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Grand Prix History Cup

Welcome to THRs newest Formula One Championship which travels through the Golden Decades of Racing.

Embark on a high-speed journey through time with THR, as we pay homage to the golden eras of Formula One racing. Our newest championship series is designed to celebrate the evolution, innovation, and sheer excitement of F1, by bringing some of the most iconic and groundbreaking machines to the virtual track.

The Legends Line-Up:

  • The Pioneering Power: Auto Union Type C (1930s): Begin your journey with the thunderous Auto Union Type C, a pre-war marvel whose supercharged 6.0 Liter V16 engine redefined power while Auto Union also pioneered the mid-engine layout in top-level GP racing decades before it became the norm in Formula 1. Experience the raw, unbridled power of an era when racing was as much about bravery as it was about pioneering a multitude of engineering approaches.
  • The Classic Contender: Maserati 250F (1950s): Step into the 1950s, a decade where elegance met aggression on the race track. The Maserati 250F, with its legendary front-engine layout and sleek design, invites you to master the art of precision and grace under pressure.
  • The Revolutionary Racer: Lotus 25 (1960s): Embrace the groundbreaking Lotus 25! The first fully monocoque chassis in F1 doubled the preceiding Lotus 18's torsional rigidity while reducing weight at the same time. After Cooper's first mid-engined F1 car from 1958, Chapman's Lotus 25 monocoque embodied the second major engineering revolution of Formula 1. This car laid the chassis engineering foundation for all subsequent generations of Formula 1 cars in the quest for lighter, and faster machines.
  • The Transversal Titan: Ferrari 312T (1970s): The 70s roar to life with the Ferrari 312T, a masterpiece of balance and V12 power. Born into the era of the third revolution that brought downforce-oriented aerodynamics into Formula 1, the Ferrari 312T was notable for an engineering decision in the drivetrain. It was fitted with a transversally-mounted gearbox to move the chassis balance forward and lower the polar moment of inertia, and this formula quickly proved to be a huge success. The 312T series kept evolving throughout the later part of the decade and took the Scuderia with the Cavallino Rampante to 4 World Championships, standing as a beacon of adaptability and technical excellence.
  • The Powerhouse Prodigy: Lotus 98T (1980s): The adrenaline-fueled 80s await with the Lotus 98T, a turbocharged beast that encapsulates the excess and innovation of its decade. Feel the surge of its raw power and face the challenge of taming such an untamed force.
  • The Technological Triumph: McLaren MP4/6 (1990s): Conclude your journey in the 90s with the McLaren MP4/6, an era-defining machine that balances power, aerodynamics, and electronic advancements. This is where technology and talent meet to set new standards in racing excellence.

The Challenge Awaits:

Prepare to harness these titans of the track, each a legend in its own right, representing the pinnacle of its decade's technological and competitive spirit. Our championship isn't just a race; it's a time-traveling adventure that celebrates the relentless human spirit to push boundaries, innovate, and race beyond the limits.

Join us at THR for an unforgettable championship that transcends time, where history is not just remembered, but relived. Rev your engines, for the golden decades of Formula One are calling. Are you ready to make history?

Championship Setup

We host a TOP Cup and a Casual Cup.


The GP History CASUAL CUP is meant to be more casual 😉
We hope to attract

  • the Rookies
  • the ones who need some more practice among other drivers but also want a taste of competition
  • the ones who want to have a more casual race
  • the ones who don´t have enough time to practice hours and hours
    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

GP History TOP Cup

The GP History TOP Cup is what we already had
We expect to have

  • the Aliens
  • the ones who are experienced
  • the drivers who are used to battle on track
    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

We are on the verge to offer 2 good filled grids. But we cannot predict how well the grids will be accepted and how well they will be filled.
The choice in which of the championships you want to compete in is up to you and your self-assessment.
To give others an idea about the possible participation numbers, we would like to ask you to register early in the week.
It also helps to grab one of the 31 available slots.
First come, first served.

Technically it can't be prevented, but we forbid to change the car again after the first lap on the qualifying servers THR4 (Casual Cup) and THR5 (TOP Cup).

To be very clear:
If you have driven a lap with a car on a qualifying server, you are not allowed to choose another car on the qualfiying server, nor to choose another car for the race.
We will monitor this and disqualify the driver in case of misbehavior.

