The track? Spa. The car? The LMP2 Ligier JS P2 Judd. The pro? Nic Hamilton. Your challenge? Beat the Pro’s time of 2:10:820. Are you quick enough?



LAP TIME TO BEAT: 2:10:820

THE PRO: Nicolas Hamilton  |  TWITTER: Here

Nicolas was using the in-game Default Setup


Spa Francorchamps in Project CARS 2: fast, frightening, and fearsome

With over 40 teams, 60 cars, and almost 200 drivers running a host of Project CARS 2 GT3 machinery from Mercedes-Benz, Ferrari, BMW, Porsche, Audi, and more, the Spa 24 Hours is without doubt the main event on the GT3 calendar, with an unrivalled history and pedigree.

Spa remains one of the great challenges for drivers, and in Project CARS 2, you get the chance of battling it in both versions―the current layout, and the classic layout that was lost to posterity back in 1979. That track, in all its terrifying glory, was lovingly restored by a team of passionate specialists using reams of period-specific images and data to recreate what was one of the great tests of a driver’s skill and bravery.

It was also the track that gave birth to the safety movement that changed the very face of motorsport. Any race at Spa, on either layout that comes with Project CARS 2, will test your skill like no other―in the wet and fog, on a cold night, there aren’t many racing venues that can quickly separate the very fast from the very brave.

How Spa terrified the legends of motorsport

Spa was the first town in Europe to legalise gambling. No coincidence, then, that this was where the first horse races in Europe took place, and once the four-legged beasts were replaced by fire-spitting mechanical ones in the late 1800s, gambling took on a whole new, sinister face as drivers swapped horses for horsepower and mortality for fame and fortune.

Drivers have been terrified by this track ever since. It gained notoriety as a true test of Formula 1 drivers and machinery in the ’60s, but Spa’s true menace has always been stroked by the 24 Hour runners racing through nights thick with threat. The 1972 race, in particular, was so gruesome it remains the story old timers tell their kids to explain just how dangerous motor racing was ‘back in the day’.

The Old Spa was a nasty track that never gave an inch; it wasn’t like the ’Ring where a driver could hope, one day, to conquer its secrets. Spa had no secrets. The challenge was not to conquer the track—a triangle that headed into bucolic woods and rolling hills connecting three time-soaked villages—but to conquer the fear. The fear of 180mph turns, the fear of speed—unrelenting, remorseless, merciless speed at all-but-full-throttle in the certain knowledge that one mistake, one miscalculation, one mechanical breakage was all that stood between survival and whatever fate the gods had ordained.

Nothing much has changed; Spa may be a lot safer today, but it remains a temple of speed.

The Old Spa was double the size of the current track, now generally regarded as one of the most challenging circuits in world motorsport. The Old Spa, though, had not one, but two of the most terrifying corners ever conceived—Le Raidillon, and the Masta Kink. Two of the most dangerous, chilling corners in the history of motorsport, both separated by just five kilometres.

The legends hated this place. Stewart despised it. Serial winner Jim Clark was disgusted by it. John Surtees noted, “One lap was so long that you could have three types of weather … with the grid on the downhill, and with Eau Rouge the first turn which always made you focus.”

Stewart and Clark both had good reasons to loathe Spa. Clark, back in 1960, in his second-ever Formula 1 race, was involved in what remains the darkest day in the history of British motorsports. He would never forget that race; the fact that he would go on to become the most winning driver at the Old Spa— 1962, 1963, 1964, and 1965—is what makes Clark, for many, the greatest driver of them all.

But Spa earnt its sinister reputation in the 24-Hour races more than F1. The 24-Hour race was always a disturbing event; blighted by mist, fog, rain, even sleet, and the ever-present spectre of tragedy, the challenge for drivers was immense; maximum speed broken up only by fast, sweeping turns, none of which were quite flat, all of which had no barriers, and as driver Jackie Oliver remembers, “If you went off, you just do didn’t know what you were going to hit.”

In 1966, Jackie Stewart got a first-hand lesson in what you could hit when he went off at the Masta Kink: he hit a telegraph pole, then a gazebo, then a farmhouse. The movie Grand Prix was shot at Spa in 1966 when half the field failed to get through the first lap.

