What the hell is the TTM?

The THRacing Tourenwagen Meisterschaft takes you back to the end of a golden era in touring car racing: the final evolutions of Group A touring cars derived from at least 500 road-going evolution models that had to be made for homologation purposes.

After the smash hit that was the 2024 season, where a grand total of 54 drivers (and up to 39 per race) battled door-to-door from the plains of Greater Poland through the forests of Finland and Germany and across Mount Panorama en route to a thrilling finale on the streets of Macau, the TTM is back!

Featuring a heavily overhauled carpack that now features seven cars, you can expect intense door-to-door action across six race weekends that will kick off in Europe before taking you to Down Under to escape the European Winter.

And to warm ourselves up for each race weekend of the TTM, we brought along the Clio Rookie Trophy that already supported our race weekends last year, providing a fantastic way for beginners to get involved.

Number Reservation and Custom Liveries

New for the TTM 2025 is a number reservation system to ensure unique numbers on cars, and to encourage making the teams-of-two that you form more visible through your number & livery choices. Teams are encouraged to aim for neighbouring numbers when using custom skins. Some real-life team-mate liveries don't have neighbouring numbers, but feel free to request such combinations to form teams as well.

If you don't want to design your own custom skin, you can book an authentic real-life livery that has your number on it.

If you want to race with a custom skin, that custom skin must comply with the Design Manual that is embedded below (the number board template is in the #ttm-announcement channel).

TTM_Design_Manual_2025 Download

Registration

You have to renew your race weekend registration on the server before each event of the championship:

Separate registration lists are used between
- Saturday (Practice Races)
- Sunday (Championship Race after Weekday Qualifying)
All registrations get cleared out at the start of every event week
Registrations for every race weekend usually open on Monday of the race 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 at least three ACSR races in the records to get automatic permission to self-register and start in Championship Races on Sundays. To achieve this, they can participate in the practice race event on Saturday, and in the Clio Rookie Trophy on Thursdays of every TTM week. 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

GPL Championship 7 | Fun Event | Kyalami

Saturday September 27, 2025 21:30
4 hours from now

Sunday September 28, 2025

GPL Championship 7 | Fun Event | Kyalami

Sunday September 28, 2025 21:30
1 day from now

Cars

We race with a carpack that is tailored to our championship. As per our agreements with content authors whom we were able to reach, the carpack will remain private and league-internal. While last year, the Soft, Medium and Hard compounds matched the Kunos DTM90s tyre, our tyre engineers have been hard at work to deliver an increased grip level for the 2025 season in a bid to catch up to reduce the gap to real-life laptimes.

BMW M3 Sport Evolution (Evo 3)

Based on the 1986 model year E30 3-Series, the E30 M3 used the BMW S14 four cylinder engine. The M3 was derived from the regular E30 model and serially produced to homologate the M3 for Group A Touring Car racing. The M3 had a commanding presence on the international touring car racing scene for five years. It became the most successful touring car of all times by winning the two champion's titles in the European Touring Car Championship and twice in the German Touring Car Championship. There were also numerous further victories and championship wins at international level.

The 1990-1992 cars of the Deutsche Tourenwagen Meisterschaft (DTM) were the most extreme versions and reached their maximum potential. The final iteration of the engine, dubbed S14/3, screamed all the way to 370 hp at 10000 rpm with a service life of only 350 km. The chassis was heavily modified and reinforced to support the extremely stiff suspensions that characterised the cars of the day. By the 1992 season, customized ABS chips for every track of the DTM calendar were commonplace in the factory teams, and starting in the 6th championship round in support of the Nürburgring 24 hours, BMW finally had access to a new Teves 4-channel ABS setup that matched the capability of their Swabian rivals from Mercedes-Benz.

The M3 that we offer in the TTM was derived from the Kunos car. In addition to the 4-channel ABS and 15 kg of weight we added last year to reach the 980 kg (without driver) minimum weight specified in the 1992 technical regulations of DTM, this car has a new engine to match the S14/3 as faithfully as possible, and the transmission was made flat-shiftable (for upshifts). The Holinger H6S that was in the M3 in 1992 was capable of supporting upshifts without pressing the clutch, to squeeze even more performance out of the car. The aerodynamics were reconfigured as well to increase realism. Further are listed in the UI text description of the car. Go take a look!