Please follow this rule when you sign up for Sunday events:
You need to keep using the same car during the entire season in the Main Events, after you have completed your first lap in that car on the booked qualifying server for a sunday main event (THR 4 and THR 5). The cars have different strengths & weaknesses between the racetracks we visit, and we don't want participants to exploit that.

If you are really struggling with your initial car choice, you will be allowed one (1) chance to update your choice during the season.

We hope for a great start into the championship!


You have to register for each event (Saturday and Sunday) of the championship.
Normally the registration for the next race weekend opens the Monday before.

To be able to join the Qualifying and the race sessions, you have to register via these links:



If so, then you can join the Qualifying with your car and skin immediately after registering.
In some cases it is necessary to wait for the next server restart, which occurs every 2 hours.
Only in rare cases you get the message "No slots available", then the Admins have to stop and restart the server.
Give us a short hint in #drivers chat in our Discord.

THR has changed the onboarding process:
New community members need to have three ACSR races in the records to get permission to start in the Main Event Races on Sundays. To achieve this, they can participate in the wkdy races, the practice races on Saturday and the THR Academy events.
If you think you are experienced enough to directly start in the Main Event races, please fill out the form (also to be found by following above link) with verifiable references to fast-track your onboarding request.

Short term upcoming events

- nothing scheduled yet -


Auto Union Type C

The Auto Union Type C stands as a hallmark of pre-war grand prix racing, encapsulating the innovative spirit and competitive fervor of the 1930s. Conceptualized by Ferdinand Porsche in late 1932 and subsequently acquired and developed to completion by Auto Union, nowadays known as Audi, this racing car was a marvel of engineering and design. The mid-engine layout was a revolutionary concept at the time, and Porsche had even considered to develop and enter this car in Grand Prix races independently before Auto Union paid him 75,000 Reichsmark for the design. Building on the experience gathered in 1934 and 1935 with the Types A and B, the Type C was introduced in 1936 as the third evolution of this Grand Prix car design, aiming to dominate the European racing scene.

The mid-engine layout allowed to position the driver lower, leading to a sleeker and more aerodynamic body. In addition to the improved aerodynamics, this configuration provided a well-balanced weight distribution. The enormous 280 Liter fuel tank was mounted between the driver and the engine, ensuring that the weight distribution between an empty or full fuel tank would not shift by more than 1-3%. Speaking of the engine: that was not just any motor, but a monumental supercharged 6.0 liter V16 engine that delivered up to 520 horsepower and enabled the car to achieve top speeds exceeding 340 km/h (211 mph). Such power and speed had been unheard in race cars of prior to the 1930s, and turned the the Type C into a fierce competitor on the racetrack where Auto Union engaged in a technological arms race against the company behind the other Silver Arrows of this era: Mercedes-Benz, who fielded their even more powerful W 125 against the Type C.

Conceptually, the suspension of the Auto Union Type C is very similar to what Ferdinand Porsche later engineered into the Volkswagen (Beetle): in the front, you find the crank semi-trailing arm axle - a Porsche invention and in fact fundamentally the type of independent front suspension that was put into every Volkswagen car until the 411 was launched with MacPherson struts in 1968. The rear axle of the Type C was a swing axle with trailing arms and torsion bar springs: be prepared to deal with massive changes in rear wheel camber during suspension compression and decompression!

Raced by legendary drivers like Bernd Rosemeyer and Hans Stuck, the Auto Union Type C became a symbol of racing excellence. Rosemeyer, in particular, showcased the car's prowess by crowning himself with the 1936 AIARC European Drivers' Championship title. He also set several land speed records in streamlined versions that had originally been developed for the AVUS-Rennen, further cementing the Type C's legacy in motorsport history. The Type C also won the final race that it was eligible for, the 1937 Grand Prix of Donington, before the 750 kg formula for Grand Prix race cars was replaced by a new ruleset that capped the engine displacement of supercharged engines to 3.0 liters for the 1938 season.

