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Official logo of the DTM
Official logo of the DTM

The Deutsche Tourenwagen Masters (DTM, German Touring Car Masters) is a touring car series sanctioned by DMSB and ITR who have been affiliated to the FIA since 1976 and 2003 respectively. The series is based in Germany, but also with rounds elsewhere in Europe, and races a silhouette racing car based on a mass-produced road car.

From 2000 onwards, this new DTM continued the former Deutsche Tourenwagen Meisterschaft (German Touring Car Championship) and ITC (International Touring Car Championship) which had been discontinued after 1996 due to high costs.


During the ITC era a large proportion of the revenue generated by the championship went to the FIA, with the result that less went to the teams who subsequently complained of little return on their increasingly large investment in the high-tech series. Since 1997 many ideas have been discussed in order to find a compromise for rules of a new DTM. Opel put the primary emphasis on cost control, Mercedes-Benz supported expensive competitiveness in development, BMW wanted an international series rather than one focused on Germany only, while Audi insisted on allowing their trademark quattro four-wheel drive (despite running the rear wheel drive Audi R8) in sports car racing.

The DTM returned in 2000 as Mercedes and Opel had agreed to use cars that were based on the concept car that was shown by Opel on various occasions, e.g. the 1999 24 Hours Nürburgring where Opel celebrated its 100th anniversary. The series adopted the format of the 1995 championship, with most rounds held in Germany with occasional rounds throughout Europe, but having learnt the lessons of the ITC disaster, the ITR constantly strived to keep costs in the series from exploding to unreasonable levels, and to keep the championship firmly tied to its German roots. As too many races were planned outside Germany, no Championship (Meisterschaft) status was granted by the DMSB, and the DTM initials now stand for Deutsche Tourenwagen Masters [28] (German Touring Car Masters).

Unlike the previous incarnation which primarily used saloon models like the Mercedes-Benz W201, the new DTM featured only 2-door coupés. Opel used the upcoming Coupé version of the Astra as in the concept car, and Mercedes the CLK model which already was used as a pattern for the Mercedes-Benz CLK-GTR.

The motorsport arm of the Bavarian tuning company Abt Sportsline was allowed to enter on short notice. Abt used the Audi TT as a basis, as Audi had no suitable 2-door coupé, even though the dimensions of this car did not fit into the rules. The 1999 STW-Supertouring-champion Christian Abt could not defend his STW title as this series was also discontinued, with Opel moving into DTM.

In May 2000, the new DTM started with the traditional Hockenheimring short track version. Some cars still had no or few sponsorship decals. While Opel could match the speed of most Mercedes in the 2000 season, the hastily developed Abt-Audis were mainly outclassed. As the TT shape had rather poor aerodynamic properties, Abt was allowed to use a stretched form later. Further benefits like a higher rear wing helped the Abt-Audi TT-R win the DTM championship in 2002 with Laurent Aïello.

In 2002 DTM introduced the HANS device to protect drivers from the series of massive accidents.

In 2000, Manuel Reuter came second in the championship. After that year, no Opel driver was among the top three, with few podium finishes and no victory for the disappointing "lightnings". On the other hand, it was Opel team boss Volker Strycek who brought a new highlight to the fans, by racing a modified DTM car on the traditional old version of the Nürburgring in 2002, 20 years after the top classes had moved to the modern Grand Prix track, and 10 years after the old DTM stopped racing there. The Opels did not win in most of their entries in the VLN endurance races as they were mainly testing, but the speed was impressive, and the fans loved it. They won however the 2003 Nürburgring 24 Hours against factory efforts by Audi (Who also ran a DTM-spec TT) and BMW (Who ran an ALMS-spec M3).

After their successes with the Audi R8 and the official support of the Abt-TTRs at the Nürburgring, Audi finally joined the DTM as a factory entry in 2004. The three constructors involved decided to switch to saloon bodies. The road models used as patterns since 2004 are the Audi A4, Opel Vectra GTS and the Mercedes-Benz C-Class. All dimensions, like wheelbase, are identical in order to provide equal opportunities without the actual design of the road cars having any influence. Audi immediately had stellar success in 2004 with Swedish driver Mattias Ekström, now a long-time veteran of the sport, becoming champion for the first time.

