RaceRoom will be at the TUNINGWORLD Bodensee at Friedrichshafen, Germany from May 18 - 21.
https://www.tuningworldbodensee.de/erlebnis-marken/hotspots/esports-arena[/url] [img]https://i.imgur.com/MDPugFi.jpg[/img] Enter daily racing competitions and show the audience what you got! Find us in the Esports Arena (Foyer West), where we will have 12 high-end simulators on the stage for visitors. [img]https://i.imgur.com/DOFgysT.jpg[/img] KW Automotive brands Ascher Racing and TrackTime will be there as well to present their latest sim gear, including the 3Motion Simulator and the all-new McLaren Esports Series racing wheel. [img]https://i.imgur.com/wW4NErk.jpg[/img] See you at the TUNINGWORLD Bodensee! [img]https://i.imgur.com/4PDoGQ5.jpg[/img


Enter daily racing competitions and show the audience what you got!
Find us in the Esports Arena (Foyer West), where we will have 12 high-end simulators on the stage for visitors.



KW Automotive brands Ascher Racing and TrackTime will be there as well to present their latest sim gear, including the 3Motion Simulator and the all-new McLaren Esports Series racing wheel.



See you at the TUNINGWORLD Bodensee!

We’re very pleased to say that we are formalising our content release strategy for 2023 onwards, so you’ll know exactly what to expect from Raceroom through the year. From now on, you can expect regular pack releases every three months, around the end of each quarter, neatly interspersed with tailored drops of single cars, tracks or series livery updates. This means you can expect to see new content about every six weeks. As ever, each new release will tie in with exciting online esports competitions and events.



Each pack will contain multiple cars – and sometimes tracks – curated around a particular theme. We’ll always try to introduce new cars that either strengthen existing classes or provide a new class that we think will bring something new and exciting to Raceroom. This year’s three remaining pack releases will be at the beginning of July, the beginning of October and then our usual pre-Christmas special release.
The intermediary content will be smaller, very affordable releases, typically of individual cars or the latest new season livery updates for key championships.



Following on from our On The Edge pack release at the beginning of April, in around five weeks you’ll be able to get your hands on the first of the new intermediate releases. We’re extremely happy to announce that it will be the new BMW M4 GT3, which will ship with a whole range of liveries from the international series it runs in.



This will be followed in July by the second of this year’s quarterly packs, which will be geared around some officially-licensed Porsche content. This pack will star their new GT3 racer, the 992-model 911 GT3-R, which when added to the M4 is another boost to our already strong GT3 class. The GT3 will be accompanied by the latest generation 911 GT3 Cup (represented by official liveries from the 2023 Carrera Cup Germany Championship) and a real classic in the shape of the 944 Turbo Cup from the mid 1980s – the latter rocking some particularly old school liveries!



The next main quarterly pack release, due in October, will see the release of a touring car themed pack based around the release of an iconic street track: Circuit De Pau Ville in the south of France. Pau is an absolute classic and a star of our old Race touring car game series: we’ve wanted to bring this into Raceroom for a long time – and we thinks it’s going to be worth the wait! We’re also still committed to touring cars, and there will be some exciting news to reveal on that front over the coming months.



We’ll bring you more details on the remaining intermediate releases in the very near future: we've got a lot of fantastic content in the pipeline. Of course, we also keep a close eye on the community, and will always try and steer content themes around what we see people are asking for. We’ll also be delivering regular physics and general development updates over the coming months. Watch this space for more details!

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• Updated splash screen
  
• Mazda RT24 / P1 / P2 - updated pitstop timers to proper prototype regulations
  
• Mazda RT24 Dpi - Reduced pneumatic trail by 5% to reduce steering forces under high load, reduced AI’s tendency to use curbs in high speed corners
  
• Silhouette car class - Improved AI behaviour
  
• Monza - New pitlane AI path to fix cars driving down the pitlane over the white line
  
• Nuerburgring -Fixed an issue with excessive cutting being reported near the pitlane entrance
  
• Chang / Buriram - Corrected HUD track map being misaligned
  
• Silverstone - Added the Hilton hotel and bridge, updated curbs and various additions
  
• Zolder - Updated materials for green tarmac and drains, updated curbs to 2023 specs.
  
