Why was the F1 Season 1967 so special?

The 1967 Formula One season is remembered as one of the most iconic in the sport’s history. Denny Hulme claims his first and only world title for Brabham-Repco, becoming the first champion ever to do so without a single pole position and still the only New Zealander to win the crown. Technically, the year marks a turning point with the debut of the Lotus 49 and its revolutionary Ford-Cosworth DFV engine, which is used as a stressed member of the chassis and sets the template for F1 design for years to come.

The calendar includes eleven Grands Prix and features the first-ever Canadian Grand Prix at Mosport Park. Competition is fierce and unpredictable, with Hulme, Jack Brabham, Jim Clark, and John Surtees all taking victories. Reliability remains a challenge, especially for the new Lotus, adding drama to the championship fight which goes down to the final races.

The season is also shaped by tragedy: Lorenzo Bandini’s fatal crash at Monaco prompts safety changes, including banning straw bales and improving circuit standards. It is one of the last seasons before the arrival of wings and sponsorship liveries, giving it a reputation as a “pure” era of Formula One — a year that combined speed, innovation, danger, and some of the most thrilling racing ever seen.

The 1967 season is also special because we have unique cultural references that let us immerse ourselves in that era. The film Grand Prix captures the circuits in their original elegance, showing the drama and beauty of Formula One in the 1960s, while the game Grand Prix Legends allows us to relive the cars and tracks first-hand, experiencing the speed and danger for ourselves.

The Movie - Grand Prix

Grand Prix (1966), directed by John Frankenheimer, is one of the most celebrated motorsport films ever made. Starring James Garner, Yves Montand, Brian Bedford, and Antonio Sabàto, it follows four fictional Formula One drivers through a dramatic season of racing, rivalry, romance, and tragedy. Shot on real circuits like Monaco, Spa, Monza, Zandvoort, Brands Hatch, and Watkins Glen, and featuring cameos by legendary drivers such as Jim Clark and Graham Hill, the film immerses viewers in the world of 1960s Grand Prix racing.

The story weaves together Pete Aron’s redemption arc, Scott Stoddard’s struggle to recover from injury, Jean-Pierre Sarti’s disillusionment, and Nino Barlini’s youthful bravado. Its racing sequences, filmed with pioneering onboard cameras and dramatic editing, convey speed and danger like never before. The film won three Academy Awards for its technical achievements and remains a benchmark for authenticity and style in racing cinema — a vivid portrait of an era when courage, glory, and loss were constant companions on the world’s fastest circuits.

The Game - Grand Prix Legends

Grand Prix Legends (GPL) is a renowned racing simulation game released in 1998. Developed by Papyrus Design Group and published by Sierra Sports, it focused on the 1967 Formula One season, offering players a highly realistic and challenging racing experience. The game featured accurate renditions of cars like Lotus 49 and Ferrari 312, along with detailed tracks from the 1967 season.

What set GPL apart was its realistic physics engine, simulating tire grip, suspension, and aerodynamics. This attention to detail provided a challenging yet rewarding gameplay experience. GPL also had an active modding community, allowing players to create and share additional content, enhancing the game's longevity.

The game's difficulty stemmed from its realistic physics, requiring players to master each car's nuances, handle different tracks, and perfect manual shifting and steering techniques. GPL's steep learning curve contributed to its reputation as one of the most authentic racing simulations.

Despite its age, GPL maintained a dedicated fanbase, testament to its enduring appeal among racing simulation enthusiasts. Its focus on historical Formula One racing and its realistic approach have solidified its status as a classic in the genre and leads to the fact that the simulation is still driven today.

The impact on THR

It’s safe to say that the 1967 Formula One season — and Grand Prix Legends itself — changed my life. It was my first experience with online racing, and years later, the recreation of those cars for Assetto Corsa (Bazza’s mod) rekindled my passion for them. The desire to race these machines again was one of the main reasons I founded THR in December 2018.