“We just drove in a wall of water, as it can only rain in southern Belgium,” Stewart recalled years later. His shunt saw him trapped in his BRM. “The gas tank was torn and the gasoline literally sloshed back and forth in the monocoque. The instrument board was later found 200 meters down the road, but the fuel pump was still working. I was trapped.”

Stewart, with a broken shoulder and cracked ribs, could do nothing but lie in a bath of toxic fuel and wait. With no marshals or track safety workers, it was fellow drivers Graham Hill and Bob Bobdurant who finally came to Stewart’s aid. Stewart was brought into the medical centre on the back of an old pickup truck and abandoned on the floor with cigarettes and litter all about him. When it became apparent the doctor could do little to help, he was thrown into the back of an ambulance which promptly got lost in the Ardennes.

“After Spa,” Stewart said, “I realized how dangerous it all was. That’s when I decided to do something to make the sport safer.”

That something would change the face of motorsport forever.

Spa was the catalyst—the advertisement for everything that was wrong with motorsport; too fast, too dangerous, and nothing preventing drivers from being flung off the road into barbed wire, poles, houses, ditches, ravines, all with inevitable and often deadly outcomes.

Spa was never a place to be trifled with. Drivers hated it because there was no hiding—at that speed, a slight confidence lift, a moment’s hesitation, just a wheel-off at the exit of any of the turns didn’t cost a tenth or two—it cost a second and more down those endless straights where you’d carry whatever you lost at the exit for up to a full minute.

A driver either had the guts to keep the boot in through the Masta Kink, either had the courage to get all light and loose through Le Raidillon, or he came around seconds down on the opposition, and no-one would have any doubt about the cause of that.

Drivers were frightened of the Old Spa because here, like no other place, any off was always the ‘big one’. A driver was either on the limit of fear, or nowhere at all.

And that remains the challenge at Spa; even today, with all the safety that underpins the modern track, it remains a true test of a driver’s grit, a driver’s ability to keep the boot in.

Nowhere to hide at the fastest open road circuit in the world

Spa chronicles the history of motorsport. They were running races here through the Ardennes as early as 1896; in 1902, locals sealed off the roads and created the world’s first public-road race track. That changed year-on-year, with one configuration running over 100kms. A local Liège-based newspaper named Le Meuse was the first big sponsor and its owner, Jules de Their­, along with driver Henri Langlpois van Ophem, and (then mayor of the small town of Spa) Baron Joseph de Crawhez, conceived the final layout late one afternoon in 1919 in the bar to the Hotel des Bruyères in the village of Francorchamps, where the three men, settling on the idea of a motor race to bring tourism back to the war-ravaged area, traced a simple triangle using local roads that connected the three villages that would give rise to legends―Francorchamps to Malmédy to Stavelot.

And so the most frightening track in world motorsport was born.

Racing started in 1922, and by 1924, a year after Le Mans, Spa hosted its own 24-Hour race. The 24 Hours at Spa went on to become synonymous with endurance cars and touring cars before becoming, today, one of the world’s most prestigious GT3 races.

The original layout was fast, and it would change little over the years. What changes there were, were designed to make Spa even faster. In 1939, the slow uphill bend at Ancienne Douane (the old customs office) that crossed over a small stream named Eau Rouge was replaced by a fearsome right-hand sweep that charged up the hill. Named Le Raidillon (literal translation meaning “steep path”), today it is better known as “Eau Rouge” (though historians and locals are always quick to point out the error of that).

Up the hill, the Kemmel straight, which is still used to this day, was also straightened. Then in 1947, after World War II had come to a close, the tight bend entering Stavelot was replaced by a banked sweeper, and the Malmedy Chicane was straightened. And that, until 1970—when safety fears meant Spa got Armco all the way around at the same time as Le Mans, this after the track was boycotted (led by Jackie Stewart) by Formula 1 the year before―was how it remained.

In 1970, the track hosted one more Formula 1 race, but the safety changes were ruled inadequate by Stewart, and by the time the F1 circus came back, in 1983, Burnenville, Masta, and La Carriere had been lost to history. Stewart was right about the Old Spa, though, as events in 1972, 1973, and 1975 in the 24-Hour races would sadly demonstrate—all those races suffered multiple fatalities. As a result, major series abandoned the track at the tail-end of the 1970s—cars were just too quick by then, with Henri Pescarolo in his Matra, at the 1973 Spa 1000 km World Sportscar Championship race, lapping at an average speed of 262kmh (163mph).

