Rather than slowing down development as the simulator enters its fourth year on the market, producer Kazunori Yamauchi confirmed that steady online competition in Sport Mode and continuous physics refinements have kept lobby grids full across Europe, North America, and Japan.

The combination of PS VR2 cockpit immersion, improved force feedback linearity for direct drive wheelbases, and frequent weekly Sport Mode events has brought grassroots sim racers and real motorsport fans together on the platform.

The first phase deploys on October 15 with Update 1.72, introducing Sportsland Sugo under dynamic weather, the Ferrari F355 Berlinetta, and refined low-speed tire scrub acoustics.

Here is your rundown of competitions across major sim titles, verified for public registration and active leaderboards.

Formula RaceRoom X-22 time attack around Sepang International Circuit with 500 vRP awarded to 1st place and across random participant draws.

Time trial shootout at Mid-Ohio Short in NSU TT / TTS machinery with 500 vRP vouchers for top time and random participant draws.

Replacing the dual-belt drive system of its predecessor, the T-GT III features an industrial-grade brushless motor delivering 10 Nm of sustained linear torque with zero cogging or mechanical damping.

Engineered specifically for Gran Turismo 7 dynamic physics telemetry.

Dual compatibility with PlayStation 5, PlayStation 4, and Windows PC.

Your target window on a dry track is strictly between 26.6 and 27.0 PSI when the tires are fully warmed up after three hard laps. Here is how to dial your starting pressures step by step.

Before leaving the pit lane, note the track temperature on your dashboard. Every 1°C change in ambient temperature shifts your warmed-up tire pressures by approximately 0.1 PSI. A baseline setup created at 20°C track temp will run dangerously over-pressured at 32°C.

Head onto track on fresh rubber and complete 4 clean, representative laps. Do not overdrive or slide through corners, as heavy drifting spikes surface heat without stabilizing internal air core pressures.

With only single-digit points separating the top three drivers in the Porsche 911 GT3 Cup standings, the undulating 2.67-mile circuit offers zero margin for error. The downhill braking zone into the Senna S will once again serve as the primary overtaking battleground.

Interlagos is legendary for slipstream trains. Coming out of Junção, drivers must keep their steering tidy while climbing the steep hill through Subida dos Boxes. An inside pass into Turn 1 often invites a counter-attack through Curva do Sol, forcing drivers into side-by-side games of chicken.

While the straights reward raw straight-line efficiency, the twisting infield from Ferradura to Bico de Pato punishes front-right tires. Drivers who scrub too much steering angle early in the 15-lap feature race will find themselves sliding wide and vulnerable on corner exit.

When you take your foot off the gas pedal, both rear wheels need to slow down together. In your car setup menu, look for a setting called Coast Lock or Diff Coast. Think of this like a helper that holds the two back tires together so one doesn't drag behind the other when you coast.

If your car snaps sideways the second you lift off the gas, bump your Coast Lock up by one click. That locks the back wheels together just enough to keep the back end planted in a straight line while you turn toward the curb.

Be careful not to crank it up all the way. If you add too much, the back wheels won't let the car rotate at all. The car will feel like a heavy bus and push straight off the track in slow turns.

Narrated by Kunos co-founder Marco Massarutto, the trailer—titled "Where Simulation Meets Freedom"—walks through the studio's technical journey and philosophical shift toward creating an open-road driving sandbox grounded entirely in unforgiving motorsport physics.

Rather than treating open-world driving as an arcade sideshow, Kunos built the Eifel road network using laser-scanned telemetry and dynamic surface mapping. Drivers navigate authentic German secondary roads that wrap around the Nürburgring Nordschleife, dealing with real-world road crowns, broken tarmac, changing cambers, and elevation dips that unsettle the chassis just like a proper track day.

What stands out most in the footage is how the cars react to genuine road imperfections. Without flat curbs and smooth circuit runoffs to lean on, weight transfer over crests and road crowns demands delicate throttle management and smooth steering inputs to avoid snapping the rear tires loose.

Avery executed under pressure, taking key race wins and managing to capitalize on points across to finish at the very top of the standings. Here is what Avery had to say about his qualifying run and booking his ticket to Panama:

"After pre-qualifying second to another Canadian it had me realize I had to give it my all, as only 1 Canadian could make it through to the in-person event. I did exactly that by winning round 1 after a close battle with Manuel Troncoso. After some unfortunate events for the other Canadians competing this left me with a substantial points lead going into round 2. My mindset changed from having to win from having to keep it clean. I managed to tackle the notoriously bumpy Sebring for round 2 finishing a respectable 3rd. My odds of going to Panama were looking super likely going into the final round. Knowing this I tried to still treat it as a normal race as making a mistake could cost me. Fortunately for me I managed to take home 1st place solidifying my trip to compete in Panama as well as topping the standings for the series. Going into Panama I'm feeling confident, I know I have the pace to have a great finish however just being able to go to Panama for sim racing alone is a win in my books."