Despite its success on the track, the Auto Union team's success was cut short by the outbreak of World War II. Furthermore, after the war, an estimated 18 Auto Union race cars were discovered by the Red Army in a colliery outside of Zwickau in Germany - the city that housed the Auto Union racing team. Located in the Soviet occupied zone of Germany, these were taken as war reparations, distributed and studied by a variety of Soviet research institutes. After they outlived their usefulness for their research, almost all of them were subsequently scrapped, leaving only a few survivors today. Only one genuine Type C remains today: it stood in a German museum when it was bombed during WW2, and wears the scars it sustained there to this day. The also-surviving Type C/D (hybrid) hill climb car was rescued from the scrapheap of the ZIL factory in Moscow in 1976 by Viktors Kulbergs, president of the Antique Automobile Club of Latvia. Aside from these two, only three Type D cars (smaller cars with supercharged V12 engines from 1938/1939) remain, while all of the earlier Type A and B cars were lost. Having been built as an evolution of the earlier Type C Streamliners for the ill-fated January 1938 land speed record attempt of Bernd Rosemeyer, the Type R pioneered ground effect aerodynamics but it proved short-lived: the accident during increasingly windy conditions took the life of Bernd Rosemeyer, merely 4 months after his final Grand Prix win in a Type C at Donington Park.

In sum, the Auto Union Type C was not just a race car; it was a groundbreaking engineering achievement that pushed the boundaries of chassis engineering, aerodynamics, and raw power. Its legacy endures in the annals of automotive history, remembered as a beacon of innovation and a symbol of the golden age of grand prix racing.

Maserati 250F

The Maserati 250F, a masterpiece of automotive engineering, represents one of the most iconic race cars of the 1950s. Introduced in 1954, it was engineered for the highest echelons of motorsport, competing in Formula 1 and leaving an indelible mark on the racing world. Crafted by Maserati, an Italian marque renowned for its racing pedigree and engineering prowess, the 250F was a blend of elegance and performance.

At the heart of the 250F was its robust 2.5-liter, straight-six engine, a powerplant capable of producing up to 270 horsepower, depending on the specific configuration and tuning. This engine was not only powerful but also known for its reliability, a critical factor in the grueling races of the era. Coupled with a lightweight chassis and an appropriate sophisticated suspension system with double wishbones, coil springs and hydraulic shock absorbers in the front, and a De Dion axle with transverse leaf springs and hydraulic shock absorbers in the back, the 250F offered good handling and agility. This allowed it to navigate the twisting, demanding circuits of the 1950s with grace and speed.

The design of the Maserati 250F was as striking as its performance. Its sleek, aerodynamic bodywork, characterized by its long nose and svelte profile, was not just about aesthetics; it played a crucial role in reducing air resistance and enhancing speed. The cockpit, positioned towards the rear of the car, gave drivers a better feel for the road and improved the vehicle's balance. The 250F's racing pedigree was cemented by the legendary drivers who piloted it, including Juan Manuel Fangio, one of the greatest racers of all time.

Under Fangio's control, the 250F showcased its exceptional balance, power, and drivability, characteristics that made it a formidable opponent on the track: he scored the first two wins of his 1954 Formula One campaign with a privately entered Maserati 250F before he joined the new Mercedes-Benz team that took him to the drivers championship that year and also in 1955. Having spent 1956 winning the Formula 1 drivers championship another time with Ferrari, Fangio returned to the cockpit of the 250F for the 1957 season, and duly used it to crown himself with his 5th and final Formula One World Drivers Championship title.

Fangio's association with the 250F is legendary, and possibly outlined best by his remarkable final Grand Prix victory at the 1957 German Grand Prix at the Nürburgring. Unlike the competition from Ferrari that aimed for a nonstop race, he gambled with a softer tyre compound and a strategic pit stop to change tyres. That scheduled pit stop, however, went horribly wrong when the left rear wheel nut rolled under the car unnoticed, leading to a loss of 30 seconds that were spent searching the wheel nut. From here, Fangio mounted a charge, and broke the lap record 10 times before retaking the lead from Mike Hawthorn on the penultimate lap, delivering what is often highlighted as one of the finest performances in motorsport history.

Maserati produced the 250F in limited quantities that were nevertheless large by Formula 1 standards, with around 26 units built. Outclassed by newer mid-rear-engined designs from 1958 onwards, the 250F soldiered on until the end of the 1960 season in the hands of privateers, before a ruleset change to 1.5 liter engines rendered the 250F ineligible for competition.