The 24-Hour race, meanwhile, no matter whether it was part of the European Touring Car Championship from the 1960s through the mid-1980s, or sportscars in the 1950s, or endurance cars in the early 1980s, no matter if it was the first race for the AMG “Red Pig” or another win for the legendary Ford Capris or the current blue riband event for GT3s, remains one of the world’s greatest events.

In 1979, the decision was made to consign the Old Spa to memory, and a new track was built. All that was left were the tales of horror-filled nights, and the legends who came here and triumphed.

The new Spa may not be quite as terrifying, but it remains a high-point in the career of any driver―a win here is worth a lot more than at any other place.

Project CARS 2’s modern layout was tested extensively by a man who knows this place like the back of his hand― 2012 and 2014 24 Hours of Spa winner René Rast.

Old or current, Spa is always Spa―and even on those rare days when there is no rain, it remains the ultimate challenge for a driver’s ability and courage.



BMW’s M6 GTLM spec’ racer is the very embodiment of the M-sport badge: Discover the power and poise for yourself in this weekend’s challenge as you come to grips with Nic Hamilton’s 1:44:455 at the Circuit de Barcelona-Catalunya. Can you Beat the Pro?



LAP TIME TO BEAT: 1:44:455

THE PRO: Nicolas Hamilton  |  TWITTER: Here

Nicolas was using the in-game Default Setup


The BMW M6 GTLM: M for Motorsport

Many manufacturers have a race division but few badges evoke the same passion and instant recognition as the M-badge … as you’ll discover in this weekend’s challenge in the BMW M6 GTLM, a race car that reflects all the history and pedigree of BMW’s Motorsport division …

Jochen Neerpasch And The Mythical M-Sport Badge
The M-Sport brand is one of motoring’s most aspirational brands. Pull up aside any bimmer anywhere in the world that flashes the M with its three-colored warning, and you know you’re astride a purpose-built, track-stomping speed-machine. M for BMW Motorsport, BMW’s jewel in the crown; more than a brand, it’s an image that evokes racing passion bottled-up from the mythical European Touring Car Championships of lore―fire-spitting, rasping, crackling beasts tuned for absolute performance.

Its heritage? Look no further than the BMW M1 (that you’ll find in Project CARS 2). Not to belabor the obvious, but, well, there’s a reason why it’s called the M … 1.

So where did the M division begin? For that, you have to go back to the early 1960s when BMW’s propellers had stalled badly, the company in free-fall until the introduction of the BMW 2002―the car that saved BMW.

By 1970, BMW’s accountants had dispensed with their red pens, but out on the race track, BMW was ailing: their race car, the 2800 CS, spent every weekend getting thoroughly spanked by Ford in the guise of its classic Capri RS 2600.

BMW needed to find a way to project its rediscovered status as a major player in the German motoring landscape. And for that, what BMW needed was to win races. In 1972, the decision was made to invest heavily in their motor-sports program. The chief of Ford’s racing division, and the man who had been singularly responsible for turning the Capri into a world-beater, was Jochen Neerpasch. He was duly snapped up by BMW and offered his own fiefdom at BMW.

Neerpasch named this new division ‘BMW Motorsport GmbH’. The M for Motorsport. History had just been made, though at the time there was no actual plan to leverage the M badge into the road-car division.

With 35 employees, Neerpasch got down to work on creating a Capri-beating BMW. Given he’d created the Capri, Neerpasch knew exactly what was needed, and it came in the dazzling, era-defining shape of the BMW 3.0 CSL. The L stood not for the usual lang (long, in BMW-speak) but leicht (light, in Mercedes-speak). Neerpasch stripped everything out of the 3.0 CS, used aluminium for the doors, hood, and boot, swapped out the glass for Perspex, and, in 1973, won the European Touring Car Championship and added a (class) win at Le Mans for good measure.

The legend of BMW’s M division was born. And in the 3.0 CSL you can find the blueprint for every race-winning BMW M-car―low weight, front-engined, big power. It’s a recipe that has carried straight through to BMW’s current GT-runner, the BMW M6 GT and GTLM that you’ll find in Project CARS 2.