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The gameplay showed off the steep elevation changes of the Miyagi layout, focusing especially on the tricky 10% uphill climb off the final corner onto the main straight under heavy rainfall.

The 110R downhill sweeper and the approach to the back chicane pool rainwater rapidly. If your front tires hit standing water while braking under, the car will hydroplane straight across the road into the gravel trap.

Update 1.72 adds the iconic 1994 Ferrari F355 Berlinetta, the Xiaomi Vision Gran Turismo concept, the Mazda RX-Vision GT3 Evo, the classic 1987 Honda Civic Si Group A touring car, and the Honda Stepwgn Spada.

Rather than making drivers choose between an H-pattern gearbox or a sequential stick, the Dual Mode Shifter combines both into a single compact housing. A physical toggle switch on the base changes modes instantly, while an internal sliding plate automatically conceals the unused gates when you flip to sequential.

Priced at €184.03 before tax, making it a competitive high-end dual shifter.

Priced at €150.42 before tax, complete with horizontal and vertical mounting options.

Up until now, the electric motor on cars like the Porsche 963 and Ferrari 499P deployed power automatically. With this update, drivers get full control over battery deployment modes from rotary dials on the steering wheel, just like real factory WEC drivers.

You can now toggle between Build, Balanced, and Attack modes on the fly. Build mode cuts electric assist early on long straights to recharge the battery pack under braking. Once your battery hits 80%, flicking into Attack mode gives you maximum electric boost off the corners to make a clean pass on a rival prototype.

Remember that FIA rules only allow the front electric motor to engage above 190 km/h on all-wheel drive cars. When you launch out of slow hairpins, you're putting down pure power through the rear tires, so be patient with your throttle until the car straightens out.

Instead of having to pick between hotlapping road cars at the Nürburgring or sliding through Scandinavian forests, the bundle gives you both ends of the motorsport spectrum. It also uses Steam's "complete your collection" system, so if you already bought AC EVO in Early Access, the additional discount applies directly to the rally title.

Perfect for tuning setups, track days, and wheel-to-wheel sprint races.

Built for drivers who love handbrakes, Scandinavian flicks, and dirt trails.

Ever since DTM switched over to international GT3 regulations back in 2021, the championship has delivered some of the tightest door-to-door racing in Europe. With deep manufacturer grids featuring Porsche 911 GT3 Rs, Mercedes-AMG GT3s, BMW M4 GT3s, and Lamborghini Huracáns, bringing the official series into iRacing makes absolute sense for drivers who love sprint racing.

The schedule mirrors the real 2026 DTM calendar step for step. Action kicks off at the Red Bull Ring before heading to Zandvoort, Spa-Francorchamps, Brands Hatch, Oschersleben, the Nürburgring Grand-Prix circuit, and the Sachsenring, wrapping up with a high-stakes finale at Hockenheimring. Each event takes place days before the real cars fire up their engines.

Rather than quick 20-minute rounds where qualifying decides the podium, every round features a 55-minute timed race that matches the real-world DTM race length. iRacing is capping the fuel tanks below full capacity, which means you cannot simply ride the bumper ahead and nurse tires to the end—you have to plan a clean pit stop and manage your fuel burn.

In older sim builds, driving high-horsepower vintage prototypes often felt like walking a tightrope: you had tons of grip until you suddenly spun out without much warning. Reiza took a deep look at how these cars actually behaved on track—especially how the underfloor aero works, how the chassis leans under braking, and how tall vintage tires flex.

When you brake hard from top speed, these prototypes pitch forward on their front springs. The new physics model tracks how the air flowing under the car changes as the nose drops. If you brake too violently or scrape the front splitter over a big bump, the car loses underfloor suction, shifting grip to the back. To keep the car glued to the road through fast sweepers, you need to be much smoother with your pedals.

Modern GT3 cars run on stiff radial tires that give up grip the moment you step out of line. Vintage race cars used tall, softer cross-ply tires that bend and flex under hard cornering. AMS2 now models that flex beautifully. You can pitch the car into a corner, let the rear slide a bit, and steer with the throttle without the car instantly snapping around on you.