Registration

The registration logic between the Championship Main Events (Sunday) and Practice Race Events (Saturday) is the same:

You have to renew your registration for each event of the championship
Separate registration lists between Saturday (Practice Races) and Sunday (Championship Race after Weekday Qualifying)
Registrations for every race weekend usually open on Monday of the same week
After submitting your registration for this week's championship event, you can immediately join the championship qualifying server by default* **

*Usually, you will immediately be able to connect to the qualifying server successfully. Until the next automatic 2-hourly restart of the qualifying server, you might see a different skin than the booked one on your car on this server. This condition always gets corrected by the next 2-hourly autorestart of the server.

**Only in rare cases, joining will continue to fail with the message "No slots available". If this continues to happen more than 2 hours after submitting your championship event registration for the week, please inform the @Orga team in our community discord's #drivers channel.

Registration Link for Championship Qualifying & Race sessions:

http://5.75.183.156:8772/championships?server=4

Onboarding Process for New Participants
New community members need to have three ACSR races in the records to get permission to start in the Championship Races on Sundays. To achieve this, they can participate in the "WKDY" races on Wednesdays, or in the practice races on Saturday. Each of these events contains 3 ACSR sessions each (qualifying & 2 race sessions).

If you think you are experienced enough to bypass this safety gate and start in the Main Event races immediately, please go to the #thr-ticket-system in the top section of our Discord channel list and fill out the form "Fast Main Race Permission" with verifiable references to fast-track your onboarding request.

Short term upcoming events

Saturday September 27, 2025

Tin Top (tbd) | Fun Event | tbd

Saturday September 27, 2025 21:30
5 days from now

Sunday September 28, 2025

Tin Top (tbd) | Fun Event | tbd

Sunday September 28, 2025 21:30
6 days from now

Cars

We race the the GPL Mod created by Bazza and his team.

The mod was made as a homage to the original Grand Prix Legends, therefore they decided to
include the character and some of the physics data of GPL in this mod.
E.g. torque curves, horsepower, rpm limits, gear and diff ratio´s are in close resemblance, same goes for supsension geometry and typical handling characteristics per car.
To bring all cars on track and to make them competitive against each other we implemented a Balance of Performance System which looks like this:

Car	Ballast
Brabham BT24	-33 kg
BRM P83	- 69 kg
Cooper T81	- 32 kg
Eagle T1G	+ 62 kg
Ferrari 312	+ 19 kg
Honda RA300	- 20 kg
Lotus 49	+ 69 kg
McLaren M5A	- 24 kg

Brabham Repco BT24

Following the trusty design principles a new single seater was designed for 1967; the BT23 for Formula 2 and the BT24 for Formula 1. The latter featured different suspension, brakes, wheels and gearbox to cope with the latest specification Repco engine,producing 350 bhp which was by no means impressive, but it did produce a very flat torque curve.
The competition seemed to have gotten to grips with things and the days for Brabham seemed numbered. Fortunately the rock-solid reliability and nimbleness again proved too much for the more advanced competition and the BT24 scored three 1-2 finishes in the hands of Brabham and Hulme. Together with the Monaco win in the BT20, it was enough for Hulme to score his first Drivers Championship, just ahead of his boss. The team won the Constructors Championship for the second year running.

Characteristics
Very small, light and narrow and a long wheelbase relative to its width. CoG somewhat high relative to its width, causing the chassis to tend to roll more than most of the others. This can make it more prone to bottoming its suspension.
Weight bias more to front than the other cars. Long wheelbase makes it stable and very progressive if set up properly. The Repco engine is down on power to the other cars but has a very broad torque band. Setup tip: Tall lower gears to take advantage of torque, concentrating use of available power nearer the top speed.

British Racing Motors BRM P83

The BRM P83 was a Formula One racing car designed by Tony Rudd and built by British Racing Motors for the new engine regulations of 1966. It used a highly unorthodox H16 engine which caused problems throughout the car's racing life, and despite the best efforts of Graham Hill and Jackie Stewart took BRM from championship contenders to also-rans, leading it to be regarded alongside the BRM Type 15 as another embarrassing failure for the British marque caused by a fetish for overcomplicated engineering.
BRM decided to hedge their bets by developing their existing 16 valve 1.5 litre V8 into a 32 valve 3 litre H16, effectively two flat 8s one on top of the other and geared together. The sheer complexity of the engine led to a truly terrible record of unreliability; engine, transmission and related problems caused 27 of the powerplants 30 retirements from 40 entries.
Jackie Stewart said of the engine: it was unnecessarily large, used more fuel, carried more oil and needed more water - all of which added weight and diminished the vehicle's agility. The 64 valve engine produced 423 horsepower at 10,500 RPM. The H16 had an extremely narrow power band and was by some distance the heaviest engine on the grid, starting out weighing 250kg when introduced in 1966 with the final lightweight version lowering this to 180kg."