  

Today we’re releasing our On The Edge pack: a trio of high performance cars that reward being pushed right to the edge. The McLaren 570S GT4 further bolsters Raceroom’s already strong GT4 offering; the KTM delivers two cars in one – you’ll get both the GTX and GT2 versions; and then the Mazda RT24-P pushes us into modern prototype territory, opening up a lot of opportunity for some epic multi-class racing – and just maybe more prototypes in the future!

Get it now for only 7,50 €



GT4 already includes a diverse set of cars, its ruleset balancing out high-end touring cars and bespoke specials against thoroughbred supercars like this McLaren. It’s such a fun GT class to drive, and one where its popularity – both in the real world and in Raceroom – mean there’s still room for further evolution.



The McLaren sits more on the aero side of the GT4 class. It’s a powerful car, for sure, but its strength is particularly in corners – rather like the Lotus Elise and KTM X-Bow GT4 that are already in-game. A unique feature of the 570S is that it runs with an open differential, which is fully replicated in Raceroom’s physics. The relative left and right wheel speed is controlled electronically rather than mechanically, allowing more torque to be transferred to the tyre with less load but with the electronics on hand to help keep things under control.



The pair of KTMs are really engaging and exciting cars to drive. Identical twins on the surface, it’s what’s out (mid) rear that makes the difference. The GTX variant will sit in its own ‘Cup’ class, providing the opportunity for some high-powered single-make races where driver skill will be the deciding factor.



The GT2 will be, naturally, in Raceroom’s GT2 class, joining the Audi R8 LMS and Porsche 911 GT2 RS Clubsport. It’s an interesting class: in one way less restrictive in terms of power – the KTM X-Bow GT2 has around 70bhp more than the GTX, for example, pushing 600 horses – but then by regulation the cars are then literally saddled with lead to balance out the field. But it means that on long straights the X-Bow GT2 will keep accelerating: down something like Paul Ricard’s Mistral Straight you’re going to need something to hang onto.



As well as the new content, the latest game update will also include a set of seriously updated physics for GT2 and GT4 classes, that both balance the new cars but also deliver dramatic accuracy improvements to the driving experience. We’ve fine-tuned the base setups for all our GT4s, further improving drivability but also making sure no one car dominates.



We’ve dedicated serious time to making the suspension kinematics accurate, right down to where the suspension arms are connected to the chassis and wheels. They are not simply holding the car up: they're actually playing a really important part by controlling wheel camber and vectoring forces in certain situations. Getting it right or wrong can totally make or break a car’s handling – and getting it right is very hard! We think we’ve really got the GT2s and GT4s into a good place, and we’ll be applying the same logic to other cars through further updates.



We’ve also applied some major updates to the braking physics as well: we’ve really focussed on making sure that the brake disks, callipers and pads on all our cars are accurate and reflective of real-world models. Our attention to detail even goes down to brake disk diameter, weight, cooling, pad weight and length of brake pedal travel. It means that the slight intricacies that come about from different components can now be really felt. The KTM has quite a different brake setup to the BMW M4, for example, and its braking behaviour reflects that. Get real indeed!



Back to On The Edge's content, and last but not least we present the Mazda RT-24P. It’s a great example of the last generation of prototypes that dominated prior to today’s Hypercar class, and it’s right up there in terms of extreme performance. It’s a raw racing machine: carbon brakes, plenty of downforce and a serious amount of torque extracted from what’s a pretty small engine. Just like top tier single-seaters, prototypes deliver a singular experience. Although visibility isn’t as bad as the high-fender LMP1s of the 2010s, they still take a lot of focus and practice to master – and a rear-view camera does help.



Our Mazda represents the final iteration of this machine, which was admittedly a little recalcitrant in its first season of racing in North America. But it was always fast. Reading the numbers involved when it reaches V-max won’t be the problem: mastering them will be.



