscar class for 1966, which it would have dominated at Le Mans virtually uncontested if it hadn't been plagued year over year by the same design flaws on the 4.7 liter V8 engine that powered it.

Alongside a number on-track mishaps and other technical defects in the drivetrain, perhaps the greatest achilles heel of the GT40 Mk I was the failure-prone cylinder head gasket. Not a single Ford GT40 Mk I that was entered in the 24 hours of Le Mans from 1965 through 1967 saw the checkered flag - and about half of these succumbed to a head gasket defect. That design flaw was resolved at the start of the 1968 season, when John Wyer's team revised the engine by boring out the displacement to 4.9 liters but more crucially installed O-Rings between the deck and the head, finally giving the Mk I the reliability it needed to become a two-time Le Mans winner in the sunset of its career. While the early GT40 Mk I, pitted against full-blown prototypes instead of the far slower Ferrari 250 LM this time, is the least powerful and overall slowest car of the P7000 class in this event, its good manners make for a relaxing companion on a grand tour that can be extended to up to 360 km (95 minutes) between pit stops using the Le Mans gearing. The next shorter gearing set trades some of that efficiency for a 5 km/h improvement in top speed to get a full car to 313 km/h - a valuable asset in fighting back against more powerful competitors with poorer aerodynamics while flying down the Ligne Droite des Hunaudières.

Jaguar XJ-13

Jaguar was the most successful manufacturer at Le Mans in the 1950s, winning 5 times between 1951 and 1957 before scaling back their efforts. Following Jaguar's exit from sportscar racing, Ferrari had dominated the scene but a new challenger showed up at the Le Mans test in 1964: the Ford GT40. This did not go unnoticed in Coventry, where plans for a dual overhead camshaft V12 already existed, and work got underway in the hopes of having an edge over the competition. Put together from a pair of two XK inline-six engines on a common crankshaft, the initial power output of the 5.0 liter V12 was 445 bhp at 7000 rpm before Jaguar added a mechanical fuel-injection system by Lucas, bumping the output to 503 bhp. A lack of funding meant that although the prototype had been up and running by March 1966, serious testing of the 1040 kg heavyweight didn't begin until a year later. Sadly, the entire project was rendered obsolete overnight by an FIA decision the day after the 24 hours of Le Mans of 1967: without any prior manufacturer consultation, the FIA announced that an engine displacement limit of just 3.0 liters on Group 6 Prototype racing cars would be introduced for the 1968 season. The XJ-13 comes with a fuel capacity of 140 liters as per 1966 FIA regulations for prototypes with an engine displacement of up to 5 liters. Letting the mighty V12 symphony loose while it propels this stunning roadster to 315 km/h despite the open roof allows for a range of roughly 300 kilometers in 80 minutes at Le Mans.

Lola T70 Mk 3 GT

Based on Lola’s potent Can-Am challenger, the T70 Mk3 Coupé could be seen as GT40 replacement. That’s because Eric Broadley was watching the first GT40 win at Le Mans in 1966 and he had been involved in that car since its inception. Like the GT40, the T70 Coupé used a mid-mounted American V8 in a thoroughly European chassis. This new Coupé body was made with Group 4 Sportscar regulations in mind, which required minimum production of 50 cars that Lola achieved in time to homologate the Chevrolet-powered 5.0 litre version as a Group 4 Sportscar in time for the 1968 season.

Aerodynamicist Tony Southgate was responsible for the new sleek body which was much more efficient than the GT40 and the T70 concept could initially have theoretically reached a top speed of 200 mph on the Ligne Droite des Hunaudières at Le Mans. Broadley took this as an opportunity to introduce the concept of trading drag for downforce, and indeed, the T70 Mk 3 GT produces net downforce that improves the cornering speed at the cost of straight line top speeds. At the time, the shape was misunderstood by some who criticised its drag, which was inevitably higher than other Group 4 Sportscars of the period, which were, as was normal then, designed for minimum drag. These aerodynamic properties meant that the Lola T70 Mk 3 GT was a stable and capable companion through curves and therefore well suited to tracks with fast sweeping bends such as Spa, where the trade off of drag for downforce meant that it could take somer corners flat which other cars had to lift for. The T70 was not very successful at endurance racing such as Le Mans, due mostly to lack of a competitive engine: in 1967, only a pair of T70s with an underdeveloped Aston Martin V8 were rolled onto the grid in the Prototype class, and both of them retired at an embarrassingly early stage of the race with engine failures. The racing small block Chevy of the period was developed for the high octane fuels then available in the USA, and did not thrive on lower-quality European fuel. However it achieved considerable success in shorter races such as the BOAC 500 where its good handling, downforce, and light weight made it very competitive. Customers already successfully raced the T70 Mk 3 GT in the Prototype class in 1967, when it was most commonly fitted with a more powerful 5.9 liter version of the Chevrolet V8, propelling Mike de'Udy to the South African Land Speed Record of 306 km/h before his car - like many others - was downgraded to the Group 4 specification's 5.0 liter engine before the 1968 season.