Characteristics
Incredibly agile with an extremely responsive engine, a flat-shiftable transmission, and superb braking performance assisted by a 4-channel ABS. Together with fantastic traction from a standstill and adjustable and effective aerodynamics, that makes this car a precision knife for tight tracks and very capable allrounder. Long straights are its nemesis, making it essential for M3 drivers to maximize braking performance with their Teves 4-channel racing ABS and to make full use of the flat-shiftable transmission. The car is very low and stiff makes it difficult to set up for beginners.

Mercedes-Benz 190E 2.5-16 Evolution II

As the final evolution of the Cosworth-enhanced W201 race car, visual restraint was not an option for the 190E 2.5-16 Evolution II that premiered at the Geneva Motor Show in March 1990. The Evo II stood out for its bodywork modifications designed to reduce drag still further and to raise downforce at the front and rear axles. Particularly distinctive and eye-catching features were the large rear airfoil and the wheelarch flares. The Evo II caused quite a stir, quite literally. Within three months, a small series of 502 units was produced to obtain homologation for motor sport. The same year, Roland Asch drove to the first-ever victory of a racing ABS system during the DTM exhibition event at Kyalami in South Africa after easily outbraking his competitors in development chassis M7 after it had been airlifted to the event with financial assistance from a tobacco sponsor, resulting in plenty of media coverage about the late registration of an additional car.

The car may have been ever so well developed and designed - for the motor sport teams, it was no more than the basis for additional modifications. And there was plenty of scope for the latter: the engine output of the M 102 E 25/2 grew to 373 hp at 9500 rpm in 1992, when it was paired with a flat-shiftable transmission produced by Prodrive. Moving a car that weighed only 980 kilograms and had good aerodynamics resulted in a top speed near 300 km/h. It is therefore not surprising that the Evo II was a highly successful competitor on the racetrack - as underlined by Klaus Ludwig, who finally won the DTM drivers championship for Mercedes-Benz in 1992.

Although the 190E Evo II was a rare sight outside of the DTM in 1990 through 1992, it made a mark in the 1992 Macau Guia Race, but for all the wrong reasons. After locking out the front row, both Klaus Ludwig and Bernd Schneider put their cars into the wall, as did their DTM factory stablemate Ellen Lohr when the race saw her 3rd accident of the weekend. Only Ni Amorim's Mercedes saw the checkered flag in a calamitous defeat to the winning trio of Schnitzer BMW M3 DTM cars.

For the TTM 2025 season, the 190E received a major overhaul. In addition to the 4-Channel ABS system that it already had last year, it received a significant weight distribution correction from 60/40 to 54/46, a new engine to match 1992 output levels, and reconfigured aerodynamics derived from the drag and downforce levels achieved by the Evo II road car in its lowest & highest downforce spoiler positions.

Characteristics
Very agile in similar fashion to the M3, with an equally powerful engine and a slightly higher peak torque, a flat-shiftable transmission and fantastic braking performance with a 4-channel racing ABS. Fast curves are the territory of the 190E, which can reach the highest downforce of the entire field. Long straights are the nemesis of the Baby Benz, so drivers have to make the most of the flat-shiftable transmission and the superb braking performance with its 4-channel racing ABS. The 190E is easier to drive than the stiff BMW.

Ford Sierra RS500 TTM

The Ford Sierra RS Cosworth was the direct result of a Ford Motorsport project aimed at producing an outright Group A winner for racing in Europe. Ford soon decided to send 500 of the 1653 units built to Tickford to homologate an uprated competition engine alongside a number of other changes, the result of which was the RS500.

Finally homologated for Group A competition in August 1987, the Ford with its aggressively-turbocharged Cosworth YBD 2.0 liter inline-4 DOHC 16-valve engine soon wreaked havoc in Group A championships all over the world. One of them was DTM, which tried to fight the overwhelming dominance of the boosted Fords with ever-increasing amounts of ballast weight and ever-decreasing air intake restrictors until banning all turbocharged engines outright at the end of the 1989 season.

For the 2025 season of the TTM, the Sierra RS500 received a fundamental drivetrain and aerodynamics overhaul, paired with significant weight gain. While last year, it weighed only 60 kg more than the 190E and M3 and had to have its engine choked to just 380 hp in exchange, we went the other way this time. The 2.0 liter displacement, multiplied with the period-correct turbo multiplication factor of 1.7, puts the RS500 into the 3.5 liter class, which had a minimum weight of 1210 kg in the 1992 DTM rulebook. A brandnew engine that aims to imitate the Cosworth YBD faithfully replaced last season's powerplant, with the final configuration for the new season arriving at 472 bhp and 544 Nm with 1.6 bar of boost. We removed the ABS, which was not present on the Group A race cars, and rebuilt both the aerodynamics and the tyres.