The championship suffered a setback in 2004 when long-time also-ran Opel decided to pull out of the series at the end of the 2005 season, as part of a large cost-cutting operation in General Motors' European division. Initially the gap looked set to be filled by MG Rover, however their plans to enter the series were cancelled after the company collapsed in April 2005. Audi and Mercedes fielded 10 cars each in 2006, but the important television deal with the major television station ARD required three marques in 2007.

The DTM carried on with only two manufacturers. The years 2007-2009 were marked by the dominance of Audi. Swede Mattias Ekström won the second of his two titles in 2007, and Timo Scheider took the driver's championship in the following two years. Mercedes were in the runner-up positions in both 2008 and 2009 (Paul di Resta in 2008 and Gary Paffett in 2009). In 2010, Mercedes finally bridged the gap to Audi, as di Resta won the 2010 championship driving for AMG Mercedes.

In 2011 and 2012, the DTM held a Race of Champions-style exhibition event in the Munich Olympic Stadium.[1]

In 2012 BMW made a return to the series after twenty years away,[2] and won the drivers', teams', and manufacturers' titles.[3]

Audi has switched from the A4 to the A5 in 2012[4] and to the RS5 in 2013.[5] In 2013, F1-style Drag Reduction Systems were introduced by DTM to improve racing.

In 2014, the body shape as well as aero kits of all DTM cars were remodified to improve racing. The double-header races (Saturday and Sunday races) were returned in 2015 and thus switching from lap-race to timed race. The qualifying format were also reformatted into single-session timed qualification (similar to Formula One 1996-2002 qualifying format but DTM only have 20-minute qualifying session) for Saturday and Sunday races. Performance weights were also introduced to determine the winning cars's weight.

In 2017 the DTM field size was scaled down from 24 to 18 cars to improve quality as well as making it more affordable for its existing manufacturers and a more attractive proposition for any prospective entrants.

From 2019 season, the turbocharged engines were reintroduced for the first time since 1987 old DTM season (see article below for full story).

International expansion

In March 2010, GT Association (the governing body in Super GT series in Japan) reported the ITR are starting to unite the mechanical regulation with Japan's GT500 (Super GT's upper class), and NASCAR's Grand American Road Racing Association Grand Touring division to form a new Grand Touring specification.[6] In October 2012 a cooperation deal between DTM and Super GT was signed in Berlin. The agreement regarding the use of the 'New DTM' regulations by Japan's Super GT begins in 2014 and runs – for the time being – for four years.[7] DTM is set to ditch V8 engines in favour of two-litre turbos by 2019 at the latest, which Super GT had implemented in 2014.[8]

On 27 March 2013, the ITR and NASCAR Holdings' road racing division, United SportsCar Racing, announced after years of planning, a North American DTM is scheduled to start between 2015 and 2016 based on the 2014 DTM regulations.[9] But North American DTM are not yet commenced currently.

Race format

When the series returned, it used a similar format to 1996: two races of 100 kilometres, with a short break between them. In 2001 and 2002 there was a short race of 35 kilometres as well as a long race of 100 kilometres, which included one pit stop and gave points for the top 10 as in earlier seasons. From 2003 to 2014 there was only one race, which had a distance of about 250 kilometres, and two mandatory pit stops.

For the 2015 season a new race format was introduced. Race weekend consisted of 40-minute (Saturday) and 60-minute (Sunday) races. On Saturday's race a pit stop was optional, while on Sunday's race a pit stop was mandatory and all the four tyres had to be changed. Both races had the same scoring system.

From the 2017 season, both races of a weekend will feature the same distance – 55 minutes plus a complete lap, with one of them being held on Saturday, the other on Sunday. In both races, the drivers have to pit at least once for a set of fresh tyres.[10] For the 2019 season the time limit race format was abolished and the series reverted to the fixed lap race format that was last used in 2014.[11] However, after the opening round of the 2019 season, the series reintroduced the 55 minute plus one lap distance format due to television programme duration issues.

DTM drivers

The drivers have been a mixture of young and older drivers, including well known former Formula One drivers David Coulthard, Bernd Schneider, Allan McNish, Jean Alesi, Heinz-Harald Frentzen, Ralf Schumacher, JJ Lehto, Pedro Lamy, Karl Wendlinger, Emanuele Pirro, Stefano Modena and two-time F1 world champion Mika Häkkinen. Others, such as Laurent Aïello, Tom Kristensen, Dindo Capello, Frank Biela, Marco Werner, Lucas Luhr, Alexandre Prémat, Yves Olivier, Jaroslav Janiš, and Alain Menu have made their career racing in sports cars and touring cars.