In Project CARS 2, you can choose between the M6 GT3 and the M6 GTLM. The differences between these two cars are tiny and based on the rules under which they race―the GT3 mandated by the FIA’s rule-set while the GTLM is guided by the IMSA rule-set. That means the GTLM has smaller front tyres and there are marked differences in the aero―the GTLM, for instance, doesn’t have the GT3’s spoiler. There is also a tiny difference in power. For this weekend’s Beat the Pro challenge, you’ll be racing the GTLM spec’.

Z4 to M6―the search for power

The M6 project, that came to life back in 2013, was an important one for BMW as it sought a more ‘natural’ replacement for the outgoing Z4 GT3. For BMW, projecting a new GT-runner came with many considerations: the car needed to have a big upgrade in power, needed to retain the balance and sheer drivability of the Z4, needed to be cost-effective to attract buyers, and, finally, needed to connect to a car that was part of its current line-up.

The logical option for BMW was to strip down its legendary M4, but after some time on the dyno, it was decided that car’s 3-litre was not up to what BMW had in mind―a big power upgrade from the Z4. What BMW were after was something a lot more menacing, something like … a 4.4-litre twin-turbo V8. And, oddly enough, that was just the engine that powered their M6.

BMW then sat down and had a hard think: firstly, about whether their V8 could compete against the mighty engines in GT3 where dozens of the world’s top automakers were competing both for wins and driver’s loyalty (not to mention checkbooks) with V8s, V10s, and V12s; and secondly, about whether they could do something with the M6 platform itself, a car that topped the scales at almost two tons.

With the go-ahead given late in 2013, BMW got to work refining their new GT-runner. That meant getting the engine reliable enough for 24 hours of hard-racing (cue months of development work in Sweden), and finding a way to rid 500KGs of flab.

This meant carbon fibre replacing anything that looked like metal. And key, too, was BMW’s decision to shift the whole engine back from the front-axles to help with the weight-balance―this enabled by the weight-saving spaceframe. And given weight saving was crucial, why have the exhaust run to the rear of the car when it could just spew out flames from just behind the front wheels?

With power sorted―585hp―and weight down―a slender 1,300KGs―BMW then got to work on the aero package. That came with two bits you’re likely not to have missed―an almost 6-foot wide rear wing, and an absolutely massive diffuser.

The BMW M6 GT3 and GTLM debuted in 2016 at Daytona and was immediately on the pace. By the summer, BMW’s new GT3 confirmed its prowess by winning one of the most important races on the GT calendar in its debut season―the Spa 24 Hours. BMW had succeeded in building a car that carries with it all the hallmarks of what M-power is all about: a powerful front-engined driver’s car that, in the right hands, is an out-and-out race winner.




The Triple Crown-winning Chevy Corvette C7.R was tested in-game by Tommy Milner, who won Le Mans with it. For this Weekend’s Challenge, though, it’s Nic Hamilton’s turn to step into the cockpit of the mighty Chevy. Are you quick enough to Beat the Pro at Spa in a 2:21:179?



LAP TIME TO BEAT: 2:21:179

THE PRO: Nicolas Hamilton  |  TWITTER: Here

Nicolas was using the in-game Default Setup


Chevrolet Corvette C7.R

Vehicle Lead Casey Ringley gets under Chevy’s supercar and finds a lot to love

The Corvette C7.R is Chevy’s all-winning GT race car built by Pratt & Miller, specifically designed for endurance racing. It scored an impressive three wins in its debut season (2015), including the Daytona 24 Hours and Sebring 12 Hours. And if that was impressive, it then went on to clinch the Triple Crown of endurance racing that same season when it won the 24 Hours of Le Mans with Project CARS 2 consultant Tommy Milner doing the wheel-work.

In 2016, it scored yet another win at Sebring (with Tommy Milner again) and, despite a poor show at Le Mans, claimed the endurance championship back in the US.

During the development of the C7.R, we had the great opportunity of working with one of the real drivers at Corvette—Tommy Milner. We’ve actually known Tommy since he was a 14-year old kid just getting started in karts and fooling around with simulation games, so it’s beyond cool to see where his career has gone.

Cutting to the chase here, the C7.R is just a great package for endurance racing. The way it fits into Le Mans rules sees it running at the standard class-minimum of 1,245kg (20kg more than the Porsche and Aston, which both get a break), along with 2×29.1mm air restrictors; this sees the C7.R push-out a healthy 500HP @ 6,000RPM.