Rolling onto the grid in 1968 Group 4 specification with a 5.0 liter Chevrolet V8, the T70 in this event achieves a top speed of 300 km/h in clean air, and the 140 liter fuel tank allows for a range of more than 340 kilometers.

Maserati Tipo 151/3

The Maserati Tipo 151 was one of those cars which never quite came good in period, despite demonstrating devastating pace. At Le Mans, the car had no trouble getting into the lead of the race, and it is believed to be the first car ever to crack the 300 km/h barrier along the Ligne Droite des Hunaudières at Le Mans. However, a lack of investment as well as a shortcomings in the luck department meant that its great speed was never converted into winners laurels. The Tipo 151 marked a return to more traditional concepts of car design and used a frame comprising a trellis of both round and oval large tubes, an independent front suspension and a De Dion axle which was modified to act like a swing-arm axle. The V8 engine was derived from the 450S, with changes including four gear-driven camshafts, a dry sump lubrication system and four Weber 45 IDMs carburetors.
The aluminium body was designed by Giulio Alfieri and refined using a wind tunnel at Milan University. It was reminiscent of the Frank Costin designed Zagato bodied 450S, but with an accentuated Kamm Tail, jokingly called the 'racing van' for its unique new body design. The mandatory doors opened halfway up the side due to the longitudinal tubes of the frame and the lateral fuel tanks. The chassis was designed by Giorgio Molinari while the suspension was designed by Gianpaolo Dallara who had recently joined Maserati.

Early testing revealed handling problems which were solved by adding a homokinetic joint to the suspension system suggested by Bruce McLaren, one of the drivers of the Cunningham team. There were also ventilation problems and excessive rear tyre wear which were never resolved because of lack of proper testing due to the cars being completed shortly before the Le Mans race. The Maserati France car was sent to the factory for revision prior to the 1963 Le Mans event. Improvements included a 4,941 cc engine derived from the 5000 GT but with single ignition and Lucas indirect injection to yield 430 hp (321 kW). The car was renumbered as 151 003. The car was campaigned in the 1963 season but retired after a transmission failure. For 1964, the changes included a new 37 inch tall body designed by Piero Drogo (built by Allegretti), a lengthened chassis, a wider track and a switch to dry sump lubrication for the engine, reducing the power output to 410 hp (306 kW). It performed well during the race, recording a top speed of 310.0 km/h (192.6 mph) on the Ligne Droite des Hunaudières, but retired yet again after 99 laps due to electrical and braking issues.

If combating wheelspin in 2nd and sometimes 3rd gear before hitting 318 km/h sound like your cup of tea, this lunatic dart with 430 horsepower is the right car for you. You can expect a range of roughly 320 kilometers or 85 minutes from a fuel tank, unless you wrap the car around a tree beforehand. Are you and your co-driver(s) brave enough to take this challenge?

Prototype 2000 Class

The second class of cars that you can choose for this event consists of Prototypes with an engine displacement of up to 2000 cc. With a power output of 220 to 240 hp, the P2000 cars are expected to deliver an extremely intense fight throughout the entire distance of the race, reaching speeds of 270 to 280 km/h without slipstream.

Porsche 906 E Kurzheck

The FIA's regulation change between the 1965 and 1966 seasons provided a perfect opportunity for Porsche to conduct a radical departure from the hugely successful Porsche 904. Indeed, the new lightweight Porsche 906 that went on to dominate Group 4 Sportscar racing in the 2 Liter class was the brainchild of Ferdinand Piëch and rendered the venerable 904 obsolete overnight, weighing in at only 580 kg. The version of the 906 that is available in this race is a 906 Kurzheck that is fitted with the fuel-injected (E = Einspritzung) prototype version of Porsche's flat-6 engine that was only available to the Porsche Factory Team at the time, which sent the 906 E into the Prototype class. The 220 horsepower powerplant offers a 10 hp gain over a standard carbureted 906 and propels this car to 270 km/h, while the 100 Liter tank offers a range of nearly 375 Kilometers at Le Mans.

Porsche 904/8 Coupé

The Porsche 904 is the predecessor of the Porsche 906. During 1964 and 1965, the Porsche factory team raced a total of three 904 Coupés with a 2.0 Liter version of the Type 771 flat-8 engine that was tuned to approximately 240 hp in the Coupé and increased its weight to 690 kg as opposed to a typical 904 GTS's 655 kg in race trim. The 904/8 Coupé usually stood in the shadow of its more successful GT cousin (Carrera GTS with a flat-4 engine) and the 904/6 Coupé that joined the 904/8 in the 2.0 Liter Prototype class for 1965 and already had chassis numbers that started with "906" in anticipation of becoming the production 906, which didn't happen. The best results that the 904/8 Coupé achieved in international endurance races were a pair of overall 3rd places in the 1965 editions of the Nürburgring 1000 km and Paris 1000 km, combined with the class win in the 2.0 Liter Prototype class on both occasions.