Today, the 250F is revered not only for its achievements on the race track but also for its beauty and engineering excellence. It remains a symbol of the golden age of motor racing, an era defined by raw power, innovative engineering, and the sheer bravery of its drivers. This legacy earns it a well-deserved spot in automotive history that embodies the spirit of competition, the pursuit of engineering perfection, and the timeless beauty of Italian design. Its legacy lives on, celebrated by enthusiasts and historians alike as one of the most remarkable and beloved racing cars of the 20th century.

Lotus 25

The Lotus 25 launched the second technical revolution of Formula 1 racing with its innovative chassis design when it debuted in 1962. Crafted by the legendary motorsports innovator Colin Chapman, the genius of this groundbreaking vehicle lay in its monocoque construction, a departure from the traditional tubular space frame designs that dominated the racing scene. This approach involved fabricating the chassis as a single shell, utilizing aluminum sheets bonded and riveted for strength and rigidity. Not only did it reduce the chassis weight to half of what the preceiding Lotus 24 chassis had tipped the scales at, but this also tripled its torsional stiffness at the same time. This chassis was a huge leap forward, and offered unparalleled handling and responsiveness on the track.

Powered by a low-mounted 1.5 Liter Coventry Climax FWMV V8 engine that delivered just under 200 hp, the Lotus 25 proved to be a formidable and world-beating package. The mid-rear engine layout by Cooper had been the first technical revolution of F1 in 1958. Combining it with the groundbreaking monocoque chassis laid the foundation for the fundamental chassis design approach adhered to by every Grand Prix car ever since - although the choice of materials evolved in the meantime, of course.

The Lotus 25's design was as sleek as it was functional. Its narrow, cigar-shaped body and low profile minimized air resistance, allowing for higher speeds and better fuel efficiency. The driver was seated in a reclined position, further reducing the car's profile and aerodynamic drag. Every aspect of the Lotus 25's design was meticulously considered to optimize performance. Jim Clark, one of the most talented drivers of his era, was closely associated with the Lotus 25. Their partnership was legendary, with Clark and the Lotus 25 securing both titles of the 1963 Formula 1 World Championship in dominant fashion before finishing 3rd in 1964.

The Lotus 25's impact on Formula 1 was profound and lasting. Its success on the track proved the superiority of the monocoque chassis, leading to its widespread adoption in subsequent racing car designs. The principles pioneered by the Lotus 25 have influenced not only racing cars but also the design and construction of modern road vehicles. Today, the Lotus 25 is celebrated as a pivotal moment in motorsport history, embodying the spirit of innovation and the relentless pursuit of excellence. Its legacy is a testament to Colin Chapman's vision and the enduring appeal of Lotus's philosophy: "Simplify, then add lightness." The Lotus 25 remains a symbol of the transformative period in Formula 1, marking the dawn of a new era in racing car design.

Ferrari 312T

The Ferrari 312T, a masterpiece of Italian engineering, marks one of the most successful chapters in Ferrari's storied history in Formula 1 racing. Unveiled in 1975, the 312T quickly became a dominant force, reflecting Ferrari's commitment to excellence in the highly competitive world of motorsport. At the core of the 312T's design was its powerful and reliable flat-12 engine, which was capable of producing around 500 horsepower. This engine was not only a marvel of engineering for its power output but also for its contribution to the car's balance and handling, thanks to its low center of gravity. Born into the era of the third revolution that brought downforce-oriented aerodynamics into Formula 1, the Ferrari 312T was also notable for an engineering decision in the drivetrain. The "T" in the model's name stands for "Transversale," indicating the transverse mounting of the gearbox, a design choice that further enhanced the handling characteristics not only in the car's weight distribution, but also by lowering the polar moment of inertia.

Under the guidance of the legendary Mauro Forghieri, Ferrari's engineering prowess was evident in every aspect of the 312T. The car featured a cutting-edge aerodynamic design, with sleek lines and an effective wing package that provided essential downforce, crucial for maintaining high speeds through corners. Additionally, the 312T boasted a sophisticated suspension system, which was meticulously tuned to offer optimal grip and responsiveness on the diverse array of circuits in the Formula 1 calendar.