The core of the new lineup is the RS Wheel Hub, which clamps to the Logitech G PRO wheelbase and accepts interchangeable steering wheel rims. Sim enthusiasts can now swap between round leather rims for rallying and drifting, or lightweight GT track rims for single-seaters and sports cars.

Logitech PRO wheelbase owners no longer have to stick with a single rim shape. The RS Series brings the flexibility sim racers expect from modern direct drive platforms, making it easier to match your steering wheel to whatever car you are driving.

When you stand on the brakes down a fast straight, the nose of the car dives forward and pins the front tires into the track. If you suddenly pull your foot off the pedal the second you turn in, the nose springs back up. Weight transfers off the front, the tires go light, and you miss the corner apex completely. Here is how to break down the move step by step.

Do your hardest braking while the car is pointing straight ahead. Hit about 80% to 100% brake pressure depending on whether your car has ABS. Your main goal here is to knock off most of your speed before you touch the steering wheel, while the car is completely stable.

As your hands turn the steering wheel toward the apex, start easing your foot off the brake. The more steering wheel you put into the car, the less brake pressure you want. By the time you are aiming for the curb, you should only have about 15% to 20% brake applied. That gentle pressure keeps the front nose tucked in and helps the rear rotate cleanly.

Historically, sim racing tire sounds have often operated as simple volume sliders triggered by surface slip. RaceRoom's new system models three-dimensional tire  stress, differentiating between slip angle scrubbing, lock-ups with flat-spotting, and high-frequency curb strikes. Drivers can now hear precisely when the front outside tire passes its peak friction before understeer even occurs.

In sim racing, where you lack the vestibular g-forces of a real cockpit, audio is your fastest sensory channel. Fire up a DTM GT3 car at the Hockenheim and let your ears guide your trail braking.

That is force feedback clipping in action. When the game’s physics engine demands 30 Newton-meters of torque from a motor that can only output 20, the signal flat-lines at 100%. The nuanced chatter of your tire carcass—the subtle vibrations that tell you the front outside tire is giving up grip—gets completely wiped out.

Lighter steering force with crisp dynamic range will always teach your hands more than wrestling maxed-out torque. Protect your headroom, feel the scrub angle develop, and let the wheel communicate when the car wants to rotate. Every car is different too, not everything requires maximum output from your wheelbase. Look around online, check for comparisons from real cars you race online and adjust your FFB per car.

Delivering 18 Nm of continuous holding torque, the DD+ is built to handle heavy prototype downforce and rapid steering inputs without force feedback fading over long stints. It also debuts Fanatec's FullForce force feedback, sending low-latency vibration effects directly through the steering shaft for fine curb and engine rumble cues.

With 18Nm of headroom, drivers can dial in high dynamic range without hitting harsh clipping in high-speed sweeps. For racers looking for a single wheelbase to race across both PC and PlayStation, the DD+ makes a strong case.

The "Batmobile" joins the legendary GT1 category alongside the McLaren F1 GTR and Porsche 911 GT1, bringing a distinctly nose-heavy, V8 rear-wheel-drive dynamic that rewards aggressive trail braking and throttle steering. Alongside the free car addition, Reiza pushed extensive refinements to AI racecraft, tackling closing-speed awareness during multi-class qualifying and traffic management across long-distance races.

With Reiza ramping up physics and AI maturity, AMS2 continues to cement its reputation as the premier multi-class historic endurance sandbox. Take the Panoz out for a sunset stint at Road America—just remember to respect the throttle pedal on corner exit.

If your brake bias is set too far forward, you lock the front inside tire the second you begin trailing off the pedal toward the apex, resulting in immediate understeer. If it is set too far rearward, the rear end steps out under threshold braking, sending you into an uncontrollable snap spin before you even reach turn-in.

Map brake bias adjustments to accessible rotary encoders, switches or thumb buttons on your steering wheel. Adjusting bias corner-by-corner is one of the easiest ways to keep handling balance neutral as fuel burns and tires wear down. It takes practice but once you reach that stage and become comfortable with it, the sky's the limit.

Here are the verified public comps and currently accepting entries.

Keep an eye on registration deadlines and live cutoff countdowns in our Competition Directory to ensure you get your laps in before the competition cut off date.

That is the harsh reality of tire slip angles. A pneumatic racing slick does not grip when pointing directly where the car is traveling; it requires lateral deflection to build cornering force. In modern sim physics engines like iRacing and rFactor 2, maximum lateral grip lives in a narrow window between 6 and 9 degrees of slip angle.