At Le Mans, however, the 904/8 Coupé never lasted beyond roughly the halfway point of the event before it succumbed to engine or clutch failures. The car already comes with accurate skins for each of the events that the three 904/8 Coupé chassis 904-008, 904-009 and 904-082 participated in or were brought to as a backup car during competition from 1964 to 1966. The racing legacy of the 904/8 ended at the 1966 Nürburgring 1000 km race, where 904-009 was retrofitted to the 904 GTS's flat-4 engine and became the pioneer of live onboard TV coverage in motorsport by delivering the racing action straight from the cockpit of the racing journalists Paul Frère and Rainer Günzler to the living rooms of Germany's ZDF TV audience.

As the Type 771 engine in Assetto Corsa is expected to be more durable than the real thing, the class-leading top speed of 283 km/h and fuel capacity (110 Liters) will allow this little heavyweight to regain the time it loses through curves and take the fight back to its younger, more agile, and more efficient competitors for up to 390 Kilometers nonstop.

Nissan R380-II

The R380 was a prototype racing car originally conceived in 1965 by the Prince Motor Company which, after the merger with Nissan, was developed into the Nissan R380-II for 1967. That year, Nissan unsuccessfully attempted to repeat its previous year's victory in the Japanese Grand Prix, where Nissan had to settle for 2nd, 3rd, 4th and 6th behind a Porsche 906. Fitted with the cutting-edge GR-8 twin-cam straight six engine with triple Weber carburetors making 220 horsepower to reach up to 273 km/h, this agile 590 kg featherweight with a 90 Liter tank offers a range of up to 365 Kilometers of hard racing at Le Mans.

Chevron B8 FVA

Fitted with an endurance-oriented conservative tune of Cosworth's mighty FVA (1.6 liter inline-4) engine instead of the BMW M10 engine that the Chevron GT was homologated with for the Group 4 2.0 Liter Sportscar class, the Chevron B8 FVA from 1968 arrives as the featherweight of the 2 Liter Prototype class at 553 kg. Revving the engine to just short of the moon will yield up to 222 hp that allow the B8 FVA to hit up to 272 km/h, while offering a fuel range of up to 375 Kilometers.

TV Van

Our live broadcasters are arriving in style. Each live broadcaster will be parked in the pits using the Volkswagen Type 2 Samba TV van that was shared with us by our friends from VintageAC.

Track Description

The 1967 Circuit de la Sarthe in Le Mans hardly needs an introduction to endurance racing enthusiasts all over the world. As the world center of endurance racing, it has hosted countless triumphs and tragedies throughout the past 100 years. True to the era from which this event's car roster comes from, this is still the highest-speed variant of the track, without the Ford Chicanes, and without the Porsche Curves that were built in the 1970s to bypass the treacherously fast and blind Maison Blanche chicane.

Based on the stunning Le Grand Circuit by woochoo & Virtua_LM that was initially ported to Assetto Corsa by Terra21, racinjoe013 improved it further by providing a more accurate look and feel of the environment and, crucially, added another new Le Mans Start layout that can host up to 54 vehicles.

To ensure a seamless racing experience, we chose to modify that by adding another new layout with straightly-aligned pit boxes for the 54 slot Le Mans Start layout, and that will be what we are using here.

Yes, you heard that right, it's a Le Mans start again: everyone gets lined up diagonally along the Pit Lane's wall for a standing start. If you want, you can run across your room when the lights go green before jumping into your simulator to get going, but adding that level of immersion for yourself might cost you a couple of dozen positions. It could, however, save you from catching a pit speeding penalty from crashing into the pit lane from a start collision - and yes, that really happened in 2022.

Event Schedule

Public Free Practice

Public Free Practice Server
(Public Testing Server with random skin assignment, no registration required)
Join Link: THR |1| THRacing | discord.me/THRacing
Free Practice Live Timing: http://5.75.183.156:8772/live-timing?server=0

This public test server will be online from 21st December 2023 to 21st January 2024 for these purposes:

  1. You can get used to the track conditions with day/night transitions
  2. You can get used to the cars - you can try them all
  3. Orientation laptimes that fast drivers can achieve with good setups
    • P2000 class: 3:45 minutes
    • P7000 class: 3:28 minutes
    • If you want to participate in this event, you should try to achieve laptimes within 10 seconds of your class's orientation laptimes consistently. If you are slower than 3:38 minutes in P7000 or slower than 3:55 minutes in P2000, you will have a really hard time coping with blue flags.

