What the hell are the TTM, TCTM and CRT?

The THRacing Tourenwagen Meisterschaft is the most intense Group A Touring Car Championship that you will find online in Assetto Corsa. It 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 record-breaking 2025 season, where a grand total of 80 drivers (and up to 39 per race) between the TTM and TCTM battled door-to-door from the plains of Emilia Romagna through the forests of Finland and Germany and across Mount Panorama en route to a thrilling finale on the streets of Adelaide, the TTM & TCTM are back for 2026 with the CRT-Clios in tow!

Featuring a further-improved carpack that now features eight 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.

Just like last year, the TTM is underpinned by the TCTM and the Clio Rookie Trophy (CRT):

TTM on Sundays: Top competition for the most experienced drivers: fight for glory in AC's most intense Group A series
TCTM on Saturdays: The Talent Forge for the TTM features casual racers and Clio graduates who are ready for the next step
CRT on Thursdays: The Gateway to the TTM Race Weekend: practice door-to-door action with Rookies here

What has changed?

The TCTM uses exactly the same cars as the TTM except it also offers an 8th car that was retired from the TTM.
TTM & TCTM require you to reserve a number before signing up for a race and now have separate number tables
TTM & TCTM have separate starting number templates now
If you form a 2-car team for the Teams Championship, your cars must be from the same manufacturer
Every car comes with a ready-to-use template with prepositioned number boards that come pre-equipped with prepositioned digits to cover number 1-99 and the logos of both TCTM and TTM: you only need to enable/disable layers to build your reserved number anymore
Every TCTM & TTM round's registrations are resubmitted by every driver, and all requests will be reviewed individually by the championship manager. They only get approved if your selected skin matches your reserved number in the respective championship, and if the make and model of your car is the same as in the previous round of the ongoing season.

The TTM and TCTM are mutually exclusive championships. You can only race in either series, so decide which to register for. If you participate in one of these two, you cannot participate in the other. Each of them is a proper championship by itself, and their coexistence enables more drivers to race for points than we could fit into one grid. If your calendar offers you this freedom, please assess your skill level realistically and pick the championship that suits you best. Recent seasons of the TTM showed that it routinely has a very high performance density and we expect this for 2026 as well.

As the gateway to the TTM Race Weekend, the Clio Rookie Trophy (CRT) provides a fantastic way for beginners to get involved. We encourage drivers from the TTM and TCTM to make guest appearances here as well to act as mentors for the Rookies who get their first taste of vintage early 1990s touring car racing in the CRT. Each and every single one of you once started competing online somewhere, so please remember your own early experiences and help new drivers to get comfortable racing such cars online.

Number Reservation and Custom Liveries

In similar fashion to last year, only the TTM & TCTM use number reservation systems but now they have separate tables. The number reservations ensure unique numbers on cars and seek to make your teams-of-two more visible through your number & livery choices. If you form a 2-car team with someone else, your cars must be from the same manufacturer and should use neighbouring numbers if you use custom skins - the higher one of the numbers should be even (e.g. 25+26).

Individual exceptions may be granted at the discretion of the championship management, especially if you don't design your own custom skin but book an existing real-life authentic livery whose number matches the one you reserved.

As it has always been the case at THR, you are free to use a pseudonym as your driver name if you don't want to use your real name. If we can get the TTM (and perhaps even the TCTM) broadcast by a commentator again, it would be nice if most pseudonyms sounded like an actual name to make the commentator's life easier but this is optional.

If you want to race with a custom skin in the TTM or TCTM, that custom skin must comply with the new Design Manual that is embedded below. The new number board template that was designed by Flow is already built into the skin templates that come with your car.