Characteristics
Short, wide, and heavy, with a very high CoG due to upper crankshaft and other engine mass. Short wheelbase and extreme rearward weight bias make it prone to over-rotating on turn-in and under power. Rearward weight bias gives it good traction and good braking. The high CoG requires lots of roll resistance; the weight requires high wheel rates.
The BRM engine is very peaky, with a very narrow power band, but it is very powerful, which offsets the weight of the car to some extent.

Cooper Maserati T81

Derrick White was commissioned to design Cooper's very first monocoque chassis to house the Italian Maserati V12 engine. Dubbed the T81, the new 3-litre car was very conventional, perhaps with the exception of the front disc brakes, which were installed on the inside of the hub between the wishbones. Giulio Alfieri extensively reworked the almost ten year old engine, which produced a claimed 390 bhp.
The Cooper team had always believed in the power of numbers and at various races in 1966, they fielded up to five Maserati powered T81s. Jochen Rindt scored the company's first Grand Prix win since 1962 at the Mexican Grand Prix and Pedro Rodriguez added another one in the 1967 opener in South Africa. The biggest problem of the 3-litre Coopers was the relatively high weight and in 1967 a lighter T81B was tried, but with little success.

Characteristics
Longest wheelbase of all the cars. Very stable and forgiving; must be driven very hard to go quickly, but forgiving characteristics permit this. Heavier than the four lightweights, with the CoG fairly far forward. The Maserati engine is down on power but very nice to drive.

Anglo American Racers Eagle Weslake T1G

The Eagle Mk1, commonly referred to as the Eagle T1G, was a Formula One racing car, designed by Len Terry for Dan Gurney’s Anglo American Racers team. The Eagle, introduced for the start of the 1966 Formula One season, is often regarded as being one of the most beautiful Grand Prix cars ever raced at the top levels of international motorsport.
Initially appearing with a 2.7L Coventry Climax inline 4-cylinder engine, the car was designed around a 3.0L Gurney-Weslake V12 which was introduced after its first four races. In the hands of team boss Gurney, the Eagle-Weslake won the 1967 Belgian Grand Prix, making Dan Gurney only the second driver at the time, and one of only three to date, to win a Formula One Grand Prix in a car of their own construction. That win in Belgium still stands as the only Formula One victory for a USA-built car.

Characteristics
Long, wide track, fairly light. Weight bias near middle of the range of cars. Stable as long as it's kept off the bump rubbers; seems a bit more prone to bottom than would be expected considering its weight and track. Engine is powerful with good torque.

Scuderia Ferrari 312

The Ferrari 312 was the designation of the 3 litre V-12 Formula One cars raced by the Italian team from 1966 to 1969. While most of the British teams, or “Garagists” as Enzo Ferrari used to call them, had to rely on their engine suppliers to get ready in time, Ferrari had the advantage of doing everything in house.
Unfortunately there was not enough time and/or money available for chief engineer Mauro Forghieri to start from scratch, so he used the 3.3 litre engine from the 275 P2 sports racer as a base for the new V12 F1 engine. Much of the engine block was carried over, but the single overhead camshaft head was replaced by a modern dual overhead camshaft unit.
Much work was carried out on the cylinder heads, which sported three valves per cylinder, with two for the intake. The intake trumpets were installed between the camshafts and a wild bunch of beautiful “spaghetti” exhausts were mounted inside the engine’s V. All these changes significantly increased the performance, peaking at 390 bhp at 10,000 rpm. Forghieri also drastically modified the chassis to shed over 50 kg, bringing the 1967 version of the 312 F1 considerably closer to the 500 kg limit."