The Mazda will be epic in multi-class races – whether you’re racing in or against one. They’ll be massively faster in the corners than their opposition, but in certain circumstances not hugely faster on straights when the best GTs hit their top speed. We’ve got a lot of Ranked racing and competition planned for the Mazda, which should be an absolute blast.



Raceroom’s On The Edge pack is available today for €7.50, and the accompanying game update will deliver all the improvements listed above and more.



We’re also pleased to say that we are formalising our content release strategy for 2023. From now on, you can expect regular themed pack releases every three months, neatly interspersed with tailored drops of single cars or tracks we think deserve to be highlighted. Following on from On The Edge, in six weeks you’ll be able to get your hands on the first of these intermediate releases, which we think will be a great addition to our GT3 range, followed by a pretty epic themed pack release at the end of Q2 – around June. We’ll be revealing our plans for the rest of the year imminently, and we’ll also be delivering regular physics and general development updates over the coming months. Watch this space for more details!

Client version = 0.9.4.69
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Dedi version = 91.0.1414
Dedi BuildID = 10935303

• Dedicated server - Added support for Max Rating and Max Reputation limitations
  
• GTR 4 car class - physics overhaul, BoP adjustments, welcoming the new addition: the McLaren 570s GT4
  
• GT2 car class - physics overhaul, BoP adjustments, welcoming the new addition: the KTM X-Bow GT2
  
• Porsche 911 GT3 Cup Endurance specs - Fix for suspension ranges
  
• Circuit de Charade - Added a Classic Racing School layout, featuring cones marking corner entries, apexes and exits and the school’s lounge in the pitlane garages
  
• Chang International - Changed date of the race to 29th October for a better default light at those coordinates (was set to mid June)
  
• Dubai Autodrome - Changed date of the race to 14th January for a better default light at those coordinates (was set mid June)
  
• Controllers - Added default profile for Thrustmaster T818
  
• Controllers - Changed the rev light bindings behaviour to allow for remote switch off through .xml files by 3rd party apps. Added message at the top of the screen indicating when rev lights mode is switched around.
  
• Experiment - Added logging in a results txt file of all sessions located in My Documents folders. Formatting and data are subject to change from testing of this feature.

The third car in our On The Edge pack is not just a small step, but more like a giant leap forward for racing kind. Raceroom already features some epically fast racecars: our Formula X class showcases the pinnacle of modern single seater performance; the R18 TDI was the whisper-quiet but rocketship-quick LMP1 of its generation; and the VW ID.R proves that battery power is the quickest way to get to the top of a mountain. Our new addition to the prototype ranks sits up there with them: Mazda’s RT24-P DPi prototype is an absolute weapon – and a blast to drive.



There are few things that can beat the visceral thrill of a modern prototype. Whereas in a single-seater you’re lying down with your head poking out of a 200mph carbon fibre bathtub, in a prototype you’re enclosed in the tight confines of a cockpit, with the big fenders over the front wheels obscuring your lateral views and the sound of the engine reverberating around you – also at 200mph, but usually also racing against GT cars potentially going 50mph slower than you are. You have to drive with your senses in overdrive: you have to be at one with the machine. A prototype cockpit is a claustrophobic but exhilarating place to be.



IMSA forged ahead with its own set of North American prototype regulations back in 2017, sensibly taking a more modest approach based on LMP2 chassis clothed in manufacturer-backed bodykits – something that avoided the worst troughs of the WEC’s own search for its future technical platform. IMSA’s Daytona Prototype International rules set enjoyed an impressive and entertaining run right up to the introduction of the new Le Mans-aligned Hypercar spec in 2022: Mazda went up against Cadillac, Acura and (for a limited time) Nissan in five seasons of hard-fought races.



Mazda have a proud history in sportscar racing, with an almost constant presence in grassroots motorsport capped with occasional high level programmes. There’s the ubiquitous MX-5 (the latest version of which we released last December), but then they also deliver left-field haymakers, like the iconic, Le Mans-winning 787B or the racing RX-7s (whether touring car, pumped-up GTO or rally variants).