Other small adjustments for the new TTM championship derivative are listed in the UI text description of the car.

Characteristics
Lots of turbo lag before the boost comes on like a light switch and turns your rear tyres into smoke mid-exit before providing brutal acceleration down the straight en route to a very high top speed. The aerodynamics package provides plenty of downforce, but with a realistic fixed rearward bias that leads to understeer in fast curves but helps you to keep the car under control when the turbo boost hits you while accelerating out of a curve.

Holden VL Commodore SS Group A SV

This is car is the ultimate antithesis to all of the other competitors on the grid:
- The most archaic suspension of the whole grid, thanks to an asymmetric 3-link live axle in the rear
- A roaring oversquare Iron Lion (4.9 liter Holden V8) with a TWR twin throttle and more than 530 horsepower
- Colossal empty weight of 1325 kg as allowed by 1992 ATCC regulations (but 125 kg less than last year)
- Fading-resistant carbon front wheel brakes from the TWR Jaguar Le Mans program (treacherously weak when cold)

This "plastic pig" derived from the platform of the then-already-ancient Opel Senator A2 was actually a very capable Group A touring car in the Australian Touring Car Championship. Featuring bodywork designed by Peter Stevens for Tom Walkinshaw Racing to reduce aerodynamic drag and lift at the same time, the "Walky" (nicknamed after Walkinshaw) was the first car produced by Holden Special Vehicles and developed a bit of a cult following with Australian motorsport fans. With a grand total of 750 units made due to additional demand after meeting the minimum of 500 units, it's also one of the most-produced Group A homologation specials.

Debuted in 1988, the Group A race car derived from this car won the 1990 Bathurst 1000 outright before the factory teams upgraded to its successor generation VN. While the Australian cousin of the Opel Omega A offered 6 gears, better suspension, and 75 kg less weight than the VL, its aerodynamic package overemphasized a clean appearance and a low drag, giving it far more lift than the VL. The VN ended up winning only one race in the hands of Peter Brock at the 1991 ATCC season opener at Amaroo Park and is best remembered for taking curves on two wheels thanks to 12" wide Bridgestone slicks.

Acknowledging this issue, legendary engine builder Larry Perkins revived his old VL chassis number PE 010 from the 1990 season to enter the 1992 ATCC and Australia's touring car endurance races, resulting in memorable performances. Rocking his engineering workshop's in-house-designed Perkins Dymag 17x11" magnesium rims with the 12" tyres from the VN, Perkins's 1992 campaign saw him emerge as the top-ranked Holden driver in the ATCC in this ancient car. His season culminated in a shock victory at the Sandown 500 together with Steve Harrington, before qualifying the same car on the front row (2nd Place) for the Bathurst 1000 that year. Not only did he outqualify every VN Commodore entered in the event, but he even outqualified every 1993-spec Group 3A car: one Ford Falcon EB and three Holden VP Commodores (the facelift of the VN) that started to give fans a taste of what to expect in the subsequent ATCC seasons until it morphed into the V8 Supercars championship. Big V8 sedans limited to 7500 rpm with big spoilers, and a departure from the Holden Iron Lion in favor of Chevrolet Small Blocks. Perkins went on to give the legendary Holden Iron Lion engine its final Bathurst 1000 victory in 1993, when unlike every other VP Commodore entrant, he stuck with the Holden engine one last time and engineered a custom slide intake manifold for it.

The TTM 2025 version of the Commodore features a corrected front suspension geometry and a rebuilt rear axle geometry, alongside a 125 kg diet and a rev limiter increase by 500 rpm. At 8500 rpm, it now reaches the safe limit of Iron Lions campaigned in the ATCC in 1992, and still stays 300 rpm below Larry Perkins's highest rpm during qualifying for the 1992 Bathurst 1000. Holden Racing Team once instructed Win Percy to test the Iron Lion engine at 9000 rpm in 1990, which led the block to crack and drop the rear main bearing cap out of the engine.

Characteristics
Heavy, big, and the king of long straights. The asymmetric linkage of the rear axle makes the car twist under acceleration, and the soft live axle helps with traction while also letting you drive in period-correct fashion on 3 wheels occasionally.

