Unleash the Legends: Welcome to GTC 60s Season IV!

A new chapter begins.

GTC 60s Season IV carries the spirit of historic GT racing into another unforgettable year. This isn’t just a championship — it’s a tribute to the golden age of 1960s motorsport, where raw power, timeless design, and fearless drivers defined an era.

Prepare for a season of roaring engines, graceful slides, and wheel-to-wheel battles in some of the most iconic GT machines ever built.

A Global Tour of Legendary Circuits

The season opens with a special curtain-raiser:

Pinewood (Prologue Race) – A fast and flowing circuit that sets the tone for the championship, demanding rhythm, precision, and confidence from the very first lap.

Season IV takes us across a handpicked selection of classic tracks, each demanding precision, bravery, and respect:

Roy Hesketh – Fast, flowing, and unforgiving.
Bikernieki – Technical and relentless through the Latvian forest.
Longford – High-speed Australian road racing at its most dramatic.
Marlboro – Tight, challenging, and steeped in historic character.
Brands Hatch – A true cathedral of motorsport.
Castle Combe – Flat-out commitment on a deceptively simple layout.

Every circuit tells its own story. Every lap demands total focus.

The Golden Era Lives On

GTC 60s Season IV celebrates a time when GT cars were as beautiful as they were brutal. When drivers wrestled their machines at the limit. When racing was pure, mechanical, and gloriously unpredictable.

Expect thunderous V8s, agile European thoroughbreds, and machines that reward finesse as much as bravery. These are cars that move, slide, and breathe beneath you — demanding respect and delivering unmatched satisfaction.

The Challenge

This championship is about more than trophies.

It’s about mastering classic machinery.
It’s about precision, patience, and racecraft.
It’s about reliving an era where legends were forged.

GTC 60s Season IV — where history races again.

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 March 07, 2026

GTC 60s Season IV | Practice Races | Pinewood

Saturday March 07, 2026 21:30
3 days from now
GTC 60s Season IV | Practice Races | Pinewood

Saturday March 07, 2026 21:30
3 days from now

Sunday March 08, 2026

GTC 60s Season IV | Championship Race | Pinewood

Sunday March 08, 2026 21:30
4 days from now
GTC 60s Season IV | Championship Race | Pinewood

Sunday March 08, 2026 21:30
4 days from now

Cars

We race cars from the GTC 60s Mod created by Bazza and his AC Legends team.

Abarth Simca 2000GT

Carlo Abarth, widely known for his Fiat-based cars, also enjoyed major success through his early 1960s partnership with French manufacturer Simca. One of their first creations was the 1962 Abarth Simca 1300 GT, based on the Simca 1000 and immediately competitive thanks to its lightweight aerodynamic body and enlarged engine.

Building on this success, Abarth introduced the 1600 GT and 2000 GT in 1963. Both featured a newly developed Tipo 236 straight-four engine. The two-litre version became the focus, producing 177 bhp in road trim and over 200 bhp in racing specification. It featured advanced engineering for its time, including five main bearings, dry-sump lubrication, twin-spark ignition, and large Weber carburetors. Power was transmitted through an upgraded six-speed gearbox.
The 2000 GT (“Due Mila”) retained Simca-based underpinnings but received continuous development, including wider bodywork, improved cooling, lightweight fiberglass panels, and eventually a more aerodynamic long-nose design. By 1965, weight was reduced to just 665 kg.

Although full homologation for the GT class came in 1964, it remains uncertain whether the required 100 cars were ever produced. Together, the 1300 GT and 2000 GT played a major role in Abarth’s racing success, contributing significantly to the company’s impressive tally of class and overall victories.

Aston Martin DB4 Zagato

Shortly before its Le Mans victory, Aston Martin introduced the DB4, featuring a race-derived engine and Touring’s lightweight “Superleggera” body. Recognizing its potential as a customer race car, Aston developed the DB4 GT in late 1959. While largely based on the road car, it received strengthened mechanical components and a more powerful 3.6-litre engine, producing a claimed 302 bhp. Delivered to customers for the 1960 season, it faced fierce competition from Ferrari’s new and lighter 250 GT SWB, which often outperformed the more powerful Aston.