In tune with IMSA’s desire to make prototypes have more relevance to fans, the RT24-P incorporated Mazda’s KODO design philosophy – the ‘soul of motion’ – that took cues from its road cars. The aero levels it produces are enormous, empowered by the huge shovel of a front wing mounted under the nose, replete with multiple dive planes, sidepod profiling and rear wing.



Following a difficult first year after Mazda stepped up to DPi, they engaged the legendary Joest team (giants during the Group C era and stalwarts of Audi’s domination of LMP1 in the 2000s) to manage the race programme, and the car’s performance potential was truly unlocked. The RT24-P racked up seven wins and 25 podiums in its career, including prestigious wins at Daytona, Sebring and Road Atlanta.



Sure, this DPi doesn’t feature one of Mazda’s legendary rotary units, but it’s still a screamer. Powering this low-slung racer is a two-litre turbocharged four-cylinder engine. As a statement that sounds relatively unimpressive: but this highly-tuned AER unit pushes out around 600hp, turning what sounds like something from a family saloon into a screaming monster.



The core Riley MkXXX chassis was developed by North American engineering specialists Multimatic, continuing a relationship with Mazda that had seen the two field a Lola-based prototype in the US. The resulting 930kg package is fast. Very, very fast. We will be releasing the car with plenty of liveries to make single-class races fun, but the best environment will be in proper multi class events: the RT24-P’s natural hunting ground. Expect this car to feature heavily in Ranked races in the coming months.



We’ve had great fun getting this cars ready for you, and we can’t wait to get them in your hands in a couple of days’ time. The On The Edge pack features a trio of very different performance machines that deliver a set of completely different driving experiences, further boosting the range we can offer you – and also laying foundations for more cars to add to under-represented classes. Watch this space!

The second car in our On The Edge pack is definitely an outlier in terms of what’s seen as a ‘normal’ GT car, but it shows what can happen if you free your mind. And the KTM X-Bow GTX/GT2 is definitely the product of a mind that’s been allowed to run wild! We’re including both variants of the car, one to fit into Raceroom’s SRO-aligned GT2 category and a second that will sit in a dedicated X-Bow GTX class.



KTM (that’s Kronreif & Trunkenpolz Mattighofen, in case you didn’t know) were historically best known for their off-road motorbikes. Founded 89 years ago, it’s another company with a proud legacy that flew under the radar for a long time before bursting into the international consciousness. First up was moto-cross success in the ‘70s followed by a slew of incredible results at the epic Dakar rally in the ‘90s (KTM went on to win the motorcycle category every year from 2001-2019!); then small-cap sports bikes before moving into top-flight MotoGP. But in 2008, amongst all this two-wheel focus came something unexpected: the X-Bow. Four wheels not two. Steering wheel not handlebars. Driver not rider.



The original X-Bow was clearly designed by engineers who usually work with two wheels and some choices show that, like the transverse engine mounting, the way the gear ratios are spaced and that the car is very softly sprung from the factory. Although it obviously came from a different place to most GTs, there was still a precedent: models like the BAC Mono and Ariel Atom had showed their was still a hunger for lightweight racers in the classic Lotus mould, taking cues more from single-seaters and sports bikes than classic GTs. With the appearance of an insectoid, steroidal go-kart, the X-Bow quickly became a popular and cheap entry point into wind-in-your-face racing, and with some modifications was allowed to race within the FIA GT4 category.



The next step was for a radical new bodywork and aero package. Race specialists Reiter Engineering helped build a closed-cockpit version of the X-Bow GT4 for the 2015 GT4 season, which introduced the front-pivoting canopy clam-shell. But the cars still retained the buzzbomb DNA of the original, despite its mini prototype looks, and it certainly retained the principle of _really_ annoying people driving more expensive, ‘real’ GTs.



In 2020 came the X-Bow thunder in the form of the GTX and GT2 Concept twin-sisters. Continuing its development partnership with Reiter, KTM’s GTX/GT2 is an even more aggressive-looking machine. The impetus for the new design was partially provided by the SRO’s new GT2 category, but, as with their success in bikes, it was also a natural evolutionary step for KTM: this is a company who prove themselves at each rung of the ladder before launching their next assault. Despite going up against the might of supercar manufactures (again), the X-Bow GTX/GT2 proved it could win against its more mainstream opposition (again).