Nissan Skyline 2000 GTS-R (HR31)

The direct predecessor of the Group-A-killing BNR32 was this car. Powered by the 2.03 liter RB20DET-R inline-6 DOHC 24V engine, the Skyline 2000 GTS-R took Jim Richards to the 1990 Australian Touring Car Championship against all odds and an overwhelming presence of Ford Sierras. The Nissan had an ace up its sleeve, though: driveability. Where the Sierra RS500 often still found itself in turbo lag, the Skyline's smaller Garrett T3/T04E turbocharger already got on its boost all the way from 4500 rpm to the redline well above 7000 rpm. However, its aero kit was engineered with a zero lift philosophy. While it produced a well-mannered car unlike the aerodynamically unstable DR30 before it, the HR31 could not match the cornering speeds of cars with better aerodynamics. A restrictive exhaust setup limited its output to roughly 440-450 hp.

For the TTM, the engine's displacement of 2.03 Liters, multiplied with the turbocharger multiplier of 1.7, puts it into the scope of the 3.5L category but a number of BoP-motivated waivers were necessary on the Nissan.
- it gets a 4-channel racing ABS system (no ABS in real life)
- it gets a 50 kg waiver, allowing it to race at its real-life minimum of 1160 kg
- while its engine makes far less torque than the Ford, it compensates for that with increased top end power

Characteristics
Friendliest of the turbocharged cars: less lag and less overwhelming punch from the turbocharger produces better driveability. With almost nonexistent downforce and only 5 gears, it's best-suited to tracks with longer straights where it can give the Sierra a run for its money.

Audi V8 quattro Evo (R6)

Following Audi's exit from the IMSA GTO category, Audi hastily developed a Group A touring car version of the Audi V8 for entry into the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship). The V8 conveniently shared its underpinnings with the Audi 200 quattro, whose unsuccessfully underpowered Group A rally version helped to expedite the V8 DTM's development. The new touring car was equipped with a heavily reworked version of the Audi V8's PT engine (a 3.6 Liter cross-plane quad-cam powerplant with 32 valves) and the battle-proven 6-speed gearbox from the Sport Quattro S1 E2, 200 Trans-Am, and 90 IMSA GTO.

Hans-Joachim Stuck won the 1990 DTM season with it, despite having been the only Audi on the grid for most of the season. The next year, Frank Biela took top honours in a dramatic finale at the Hockenheimring. Audi's time in DTM ended on bad terms in 1992, when the manufacturer from Ingolstadt ragequit the championship. The supreme national sports commission for motorsport in Germany (ONS) had declared a twisted crankshaft illegal, which Audi had used to convert the PT engine from a cross-plane to a flat-plane configuration for the 1992 season, prompting them to ragequit the championship on the Friday of their home event at the Norisring.

Characteristics
Superb traction thanks to quattro 4-wheel drive packaged in an Audi-typically nose heavy body. The Audi V8 is big and heavy, but 4WD lets you get away with things that none of the other cars will tolerate. Watch out for slightly locking rear wheels in long braking zones, as a result of the absence of ABS. The first 4WD-compatible Racing ABS system only arrived on track two years after the competitive career of the Audi V8 ended, when Kelsey-Hayes developed such a system for the second generation of the Alfa Romeo 155 V6 Ti (DTM 1994 car, codenamed Abarth SE057).

Alfa Romeo 75 Turbo Evoluzione S1

The story behind the S1 variant of the Alfa Romeo 75 1.8 I.E. Turbo Evoluzione is a long and somewhat troubled one. Alfa Romeo's Group A homologation evolution model was ready in time to homologate the car for the 1987 WTCC, based on the promising transaxle midsize sedan that was the 75. Derived from the normal 75 Turbo, the Evoluzione was propelled by a slightly destroked aluminium inline-4 engine with a displacement of 1.762cc with an 8-valve DOHC head, which was put under pressure by a Garrett T3 turbocharger. A 5-speed transaxle gearbox by Brena transported the power to the rear wheels, which were on a De Dion Axle. Unfortunately, the Turbo Evoluzione turned out to be a competitive disaster. Its participation in the 1987 WTCC became a calamity due to an overly restrictive exhaust setup that choked the engine. Alfa Romeo was not willing to fund another evolution homologation to fix that issue, and pulled out of the WTCC before the overseas rounds (such as the Bathurst 1000) to skip the logistics costs of contesting these. The car fared no better in the DTM, where defending champion Kurt Thiim (then on a Rover SD1) finished the 1987 season in an utterly disappointing 21st place with only two top-10 results.