The Ferrari 312 T's dominance was cemented by the skill and bravery of its drivers. Niki Lauda, the Austrian racing icon, was particularly instrumental in the car's success. Lauda's technical expertise and feedback were invaluable in refining the 312T, leading to a synergy between driver and machine that was unrivaled. Lauda's victories and the championship titles he secured with the 312 T in 1975 and 1977 (with the evolved 312T2) showcased not only his driving prowess but also the 312T's superior engineering. The 312 T series, through its various iterations (T, T2, T3, T4, and T5), continued to evolve, adapting to the changing regulations and challenges of Formula 1 racing. Each version brought improvements and innovations, ensuring Ferrari's competitiveness and continued presence at the forefront of the sport.

Today, the Ferrari 312 T is revered not just as a championship-winning race car but as an icon of Formula 1 history. It embodies the spirit of an era when technology and bravery led to some of the most exhilarating racing in the sport's history. The 312 T remains a symbol of Ferrari's enduring legacy in motorsport, celebrated for its technological achievements, its contribution to the evolution of racing, and its unforgettable impact on the world of Formula 1.

Lotus 98T

The Lotus 98T epitomizes the zenith of turbocharged innovation in Formula 1 during the mid-1980s. Built for the 1986 season by Team Lotus, the 98T was an evolution of its predecessor, the Lotus 97T. This machine was a marvel of engineering, integrating cutting-edge technology and design to exploit the era's turbocharged engine regulations to their fullest. While full power could be extracted during qualifying (for about 1 flying lap before the turbocharger had to be rebuilt), a new challenge arose for the races in the 1986 season: the fuel allowance got reduced from the previous season's 220 litres to only 195 litres.

Under the sleek and aerodynamic exterior of the Lotus 98T lay the heart of its power: a Renault EF15B turbocharged V6 engine. Capable of producing upwards of 1,000 horsepower in qualifying trim, this engine was a beast on the track, pushing the boundaries of performance. The power output in race conditions was more conservative but still formidable at roughly 900 horsepower, ensuring the car remained competitive throughout the race distances.

One of the most distinctive features of the Lotus 98T was its advanced electronic systems, which were groundbreaking at the time: the age of on-board telemetry had arrived, allowing the team to analyze accumulated data recording relative to 3D coordinates of the chassis. The car boasted a sophisticated fuel management system that kept the driver informed about how many laps he'd be able to compete at his current pace: if the display indicated less laps than the board on the pit wall, it was time to back off and save more fuel! This technology allowed Team Lotus to make the most of their fuel allowance during a Grand Prix, but the Renault engine's ratio between performance and fuel efficiency could not keep up with the Honda powerplant that was used by Williams. The Lotus 98T's design also reflected other technological advancements of the time. It featured pull-rod suspension and the car's aerodynamics were fine-tuned for maximum downforce, with innovations such as bargeboards and underbody venturis enhancing its stability and cornering speed.

Ayrton Senna, one of the most iconic and talented drivers in F1 history, was at the helm of the Lotus 98T for the 1986 season. Having witnessed the dominance of the Honda-powered Williams FW11 in the opening races of the season, he began to push Lotus towards dropping the Renault engine in favor of Honda as early as April 1986. Furthermore, Renault stopped supplying Formula 1 engines altogether at the end of the season, having shut down their factory racing team the year before. Despite these adverse circumstances, Senna's exceptional skill and the Lotus 98T's advanced engineering combined to produce some of the most memorable performances of the decade. Senna's ability to extract the maximum from the car, particularly in qualifying, showcased the 98T's raw speed and agility. With two race wins, Senna finished 4th in the drivers' championship and Lotus took 3rd in the constructors' championship. The team's challenge for the constructors' title may have turned out different if Senna hadn't refused to accept Lotus's intention to hire Derek Warwick as their 2nd driver, settling instead for the much slower rookie Johnny Dumfries who left F1 after a poor season in the 98T but later won the 1988 Le Mans 24h with Jaguar.

Despite its technological prowess, the Lotus 98T was ultimately overcome by stiff competition from its rivals in an era renowned for its engineering innovation and fierce competitiveness. While it did not secure a world championship, the 98T left an indelible mark on the sport, remembered for pushing the limits of turbocharged performance and introducing the potentials of electronic sophistication. Today, the Lotus 98T is revered not just for its achievements on the track but as a symbol of a bygone era of Formula 1, where raw power, unbridled technological innovation, and driver bravery reigned supreme. Its legacy is a testament to the ingenuity and spirit of competition that defines the pinnacle of motorsport.