In response, Aston Martin partnered with Italian coachbuilder Zagato to create a lighter, more competitive version. Designed by the young Ercole Spada, the DB4 GT Zagato became one of the most iconic Aston Martins ever built. Although weight was reduced and engine output was optimistically increased to 314 bhp, the car still struggled against its rivals. Ferrari’s latest models were significantly lighter, and Jaguar’s lightweight E-Type also proved highly competitive.

Despite continued development efforts—including experimental magnesium gearbox casings on the famous “1 VEV” and “2 VEV” cars—the DB4 GT Zagato achieved only occasional successes. By 1962, it was clear that, despite its beauty and ambition, the car had not fulfilled its promise on the racetrack.

Chevrolet Corvette SCCA

By the early 1960s, the Chevrolet Corvette had overcome difficult beginnings and steadily gained popularity, reaching 10,000 units in annual production in 1960. A decade after the original model debuted, the all-new second-generation Corvette (C2) was introduced.

The C2 featured completely new styling and engineering, while retaining elements like the rear design introduced in 1961. Notable innovations included the distinctive flip-up headlights and, in 1963, the new Coupe body style with its iconic split rear window—later replaced due to visibility concerns. Beneath the fiberglass body, the redesigned chassis and new independent rear suspension significantly improved handling. Engine options ranged from 327 cubic inches producing up to 360 bhp, eventually growing to 427 cubic inches with up to 430 bhp by 1967.

On track, the Corvette faced serious competition. At the 1962 Riverside Grand Prix, the new Corvette Stingray was decisively beaten by the much lighter Shelby Cobra, highlighting a significant performance gap. When the American Manufacturer’s Association banned official factory racing in 1963, Corvette chief engineer Zora Duntov found a workaround: producing 100 lightweight homologation specials for privateer teams. Though Chevrolet could not officially race, this strategy kept the Corvette competitive in international GT racing.

Ferrari 250 GT SWB

Introduced at the 1959 Paris Salon, the Ferrari 250 GT Short Wheelbase (SWB) is widely regarded as the last Ferrari equally suited for both road and track use. After its debut, Ferrari models became more specialized, such as the racing-focused 250 GTO and 250 LM, and the road-oriented 250 GT Lusso.

The first SWB models were lightweight, alloy-bodied Competizione versions that quickly proved competitive, finishing strongly at Sebring in 1960. Before the arrival of the 250 GTO, the SWB Competizione was the dominant GT car, achieving numerous victories. Remarkably, even in 1962—during the GTO era—an SWB still won the Tour de France Automobile.

The race-spec Competizione differed significantly from the road-going Lusso, featuring extensively tuned engines with lightweight internals and large Weber carburetors, producing up to 300 bhp. In 1961, Ferrari developed an even more extreme evolution to secure the International GT Championship. Known as the SEFAC “Hot Rods” or Comp ’61s, these cars featured lighter, reinforced chassis construction, aluminum and Plexiglas components, aerodynamic refinements, and uprated 168B/61 engines with six Weber carburetors. Producing up to 295 bhp and capable of around 160 mph at Le Mans, approximately 20–21 of these highly specialized SWBs were built.

Lotus Elan 26R

The Lotus Elan earned widespread acclaim for its exceptional handling, perfectly reflecting Colin Chapman’s philosophy that reducing weight improves performance everywhere. While the lightweight road car was highly capable, it required further development for competitive racing. Privateer teams such as Walker Racing and Chequered Flag refined the steering, braking, and suspension, adding thicker anti-roll bars, adjustable wishbones, and wider wheel arches to accommodate larger wheels and tires.

The competition version, known as the Elan 26R, featured a tuned 1558 cc Lotus twin-cam engine, prepared by Cosworth or BRM, producing between 160 and 180 bhp. Weighing just around 600 kg, the fully homologated 26R (from 1964) was offered as a roadster with a roll bar and detachable hardtop. Most cars featured covered headlights and knock-off wheels.
Despite its small engine, the Elan 26R proved highly competitive, often challenging and outmaneuvering more powerful Ferraris, Jaguars, and Aston Martins through corners and under braking. Its outstanding steering became legendary—so much so that McLaren F1 designer Gordon Murray later remarked that his only disappointment with the F1 was that it could not match the steering feel of the Lotus Elan.

Mercedes Benz 300SL

The Car was the first iteration of the SL-Class grand tourer and fastest production car of its day. Introduced in 1954 as a two-seat coupé with distinctive gull-wing doors, it was later offered as an open roadster.