The car got a new chance to shine in the spotlights when the Giro automobilistico d'Italia was revived as a combined rally and circuit race event across multiple circuits in Italy in 1988. The organizers allowed not only Group A and N cars, but also cars built to the less restrictive IMSA regulations from North America. The only team that made use of this was Alfa Romeo, who built a heavily widened and more powerful competition vehicle just for this event. They dominated the 1988 and 1989 editions of the event, which was then discontinued due to lack of interest from manufacturers.

But it was a stepping stone for a hotter circuit version of the 75 Turbo Evoluzione to arrive on track for the 1990 season of the Campionato Italiano Superturismo. Its top class allowed not only DTM-spec cars, but also homegrown evolutions of Group A cars that did not require an additional 500 road-going models to be built. Perfect conditions for Alfa Romeo, then, who cooked up a new, lighter variant with a much bigger rear spoiler, 2.2 bar of boost, and 400 hp at just 6000 rpm. Nicola Larini finished 3rd in the 1990 drivers championship despite contesting just 8 of 20 races, and Giorgio Francia finished runner-up in the 1991 drivers championship.

The car then made way for the all-new Alfa Romeo 155 GTA (SE051), whose rear end was converted to a McPherson geometry in contrast to the 155 Q4 road car that it was based on. The GTA was propelled by a 440 hp turbocharged 2.0 liter engine and the 4WD drivetrain of the Delta Integrale. This contraption utterly devastated the S1 class of the CIS to such an extent that it was shut down at the end of 1992: the GTA had captured positions 1 through 4 in the drivers championship by winning 17 of 20 races. The Italians then set their sights on Germany, and the successor of that GTA became the V6 Ti (SE052) that dominated the DTM in 1993 - the inaugural season of Class 1 silhouette regulations in the DTM.

Characteristics
Big turbocharger on a small engine in a light car with a live axle as AC does not support De Dion geometries natively. Not for the faint-hearted, but a capable tool in the right hands.

Car Downloads

TTM carpack is only available on the event server
Invisible TV Car [Download]

THR Skinpack

TTM participants can choose to either book an authentic real-life livery that matches their reserved number, or create a custom livery according to the guideline below:

You can find the uploaded custom skins for the TTM cars here:

Mercedes 190E TTM: https://thr.vacbot.cz/skinpacks/THR_Kunos_and_derived_skinpack.7z
Other TTM cars: https://thr.vacbot.cz/skinpacks/THR_assorted_skinpack.7z

In addition to the TTM Livery Design Manual above, we provide general instructions on how to make a custom skin at THR at: https://thracing.de/community/custom-skins/

Tracks

Imola 1992

We kick off the season on the 1992 layout of Imola. You start your lap with a flat-out run through Tamburello before braking for Tosa through the tricky Villeneuve curve at a speed of more than 250 km/h. From here, you're back on familiar territory, until the ridiculously tight chicane at Acque Minerali gives you a wild ride across the curbs on two wheels. The rest of the lap is quite familiar, other than the entry into the slow final chicane, in the shape of a faster first chicane.

Horsma Raceway

Next, we head to the far north of Finland. The Horsma Raceway proved to be a crowd favourite last season with a deserving reputation as one of the most authentic-feeling and top-quality fictional tracks found in Assetto Corsa. With a well-simulated worn track surface that will do its best to upset your car over long bumps, this track provides a challenge to all setup engineers and drivers. We're far away from Australia, but this means you might still end up seeing a kangaroo or two here!

Nürburgring 24h Circuit

The fourth race of the championship kicks off the triad of legendary venues that form the second half of the season. We're visiting the scene of a legendary duel between Klaus Ludwig and Johnny Cecotto. In support of the 1992 Nürburgring 24 Hours, the 6th round of the DTM championship (Race 11 + 12) was hosted at the long circuit that combines the Nürburgring GP circuit with the famous Nordschleife. After spectacular battles for the win against Cecotto's BMW throughout both races, Ludwig in the Mercedes 190E Evo II emerged victorious.

Unlike the other 5 rounds of the season, we will make a rolling start here. The participants will spawn on Döttinger Höhe just before Antoniusbuche and will roll towards the Start/Finish line in double-file formation, with the pole sitter limited to a maximum of 80 km/h while the rest of the field does its best to stay in formation in the spawned order. Cars behind the pole sitter can catch up until Hohenrain chicane where the 80 km/h limit takes effect for everyone else. The start zone is between the start of the GP circuit's pit wall and the start/finish line. In the start zone, the pole sitter is allowed to initiate the flying start by accelerating. That moment will start the race for everyone else. If anybody starts from the pit lane, they must wait in front in front of the pit exit lights in the pit lane until the entire field has passed the pit exit during the flying start.