TTM_Design_Manual_2026 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 all championships
- TTM (Intense Championship: Race on Sunday after Weekday Qualifying)
- TCTM (Casual Championship: Qualifying & Races on Saturday)
- CRT (Rookie Championship: Qualifying & Races on Thursday)
- Please do not doublebook slots between TCTM and TTM at the same time.
All bookings get cleared out at the start of every event week
Please do not book slots across both of these championships - instead, commit to one of them for the season.
Bookings for every race weekend usually open on Monday of the race week
After submitting your registration for this week's championship event, your booking request will be reviewed by the championship management to check it for compliance, and approved manually. This may take up to 48 hours if you are new to the championship. Once your booking gets approved, 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 will be here once the championships commence:

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

Onboarding Process for New Members
Community members need to have at least three races in the records of the Assetto Corsa Skill Rating (ACSR) platform in order to get automatic permission to self-register and start in Championship Races on Sundays. To achieve this, they can participate 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

- nothing scheduled yet -

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.

Car Updates for 2026:

The tyre war is in full swing going into 2026, with tyre manufacturers continuing to refine their compounds and achieving longer lifespans but now with markedly higher stakes. Brandnew tyre sets ship with a slippery mold release film that you need to scrub off throughout the first couple of curves, so take it easy before you begin to push the car. When you reach the end of a tyre's lifespan, you need to swap it out before it simulates going flat with a sudden drastic decrease in grip at the end of the wear table. This also means that your stakes are higher in a race now. If you get too aggressive with the tyre choice and treat them too roughly, you might pay the price for it at the end of the race in spectacular fashion!

Each car now ships with six tyre compounds:

Q = Qualifier
M = for very short sprint races
H1 = softest of the Hard compounds; its lifespan can handle shorter TCTM heats but usually no TTM races
H2 = default race tyre for the Alfa, BMW, and Mercedes
H3 = default race tyre of the Audi, Ford, Holden and the old Nissan Skyline HR31 GTS-R
H4 = hardest of the Hard compounds, default for the new Nissan Skyline BNR32 GTR

Furthermore, all turbocharged cars now abandon the LUT-based boost controller and instead rely on a wastegate simulation. The lag is manageable, but particularly the cars with slightly oversized turbochargers will require a lot of throttle to build boost which might appear in rather sudden and drastic fashion in the middle of a corner exit!

The Audi received a massive improvement to its performance by adding more locking differentials. The Holden and Alfa Romeo behave better than last year, and the BMW gained some more front downforce. The old Nissan Skyline HR31 was detuned to authentic 1990 ATCC specification and is no longer homologated for the TTM but remains available in the TCTM.

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. The IMSA cars rolled into the museum, but they paved the way for what you get to drive here.

The ultimate touring car version of the 75 Turbo Evoluzione arrived for the 1990 Campionato Italiano Superturismo (CIS) season. Its top class S1 allowed not only Group A cars with the additional bells and whistles allowed in the DTM, 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 IMSA-derived 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, with both beaten by BMW Italia drivers in the DTM-spec M3. While it stood in the shade of the dominant IMSA cars that had faced little to no competition in the Giro d'Italia, the S1 became an important stepping stone for Alfa Romeo's path to international touring car success in the 1990s.

When FIAT decided to wind down the wildly successful Lancia WRC program at the end of 1991, Abarth needed something new to do. FIAT decided to put them in charge of the new touring car for the CIS, and that was how the Alfa Romeo 155 GTA received an Abarth project number: SE051. Lobbying by Alfa Romeo had convinced the organizers of the CIS to allow a substantial departure from the S1 class's Group A roots, by letting them replace the 155's understeery trailing-arm rear suspension layout with a McPherson setup on the GTA race car. With the rally-proven 4WD drivetrain of the Delta Integrale set to a 33:67 power distribution and the engine boosted with 2.5 bar to make 440 hp, it was a whole different animal than the humble Q4. The new contraption utterly devastated the S1 class of the CIS to such an extent that it was shut down at the end of 1992: the 155 GTA had captured positions 1 through 4 in the drivers championship by winning 17 of 20 races. Halfway through the season, Alfa Romeo and Abarth already began to set their sights on Germany, where the DTM had announced new and very open technical regulations called Class 1 for 1993. The successor to the turbocharged 155 GTA was the first generation of the 155 V6 Ti (SE052) and promptly dominated the DTM in 1993 in absence of proper Class 1 competitors. Alfa Romeo continued in the DTM and ITC until the Class 1 succumbed to its costly arms race at the end of 1996, when both Opel and Alfa Romeo simultaneously pulled the plug. By this point, Abarth had produced another three major redesigns of the 155 V6 Ti Class 1 car, but neither the SE057, SE062 nor SE065 could repeat the success of the SE052. Halfway through the 1996 ITC, the SE065 finally received the powerful 690RC engine with the Montreal V8's cylinder bank angle instead of the Busso V6's narrower angle after overcoming a delaying pushback from the marketing department. Tragically, this meant that taking pole in all of the remaining 12 races and winning 7 of those was not enough for Alfa Romeo to catch up to to Opel anymore.