The rear wing height and Gurney flap size, additionally, means it pays something of a drag penalty for that power, but overall, the aero’ package is simply excellent. The extra drag turns into a fine amount of downforce, and general ride height/pitch sensitivity is low for a modern GT thanks to the short overhangs. It might not always be fastest over a single lap, but it’s super-easy to push the C7.R at maximum performance over long stints.

The LS5.5R engine (5.5-litre Chevy V8) would, amazingly, be good for upward of 750HP—unrestricted. This matches up with some performance packages Katech produces for similar units you can run on the road. More amazing still is that Corvette averaged 14-lap stints at Le Mans, same as the Aston, despite having a fuel tank that was 10 litres smaller. Direct injection is contributing to that big-time. The torque curve, meanwhile, is massive and, in restricted form, you are right up at 95 percent of peak power from 4,900RPM right through to 6,500RPM. It doesn’t need to rev’ out to the limit for max’ performance, and the fuel savings benefit you get from using fewer RPM can be a huge benefit over the long haul.

Tommy gave the car in Project CARS a run just before the Daytona 24 Hours, and said we were on the right track, but had the default setup running too stiff. That instantly clicked with something I remember from the older C6.R, and that drivers Pratt & Miller Motorsports actually ran that car on softer spring rates than the road car. The setup we’ve ended up with now is a much better match to how they run the car in the real-world. You can make it as stiff as the Vantage GTE or others if you wish, but there really is something to say for letting it roll around a bit more, and it can do that without getting a penalty thanks to really docile aero.

Motion Ratios: 0.71 / 0.78
Damper Transition, front: 30mm/s bump – 60mm/s rebound
Damper Transition, rear: 51mm/s bump – 95mm/s rebound
Unsprung mass: 45 / 55kg



Your weekend challenge is here. Nic Hamilton took to Monza with the one and only Ferrari LaFerrari and clocked a blistering 1:43.970. Are you fast enough to Beat the Pro?



LAP TIME TO BEAT: 1:43.970

THE PRO: Nicolas Hamilton  |  TWITTER: Here

Nicolas was using the in-game Default Setup


Ferrari LaFerrari

There are cars, sportscars, supercars, and hypercars. And then there is the Holy Trinity—three cars that defy superlatives, and define the absolute zenith of possible performance in a street-legal car. There are only three that belong to this hyper-exclusive group, and all are in Project CARS 2.

One is a masterpiece from Maranello.

Ferrari LaFerrari

The numbers are astonishing. And numbers, when it comes to hypercars, matter. This car is so quick, quoting 0-100 (2.4s) is superfluous: it gets to 200kmh in less than seven seconds, and 300kmh in 15s. Top speed is somewhere around 350kmh, and that’s because it’s electronically limited.

As for the name—it’s not the Ferrari. It is the Ferrari.

LaFerrari, of course, could come with nothing other than a V12. Not just any V12, either, but a 6.3-litre monster that is the most powerful road-car engine Ferrari has ever made, 788hp at 9,000RPM. But wait … there’s more. Another 161hp comes from the electric engine for a total power output of 949bhp, and 663 lb-ft of torque.

Almost a thousand horsepower in a car that weighs just 1,200kgs … less than your average small-size family sedan.

For the styling, Ferrari—for the first time since 1973—chose not to use Pininfarina’s studio and, instead, employed their own in-house designers (Centro Stile Ferrari), all overseen by Flavio Manzon. This in itself makes LaFerrari a unique car for Maranello given that Pininfarina has been intimately involved in styling Ferrari’s aesthetic since 1951.

For the engineering, Ferrari also didn’t need to go far—this was developed by their Formula One and GT division, with legendary F1 designer, South African Rory Byrne (who conceived 11 Championship-winning cars during the Schumacher era), serving both as the technical and design consultant.

One of the key elements of the LaFerrari is the seat that has been built as part of the chassis (it doesn’t move—it’s the pedal-box and telescoping steering wheel that move for driver comfort) to ensure both the rigidity of the chassis as well as lowering the centre of gravity. For the driver, that means an almost F1-style driving position. Weight-saving is accomplished by using four types of carbon fibers, all hand-laid sheets of mesh, including T1000 (the doors), M46J, Kevlar (for the underbody), and T800.