Watch any onboard telemetry of a pro driver. Their hands are shockingly calm mid-corner. They hit the slip angle threshold, hold the car right on the edge of adhesion, and let the rear rotate with trail braking rather than wrestling the front wheels.

The Spa update accurately models revised runoff curbing at Raidillon and Bruxelles, punishing aggressive curb-cutting with realistic chassis bounce. In tandem, the tire model updates introduce non-linear wet tire drying lines, requiring drivers in changing weather to hunt for standing water to keep tire carcass temperatures in check.

If you're gearing up for 6-hour endurance events this weekend, log practice stints on the updated curbing baselines. Smooth inputs through Eau Rouge will protect splitter aero and keep your prototype pointed straight.

The centerpiece of the update is the new Special Events Hub. Drivers can now log into weekly hotlap shootouts and multi-lap hotstints with fixed setup baselines, testing consistency across fluctuating track temperatures. More importantly, multiplayer servers now support mandatory pit stops with tire compound requirements and refuel windows.

Kunos is signaling that AC EVO is ready for league organizers. With leaderboards now tracking sector deltas down to the thousandth of a second and pit strategy in play, expect major esports series to start testing their winter qualifying formats on the new platform.

iRacing rolled out Physics Islands—a complete multithreaded rebuild of the simulator's core physics loop. For years, massive multi-class grids with 60 cars at Daytona or Spa would hammer a single CPU core into submission, causing micro-stutters right when you needed smooth frames the most. By breaking vehicle physics computations across dedicated logical CPU cores, frametime spikes have smoothed out noticeably across VR headsets and triple-screen setups.

If you're jumping into official races this week, re-check your force feedback clipping and CPU bar meters. The multithreaded engine breathes easier, giving drivers cleaner curb strikes and more consistent tire telemetry. Fire up the Valkyrie, warm the tires, and hold on tight.

In multi-class endurance racing, raw one-lap pace rarely gets you on the podium. The teams on the top step when Sunday comes around, are almost always the ones that specialize in consistency and effectively navigating traffic without losing momentum or collecting major damage in the dead of night.

Losing six tenths behind a slower car through an S-bend feels painful in the moment, but it’s infinitely faster than spending eight minutes in the pits with suspension damage or major body damage. Focus on consistency and bringing it home safely.

We’ve all been there, grinding out 50 practice laps in a row, hoping that somehow lap 51 will magically be half a second faster. News flash: more laps with bad habits just cements bad habits. The fastest sim racers don’t guess; they look at three simple channels to pinpoint exactly where they’re bleeding time.

Don't try to fix the entire circuit in one session. Pick the two corners that lead onto the longest straights on the track, fix your throttle pickup commitment, and watch your delta bar turn green down the straight.

Slew rate measures how quickly that electric motor ramps up its torque output, measured in Newton-meters per millisecond (Nm/ms). When your rear tires lose grip mid-corner, a wheelbase with high slew rate snaps the counter-steering torque into your palms instantly. If the motor is slow or weighed down with muddy damping filters, that reaction window closes before you even know you’re sliding.

Your steering wheel shouldn’t feel like an unassisted gym machine. It should feel like a direct, alive mechanical link to the front tie-rods. Cut the artificial noise, keep the slew rate sharp, and let the real road surface speak to your hands.

The secret isn’t magic setup witchcraft; it’s trail braking. When you hit the brakes hard, the nose dips and loads the front tires. If you suddenly yank your foot off the pedal before turning, that weight snaps backwards, the front tires go light, and your car pushes like an uncooperative shopping trolley.

Next time you jump into your telemetry, look at your brake trace. If it looks like a brick wall falling straight off a cliff, you’re shocking the suspension. You want a sharp mountain peak on entry followed by a gentle ski slope down to the apex. Smooth is fast, every single time.

Unlike traditional closed-circuit environments, Eifel Free Roam opens up the picturesque, winding public asphalt surrounding the Nürburgring Nordschleife. The long-term vision aims to recreate roughly 1,600 square kilometers of German countryside using precision laser scans and proprietary terrain streaming technology. While Kunos noted that the map will roll out in progressive sectors rather than all at once, having open road tarmac paired with Kunos' class-leading tire physics is a massive milestone.

For purists who love tuning cars and feeling balance over real-world roads and elevation changes, Update 0.10 could completely change how we enjoy Assetto Corsa EVO —the Eifel hills are calling.