Increasingly, the DTM is being used by young guns such as Robert Wickens and Gary Paffett to jump-start their racing career in single-seaters. Wickens was in the 2012 Mercedes young driver program and in his first year of DTM. This strategy appears to have worked well for Christijan Albers, who built a reputation by finishing second and third in the 2003 and 2004 championships with Mercedes-Benz and then graduated to Formula One in 2005. He came back in 2008, but this time driving for Audi. After winning the championship in 2010, Paul di Resta raced from 2011 until 2013 for Mercedes-engined Formula One team Force India. He has now returned to the Mercedes DTM team. Pascal Wehrlein, who has won the championship in a Mercedes car in 2015 went on to race for Sauber F1 Team and is a testing driver for the Mercedes works team.

Gary Paffett has also used his championship win to gain a test with McLaren, and they signed him as permanent test driver for 2006. This prevented Paffett from defending his title in 2006, however he thought that it will be a springboard for a race seat during the 2007 Formula One season. The plan failed however, and Paffett returned to DTM in 2007, but in a 2006 specification car.

Four female drivers have taken part in the championship. In 2006 Vanina Ickx started racing for Audi and Susie Stoddart-later-Wolff in 2011 for Mercedes. In 2008 Ickx was replaced by Katherine Legge, who was subsequently replaced for the 2011 season by Rahel Frey.

Cars and specifications

The DTM is a customized mass-produced touring car. The championship controls and specifies the chassis/car and engine manufacturers that teams are allowed to use each season. The league's choice of manufacturers are changed every three years. Currently Aston Martin, Audi and BMW provides the cars to all teams, with Aston Martin, Audi and BMW providing the engines respectively. Opel has provided cars and engines in 2000-2005 with two different models (Astra in 2000-2003 later Vectra GTS V8 in 2004-2005). On 24 October 2004, Opel stated that it would be ending its DTM program effective with the end of the 2005 season, citing costs that exceeded value as well as company restructuring, according to then Opel Motorsport Director Volker Strycek, "The company is reviewing the prioritization, efficiency and customer focus of its spending, or instance, it is in the process of analyzing the efficiency of its advertising buying, and has decided to end its participation in DTM racing in Germany after completing the '05 season." The Deutsche Tourenwagen Masters cars closely resemble public road vehicles but heavily modified into a race version.

In 2000, Mercedes-Benz AMG came to the new DTM from the 24 Hours of Le Mans. Mercedes-Benz won their first race in 1st Hockenheimring round, as well as the series title. In July 2017, Mercedes-Benz AMG company officials announced the company's withdrawal from German touring car racing after 2018 season and the immediate discontinuation of its DTM program, coinciding with its entrance into FIA Formula E Championship in 2019, and its discontinuation of its DMSB program.

During the first inaugural resumption season, all DTM car styles were utilized shorter two-door coupé-style cars until 2003 season but in 2004 coupé-style cars were minority due to the transition to four-door sedan saloon-style cars. In 2004 the four-door sedan saloon-style cars were introduced due to touring car racing's core philosophy (several touring car racing tournaments have a de facto 4-door sedan saloon cars) until 2011. For 2012 season onwards the two-door coupé-style cars were returned until to date but the two-door coupé-style cars are much more different than 2000-2003 cars (longer length, longer wheelbase, slightly lower height and aggressive aero package). The updated new coupé-style cars were introduced in 2017 thanks to new rear wing.

The cars are supposed to be fast and spectacular, while still fairly cheap to build and run. All DTM race cars have RWD and 4.0 L V8 engines (now 2.0 L inline-4 engines) which are air-restricted to 460 hp but now into over 500 hp since 2017 until 2018 season and now into 610 hp including 30 hp push-to-pass since 2019 season onwards, no matter if similar layouts or engines are available in the road cars. Instead of the road car bodies, unrelated purpose-built chassis are used, which are closer to prototype racing. Many drivers have in fact described the handling of the cars as closer to single seater racing cars than road cars. Only the roof sections of the road cars are put on top of the roll cages, and lights and other distinctive design features are used in order to provide a resemblance to the road cars. Also, in order to save money and provide close racing, many common parts from third party specialists are used, like transmission (from Hewland), brakes (from AP Racing), wheels (from ATS) and Hankook tyres (see below). The all-important aerodynamic configurations are tested in wind tunnels before the season, brought to an equal level, and kept that way throughout the season.