Although there’s the stark visual difference to previous models, it is based around the same Dallara-designed carbon monocoque as the original X-Bow and the GT4. Aesthetically this is an unapologetically modern design: low-slung with sharp lines and a big rear wing hung on swan-neck mounts. It’s a car that looks epic from all angles: from the heavily raked nose with its modernist LED lighting pack to the rear with minimalist, red monster-eye brake lights mounted above fighter-style slatted vertical ducts.



Thanks to the massive, almost panoramic windshield, driver visibility is particularly impressive, roll-cage intrusion aside. And even then, because the roll-cage sits inboard and isn’t physically connected to the canopy, it just accentuates the star-fighter feel.



Both models feature the same engine, which is a tuned version of Audi’s 2.5-litre TFSI turbocharged inline-five unit. It’s got an unmistakable rasping exhaust note with little turbo chirrups thrown in, familiar to anyone who’s driven the R8 GT3,. However, the GTX features a more GT3-compliant 532bhp, whereas the GT2 engine has been tuned up by Lehmann Motorentechnik to hit the 600hp limit of the GT2 series. Weighing a fraction over a metric ton, it technically has more power than a Veyron! Which is then where the hand that gives is balanced by the one that takes away: to balance this outrageous performance against its GT2 opposition, the SRO added a mighty 295kg of ballast – which unfortunately we have also added virtually for accuracy.



The two have a very similar resultant power to weight ratio, but the GT2 will keep going and hit higher top speeds where the GTX runs out of steam. But it still means the GTX is quicker over any lap by a few seconds at least: it's just more capable in braking zones and is stronger in corners. The transmission in both cars is a Holinger MF six-speed sequential, while adjustable dampers manage the challenging job of keeping this rocket ship on the (perhaps not so) straight and (hopefully not too often) narrow.



The addition of the GT2 and GTX X-Bows to Raceroom means you can drive the complete KTM range, as we already feature the original and GT4 models. Look out for the final preview of our On The Edge pack content next Monday, ahead of its official release on April 5th!

Today we’ll take you through the McLaren 570S GT4, one of the three cars that comprise our On The Edge performance pack, due to be released at the beginning of April. GT4 is a category that is often under-appreciated compared to more overtly showy series; “What, you want a slower GT3 car?!”. But that’s to miss the point. GT4 is the shining example of a series where the cars need to be pushed to get the maximum out of them: lap-times have to be earned. And the earning is fun. Even better, GT4’s popularity means there are so many models to choose from, and the addition of this McLaren further strengthens Raceroom’s already copious GT4 grid.



When GT4 first launched back in 2007, it was admittedly a little challenging for even the most ardent endurance racing fan to get over-excited about, with what seemed like a pretty stock look and feel. The initial batch of cars were literally barely changed from their dealer forecourt counterparts – just with some race stickers slapped on. The same could be said about OG GT3, released just the year before: just add standard rear wing.



But that was to ignore what these cars represented: a measured counterpoint to the futile but legendary arms races of two decades of GT1, eras of boom and bust that led to epic highs but of so low-lows. The three Golden Ages of GT1 came and went: the late ’90s, the mid 2000s and the sad but inevitable failure of the 2010-12 World Championship that straddled the period of evolution for the GT3 and GT4 categories, but something that proved to be a last hurrah for those primordial beasts. Instead, GT3 and GT4 were laying deliberate foundations for the long-term stability and success we now all get to enjoy.



As GT3 plugged away year after year, evolving and building both respect and performance, so did GT4. Manufacturers realised they could gather GT customers for a relatively low entry cost: particularly in GT4 where relatively little modification was needed. The cars got faster. And meaner. Post 2013, as road cars became more aggressive again after a period of manufacturer fear of using performance as a marketing tool, so did their GT brethren: suddenly the racing butterflies emerging from the production chrysalis were demonstrably weaponised.