Characteristics
Not easy. Quite prone to locking up the inside front wheel while braking despite having the lowest braking torque of all cars, so pay special attention to braking in a straight line (or lower the brake power even more). Packing a small engine with a big turbocharger into a light car provides very good acceleration, but the live axle in the back (due to lack of native AC support for De Dion axles) is easily overwhelmed when the torque suddenly hits while accelerating out of a curve. For the hands that can master it, it's a very capable tool whose transmission can be tuned to perfection for almost every track. It also has the best weight distribution of all (51:49) thanks to its transaxle gearbox.

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 anemic 10-Valve Group A rally version finally proved to be good for something when it 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 on debut, 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 their immediate exit on the Friday of their home round at the Norisring.

The Audi V8 touring car lacked ABS, unlike the road-going version. 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).

Characteristics
Superb traction thanks to quattro 4-wheel drive packaged in an Audi-typical layout that is very nose-heavy, but now with heavily improved agility thanks to the addition of limited-slip differentials in the front and in the middle. Watch out for slightly locking rear wheels in long braking zones, as a result of the absence of ABS, and resist the temptation of setting your car up for excessive oversteer that might burn up your rear tyres before you reach the checkered flag.

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 best examples of the final iteration of the engine, dubbed S14/3, screamed all the way to 380 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. We chose to leave out one aspect that the Holinger H6S introduced to the M3 in 1992: it was capable of supporting upshifts without pressing the clutch, to squeeze even more performance out of the car. However, the aerodynamics were reconfigured alongside the powerplant to increase realism, and the damper adjustment ranges were increased. Further details are listed in the UI text description of the car. Go take a look!

Characteristics
Incredibly agile with an extremely responsive engine 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 their momentum through and out of curves. The car is very low and stiff. While the default setup is fairly tame, setup adjustments are relatively difficult.

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: by 1992, the engine output of the M 102 E 25/2 grew to 373 hp at 9500 rpm and it was paired with a flat-shiftable transmission produced by Prodrive (an aspect we left out here). 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. It was a showdown between the DTM crews of AMG Motorenbau (Mercedes) and Schnitzer Motorsport (BMW), as Masahiro Hasemi's Skyline BNR32 got ballasted out of contention just like the year before. 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 who was new to Macau and had already crashed twice during practice. The only Mercedes-Benz driver who made it to the checkered flag was Ni Amorim from Portugal, who trailed the winning trio of Schnitzer Motorsport's BMWs by 20 seconds in a calamitous defeat for the team from Affalterbach.

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, and fantastic braking performance with a 4-channel racing ABS. It offers a fantastic suspension geometry, and fast curves are the territory of the 190E, which together with the M3 can be configured to reach the highest downforce levels of the entire field. Long straights are the nemesis of the Baby Benz, so drivers have to make the most of corners 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

Placeholder picture from 2025 above. The 2026 car has 573 hp and 652 Nm.

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 engine (2.0 liter inline-4 DOHC 16V with a Garrett T4) 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 541 bhp and 614 Nm with 2.0 bar of boost.

We removed the ABS because it 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. When racing with the Hard tyre, you should be good at tyre management.

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 a live axle with an asymmetric 3-link linkage
- 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 brakes from TWR's Jaguar Le Mans program (are on strike until they warm up)

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 flogging the same car onto a front row starting spot (2nd Place) for the prestigious 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. These were one Ford Falcon EB and three Holden VP Commodores (the facelift of the VN) that gave fans a taste of what to expect in the subsequent ATCC seasons until it morphed into the V8 Supercars championship. The big V8 sedans were going to be limited to 7500 rpm with big spoilers, and the Holdens saw a departure from the Holden Iron Lion in favor of Chevrolet Small Blocks. Larry Perkins, however, 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 upgraded it with a self-designed custom slide intake manifold.