The secret sauce isn't just knowing which way the track turns. It’s the reps. A sim driver can log 400 laps around Silverstone or Donington on a Tuesday night without burning through a single set of Pirellis or writing a check for race fuel. By the time they buckle into a real cockpit, the track layout is already second nature.

Where real motorsport bites back is the physical punishment. You can’t simulate 2.5 lateral Gs wrenching your helmet sideways or the suffocating 45°C cockpit cabin heat on an August afternoon. If you want to make the jump from sim to reality, hit the gym for your neck and core—your hands already know what to do.

They had some minor contact in the beginning of the race, putting them slightly down the order, however they fought back hard to work their way into a steady P4. As the 12th hour was coming to a close, a slight over-steer snap and a little too much pressure on the throttle, the car lost its rear end and plowed straight into the wall. Too much damage ensued to give them a shot at making up anymore places, so they called it a night.

Attacking the kerbs during the evening stint at Silverstone. [Photo Courtesy of ScorpioEsports]

Enter active pedals. Instead of rubber bushings and springs doing the heavy lifting, high-torque linear motors simulate brake pressure curves, ABS flutter, and pad bite on the fly. It sounds like pure sci-fi engineering, and honestly, the technology is incredible. But does feeling ABS pulsing through your feet actually find you two tenths, or is it just another four-figure rabbit hole?

If you're still on plastic potentiometer pedals that measure how far your foot travels rather than how hard you push, upgrade to load cells immediately. It’s the highest ROI change you can make. But if you’ve already got a dialed-in Heusinkveld set, don’t stress—disciplined pedal release will always beat motorized party tricks on race day. Plus you can always get haptic feedback by 3D printing accessories or buying haptic feedback kits online.

In the sim, you can drive in socks with an AC unit blowing across your rig. In a real paddock, you’re strapped tight into a carbon tub with an unassisted steering rack, engine vibration rattling your teeth, and cabin temperatures flirting with 50°C. If your body isn't ready, your cognitive reaction time crashes off a cliff.

Don’t let your physical endurance be the bottleneck that holds back your driving talent. Blend your weekly sim seat time with targeted neck and cardio workouts, and you’ll arrive at your first real test day confident and ready to attack.

That night was rough. Nothing was turning out the way Rui over at Rookie Racing expected. His tow vehicle broke down days earlier. U-Haul stopped renting trucks with tow hitches, leaving Enterprise as our only option. We made it work, but only learned this after regaining cell service when the plane landed.

Things went sideways, and that is just part of motorsport. You cannot always have things go perfectly. We passed out after 2:00 AM with under four hours of sleep. Up and at it at 7:00 AM. We arrived at the track, prepped the cars, discussed the game plan, and hit the circuit.

Members drove Nissan Micra Cup track cars, traded apex tips, and spent hours in the paddock together. The transition from direct-drive force feedback to real G-forces and brake pedal resistance proved just how effective modern sim racing has become as a training ground.

Timothy Friis Larsen joins Scorpio Motorsport after establishing himself as one of the leading open-wheel drivers on iRacing. Competing in the official iRacing Super Formula top split, where the strongest drivers compete based on iRating, Larsen has secured three championship titles, alongside a series of outstanding individual performances against some of the world's leading sim racers and real-world racing drivers. His profile combines elite open-wheel pace with a clear ambition to transition into professional motorsport.

The signing represents a significant step for the whole sim racing and motorsport community. RaceGen Driver Management, which operates in inseparable partnership with real-world racing team Scorpio Motorsport, was created to identify exceptional sim racing talent and provide structured career development—including coaching, career planning, team and series placement, sponsorship and media management, physical and mental preparation, and ongoing professional representation.

Larsen was personally identified and recruited by Ivan Taranov, who brings extensive experience from professional motorsport, having competed in Formula 2, Formula 3, GP3, Formula Renault, GT, prototype, and touring car racing, as well as serving as a former member of the Force India Young Driver Academy.

Twenty-four hours on the Nordschleife is unlike anything else in sim racing. Over 150 corners, blind crests in pitch darkness, and faster GT3 entries blitzing past your mirrors at a 50 km/h speed differential. One sloppy curb strike at Flugplatz and your weekend is parked in the barriers.

By the time the morning fog lifted over the Eifel mountains, the team had marched up the leaderboard, laying down lap times that proved we had outright top-split pace. The result showed exactly what grassroots sim racers can do with proper prep and team chemistry. We'll be back on the grid next year—and that top split is ours.