DTM cars adhere to a front engine rear-wheel-drive design (similar to public legal road car). A roll cage serves as a space frame chassis, covered by CFRP crash elements on the side, front and rear and covered by metallic bodywork. They have a closed cockpit, a bi-plane rear wing, and other aerodynamic parts such as front splitter, side winglets and hood holes (see also on Aerodynamics section for more details).

The price of 1 unit current DTM car is normally €600,000-1,000,000 complete.

All Deutsche Tourenwagen Masters cars aero packages are completely assembled. The car floor underbody is flat. Serratured side front fenders are included along with triple-decker front side winglet flicks, multiple side winglet flicks and multiple rear winglet flicks. The current rear wing of all Deutsche Tourenwagen Masters cars are slightly wider, bi-plane wing and also parallelogram rear wing end plate. DTM cars have included a Drag Reduction System since the 2013 season (similar to Formula One) for helping the driver to overtake the other opponents.

For the transmission gearboxes, all DTM cars currently use a semi-automatic transmission with 6-speed gearbox operated by paddle shifters and supplied by Hewland Engineering since the 2012 season (including reverse gear) using a DTT-200 model. From 2000 to 2011, all DTM cars used sequential manual transmission with a 6-speed gearbox operated by the gear shift stick lever. The clutch of all DTM cars are CFRP 4-plate clutch operated by foot-pedal and provided by ZF. Mechanical limited-slip differential are also allowed and constant velocity joint tripod driveshafts are also used. All Deutsche Tourenwagen Masters cars drivetrain are currently front-engine with rear-wheel-drive layout.

AP Racing supplies monobloc brake calipers, carbon brake discs, pads and disc bells, which are exclusive to all Deutsche Tourenwagen Masters cars since 2000. The carbon brake discs are thicker for improving braking power while approaching sharper corners.

The suspension of all Deutsche Tourenwagen Masters cars is upper and lower wishbones, pushrod operated and coupled with adjustable gas pressure dampers.

ATS exclusively supplies wheel rims for all Deutsche Tourenwagen Masters cars since the 2017 season. Previously O.Z. Racing, BBS and AMG were wheel rim suppliers per manufacturer. The wheel rims of all DTM cars are made of magnesium alloy wheels. The wheel size of DTM wheels are 12 in × 18 in (305 mm × 457 mm) on front and 13 in × 18 in (330 mm × 457 mm) on rear.

Hankook is currently the sole tyre partner for the series since the 2011 season until at least 2023.[12] Previously Dunlop Tyres was the tyre partner of DTM from 2000 to 2010. The DTM runs the bespoke compounds and same size as LMP and GT cars since 2000 and re-profiled in 2012. The front tyre sizes are 300/680-R18 (11.8/26.8-R18) and the rear tyre sizes are 320/700-R18 (12.6/27.9-R18). The compounds of Hankook Deutsche Tourenwagen Masters tyres are two dry compounds (medium and hard) and one wet compound (full-wet only).

For the safety equipment, all DTM cars seating uses removable carbon-fibre shell driver's seat with 6-point seat belts. The steering wheel of all DTM cars are free design per one manufacturer with multiple buttons (similar to Formula One). All DTM cars are also equipped with Bosch Motorsport DDU 8 data display units since 2012 until 2018 season before replaced by newly upgraded DDU 10 display in 2019. The fire extinguisher of all DTM cars are included in the bottom right-hand side underneath. The interior rear-view mirror was used in 2000 until 2018 before it was replaced by newly innovated rear-view camera from the start of 2019 season.

The cockpit of all DTM cars are fully protected by doors, windshields and roofs (shielded by polycarbonate glass for windscreen, side windows and rear windows including also windshield wipers for rain weather only in the windscreen) because of current coupé-type car.

Interior rear-view mirror were featured in 2000 until 2018 before it was replaced by newly rear view display screen.