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 8700 rpm, it now slightly eclipses what was considered a safe limit of Iron Lions campaigned in the ATCC in 1992, but it still stays 100 rpm below Larry Perkins's highest rpm during qualifying for the 1992 Bathurst 1000. It took a little more to crack the Iron Lion: Holden Racing Team once instructed Win Percy to test the Iron Lion engine at 9000 rpm in 1990, which led the block to eject the rear main bearing cap along with a big chunk of the block itself.

Characteristics
The king of long straights is big and heavy. 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. The Holden's unique party tricks are its incredibly wide tyres (12") that help to cope with its high weight, and its fading-resistant carbon brake in the front - but only after you survived the nasty first few braking zones that you need to warm it up.

Nissan Skyline GT-R (BNR32)

After Nissan's calamitous 2025 TTM season with the outdated Skyline HR31, their hard-working engineers have propelled the team into the space age with the brandnew Skyline BNR32 GT-R. Honouring the fastest R32 GT-Rs of the Group A era that were developed by Gibson Motorsport in Australia, it will hit the track in early 1992 ATCC specification with period-correct BOP measures, and we are prepared to ballast it all the way to late 1992 levels if necessary.

The Skyline BNR32 launched in 1990 and quickly became the Grim Reaper of the Group A Touring Car Era. Powered by the legendary RB26DETT engine, a 2.6 liter inline-6 DOHC 24V powerplant with two turbochargers from the Garrett T2 family, it immediately turned the top category of the Japanese Touring Car Championship into a one-make cup by winning every single race it competed in from 1990 through 1993. But we're taking it a notch further up in the TTM, because our GT-R will honour the fastest BNR32s of the Group A era. It was indeed the Gibson Motorsport program in the Australian Touring Car Championship (ATCC) that took these cars above and beyond what NISMO had achieved in house. With up to 680 hp and cockpit-adjustable programs for the computer-controlled all wheel drive system, the GT-Rs of Gibson Motorsport were the car that gave the BNR32 its legendary nickname: Godzilla.

It debuted late in the 1990 season with a minimum weight of 1320 kg and allowed Jim Richards to seal the 1990 ATCC title after having driven his heart out in the HR31. A couple of setbacks followed with teething troubles in the Bathurst 1000 and Mark Skaife's lucky escape when he flipped the team's first chassis into a barrier roof-first at Adelaide's Brewery Bend. The next season was show time for Godzilla. Despite a mandated weight increase to 1360 kg, the GT-Rs of Gibson Motorsport (entered as Nissan Motorsport Australia) completely dominated the 1991 ATCC and won Australia's Great Race, the Bathurst 1000, after Skaife had spectacularly scored pole position with the fastest Group A laptime ever recorded on the mountain.

Going into 1992, lobbying by local V8 sedan manufacturers had made it clear that it would become the last season of big Group A cars in Australia. Tired of having their bottoms handed to them by imported turbos, the regulations of the Australian governing body CAMS for 1993 were going to mandate cars developed from Australian Full-Size Sedans with 5.0L V8 engines - the formula that would soon evolve to the wildly popular V8 Supercars. To make 1992 somewhat interesting, the organizers decided to put another 40 kg into the Skylines and mandated an F1-style pop-off valve that limited the Skyline's boost to 1.3 bar. While this initially dropped the power output from 680 hp to 580 hp, Gibson Motorsport soon went to work to remap the ECU. After remapping every cylinder in 250 rpm increments from 1100 rpm all the way to the redline at 8500 rpm, the RB26DETT had returned to 640 hp and continued to dominate the ATCC. After a couple of races, the rulemakers at CAMS were so enthusiastic about the return of Godzilla's dominance that they elected to dump another 100 kg into the Skyline. Despite having had its weight increased to 1500 kg (without the driver!), the Gibson Motorsport Skylines once again finished 1-2 in the ATCC drivers championship where 25-year-old Mark Skaife dethroned his team mate Jim Richards.