Characteristics
Short, wide and almost as light as the Brabham and Lotus. Weight bias near the middle of the range of cars. The short wheelbase makes it nimble but relatively unstable. The engine is powerful but has a weak bottom end.

Honda RA300

The Honda RA300 was a Formula One racing car produced by Honda Racing, and introduced halfway through the 1967 Formula One season. It retained the same V12 engine as the preceding RA273 car, but the chassis was designed by Lola’s Eric Broadley and based on a previous Lola Indianapolis 500 car, the T90.This collaboration resulted in the machine being quickly dubbed the Hondola by the motorsports press.
Broadley’s chassis was much lighter and sweeter handling than the previous in-house design. The car initially performed impressively, winning in its first ever World Championship race at the 1967 Italian Grand Prix. Driver John Surtees took the lead from Jim Clark’s Lotus and Jack Brabhams’ Brabham on the final lap, after Clark ran out of fuel and Brabham ran wide. However, the RA300 flattered to deceive, and this would turn out to be the only lap that an RA300 would lead, and it never again took a World Championship victory. It remains the only F1 car ever to take its single victory in its very first Grand Prix, and on the only lap it would ever lead.
The 48-valve V12 Honda first appeared at the 1966 Italian GP driven by Richie Ginther (USA). In spite of weighing 740 kg (dry) it was capable of spinning the rear tyres at 100 mph in third gear. With cylinder dimensions of 78.0 x 52.2 mm 2,993.17 cc, a target of 400-440 bhp @ 12,000 rpm was quoted. The engine used by John Surtees at the 1967 Italian GP was quoted by Motoring News as developing only 396 bhp, but with improved torque and response. The vehicle weight excess over the 500 kg minimum had been approximately halved.

Characteristics
Fairly long and narrow. Heavy with extreme rearward weight bias, but long wheelbase makes it stable as long as the yaw rate does not get too high. Rearward weight bias gives good traction. Braking can be hard due to the higher weight. It's stability makes it more tolerant of bottoming the rear suspension. The engine is the most powerful of all but is soft on the bottom end, making it easy to drive but hurting acceleration. Space the gears properly to keep the engine in the narrow, peaky, powerband.

Lotus Ford 49

After a difficult first year for Lotus in the 3 litre formula, Chapman went back to the drawing board and came up with a design that was both back to basics, and a leap ahead. Taking inspiration from earlier designs, particularly the Lotus 43 and Lotus 38 Indycar, the 49 was the first F1 car to be powered by the now-famous Ford Cosworth DFV engine after Chapman convinced Ford to build an F1 powerplant.
The 49 was an advanced design in Formula 1 because of its chassis configuration. The specially-designed engine became a stress-bearing structural member (seen first with the H16 engine in the Lotus 43 and BRM P83), bolted to the monocoque at one end and the suspension and gearbox at the other. Since then virtually all Formula 1 cars have been built this way.
As the engine came ‘on cam’ at 6,500 RPM with a sharp rise there in the power curve - Jimmy Clark likened it to a ‘second engine’ cutting in - the useful range was only 2,500 RPM which caused difficulties even to Clark in some corners. The performance was still ample to defeat its rivals being 20 to 70 HP higher than their outputs, provided the engine and the L49 chassis held together - which they did not do 14 times out of 22 starts in the 1967 Championship, although securing nine poles for the nine remaining races.

Characteristics
Short, wide, moderately draggy. The lightest car (along with the Brabham), with a fairly rearward weight bias. The Ford engine has plenty of torque in the upper rpm range, keep it above 6500 rpm, and good power. The car's rear rims are wider than the others, giving it more rear grip than the other competitors.

McLaren BRM M5A

The McLaren M5A was a racing car constructed by Bruce McLaren Motor Racing, and was McLaren’s first purpose-built Formula One car. Like its M4B predecessor, only one car of this type was ever built. The car was the first to use the BRM type 101 3.0 litre V12 engine, which produced 375 bhp.
The M5A’s first race was the rain-affected 1967 Canadian Grand Prix, and after an early spin McLaren worked his way up to fourth place, before a pit stop to change a flat battery caused by McLaren’s decision not to use an alternator pushed him back down to seventh place at the end. At the next race in Italy McLaren qualified third, but broke two connecting rods while battling for fourth place and retired after 46 laps. the last two races of the season were no better, with McLaren retiring from both.