Ferrari had four objectives for this car—to maximise aero’ efficiency, ensure perfect weight distribution, lower the centre of gravity, and find a way to achieve all of that while marrying their F1-derived KERS-hybrid lump. This was no easy task—the hybrid system takes up a lot of square-inch-space with coolants and, with the big 6.3-litre V12, Ferrari had to come up with some innovative solutions to fit all that into a car that is as big as its successor, the Ferrari Enzo (also in to Project CARS 2).

The weight distribution that Ferrari settled on was a 41F/59R configuration.

For the aero’, Ferrari also didn’t have to go far, employing their F1 wind tunnel to create the most aero’-efficient road car in history. Active aero’, combined with the aero’-shape, work in tandem: or to quote Ferrari, “The front wing creates downforce by eliminating pitch sensitivity caused by the pronounced splitters. A broad central air vent on the front hood extracts hot air from the radiator.

Finally, the front spoiler also generates downforce. A central flap helps keep the air escaping from the vent close to the bodywork to reduce wake turbulence, while the rear radius of the vent reduces drag.”

The active aero’ means the underbody of the car fluctuates, using the rear spoiler as a trigger: flaps will engage front and rear to increase downforce and, at max speed, influence the drag by pushing air away from the radiator. Cornering, meanwhile, is aided by a whole host of technological wizadry—full-bore F1-derived electronic traction control that is mated with the hybrid system.

That leads to the KERS system maintaining RPM to increase throttle response, while the traction control system feeds torque to the rear wheels via an electronic diff’, Ferrari’s in-house E-Diff 3. The brakes serve to charge the batteries, and the tech’ is so advanced even in full anti-lock mode, the battery is still being fuelled by the energy from the carbon ceramic Brembo brakes.

Ferrari made only 499 of the coupe, all immediately sold to Ferrari’s chosen customers; in August 2016, Ferrari announced the 500th model would be sold at auction with all proceeds to be sent to victims of the central Italian earthquakes. In December of that year, the car sold for $7.5 million.

Is this the fastest hypercar in Project CARS 2? Is it your favorite? Let us know in the comments.



Beat The Pro – Donington ParkCan you Beat The Pro? This weekend’s challenge is rallycross star driver Mitchell deJong at Donington Park. Do you think you’re quick enough? Grab Mitchell’s setup here and see how close you can get to beating the pro:

Posted by Project CARS on Friday, 24 November 2017


LAP TIME TO BEAT: 1:33:160
CAR TO USE: BMW 320 TC [E90]

Project CARS 2 Media mitchell-dejong-is-ready-for-2014

THE PRO: Mitchell deJong  |  TWITTER: Here

Mitchell’s Setup


Why the BMW 320 TC (E90)?

Because the BMW 320 TC comes with a neat “little” 1.6-litre, DI-turbo, four-cylinder engine pushing out a juicy 310hp at 8,500RPM. It also comes with a six-speed sequential gearbox and weighs under 1,200KGs, making it not only quick, but imperiously fun. It’s was a staple of the World Touring Car Championship in 2011, finishing fourth in the driver’s championship, and second in the constructor’s. With typical BMW handling characteristics―an exuberance of oversteer―and agility through the fast bits, this is a car well suited for rough-and-tumble Touring Car action.

Coming in at a price of 220,000 EUR, the BMW 320 TC may not have climbed to the dizzy heights of its predecessor, the championship-winning BMW 320si WTCC, but it remains a beautifully poised car―a true driver’s car.

Why Donington Park?

Because Touring cars and Donington is a match made in motorsport heaven. The circuit has hosted touring cars for decades, not only the BTCC during its golden years, but also rounds of the World Touring Car championship, including 2011 when the BMW 320 TC finished on the podium. It’s a track that gets the most out of elbows-out, side-by-side racing, its flow intimately suited to the ragged-edge-style of tin-top racing. It also helps that Nigel Mansell, back in 1998, featured in one of the greatest touring car races of all time here, fighting the tin-top pros door-to-door in his Ford Mondeo in the damp in what is generally acknowledged to be the best touring car race in history.

And while on the subject of pros, Red Bull rallycross star and Honda OMSE driver, Mitchell deJong, has taken the BMW 320 TC (E90) in Project CARS 2 and stuck in a lap of 1:33.160.

Are you quick enough to Beat the Pro?

Head over to our Discord and submit your video if you think you can Beat The Pro.




Driver: Speeddmon91


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