The drama culminated in the legendary Bathurst 1000 of 1992, the swansong of the Group A era in Australia. Weighed down by the ballast, none of the Skylines made it to the front row in the Top 10 Shootout. Pole Position went to the Ford Sierra RS500 of Dick Johnson ahead of Larry Perkins's shockingly fast Holden VL Commodore (Chassis PE010) that had won the Sandown 500 a month earlier. Overshadowed by Formula 1 veteran Denny Hulme's fatal heart attack on Lap 33 and with Perkins soon out of the battle for the win due to technical difficulties, the race became a showdown between the fastest Sierra and Skyline. Dick Johnson and John Bowe in the pole-sitting Sierra RS500 gave it everything they had to fight for the win against the Skyline shared by Richards and Skaife that advanced into the lead. When a rainstorm swept across the track late in the race, multiple cars crashed on Lap 144 and created conditions that were deemed unsafe by race control to let the race continue. Among these was the Skyline of Jim Richards, who ripped off a wheel in the esses and continued until at slow speed, he hydroplaned into several other stranded cars. Johnson managed to complete the lap after the red flag, but the race results were wound back to Lap 143, and the crowd booed out the winners during the podium ceremony.

Distressed by the abysmal reception of the crowd mere moments after having received the tragic news of his friend Denny Hulme's death during the race just before he got on the podium, Jim Richards delivered a brief victory speech that wrote motorsports history:
"I'm just really stunned for words, I can't believe the reception. I thought Australian race fans had a lot more to go than this, this is bloody disgraceful. I'll keep racing but I tell you what, this is going to remain with me for a long time. You're a pack of arseholes." -

Characteristics
So heavy that it shouldn't work against cars that weigh nearly half a ton less, and yet it somehow does thanks to its raw power and the ability to put it to the ground through an advanced computer-controlled all wheel drive system that robs 27% of the power through its enormous drivetrain friction. As long as the conditions don't get too hot, Godzilla works surprisingly well on a variety of track characteristics. Given its enormous weight and ability to make use of its tyres, it should come to no surprise that the default tyre of this car is the hardest compound (H4) and you'll hardly find scenarios where you can use a softer one outside of qualifying. The aerodynamic lift on the nose counters the rear wing's downforce and makes the car reluctant to navigate fast curves, but it really shines through the exits of slow and medium curves where it can put the power down with almost shocking ease. It is fairly unstable on the brakes, but you can combat this pretty well by moving the brake bias forward. If it gets too hot for the H4 tyre, you might need to take it easy to keep the tyres alive until the end. Hard braking zones after long straights are likely to overwhelm the thermal capacity of your front brakes, which might lead to oversteer towards the end of the braking zone. On long straights with very high top speeds, the Ford will pass the Skyline and the Commodore likely catches up because both of them lose substantially less torque to drivetrain friction before it reaches the wheels.

Special Thanks to Greg's Editing, who gave us his blessing for developing a TTM-internal variant of his Skyline R32 GT-R Group A Race Car mod, to JackCY for the superb AWD2 Controller and the damper setup, and to FMG for the new dust and damage textures.

Nissan Skyline 2000 GTS-R (HR31)

This car is only eligible for the TCTM anymore and the performance was downgraded to accurate 1990 ATCC specification. Compared to 2025, this car has lost 45 hp, 110 Nm and the ABS system that the race car never carried in real life. We only offer it for the TCTM for a specific edge case. Some drivers might be a natural fit for the TTM on pace but cannot participate there due to scheduling conflicts. This obsolete and uncompetitive car gives them the chance to embark on a David vs Goliath challenge throughout a season where they race against less experienced drivers who have faster cars.

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.

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. It has the narrowest tyres and is relatively heavy, so when racing with the Hard tyre, you should know how to manage the tyre wear.

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

Horsma Raceway

We kick off the season in southern 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!