McLaren MP4/6

The McLaren MP4/6, introduced in the 1991 Formula 1 season, stands as a testament to McLaren's engineering prowess and innovation during one of the sport's most competitive eras. This iconic race car was pivotal in McLaren's storied history, combining advanced aerodynamics, innovative design, and a powerful Honda V12 engine, marking the last V12-powered car to win a World Championship.

At the heart of the MP4/6 was the Honda RA121E V12 engine, known for its harmonious sound and formidable power output. This engine, coupled with McLaren's engineering, provided a perfect blend of speed and reliability, essential elements in the high-stakes world of Formula 1 racing. The RA121E's performance was complemented by a meticulously designed chassis and a six-speed manual transmission, which together ensured that the MP4/6 remained competitive across diverse racing conditions.

Aerodynamically, the MP4/6 was a masterpiece. Its sleek bodywork and refined aerodynamic elements, such as the innovative front wing design and the underbody diffuser, optimized airflow around the car, enhancing downforce and reducing drag. These features, combined with an advanced suspension system, ensured the MP4/6 delivered exceptional handling and stability at high speeds, crucial for navigating the tight corners and fast straights of F1 circuits.

The MP4/6 is perhaps best known for its association with Ayrton Senna, one of the greatest drivers in the history of motorsport. Senna's extraordinary talent and the MP4/6's technological advancements proved to be an unbeatable combination, dominating the 1991 season. Senna's remarkable performances in the MP4/6, including memorable victories under challenging conditions, underscored the car's capabilities and solidified its place in F1 lore. Under the stewardship of Ron Dennis and with the technical genius of designer Neil Oatley, the McLaren team ensured that the MP4/6 evolved throughout the season, staying ahead of its competitors. This continuous development was key to maintaining its competitive edge, and it paid off.

The McLaren MP4/6's success on the track, combined with its contribution to the evolution of race car design and technology, cements its status as one of the most iconic and revered machines in the history of Formula 1. Its Constructors' Championship win in 1991 represented the end of two eras as well: it was the last time that a car with 12 cylinders and an H-pattern manual transmission reigned supreme in a Formula 1 constructors championship. Therefore, the McLaren MP4/6 is not just remembered for its successes and the championships it won; it is celebrated for its embodiment of the spirit of innovation, performance, and excellence that defines the pinnacle of motorsport.

Car Downloads:
Four cars are Kunos cars. You only need to download these three cars:
Auto Union Type C [Download]
McLaren MP4/6 [Download]
Invisible TV Car [Download]

THR Skinpack

We have tons of beautiful custom skins from our members.
You can find the skins for the Kunos cars here:
And the skins for the Auto Union Type C and the McLaren MP4/6 here:

If you want to make your own skin and race it in THR races, have a look here:



Donington Park 1938

The land on which the Donington Park circuit is located was once part of the Donington Hall estate, built by the Second Earl of Moira around 1790 and owned since 1902 by the Gillies Shields family. Having served as a prisoner of war camp during the First World War, it was handed back to them and happened to be open when Fred Craner, a former TT motorcycle racer, was exploring potential new sites to hold races at in 1931 and got dispatched to Mr Shields after the gamekeeper had caught him in a private area. Craner successfully won over Shields with his idea, and just 5 weeks later, a dirt course had been marked out by joining together existing park tracks, which hosted more than 20,000 paying spectators who watched C.F. 'Squib' Burton emerge victorious on a 350cc Raleigh motorcycle.

Having been paved in 1932, the circuit grew steadily in stature and began to host automobile races in 1933. A loop at the end of the lap was added in 1934, paving the way for Grand Prix racing to emerge in 1935, and that loop was extended further in 1937. That year's Grand Prix of Donington was the first major international Grand Prix in Great Britain, and Bernd Rosemeyer triumphed with the Auto Union Type C in front of 50,000 spectators. This was Rosemeyer's last major success before a land speed record attempt on the Autobahn Frankfurt-Darmstadt cut his life short, when what has been thought to be a gust of wind caused him to lose control over his Auto Union Type R at more than 400 km/h. This ill-fated record car pioneered the concept of ground effect aerodynamics four decades before Colin Chapman introduced it to Formula 1. After hitting an embankment, Rosemeyer and his car somersaulted into the woods lining the Autobahn near Mörfelden-Walldorf.