The rules allowed a little more tweaking here and there, further enhancing GT4’s racing cred and pulling them away from street versions. McLaren entered the GT4 fray in 2017 with the 570S, their ‘don’t call me baby’ supercar. As with all their range it’s build around a carbon tub, an updated version of their MonoCell core, which is then itself swathed in yet more layers of carbon. It’s a pretty car, but pretty aggressive.



Power comes from a proprietary 3.8-litre twin-turbo V8 – optimally sited in a rear-mid configuration – and delivered to the rear-wheels via a seven-speed sequential transmission. It’s good to let that sink in, as again it’s something that reinforces the excitement of GT4. This is basically a road car. But it’s pushing out almost 600hp in road car spec (though admittedly a little restricted in race trim, balanced against weight reductions, aero and engineering upgrades). This is a car that would make you pay attention if you were popping out to the shops, let alone lining up on a racing grid. Things happen very, very quickly in a 570S.



Add GT4 to the end of the model name, and if you don’t find entering a corner at 150mph – even in a sim – a little exciting, then you’re obviously operating in a different world.



The aero is efficient rather than overwhelming. Unlike the fully optimised package of a GT3, in a GT4 you might have the speed in a straight line but in the corners effort is required. And skill. The 570S is plenty fast enough that triggering the ABS when you stamp on the brakes can be seen a sign of success: the racing disks combined with the downforce will typically stop the McLaren before that kicks in, delivering predictable and confidence-building stopping power.



The McLaren’s chassis is renowned for its benign feedback; again, with its wider track and adjustable dampers it’s a car that allows you to build confidence and makes you want to drive round and round until you run out of fuel. And then refuel and get back out again.



That’s the point of these cars: they really are fun – but also challenging. A GT4 is the perfect learning environment for drivers who want to hone their racing skills, but also for a veteran looking to prove they’ve got some chops. The 570S looks the business, and is the business. And soon, you’ll be able to drive it in Raceroom.



Our On The Edge performance pack will be released at the end of the first week in April; look out for all the details on the second car in the pack later this week.

Our next content drop stars a trio of cars that are designed to be pushed to the limit: a set of performance monsters that reward – demand, even – maximum attack mode. We present a jet-fighter inspired endurance racing superstar; a GT supercar that punches well above its weight; and finally a true prototype missile of the modern era. These three cars make up our On The Edge performance pack.

First up is KTM’s quirky X-Bow GT2, the latest steroidal evolution of the X-Bow platform. What started off as a lightweight, grown-up go-kart has bulked up over the years, first gaining a clam-shell closed cockpit and now a longer wheelbase, extreme aero and even more power. Directed at the SRO’s ‘gentleman’ driver GT2 series, it’s also hit the international endurance scene hard – and with success.

You may think of GT4s as tame: boring, barely modified road cars? Think again. GT4 has evolved from its humble roots as an aspiring GT driver’s jump-off point to standing on its own, slotting in only just below the GT3 category (and often found racing alongside it). Don’t forget that the cars GT4s are based on are typically road-going supercars in the their own right, and McLaren’s 570S GT4 proves the point. Low-slung, capable and thrilling to drive, the McLaren will further boost Raceroom’s already strong GT4 pack.

The tip of this performance avalanche comes in the svelte form of Mazda’s RT-24P prototype. Built to IMSA’s DPi regulations by sportscar specialists Multimatic and based on the Riley-Multimatic Mk30 LMP2 chassis, the Mazda is a proper screamer. And that’s both its engine note and what happens when you drive it! The RT-24P is a full-on prototype: carbon-tubbed, laden with aero and delivering 600hp in a package that weighs well under a ton. Racing from 2017-21, it won all the American endurance classics: Sebring, Daytona and Petit Le Mans. It’s going to be a blast to drive and perfect for multi-class racing.

We’ll go into more details about each car over the coming days, leading up to the pack’s release at the beginning of April. Fasten your virtual seatbelts: things are about to get extreme!

Download size = 1.1 GB
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• Slovakiaring - Fixed a false cut detection in the last turns near the pit exit when player was close to pitlane entrance. Fixed inconsistent cut rules while at it.
  
• Brands Hatch - corrected the location of the pitlane exit gate
  
• Nürburgring - Fixed a texture misalignement on the BMW bridge