Österreichring

Next, we head to Austrian town of Spielberg, which became home to a shiny new Grand Prix Circuit in 1970 in the shape of the Österreichring to replace the airfield races on the nearby air force base at Zeltweg. Having hosted the Austrian Grand Prix until 1987, we are showing up five years later. The track continued to host touring car races until 1995 and was then reconfigured to the A1 Ring which is now known as the Red Bull Ring. Characterized by its flowing mix of long straights and fast curves other than the notorious Hella-Licht-S at the end of the start/finish straight, the Österreichring (Spielberg 1977 by Zwiss) is expected to deliver spectacular action.

Nürburgring 24h Circuit

The third race of the season revisits 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.

Imola 1992

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.

Oran Park Raceway

We are heading Down Under for the first of the two overseas rounds. This distinctive circuit was located southwest of Sydney. Designed in 1962, it hosted decades of Australia's finest touring car action until it was sadly closed in 2010 to make way for the suburban sprawl of Sydney. Our 2026 season keeps the legacy of this twisty touring car track and its signature cross-over bridge alive by hosting the penultimate round right here. If you drive a Mercedes-Benz 190E 2.5-16 Evolution II, you better not re-enact what Phil Ward did to a former DTM Evo II chassis here in the 1995 Australian Supertouring Car Championship.

Adelaide Street Circuit 1992

The finale of the 2026 TTM marks the swansong of the Adelaide Street Circuit in its familiar shape. This track is set to become nearly unrecognizable with the construction of the 2027 Australian Motorcycle Grand Prix circuit. Roughly two corners are all that will remain of the old circuit. 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. Remember when Larry Perkins in the ancient VL Commodore fought his way past Tomas Mezera in the VP Commodore Supercar in the 1992 season finale, or when 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 place 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 and infamously sent Skaife's Skyline into the fence roof-first in 1990, action-packed racing is guaranteed for the finale of the TTM 2026. One last ride at Adelaide: let's send this beautiful street circuit off with a finale to remember!

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 2026 season.

Championship Schedule

Before the season of these three championships kicks off, we are hosting a Pre-Season across three BOP hotlap servers.

For each of the events in the CRT, TCTM and TTM Championship, the posters specify the time at which the server launches. For CRT and TCTM, that means the start of the qualifying session, whereas for the TTM, that is the warmup session.

Note that for the transition between CEST and CET time zones, we follow the local time in Berlin, Germany. We try to stick to the aforementioned dates, but individual postponements might occur for various reasons.

The THR community race calendar across all of our events is here: https://thracing.de/thr-schedule/
We recommend subscribing to this calendar.

Public Trackday for Testing

Server THR |1| THRacing | discord.me/THRacing will host a looped Open Practice during the season. It will host the types of cars that you find across all three championships - TTM, TCTM and CRT - at that week's circuit. Only on this server, everyone will be able test every car with a random skin on the upcoming track without needing to submit a registration.

Qualifying and Races

CRT on Thursday

Will be hosted on Server:
THR |3| THRacing | discord.me/THRacing

The starting grid for the CRT is set by the 30 minute qualifying directly before Race 1.

Time of Day (CEST/CET*)	Session Title	Session Duration	Notes
21:00	Qualifying	30 minutes
21:30	Race 1	20 minutes
22:40	Race 2	20 minutes	Top 10 Reversed Grid

*CEST (Berlin summer time) until 25th October 2026, then switching to CET.

TCTM on Saturday

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

The starting grid for the TCTM championship event is set by the 30 minute qualifying directly before Race 1.

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 2026, then switching to CET.

You can stay on the server between these three sessions.

TTM on Sunday

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

The starting grid for the TTM (first-tier) championship event is formed by the best qualifying laptimes driven on the same server from Monday through Sunday.

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

Time of Day (CEST/CET*)	Session Title	Session Duration
Race week until Sunday 21:15	Qualifying	24/7
21:30	Warmup	30 minutes
22:05	Race	60 minutes

*CEST (Berlin summer time) until 25th October 2026, then switching to CET.

You can stay on the server between these two sessions.

Point System

One Drop Result (Weekend 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. TTM & TCTM work the same way here, as does the CRT to give Rookies their first taste of participating in a 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.

Teams Championship

If you like, you can form a team of maximum 2 drivers for the Teams Championship. You need to drive cars from the same manufacturer.

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 2026 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 is exclusive to the TTM and 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