The fuel tank of all DTM cars are made of kevlar-reinforced rubber safety tank supplied by ATL. Currently the fuel tank capacity of all DTM cars are 120 litres (32 US gallons) since 2012–present. Previously, the fuel tank of all DTM cars were 65–70 litres (17–18 US gallons) in 2000-2011.

Refuelling during a race is banned due to safety and cost reasons. In 2000-2011 refuelling was allowed during whole race weekend sessions.

All DTM cars carry a Bosch-provided electronic control unit (newly upgraded Motronic MS 7.4 model). Live telemetry is used only for television broadcasts, but the data can be recorded from the ECU to the computer if the car is in the garage and not on the track. The power box management of all DTM cars are utilizing Bosch PBX 190. The battery of all DTM cars are supplied by Braille B128L Micro-Lite lithium racing battery since 2012 season.

Rear view mirrors for all DTM cars are fully mandated to easily viewing opponents behind.

The cars were powered by traditional classic naturally-aspirated (no turbocharger or supercharger) indirect-injected with four-stroke stock block V8 engines, with aluminium alloy blocks, 2xDOHC valvetrain actuating four-valves per cylinder and limited to 4.0 L (244 cu in) displacement since the series' rebirth in 2000. DTM car engines are currently producing over 500 hp (373 kW; 507 PS) power output at 8,500 rpm. Audi, BMW and Mercedes-Benz are currently providing DTM engines with the manufacturers respectively. The engines of all DTM cars are prototyped race custom-built similar to 2006-2013 Formula One engines, 1997-2011 IndyCar Series engines and other naturally-aspirated V8 racing engines.

DTM engines were rev-limited to 9,000 rpm. The valve train is a dual overhead camshaft configuration with four valves per cylinder. The crankshaft is made of alloy steel, with five main bearing caps. The pistons were forged aluminum alloy, while the connecting rods are machined alloy steel. The firing ignition was a CDI ignition system. The engine lubrication was a dry sump type, cooled by a single water pump. The fuel feed of first-generation DTM engines were traditional electronic indirect multi-point injection (MPI).

The first generation DTM engine weight are DTM-mandated minimum 148 kg (326 lb) without filter and spark box.

The first generation 4.0 L (244 cu in) V8 engine normally aspirated 90-degree configuration were used as a required engine configuration until 2018 season.

The current, second-generation Deutsche Tourenwagen Masters engine unit (known as "Class One") was introduced in 2019, the current engines are based on Japanese Super GT GT500 class engines. All Deutsche Tourenwagen Masters cars switched from outgoing traditional 4.0 L (244 cu in) V8 naturally aspirated indirect electronic injection to an all-new road car-based mass-produced fuel-efficient 2.0 L (122 cu in) Inline-4 cylinder with four-stroke piston Otto cycle inter-cooled turbocharged direct injection engine from the 2019 season onwards called the "Class One" while the current coupé-style cars will also remain from 2019 beyond.[13] This will mark the return of turbocharged engines in 2019 season for the first time since 1989 Deutsche Tourenwagen Meisterschaft season (see Turbocharger for full story). The all-new second-generation engine fuel delivery will be gasoline direct injection instead of traditional electronic indirect injection. The current second generation engines are fully based on public legal production vehicles. The power output of all-new second-generation DTM engine will be increased from 500 to 610 hp (373 to 455 kW; 507 to 618 PS). Aston Martin, Audi and BMW are currently providing DTM new generation of engines with the manufacturers respectively. The engine components are aluminium alloy blocks, DOHC valvetrain actuating four-valves per cylinder and limited to 2.0 L (122 cu in) displacement. The new push-to-pass system will be introduced in 2019 to improve racing spectacle and will produce about 30 hp (22 kW).[14] The weight of newly second generation DTM engine are minimum 85 kg (187 lb) with turbocharger (DTM-mandated).

The new engines rev limit are upgraded to 9,500 rpm (500 rpm higher than previous generation engine) with additional 200 rpm for push-to-pass operation. The valvetrain is still a dual overhead camshaft configuration with four valves per cylinder. The crankshaft is made of alloy steel, with five main bearing caps. The pistons still remained forged aluminum alloy supplied by Mahle, while the connecting rods are machined alloy steel. The firing ignition is now spark assisted with digital inductive. The engine lubrication still remain dry sump type, cooled by a single mechanical water pump feeding a single-sided cooling system. The fuel feed of current second-generation DTM engines are gasoline direct injection which has produced roughly 350 bar (5,076 psi) of rail pressure.