Qualifying Week: 15th-20th Jan 2024

  

Qualifying Server - 6 Heures du Mans
Monday, 2023-01-15 to Saturday 2023-01-20 at 23:59 CET
Join link for registered participants: THR | QUALI + RACE | THRacing | discord.me/THRacing
Qualifying Live Timing: http://5.75.183.156:8772/live-timing?server=4

  • Start of qualifying: Monday, 15th January
  • End of qualifying: Saturday, 20th January at 23:59 Central European Time (CET)
  • You can set qualifying laps during the entire qualifying period, and you can take turns with your co-driver on attempting to set the fastest lap of your car on the qualifying server. Drivers who share a car in the race are already booked into the same client slot on the qualifying server, so while driver 1 is connected to the server, driver 2 has to wait until driver 1 leaves it again, and viceversa.
  • Your car's best valid laptime on the qualifying server will determine your car's starting position.

Races

TEST RACES - Saturday 2023-01-20 at 2030 CET

TEST Races Server
Saturday, 2023-01-20 at 20:30 CET (Jointime)
Join link for registered participants: THR |4| WKDY RACES | THRacing | discord.me/THRacing

Two practice races will be hosted a day before the main event.

Please use this opportunity to rehearse the driver swaps with your co-driver(s) and how to use all required Apps (like Real Penalty). We copy the entry list from the main event. The test races are set up as follows:

  • Test Race Qualifying: 30 minutes (only a single driver per team allowed)
  • Test Race 1: 70 minutes
  • Test Race 2: 70 minutes (first 10 positions start in reversed order)

ENDURANCE RACE - Sunday 2023-01-21 at 1515 CET

  

Endurance Race - 6 Heures du Mans
Sunday 2023-01-21 at 15:25 CET (Jointime after Drivers Briefing)
Join link for registered participants: THR | QUALI + RACE | THRacing | discord.me/THRacing
Race Live Timing: http://5.75.183.156:8772/live-timing?server=4
Click here to find your local time for the Drivers Briefing

All participating cars will be ordered according to their best qualifying laptimes that were set on the Qualifying Server during Qualifying Week and will be lined up diagonally alongside the pit wall for a standing Le Mans Start at 16:00 CET

SessionStart TimeDuration
Driver's Briefing in Briefing voice channel
(min. 1 driver per car)		Sunday, 15:15 CET10 minutes
Jointime including WarmupSunday, 15:25 CET30 minutes
Wait Time (stay on the server!)-5 minutes
Endurance RaceSunday, 16:00 CET360 minutes (6h)

Server Settings

ParameterValue
Tyre blanketsOff
Fuel Rate100%
Damage Multiplier75%
Tyre Wear Rate100%

Special Rules for the Event

Basic Rules at THR

  • The basic THR racing rules apply to the Endurance race as well
  • THR Race Control will review incident protests that are submitted by drivers through the "Protest an Incident" ticket of the new THR Ticket System until 24th January 2024, at 23:59 CET.
  • Instead of Point Penalties, Time Penalties will be used
  • The race result stays unofficial until THR Race Control confirms it

Pit Lane Rules

Most importantly, do not back up more than two car lengths in pit lane. In 2022, a driver's actions in a mistaken attempt to back out of the entire pit lane caused a fatal 300 km/h collision. We do not want to see anyone doing something similar this time!

Standard Pit Stops

To make a regular pit stop (no Longstop, no Driver Swap), it's all business as usual:

  1. You drive into the pit lane: be sure to be below 80 km/h the moment your car enters the pit lane. Unlike when you serve a penalty, during "pit stops" only your pit lane entry speed gets tracked by Real Penalty, so as soon as you have arrived on the pit lane surface, you can speed up again - but please be cautious in the pits and don't cause any accidents here!
  2. you stop in the red box in front of your pit crew to perform whichever pit strategy you have set in your pit menu
  3. Normal pit stops (fuel/tires/repairs while the driver stays on the server) are not subject to the Long Stop time restrictions. Ignore the timer of Real Penalty if you don't perform a "Long Stop". Details on those are described in the next chapter.

Long Stops with(out) Driver Swap

Until the end of the race, every car has to serve a total of two mandatory "Long Stops" that are governed by a timer in the Real Penalty App.

The "Long Stop" is a feature built into Real Penalty to assist endurance racing. The Long Stop offers a standardized time window to level the ground between solo drivers and drivers who share a car and perform driver swaps when they follow the guideline correctly, and crucially without providing a time disadvantage to drivers with slower loading times for joining an Assetto Corsa session. Think of it as a minimum pit stop duration that your car only needs to adhere to on two occasions!

During a Long Stop here, a car has to spend 180 seconds between the pit entrance and the pit exit.