Characteristics
Long, wide track, fairly light and a relative low drag tub. Weight bias near middle of the range of cars. Engine lacks top-end but has a very linear power delivery making it controllable on the exits.

Car Downloads

GPL Mod [Download]
Invisible TV Car [Download]

THR Skinpack

We have tons of beautiful custom skins from our members.
You can find the skins for the GPL Mod cars here:
https://thr.vacbot.cz/skinpacks/THR_GPL67_skinpack.7z

If you want to make your own skin and race it in THR races, have a look here:
https://thracing.de/community/custom-skins/

Tracks

0 - Prologue

Kyalami GP Circuit

Kyalami is a 4.1-kilometer rollercoaster of speed set high on the South African Highveld. The lap begins with a charge into Crowthorne Corner, a tight right-hander that invites late braking and bold overtakes. From there, the cars sweep through Jukskei Sweep, carrying incredible speed before diving into Barbeque Bend, a flowing right that sets the rhythm for the lap.
The circuit then rises toward Sunset Bend, a fast and challenging right-hander where commitment is everything. A short burst leads into Clubhouse Bend, which demands precision to line up for the quick-fire direction changes of The Esses.
As the lap opens up again, cars sprint toward Leeukop Bend, a near-hairpin right where braking stability is key. A clean exit is vital here, as it launches cars onto the long back straight, flat out through The Kink, and racing back toward the start-finish line.
Spectators line the grassy banks, close to the action, as cars roar past under the blazing sun. The altitude keeps engines working hard and rewards both speed and bravery — making Kyalami one of the most thrilling and demanding circuits in the world.

Autodromo Nazionale di Monza

Monza is a flat-out 5.75-kilometer blast through the royal park north of Milan, built for speed and spectacle. The lap begins with the long Rettifilo Tribune, where cars reach top speed before sweeping through Curva Grande, a fast, flowing right-hander taken almost flat. A short straight leads to Curva della Roggia, a quick flick that rewards late braking and precision.
From there, the track charges into Lesmo One and Lesmo Two, two challenging right-handers where a clean exit is critical to carry momentum onto the Curva del Serraglio straight. The run down to Curva del Vialone is flat-out, testing nerves before the cars dance through its fast left-right sequence.
The lap ends with the long, sweeping Parabolica, a corner that demands commitment on entry and rewards a perfect exit with maximum speed onto the start-finish straight. The park atmosphere is electric, the tifosi lining the fences and grandstands, their cheers blending with the howl of engines as cars slipstream and duel at over 300 km/h.

Circuit de Montecarlo

The streets of Monte Carlo form a 3.1-kilometer challenge that winds through the glamorous harbor town. The lap begins at Sainte Dévote, a tight right-hander that funnels cars onto the climb of Beau Rivage and into the fast left of Massenet, setting up the iconic sweep past the Casino.
From there, the track plunges downhill to Mirabeau, a tight right, then dives into the slow and narrow Gare Hairpin, the slowest corner of the lap. Acceleration out of Portier leads into the dark, echoing Tunnel, where the cars blast through at top speed before braking hard for the Chicane du Port, a quick left-right complex along the harbor edge.
The lap then flows past the waterside through Tabac and the sweeping left toward Gazomètre, a tight hairpin that slingshots the cars back onto the pit straight.
The barriers are close, the track is narrow, and every mistake is punished. The sound of the engines reverberates between the buildings, and the harbor is packed with yachts, making Monaco a uniquely intense and glamorous challenge for both drivers and spectators.