The idea of a toned-down Gran Prix car tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman. Mercedes accepted the gamble and the new 300 SL-300 for its 3.0 litre engine displacement and SL for Sport Leicht (Sport Light)-was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva gatherings company models made their usual debuts.

Immediately successful and today iconic, the 300 SL stood alone with its distinctive doors, first-ever production fuel-injection, and world's fastest top speed. The original coupé was available from March 1955 to 1957, the roadster from 1957 to 1963.

Porsche 904/4 GTS

Introduced in 1964, the Porsche 904 GTS (Carrera GTS) marked a major step forward in Porsche’s racing development. Designed by Ferdinand “Butzi” Porsche, it combined clean, functional styling with advanced engineering. Most cars were built as the 904/4 with a 2.0-liter four-cylinder engine, while a small number of six- and eight-cylinder versions (904/6 and 904/8) were also produced.

The 904/4 used the sophisticated Type 587/3 engine, derived from Porsche’s Formula 1 program, producing around 180 horsepower. With its lightweight fiberglass body, mid-engine layout, and balanced chassis, the car delivered excellent handling, reliability, and aerodynamic efficiency.

Popular with both factory teams and privateers, the 904 proved competitive in endurance racing, hillclimbs, rallies, and national championships across Europe and North America. Although it was succeeded by the 906 in 1966, the 904 remained successful in private hands and laid the groundwork for Porsche’s future racing cars, playing a key role in establishing the brand as a motorsport powerhouse.

Sunbeam Tiger MkII

The Sunbeam Tiger was born from the vision of Ian Garrad and Carroll Shelby, who saw potential in fitting a V8 engine into the Sunbeam Alpine. The idea gained momentum in 1962 after discussions involving racing figures like Jack Brabham, and Rootes’ American division turned to Shelby—fresh from developing the AC Cobra—to create a prototype.
Shelby installed a 4.2-liter Ford V8 (the same basic engine used in the Cobra) into the Alpine, extensively modifying the car to create a well-balanced and properly engineered performance model. At the same time, Ken Miles built a simpler V8 prototype for Rootes. After evaluation, the Shelby-developed version was chosen for production, though manufacturing was ultimately assigned to Jensen in England, with Shelby receiving royalties.

Launched in 1963, the Tiger combined British styling with American V8 power but was sometimes labeled a “poor man’s Cobra.” Updates in 1965 led to the Mk IA, while the Mk II arrived in 1966 with a larger 4.7-liter V8 producing 200 bhp, suspension improvements, and distinctive styling changes. Shelby also offered performance upgrades known as LAT (Los Angeles Tiger) options.

However, after Chrysler took control of the Rootes Group in 1967, production ended shortly thereafter. Only 536 Mk II cars were built, making the Tiger a short-lived but memorable Anglo-American performance car.

Toyota 311S

Toyota’s early 2000 GT prototypes were built as the 280 A/I and 280 A/II series, with some featuring lightweight aluminium bodies. The later A/II cars had improved cockpit space thanks to repositioned A-pillars. For the 1966 racing season, Toyota selected two aluminium-bodied A/I chassis and extensively modified them for competition under the designation 311S, with preparation handled by its motorsport division, TOSCO.

The reinforced backbone chassis was lightened and fitted with upgraded double wishbone suspension, stronger disc brakes, magnesium wheels, racing tires, and a larger fuel tank. The 2.0-liter DOHC engine, originally producing 150 bhp, was significantly enhanced with Weber carburetors and other modifications to deliver 217 bhp. Combined with a five-speed gearbox and limited-slip differential, performance improved dramatically.

Aerodynamic and cooling changes included larger air intakes, additional vents, simplified lighting, wider fenders, and extensive weight reduction measures. Weighing around 840 kg—over 200 kg less than the standard version—the 311S achieved a top speed of approximately 172 mph and a 0–62 mph time of around five seconds.

In competition, the 2000 GT proved highly successful in Japan, winning major endurance races in 1966 and 1967. It also set thirteen FIA world speed and endurance records during a 72-hour test in 1966, prompting Porsche to develop the 911R to challenge these achievements.

Info about Performance

The following cars are slightly slower than the other cars (But are very equal amongst themselves), we have added these just to make them available if people want to drive them - but please be aware you'll have your work cut out if you want to win.