The reason for that time window is that this provides a comfortably wide-enough timeline for Driver A to drive into the pit lane, stop the car in the swap zone (outside of their pit box) & disconnect from the server in the swap zone before Driver B connects to the server to take over the car from Driver A. Driver B then has to keep track of the Real Penalty Long Stop Timer on their screen to identify when they will be allowed to exit the pit lane. Each participating car has to comply with the instructions below to perform a Long Stop successfully.

Some teams with only 2 drivers may consider performing a Long Stop without disconnecting from the server, and that is possible. A Long Stop doesn't technically force you to disconnect if you race together on the same Simulator Rig, or if you are a team of only 2 drivers where you only want to perform 1 real driver swap. To clear a Long Stop, your car simply needs to spend an uninterrupted 180 seconds between pit entrance and pit exit, after entering the pits while driving. You may not perform a Driver Swap directly after Teleporting to the Pits, because that would render your car unable to reconnect!

You only need to adhere to this during two pit stops in the race, unless you make more driver swaps!

If you want to swap drivers more often than twice, you technically can do that but it's a huge disadvantage. The moment you initiate a Driver Swap where one driver disconnects from the server and another driver of the same car connects to the server, your car's pit stop forcibly becomes a Long Stop in which you must comply with the 180 second Long Stop timer in Real Penalty. That would happen even after you would have already completed your two mandatory Long Stops, every additional unnecessary driver swap will cost you almost an entire lap.

Note:

  • An individual driver's stint time is not limited.
  • Driver swaps magically heal your car:
    • your damage gets reset
    • you can load your setup & set your fuel tank to full before you jump into the cockpit during a driver swap

How to Swap Drivers during a Long Stop:

  1. Drive into the PIT LANE and do not exceed the speed limit of 80 km/h! You must reduce the speed to a max of 85 km/h before you enter the pitlane. (If you enter the pits too fast, your team will be penalized).
  2. When you enter the pit lane, RED indicator will show "Keep driving to swap": you need to continue driving through the pit lane until this text on screen changes to "Stop to swap".
  1. As soon "Stop to swap" indicator appears, stop the car at any place in the pitlane but don't stop directly in front of your pit crew! During a driver swap, the connecting driver can load the setup with fuel and tires.
  1. As soon the car is fully stopped, the "Stop to swap" text changes to "Swap possible" will appear. You can now press ESC and quit Assetto Corsa.
  1. As soon as your Assetto Corsa client has closed, it's time for one of your co-drivers to connect to the race server. It is only possible to connect to the server after another driver has disconnected from the server. There is no need to rush the change because there is an equal countdown of 180 seconds during the two mandatory Long Stops, and this time window is plenty enough to complete a driver swap, even if your computer has slower loading times in Assetto Corsa.
  2. After joining the server, load your setup and click drive as usual. Don't forget to load the setup you would like to use during your stint, because otherwise, the default setup with significantly less fuel will be loaded!
  3. You must ensure that the countdown "Pitlane time" reaches 0 before you exit the pit lane. This countdown is the remaining minimum time of your Long Stop in order to make your Long Stop valid. The 180 second countdown starts when your car enters the pit lane, and the timer gets stopped prematurely by exiting the surface of the pit lane before the time is up. If you leave the pit lane before the 180 seconds have concluded, you will be penalized by Real Penalty with a time penalty of 30 seconds plus the remainder of the countdown. If you leave the pits way too early, your Long Stop might not even get counted as a Long Stop at all.
  1. Once you see "GO" instead of the Pitlane Time, it means that your Long Stop is completed and you are ready to leave the pit lane. You are able to roll away from your pit box before the timer reaches 0 but DO NOT leave the pit lane before the timer gets to 0.
  1. Drive out of the defined pit exit as described in the Pit Exit Code of Conduct: accelerate as hard as you can while staying on the inside line of the track throughout turn 1 until after the Dunlop Bridge.

You can checkout a Real Penalty Demonstration video for the Driver Swap here:
Assetto Corsa - Real Penalty - Demo "Driver Swap" 
(the video shows more Real Penalty features but we only use pit speed limits & driver swap)

Note:

  • Driver Swaps mess up your in-game Live Timing & Blue Flags, giving you two challenges:
    • Broken in-game Live Timing:
      After completing your car's first driver swap, your in-game live timing apps will not display your position correctly anymore. You can only use them to identify who drives the cars that are around you, but the positions next to the other drivers's names will always be wrong.
    • Broken in-game Blue Flags:
      After completing your first driver swap, your in-game blue flags will display nonsense for the rest of the race.
    • Solution for both:
      • Your co-driver needs to watch the live timing at http://5.75.183.156:8772/live-timing?server=4 to keep you informed about which nearby cars you are fighting with for position, and which cars are either lapping you or about to get lapped by you.
      • The only in-game App that can show you correct positions is the default F9 leaderboard app that you can bring up by pressing the F9 key. However, it only updates data once per lap (start/finish line) to tell you your position and the interval to the cars positioned ahead and behind you. These slow updates and the poor user interface make this app hard to follow and interpret correctly while driving. It shouldn't be more than a backup plan for you.
  • No Stint Duration Limits: it's entirely up to you how much time which driver spends behind the wheel
  • Every Driver Swap magically heals your car:
    • your car's damage gets reset
    • you can load your preferred setup before you jump into the cockpit