Wellington Street Circuit 1991

The Wellington Street Circuit housed a 500 km touring car race from the late 1980s into the 1990s. While the Ford Sierra RS500 managed to win it once, the event was utterly dominated by Schnitzer Motorsport and the BMW M3 during the late Group A years. The concrete jungle with a very tight hairpin and multiple tight 90-degree junctions proves an excellent hunting ground for the BMW and Mercedes drivers, but the Audi will also capitalize on its gigantic traction and responsive engine while the Turbo crowd will hold on for dear life just to keep the turbocharger spooled.

Mount Panorama Circuit

If you thought it would get easier again after the Nürburgring round, the mountain is here to prove you wrong. Australia's most famous touring car racetrack has been the venue of a legendary 1000 km race for decades, and the Group A era was no exception to this. Tragically, the 1992 edition of the Bathurst 1000 witnessed the death of the 1967 Formula 1 World Drivers Champion Denis Hulme, who passed away during the race after suffering a heart attack behind the wheel of the #20 BMW M3 Sport Evolution.

Adelaide Street Circuit 1992

The traditional season finale of the ATCC was held at the Adelaide Street Circuit, sometimes in conjunction with the Formula 1 finale. This circuit has been the scene of many iconic touring car battles throughout the decades - Larry Perkins in the ancient VL Commodore fought his way past Tomas Mezera in the VP Commodore Supercar in the 1992 season finale, and a 20 year old youngster called Scott McLaughlin drove himself into the hearts of V8 Supercars fans in 2014 with an iconic performance en route to 2nd on Volvo's debut in the championship. With high curbs and 90-degree junctions in addition to a fast chicane and the high curbs of the fast kink that splits the back straight, action-packed racing is guaranteed for the finale of the TTM 2025.

Track Downloads:
The track downloads will be linked in the event server when the selected track is hosted on it. You can also find them here, but expect layout updates to be performed in order to create enough space for the grid: http://5.75.183.156:8772/tracks?server=4

Server Settings

There were no scheduled mandatory pit stops in the real-life series that inspired our championship.

Starting Track grip: 98% (rises to 100% during the race)
Fuel Rate: 100%
Tyre Wear Rate: 100%
Damage Multiplier: 75%
no mandatory pitstop
Pit Speed: no pit speed limit, disabled autolimiter, disabled pit lane collisions
CSP Minimum Version: 0.1.77

No success ballast in the 2025 season, because it caused too much administrative headache to sort out errors last time. The ballast management was not reliable when a driver self-unregistered from a race.

Schedule

Date	Time of Day	Track
	(Start of Pre-Race Warmup)
5th October 2025	21:30 CEST (Berlin Summer)	Imola 1992
19th October 2025	21:30 CEST (Berlin Summer)	Horsma Raceway
2nd November 2025	21:30 CET (Berlin Winter)	Nürburgring 24h Circuit
16th November 2025	21:30 CET (Berlin Winter)	Wellington Street Circuit 1991
30th November 2025	21:30 CET (Berlin Winter)	Mount Panorama Circuit
14th December 2025	21:30 CET (Berlin Winter)	Adelaide Street Circuit 1992

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. Only your best valid lap from the booked qualifying server (not public practice!) will be used to create the starting grid.
THR |5| THRacing | discord.me/THRacing

(We will close the Qualifying when we have time on Sunday evening. While we usually aim for 21:15 Berlin local time, the exact timing of the end of qualifying may vary. Please take this in account and don't wait until the very end.)

The Live Timing for the Qualifying Server is 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: the starting grid is formed by the best qualifying laptimes driven on the same server from Monday through Sunday.

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

One Drop Result per driver.

Points:
1st: 40
2nd: 37
3rd: 34
4th: 31
5th: 30
6th: 29
7th: 28
[...]
30th: 5
31st: 4
32nd: 3
33rd: 2
34th: 1

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 drivers championship.

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.

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.

Manufacturers Championship

In addition to the Drivers and Team championships, the TTM 2025 season also includes a Manufacturers Championship. To fight back against population-based advantages, the following format will be applied:

Only the points score of the best-finishing driver per car manufacturer per race will be added to the Manufacturers Championship.

The Manufacturers Championship does not have any drop rounds.

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 Discord button on the right side of this website.
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