Find out more about the history of Donington Park here.



Set in the "Bremgartenwald" forest between the north-western outskirts of Bern and the Wohlensee reservoir, the Bremgarten-Rundstrecke was a highly dangerous circuit that consisted of succession of quick corners without a straight worthy of the name. Adding to the danger posed by the layout itself, the trees overhanging the circuit made it particularly hazardous in the wet. This circuit was opened in 1931 for motorcycle races and demanded a special balance of skill and bravery in order to survive and emerge victorious, with the same challenge being expanded to cars when the first Swiss Grand Prix was held here in 1934.

Among the top-level racers who fell victim to Bremgarten were the multiple european motorcycle champion Omobono Tenni, as well as the Grand Prix aces Hugh Hamilton, Achille Varzi, and Christian Kautz. In 1952, the 51-year-old inter-war Grand Prix ace Rudolf Caracciola's racing career ended here as well, but he survived with a complex femoral fracture after he crashed his Mercedes-Benz 300 SL (W194) into three trees. Although the circuit was deservedly infamous for its own high-profile driver fatalities, the tragedy that brought down the curtain on it did not even happen in the same country: Switzerland completely banned automobile circuit races in 1955 in response to the Le Mans disaster in France.


Circuit de Monaco 1966

Run since 1929 in the sovereign micro-state that is the Principality of Monaco on the French Riviera, the Grand Prix de Monaco is widely considered to be one of the most important and prestigious automobile races in the world. This jewel on the crown of the Formula 1 schedule continues to this day as an anachronistic throwback in the modern safety-conscious era which is allowed to continue thanks to the glitz and glamour of both the surroundings and the beautiful people who make it an annual fixture on their social calendars.

Although the 1966 interpretation of the track we race here is even fitted with armco barriers unlike the real track that only started to adopt them at specific points in 1969, it is still a significantly more dangerous experience than in the modern era. The harbor chicane is traversed at very high speed, and you have to be careful to slow down enough prior to Tabac if you don't want the ramp to launch you into the stone wall that awaits on the outside of it. If you made it through that, you can accelerate all the way down to the Gazometre hairpin, which takes you back onto the start/finish straight where the pit crews stand directly next to the track on the right. To learn more about this circuit, you can go here.



Located in Midrand on the northern outskirts of Johannesburg in South Africa, the Kyalami Circuit has long been considered the country's centre of motor racing. It takes its name from a piece of land on its northern border: Khaya lami in the local Zulu language translates to "my home".

The history of the Kyalami circuit began when a group of local motor racing enthusiasts founded the South African Motor Racing Club in 1961 and, backed by several sponsors with long-term sponsorship deals, began construction work on a new track to replace the city's outdated Grand Central Circuit. With construction already complete by October 1961, the circuit quickly established itself as a staple venue on the national scene, accompanied by a series of continual improvements to the facilities, such as the erection of covered grandstands. The South African Grand Prix of Formula One moved from East London to Kyalami for the 1967 season. It was widened in 1968 and stayed on the calendar nonstop until 1985 - and this widened state from 1968 onwards (not 1967 suggested by the in-game name) is the form of the track that we will race on.

The fast upper part of the circuit fell victim to commercial redevelopment as a result of urban sprawl in 1988, but the sale of this land allowed the acquisition of new land on the opposite side of the circuit, and the construction of a new section on it. The Kyalami circuit is still around, but the remodeling of the layout has completely transformed the circuit's character. You can learn more about its history here.


Hockenheimring 1988

The German town of Hockenheim has become synonymous with motor racing thanks to its famous circuit that first opened in 1932 and has since been transformed from a high-speed blast through the forests to a largely soulless modern autodrome. The construction of the Mannheim-Walldorf Autobahn sliced through the original layout and could have brought an end to the legacy of the Hockenheimring, but the circuit owners fortunately made the decision to construct a new start & finish section instead: the Motodrom.