Pit Speed Limit

While it is not historically accurate to enforce a speed limit in the pit lane, it helps to avoid massive crashes that can happen next to an open pit lane if drivers enter the pit lane at very high speeds and lose control while trying to get their cars stopped in their pit box after applying the brakes too late.

However, we have disabled the automatic 80 km/h pit limiter on our server to avoid losing control through a game-forced application of your brakes. Consequently, you have to ensure by yourself that you will not exceed the pit speed limit even after you entered the pit lane!

The Real Penalty pit limit is set to 85 km/h. You must be slower than that to avoid a speeding penalty.

  • When you only perform a pit stop, you can already accelerate after the pit entrance again
  • When you are in pit lane to serve a penalty, you must remain under 80 km/h for the entire duration of the pit lane (valid for both Stop & Go and for Drive Through Penalty)

Also, all drivers must comply with the pit lane entry/exit instructions described in the infographic below:

Pit Exit Code of Conduct

The pit exit at Le Mans 1967 is very dangerous, so it is of the greatest importance that all drivers know and respect the Pit Exit Code of Conduct that is outlined in this section and the video below!

  1. Parallel pit exit below the tower only, no diagonal pit exit!
    Mind the speed limit until you have cleared the pit exit (you will see it in Real Penalty, not enabled below). If you were in the pits for one of your two Long Stops, make sure your Long Stop Timer reaches 0 before you drive through the exit of the pit lane.
  2. As soon as you are out of the pit lane:
    Accelerate as hard as possible and stay on the inside line of Courbe Dunlop until after the Dunlop Bridge. DO NOT LIFT THE THROTTLE UNTIL AFTER DUNLOP BRIDGE! Failing to obey this would greatly increase the chances of a major accident here.
  3. If you are on a flying lap and see somebody else leaving the pits:
    Take a sufficiently wide line into Courbe Dunlop that leaves enough room to the car that leaves the pits! The example below with an AI-driven Ford GT40 was mere inches away from disaster.

Penalties

Penalty Types:

  • Automated Penalty displayed in Real Penalty App GUI: Pit Lane Speeding:
    • Level 1: 85 to 100 km/h: Drive Through Penalty
    • Level 2: 100 to x km/h: Stop and Go 10 Seconds
  • Automated Penalty displayed in Real Penalty App GUI: Premature Pit Exit after Driver Swap:
    If a driver sets off before the minimum time during a Driver Swap, they will be given a penalty equal to the number of seconds left in the countdown plus 10 seconds. The penalty will be applied after the race.
  • Manual Penalty: Post-race decisions by Race Control:
    Participants can submit formal protests against incidents that occurred during the race. These will be reviewed and decided upon by Race Control after the race. If Race Control issues a penalty, that will typically be a time penalty that is added to a participant's race result.

Note that the first two penalty types are shown on screen by the Real Penalty App and must be served very quickly. If Real Penalty gives you a penalty, you MUST comply with it. That particularly includes scenarios where you crashed into the pit lane as an innocent victim of an accident that somebody else caused. It's tough if you get a speeding penalty for crashing into the pit lane, but there is nothing that we can do about it.

How to serve a Drive Through Penalty (within 3 laps):

  • Maintain a speed of less than 80 km/h while driving through the entire pit lane from entrance to exit
  • Slow down to less than 80 km/h before the pit entrance
  • Exit the pit lane at less than 80 km/h, and only at the end of the pit lane

How to serve a Stop & Go Penalty (within 3 laps)

  • Stop in the pitlane, but not in the red box of your pit crew!
    Simply come to a stop anywhere else within the boundaries of the pit lane.
  • Hold your brakes and wait for the penalty countdown to finish.
  • As soon as your penalty countdown is over, drive to the pit exit and rejoin the race immediately.
    • Attention 1: Do not perform a pit stop while you visit the pit lane to serve a penalty!
    • Attention 2: Penalties cannot be served in the red box of your pit crew, even if you disabled the refueling & tire changes through the pit menu!
    • Consequences if you fail to obey that:
      If you stop in your car's pit box, Real Penalty will register a pit stop, and that will reset your penalty as soon as you exit the pit lane so you'll have to serve it again.
  • When to serve your penalties
    • You generally have 3 laps to serve a penalty. If you miss that time window, your race is over because the server will disqualify your car from the race.
    • Special Case 1 - the handed-over Penalty:
      If Driver A received a penalty but did not serve it before handing over the car to Driver B, the penalty time gets converted into seconds and will be added to the Driver Swap time of 180 seconds.
    • Special Case 2 - the last-minute penalty:
      If you cant serve the penalty before the end of the race, the penalty seconds (+30 seconds) will be added to the result after the race.