Abarth Simca 2000GT
Aston Martin DB4 Zagato
Toyota 311S

It should be noted that the car and track choices are planned to even out performance over the season - but you can expect some circuits to favour particular cars more than others

Car Downloads

60s GTC 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_ACL_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

Pinewood

Where Courage Meets Commitment
Pinewood is a driver’s circuit in the purest sense — a flowing, unforgiving ribbon of asphalt that rewards precision, rhythm, and bravery. Inspired by legendary venues such as the Nordschleife, Road Atlanta, and VIR, it blends high-speed commitment with technical complexity across every sector.

Stretching 6,077 meters with an impressive 116 meters of elevation change, Pinewood rises and falls dramatically through the landscape. Blind crests, off-camber entries, and sweeping hilltop corners demand total focus. Many sections are difficult to master at first, but once the rhythm clicks, the track becomes immensely satisfying to drive.

Among its highlights is a breathtaking, flat-out compression reminiscent of Eau Rouge - a corner that tests both car and driver - followed later by a raw, bumpy concrete carousel that punishes mistakes and rewards bravery. The varying track width of 10 to 15 meters creates natural racing lines and overtaking opportunities, while still maintaining a relentless, old-school feel.
Pinewood is not just a track — it’s a challenge to conquer.

Roy Hesketh

South Africa’s Forgotten Jewel
Built in 1951 in Pietermaritzburg, Roy Hesketh was one of only two purpose-built road circuits in Natal, on South Africa’s east coast. Created after the city outgrew its street racing venue at Alexandra Park, the circuit quickly established itself as one of the country’s premier motorsport destinations.

Until its closure in 1981, as urban development gradually encroached on the land, Roy Hesketh hosted major international events such as the famed Springbok Series and the traditional Easter races. Drivers from around the world travelled to this flowing and challenging circuit, drawn by its fast straights, sweeping curves, and natural rhythm.
The track combined speed with technical precision, demanding commitment and rewarding smooth driving. It was a place where international stars and local heroes shared the same asphalt, creating unforgettable moments in South African motorsport history.

Today, Roy Hesketh lives on in memory - not only as a historic venue, but as a deeply personal place for many who loved it. Its legacy is one of passion, speed, and the unmistakable spirit of classic road racing.

Bikernieki

The Forest Ring with Bite
Set deep within the Biķernieki Forest on the edge of Riga, Latvia, Bikernieki is a classic European road circuit born in 1966 and steeped in grassroots motorsport spirit. Designed to challenge riders and drivers alike, it blends fast rhythm sections with technical corners - a true test of precision, speed and car control.

Unlike many flat, utilitarian Soviet-era circuits, the original 1966 layout - known as the Ring of Skill - was conceived as a flowing course with varying corner radii, forest elevation changes, and an organic feel that rewards commitment and mastery. Its twists and quick directional changes demand absolute focus, while the occasional straight lets you exploit momentum gained through the technical sections.

The setting itself is part of the challenge - tall trees line the edges, creating ever-changing light and shadows that make braking points and apexes a mental game as much as a physical one. The forest topography gives slight undulations that hint at elevation without dramatic climbs, keeping drivers alert through every lap.
Since its first events in July 1966, Bikernieki quickly became a key venue for motorsport in the Baltic region, hosting both motorcycle and car racing soon after completion.

Fast, technical, and timeless, Bikernieki is not about pure horsepower - it’s about precision, flow and rewarding the driver who dares to find the perfect lap.

Longford

Tasmania’s High-Speed Road Challenge
Nestled in rural Tasmania, Longford was one of the great road circuits of the 1960s - a temporary course carved out of public roads that blended high-speed commitment with narrow, technical sections. Used from 1953 to 1968, the 7.242 km Tasmanian layout was among the fastest and most intimidating racing venues of its era, attracting world-class drivers for events like the Tasman Series and multiple Australian Grand Prix meetings.
The tracks character: long, open stretches where engines could stretch their legs were punctuated by challenging braking zones and narrow, unforgiving corners through the town outskirts. The lap took competitors under a railway viaduct, over the South Esk River twice via wooden bridges, and past the iconic Longford Hotel - all on public roads temporarily closed for racing.
Longford demanded absolute focus. With little margin for error and virtually no runoff, the circuit tested bravery as much as skill. The fastest racers used every bit of its length, with average speeds for top runners in the Tasman and sports car classes routinely pushing the extreme for 1960s machinery.
The layout was a favorite among drivers and fans alike - a unique blend of speed, heritage and raw challenge that made Longford one of the standout road circuits of its time. Though the original course no longer exists, its legend lives on among historic racing circles and enthusiasts of classic motorsport.