Circuit Park Zandvoort

Zandvoort is a fast, flowing 4.2-kilometer circuit carved through the dunes of the Dutch coast. The lap begins with the legendary Tarzanbocht, a tight right-hander perfect for overtaking, before flicking through the fast left of Gerlachbocht and climbing over Hunzerug, a blind crest that keeps drivers on edge.
The track then sweeps through Jan de Wijker zijn veld and into Scheivlak, one of the most challenging corners on the circuit — a fast, downhill right that demands absolute commitment. A short blast leads to Hondenvlak, a flowing section through the dunes that rewards precision and rhythm.
From there, the lap threads through Tunnel Oost and Bos In, narrow and twisting, before emerging into Bos Uit, the final right-hander that opens onto the start-finish straight.
The sand drifts across the track, the sea breeze carries the roar of the engines, and the crowd lines the dunes for a spectacular view. Zandvoort is all about flow, bravery, and keeping momentum alive from the first corner to the last.

Silverstone Circuit

Silverstone is a flat-out 4.7-kilometer blast across a former airfield, famous for its fast, flowing corners. The lap begins at Woodcote, sweeping onto the pit straight before braking for Copse, a quick right-hander that sets the tone for the lap.
From there, the track darts through the high-speed flicks of Maggotts and Becketts, where precision and commitment are everything. Exiting Chapel Curve, cars thunder down the long Hangar Straight, reaching maximum speed before braking hard for Stowe, a fast but tricky right that rewards a late apex.
The lap then dives toward Club Corner, a challenging right-hander leading into Abbey Curve and onto Farm Straight, where cars charge flat-out before the final turn at Woodcote completes the lap.
With its open layout and minimal runoff, Silverstone demands bravery and car control. The crowds line the perimeter fences, engines scream at full throttle for much of the lap, and slipstream battles down the straights create breathtaking racing.

5 - Full Length GP

Circuit de Spa Francorchamps

Spa-Francorchamps is a high-speed blast through the forests and villages of the Ardennes, stretching 14.1 kilometers and rewarding the brave. The lap begins at La Source, a tight hairpin that launches cars downhill toward Eau Rouge and the steep climb through Raidillon, taken flat-out with white knuckles.
At the top, cars roar onto the Kemmel section before diving into Les Combes and charging through Haut de la Côte and the long, sweeping Burnenville, where commitment and balance are critical. The track races through the village of Malmedy and unleashes the cars onto the fearsome Masta Straight, interrupted only by the legendary Masta Kink — a flat-out left-right flick bordered by houses and ditches.
From there, the lap barrels down the Holowell Straight, through Stavelot, and along the fast open roads past La Carrière. The final sector is a test of nerve, with Blanchimont taken almost flat before the cars slow for Clubhouse and back to La Source to complete the lap.
Spa is a place where speed dominates — a lap is mostly full throttle, the public roads unforgiving, and the changing Ardennes weather always a factor. It is a true cathedral of courage and a supreme test of both car and driver.

Watkins Glen International

Watkins Glen is a 3.78-kilometer circuit winding through the hills of upstate New York, known for its fast, flowing nature. The lap starts on the Front Straight before plunging into the Esses, a sweeping uphill sequence that demands rhythm and precision as the cars climb at high speed.
At the top, the track opens onto a short straight leading into The Loop, a long, fast right-hander that sets up the quick blast through The Chute and onto the Back Straight, where cars reach their maximum speed and slipstream battles are common.
Braking hard at the end, drivers tackle Fast Bend, a quick left that feeds into The 90, a tight right-hander that leads back onto the main straight to start another lap.
The combination of elevation changes, blind crests, and high-speed corners makes Watkins Glen a circuit that rewards bravery and smooth driving — a true American classic.

Track Downloads:
The track downloads will be linked in the event server when the selected track is hosted on it, but you can also find them here: http://5.75.183.156:8772/tracks?server=4

Special Settings

Until 1982, they had no real pitstops in Formula 1 therefore we use the following settings.

Fuel Rate: 50%
Tyre Wear Rate: 0%
Damage Multiplier: 75%
no mandatory pitstop
Pit Speed: no pit speed limit & disabled autolimiter
CSP Minimum Version: 0.1.77

Schedule

The current THR schedule with detailed information on the individual events can be found here.
https://thracing.de/thr-schedule/
We recommend subscribing to this calendar.

We try to stick to the dates given, but it may be that we postpone individual dates for various reasons.