How to FAIL a Stop & Go penalty's Drive Through Component and then fix it on the following lap:

Limping and Teleporting back to pits

There are four ways to get back to the pits during a race, but as long as your car is intact, there is only one: driving into the pits like everyone else and performing your scheduled pit stops, which may not be shortened by porting the car back to the garage.

However, certain major accidents like the one below can damage your car so severely that racing to the pits at full speed in a car with severely impaired control would be irresponsible for safety reasons.

In compliance with THR Basic Rule #10 "Teleporting back to pits", this chapter describes in greater detail how you can approach these scenarios. Although your choice of action is of a highly individual nature depending on your accident, the exact effect that it has on your car's steerability, and your individual ability as a driver to handle that situation, you must act responsibly above all else, and this chapter is a guideline that explains a suitable course of action.

Option 1: How to safely limp a damaged car to the pits for repairs

  • Consider this before you try to limp your car back to the pits:
    • If your car is severely damaged, and you are already so close to the end of the lap that you want to limp it to the pits because it costs you less time than teleporting, the first thing you need to do is a damage assessment: Are all of your wheels still on the car and can you control your damaged car well enough to get to the pit lane without posing an unjustifiable hazard to other participants?
    • Only if you can control the trajectory of your car reliably at a speed of at least 60 km/h, you are allowed to limp it to the pit lane but you must turn on your hazard lights and check your mirrors before you re-enter the track.
    • If you got reported for causing an accident while limping back to the pits and Race Control finds you guilty for insufficient control of your damaged car while limping back to the pits, Race Control will penalize you.
  • What to do while limping:
    • First, turn on your hazard lights and check if the track is clear behind you: If yes, you can proceed to re-enter the track at a shallow angle parallel to the side of the road from which you came.
    • If you are on the left side of the track, continue there until you have enough clear space behind your car (check your mirrors and realtime/substanding apps!) to safely change to the right side of the track, where you will continue until you get to the pit lane.
  • Once you get to the pits:
    • If you have to make a Long Stop (usually a driver swap) soon anyway, this is the best opportunity to do it because it won't cost you any additional time unlike a normal repair stop
    • Normal Repair Stop:
      If your suspension is only bent but your wheel did not get ripped out of the car like in the video, you set up the necessary repairs in the pit menu and drive your car into your pit box to make a repair stop
    • ABSOLUTE EXCEPTION: Unable-to-repair-Teleportation within pit lane
      Only in the following specific scenarios that are technically impossible to repair in a normal pit stop, you are allowed to roll the car across the start/finish line inside of the pit lane and stop it in the pit lane before you teleport it to your pit box:
      • You ripped a wheel out of the car, like in the video
      • Your transmission or engine is unrepairably destroyed and you are only coasting with residual momentum (NO, an empty tank does not count: your engine would start again in a normal pit stop the moment it gets the first liter of fuel!)

Option 2: Teleporting to the pits

There are 3 ways to teleport your back to the pits if it's damaged so badly that you cannot limp it back to the pits safely anymore, or your car is completely unable to move under its own power (Examples: no fuel, blown engine, transmission failure).

  1. Stopping the car, hitting the ESC button & selecting "Back to pits":
    You get teleported into the pits and see the UI Menu, which can be closed via a click on the wheel button in the upper left corner. You get a time penalty and can leave the pits with a new repaired car after the end of the penalty.
  2. Using an input button, which is assigned to the Content Manager function "Setup in pits"
    You get teleported into the pits and see the UI Menu, which can be closed via a click on the wheel button in the upper left corner. You get a time penalty and can leave the pits with a new repaired car after the end of the penalty.
  3. Using an input button, which is assinged to the Content Manager function "Teleport to pits"
    You get teleported into the pits, get a new repaired car and are able to leave the pits immediately but you lose the progress of your current lap.

You can use either of these approaches, but the usage of the input-button-triggered teleportation only allowed directly after an accident. If you have to abort an attempt to limp a damaged car back to the pits after several hundred meters or more, you must stop the car, hit ESC and select "back to pits".

If a driver gets caught (via Stream, Incident Report, Stracker, etc.) using the teleportation features in an improper way or to gain an unfair advantage such as bypassing the duration of a pit stop, race control will investigate it and decide about a penalty, which can go as far as a complete disqualification.