Marlboro

America’s Short Circuit Showdown
Opened in 1952 and active until the end of 1969, Marlboro Motor Raceway was a compact yet highly entertaining venue in American road racing. In its 1960s configuration, the circuit measured 2.9 km, with a track width varying between 9 and 20 meters.

What made Marlboro unique was its combination of oval and road course elements. This blend created a technical and flowing challenge - tight, rhythm-breaking corners linked with faster sections that encouraged side-by-side racing. It was short, intense, and perfectly suited to close competition.
The layout rewarded precision over raw power. Drivers had to balance aggression with control, as the tighter turns punished mistakes while the wider sections allowed for confident overtaking. Races here were rarely spread out - battles stayed close, and concentration was everything.

Though it never had the length of Europe’s great road circuits, Marlboro built its reputation on accessibility, atmosphere, and proper wheel-to-wheel action.

Short. Technical. Competitive.
Marlboro was grassroots American motorsport at its finest.

Brands Hatch

Britain’s Natural Amphitheatre
Few circuits capture the spirit of British motorsport quite like Brands Hatch. Nestled in the Kent countryside, the track began life as a grass-track motorcycle venue in the 1920s before evolving into one of the world’s most respected road circuits. By the 1960s, Brands Hatch had firmly established itself on the international stage, hosting premier events including Formula One and major GT races.

In its full Grand Prix layout, Brands Hatch stretches to just under 4.3 km, combining dramatic elevation changes with a flowing, technical rhythm. The lap begins with the legendary plunge into Paddock Hill Bend, a downhill right-hander that demands commitment and precision. From there, the circuit rises and falls through Druids, Graham Hill Bend, and Clearways before expanding into the longer GP loop, where speed and bravery are equally rewarded.

Natural elevation is the defining feature. The track flows like a rollercoaster through a natural bowl, offering drivers constantly changing camber, blind crests, and compressions that test balance and control. For spectators, it creates a true amphitheatre - but for drivers, it leaves no room for hesitation.
Brands Hatch rewards smoothness and confidence. Overdrive the car, and the flowing sections quickly punish mistakes. Get it right, and the circuit feels alive beneath you.

Historic. Technical. Iconic.
Brands Hatch remains one of the true cathedrals of world motorsport.

Castle Combe

Speed on the Edge
Opened in 1950 on a former RAF airfield in Wiltshire, Castle Combe is one of Britain’s classic high-speed circuits. Like many post-war venues built on airbases, its layout follows wide perimeter roads - creating a fast, flowing track that rewards commitment and precision.
Over the decades, Castle Combe has hosted categories such as British GT and Formula 3, though major professional series were eventually curtailed due to local noise restrictions. Today, the circuit thrives as a hub for club racing, historic events, and track days - perfectly suited to touring cars and classic race machinery.

The lap is deceptively simple but relentlessly quick. Quarry Corner, the heavy braking right-hander at the end of the main straight, is infamous for having one of the highest incident rates of any UK circuit corner. It demands total focus and absolute confidence on the brakes. Following a tragic spectator incident in 1998, chicanes were introduced to reduce average speeds, slightly reshaping the character while maintaining the circuit’s core challenge.
Castle Combe is a momentum track. Strong exits, clean racing lines, and bravery under braking define a fast lap. The layout encourages close competition and genuine overtaking opportunities, making it a favourite for wheel-to-wheel battles.

Fast. Demanding. Uncompromising.
Castle Combe proves that simplicity and speed can be the ultimate test.

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: 100%
Tyre Wear Rate: 100%
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

*CET (Berlin winter time) until March 29 2026, then switching to CEST.

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

*CET (Berlin winter time) until March 29 2026, then switching to CEST.

You can stay on the server between these two sessions.

Point System

Race 0 (Prologue at Pinewood)
P1 ... P29 0

Races 1, 2, 3, 4, 6 (Roy Hesketh, Bikernieki, Longford, Marlboro, Brands Hatch, Castle Combe)
P1 40, P2 37, P3 34, P4 31, P5 30, P5 29, P7 28, … , P25 10, P26 9, P27 8, … P29 6

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