Race Week Schedule

Practice Server / Testing

Server THR |1| THRacing | discord.me/THRacing hosts a looped Open Practice during the championship.
These sessions are meant to provide and test the different cars on the upcoming tracks.
You can choose any available car and get a random skin after joining.

Qualifying

After registering for one week's Championship race, you can race qualifying laps from Monday (sometimes Tuesday) to Sunday during the Race Week at any time.
THR |5| THRacing | discord.me/THRacing
(We will close the Qualifying when we have time on Sunday evening. The exact timing of the end of qualifying may vary. Please take this in account and don't wait until the very end.)
Only the best lap per driver from the qualifying server will be used to create the starting grid.
An overview of the latest laptimes per driver can be found here:
http://5.75.183.156:8772/live-timing?server=4

An overview of the laptimes per driver can be found here:
http://5.75.183.156:8772/live-timing?server=4

Races

Saturday - Practice Races

Will be hosted on Server:
THR |4| THRacing | discord.me/THRacing

The starting grid for the practice races will be based on the qualifying which takes place just before these races.

Time of Day (CEST/CET*)	Session Title	Session Duration	Notes
21:30	Practice Qualifying	30 minutes
22:05	Practice Race 1	30 minutes
22:40	Practice Race 2	30 minutes	Top 10 Reversed Grid

*CEST (Berlin summer time) until 25th October 2025, then switching to CET.

You can stay on the server between these three sessions.

Sunday - Main Race

Will be hosted on Server:
THR |5| THRacing | discord.me/THRacing

Championship race based on the qualifying laptimes driven on the same server during the week.

Time of Day (CEST/CET*)	Session Title	Session Duration
21:30	Warmup	30 minutes
22:05	Race	60 minutes

*CEST (Berlin summer time) until 25th October 2025, then switching to CET.

You can stay on the server between these two sessions.

Point System

The point system is:
P1 40, P2 37, P3 34, P4 31, P5 30, P5 29, P7 28, … , P25 10, P26 9, P27 8, … P31 4

But there is an important exception:
THR’s 7th Anniversary Race will take place on December 7, 2025, as part of the GPL 7 Championship. In keeping with THRs tradition, we will celebrate our anniversary with a full-length Grand Prix — and this year is no exception. The event will be held at Spa-Francorchamps, with a 28-lap race expected to last around 1 hour and 45 minutes. To mark the occasion, drivers will earn double points for this special race.
P1 80, P2 74, P3 68, P4 62, P5 60, P5 58, P7 56, … , P25 20, P26 18, P27 16, … P31 8

Drivers Championship

To take in account that not every racer is able to race on every weekend, the worst result will be deleted.
So only 5 out of 6 weekends count for the championship.
They did similar back in the good old days.

You must use the same car for the entire season. As soon as you have driven your first qualifying lap on the championship qualifying server, you are tied to that car. If you can't get to grips with your car at all, you can apply for exceptional permission to change cars once, but please note that there is no guarantee for an approval of this request. This will be an individual decision by the THR Organization team.

This does not apply for the PROLOGUE Race at Kyalami. You can choose any car you want and you are allowed to switch the car before the first Championship Race at Monza.
After your first qualifying lap for Monza the above rule applies.

Team Championship

If you like, you can form a team of maximum 2 drivers for the Team Championship.

Both you and your team mate need to enter the same string into the "Team" field of the registration form at each of the championship races that you participate in.

Rules

The Championship follows the basic ruleset framework of the THR community.
Please read our rules page here and follow them: https://thracing.de/rules/
Participants can protest championship race incidents that they were involved in through the first 3 weekdays of the following week. The protested incidents will then be reviewed and decided upon by THR's Race Control team. You can find the incident protest form in the THR Discord server's #thr-ticket-system channel, which can be found in the "General" group of channels at the top of the channel list.

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 highly recommended but not mandatory to join Voice Chat (Push to Talk) during Qualifying and Races. The primary purpose of this is to exchange important information, such as informing following drivers about accidents.

Best wishes

We wish you some really good, intense and exciting races over the next weeks!

[THR] ORGA