Blue Flag monitoring by Co-Driver in Web Live Timing

You can only trust Assetto Corsa's Blue Flags until your car's first driver swap!

After this, you should rely on outside help from your Co-Driver to filter the Blue Flags, by making them use the ServerManager Live Timing at http://5.75.183.156:8772/live-timing?server=4 to keep track of the cars around you and relay their real race positions to you . This information provided by them is crucial for you to tell apart drivers who are a lap ahead of you (or already lapped by you) from drivers against whom you are fighting for position.

While you are in the car, you can of course use the Kunos F9 Timing App and Realtime-Style apps such as Substanding Relative, but it's a significantly better solution for your co-driver to support you as a spotter! Another option to get a general idea of positions is to follow our livestreams on Youtube, which will be linked as updates in the relevant sections below once their links are available. These streams will additionally be posted in #drivers chat in Discord when they go online.

Communication

Our main communication channel is our Discord Server.
Please follow:
https://discord.me/THRacing
Or just click the button in the right menu.

It is not mandatory, but recommended, that you join Voice Chat during Qualifying and Races.

There will be a group voice channel in the THR Discord for every participating Community and a dedicated voice channel for every registered car, ranked according to the starting number of their car. After 15th January 2024, you will find these voice channels by scrolling the through the THR Discord's channel list all the way down to the bottom.

  • Saturday Test Races: we invite all participating drivers from each of the participating communities to join our Discord Voice Channel "Qualifying + Race".
  • Pre-Race Briefing
    • Join "Briefing" voice channel for the Pre-Race Briefing on Sunday
    • In the unlikely scenario of a server crash, go here for a faster flow of information
  • During the race:
    • Car Crew Voice Channels:
      • For undisturbed communication between drivers of the same car supporting each other as crew chief using the THR Web Live Timing, each car's crew gets a dedicated voice channel
      • Note: These Channels are technically open for everyone to make it easier to communicate an apology in case you caused an accident. Other than that, please don't disturb your fellow competitors.
    • Group Voice Channels:
      • if you like to talk a lot with other drivers from your community, you can use the Group Voice Channels that we set up for each Community, but please pay great attention to your co-driver's insights from the live-timing about track positions & filtered blue flags
    • Live Interviews:
      if you want to give an interview during the race, jump into the waiting room for the language that you want to give an interview in. The commentators scan these waiting room channels and will drag you to their LIVE BROADCAST channels from there:
      • WAITING is the waiting room for English interviews during the live broadcast
      • WARTERAUM is the waiting room for German interviews during the live broadcast
  • Post-Race: Victory Lane Celebration & Raffle
    • After the race, the top 3 finishing teams of each class will be interviewed by the Broadcasters, and after that they will join "Outside Races (no PTT)"
    • We invite all of you to join our Voice Channel "Outside Races (no PTT)". After the victory lane interviews, we will hold a raffle betwen all teams who saw the checkered flag in this race.
      Grab your beverage of choice and enjoy the raffle!

Live Broadcasts

This special event will be covered by two live broadcasts with English & German commentary.

Broadcast Info Board: bit.ly/Infoboard_4th-THR-Endurance

English broadcast

The english live broadcast will be hosted on the THR youtube channel. Many thanks to PirateLaserBeam & King-Kodiak from Syndicate Motorsports for stepping in at the last second and taking over the English Broadcast.

Backup link if embedding fails: https://youtube.com/live/J3D8e5wfTfw

German broadcast

The most famous German sim racing club (VirtualRacing e.V.) also fields a number of cars in this event and broadcasts the race live in German with four commentators. Special thanks to Gero from Virtual Racing who gave us the opportunity to use their streaming resources in this event, and many thanks to Dennis Manojlovic & Guido Wille (first 3h) and Sebastian Gerhart & Florian Maak (second 3h) from Virtualracing.org for hosting the German Broadcast.

Backup link if embadding fails: https://youtube.com/live/cRevfUnux2g

Live Timing

The live timing for qualifying & race is found here:
http://5.75.183.156:8772/live-timing?server=4

Help

We have tried to provide all the necessary information on this page, and we might add additional chapters if we see a need for that.

If you have any further questions, please ask them in the #endurance-chat channel in our Discord.

Best wishes

This is important for me: THR is a volunteer-driven passion project, not a professional organization!

We are experienced in hosting events and we always try to do our best. However, races with so many participants from different communities are a challenge for us as well.

It's possible that some things may not run as smoothly as we hope, or that we can't respond and provide a solution immediately. Rest assured, though, that we try everything so that we can experience a great event together!

And if this one works well, similar events might occasionally happen in the future again. Why not drive in circles for 12 hours, or even longer 😉

We wish you all an intense, exciting and overall really enjoyable Endurance Race!

[THR]pitman & the THR Orga Team

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