The renewed Hockenheimring was opened in October 1966, and only two years later, Jim Clark suffered his fatal accident in a Formula 2 car while driving through the high-speed section from Nordkurve to Ostkurve. The German Grand Prix of Formula 1 arrived in 1970, for which a pair of chicanes were built: at the time, they were named Bremskurve 1 (between Nordkurve and Ostkurve) and Bremskurve 2 (between Ostkurve and the entrance to the Motodrom). They were renumbered in 1982, when a 3rd slow-down chicane was installed at Ostkurve in response to the fatal accident of Patrick Depailler in 1980.

This is the track condition in which we will race Lotus 98T on the Hockenheimring, and you can find more about the track's history here. Will you be able to find the right balance between flat-out madness and keeping yourself alive while navigating the fast chicanes of Ostkurve and the run from there to the Motodrom?



The season finale will take place at one of the two home circuits of the car that we will use for it: the Suzuka circuit of the Honda Motor Company in Japan. Soichiro Honda saw motor racing as the perfect promotional tool for his company's products, but Japan did not offer the infrastructure necessary to host high-profile racing events yet at the time. He acquired the necessary land in 1959, and construction began the following year. Honda's own sketches would have led to a flat and fast circuit with several long straight, but something didn't feel right about it. Keen on building a world-class venue, he decided to acquire outside expertise. The Zandvoort circuit designer John Hugenholtz received a telegram out of the blue: "I'm building a circuit. Please come to Tokyo, Soichiro Honda."

Hugenholtz's plans for 3 crossovers were narrowed down to one, and the circuit opened for business in September 1962. Packing a mix of almost every type of corner into a remarkably small space, Suzuka has emerged as one of the world's most demanding and rewarding motor racing circuits. Its unusual bridged figure-eight-layout has also spawned countless imitations by Carrera and Scalextric. It took until 1987, however, for it to host Formula 1 for the first time, and has remained on the calendar with very few interruptions ever since. Find out more about the history of the Suzuka circuit here.

The track download links can be found here:

Special Settings

Until 1982, they had no real pitstops in Formula 1, and the Auto Union Type C was documented to drive stints of more than 2 hours in its Grand Prix races in period. To provide a realistic experience, we will tweak the fuel & tyre wear rates between each race.

  • Fuel Rate: individually modified for each race
  • Tyre Wear Rate: individually modified for each race
  • Damage Multiplier: 75%
  • Pit Speed: no pit speed limit & disabled autolimiter
  • CSP Minimum Version: 0.1.77


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

The current THR schedule with detailed information on the individual events can be found here.
We recommend subscribing to this calendar.

Race Week Schedule

Practice Server / Testing

Server THR |1| THRacing | hosts a looped training session.
(Qualifying 10 minutes, Race 20 minutes).
The sessions are meant to test the different cars on the upcoming tracks.
You can choose any available car and get a random skin after joining.


You can race qualifying laps from Monday to Sunday at any time, but you need to be registered.
THR |4| THRacing |
THR |5| THRacing |

(I will close the Qualifying when I have time on Sunday. So the end of Qualifying may vary on this day.
Please take this in account and don't race your laps just before the end.)

Only the best laps per driver from the servers will be used to create the starting grids.

An overview of the laptimes per driver can be found here:


Saturday - Practice Races

Will be hosted on Server:
THR |3| THRacing |

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

  • Qualifying Session: 30 minutes
  • Training Race 1: 30 minutes
  • Training Race 2: 30 minutes (first 10 positions start in reversed order)

You can stay on the server between the sessions.


Will be hosted on Server:
THR |4| THRacing |

Official race based on the qualifying laptimes driven during the week.

  • Practice Session: 30 minutes
  • Main Race: 60 minutes

You can stay on the server between the sessions.

Sunday - TOP CUP

Will be hosted on Server:
THR |5| THRacing |

Official race based on the qualifying laptimes driven during the week.

  • Practice Session: 30 minutes
  • Main Race: 60 minutes

You can stay on the server between the sessions.

Drivers Championship

To take in account that not every racer is able to race on every weekend, the worst results will be deleted.
So only 5 out of 6 weekends count for the championship.
They did similar back in 1967.

Team Championship

If you like you can form a team of maximum 2 drivers and race against each other in a Team Championship.
Find a teammate and enter your team name during registration.


Read our rules page here:


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

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

Best wishes

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