The specific fuel consumption of current second-generation of DTM engines are extremely low due to weight and lightweight design – especially in the context of avoiding CO2 emissions, environmental impact and air pollution. The fuel-mass flow restrictor rate of current second-generation DTM engines are limited to 95 kg/h (209 lb/h) + 5 kg/h (11 lb/h) push-to-pass.

The current second generation DTM engines allocation are limited to one engine per season and last up to 6,000 kilometres (3,700 miles) after rebuild. Mid-season engine change including during race weekend may resulted grid penalty for race session.

The hybrid components containing ERS/KERS, MGU-K and MGU-H will be adopted with the current second-generation "Class One" DTM engine unit at least 2021 or 2022 season due to most major auto racing tournaments are switching to hybrid-powered engines as it was announced by Gerhard Berger on 30 May 2019.[15]

The turbochargers are reintroduced from the start of 2019 season. The turbo configuration is single-turbocharged and producing the turbo boost level pressure up to 3.5 bar (51 psi) (1.9-2.2 bar higher than IndyCar Series that had 1.3–1.6 bar (19–23 psi) turbo boost level varies on every track). Swiss-American turbocharger company Garrett Advancing Motion which is a spin-off company of Honeywell International Inc. currently supplies exclusive turbocharger kits including wastegate for all DTM cars from 2019 season onwards using a 846519-15 model.

All Deutsche Tourenwagen Masters cars carried a spark plugs are made of iridium and supplied exclusively by Bosch since 2000.

The exhaust systems of all DTM cars are silencer type but made of titanium with operation of three-way catalytic converter. Currently Akrapovič (Audi and BMW) and Remus (Aston Martin (previously Mercedes-Benz)) are providing the exhaust systems. The exhaust exits were double in 2000-2018 and later cut to single exhaust exit from 2019 onwards due to inline-4 turbo introduction.

At its inception, all the DTM cars currently use ordinary unleaded racing fuel, which has been the de facto standard in German touring car racing since original DTM 1994 and the reborn of DTM in 2000 (previously the original DTM were used leaded fuels in 1984-1993). Since the 2010 season, the fuel of all DTM cars is currently Aral Ultimate 102 RON unleaded racing fuel. In 2005-2009, the Aral Ultimate 100 RON unleaded fuel was used for all DTM cars. From 2000 to 2003, Agip was providing an unleaded fuel for all DTM cars. From 2004, all DTM cars were fueled by Shell with V-Power brand until mid-2005, when they switched to Aral Ultimate 100 RON unleaded racing fuel.

Current Aral Ultimate 102 RON unleaded gasoline is resemble the ordinary unleaded public vehicles gasoline which has better mileage, environmental-friendly and safer than leaded fuels despite no alcohol or biofuel added.

The lubricant supplier of all DTM cars are mandatory recommendation by per manufacturer (Aston Martin with Total, Audi with Castrol (factory) and Total (W Racing Team) as well as BMW with Shell).

The car also features internal cooling upgrades, a new water radiator, radiator duct, oil/water heat exchanger, modified oil degasser, new oil and water pipes and new heat exchanger fixing brackets. PWR is the current DTM cooling component supplier since 2000.

According to research and pre-season stability tests, the pre-2019 model can go 0 to 100 km/h in approximately 2.6 seconds. The car had a top speed of 280 km/h (174 mph) meaning that it is the second fastest touring car behind the Australian V8 Supercars.[16]

Since DTM switched from traditional classic electronic indirect-injected V8 naturally aspirated engines to fuel-efficient direct-injected inline-4 turbocharged engines since 2019 season, the current model can go 0 to 100 km/h in approximately 2.8 seconds and now has a top speed of 300 km/h (186 mph) and thus outperforming Australian Supercars top speed.

In 2015, Deutsche Tourenwagen Masters were introduced the Balance of Performance (BoP) weight to improve racing spectacle. The Balance of Performance (BoP) weight regulations were the car weight allowance range must be 2,436–2,513 lb (1,105–1,140 kg) in 2015-2016 later changed to 2,414–2,513 lb (1,095–1,140 kg) from the mid-2017 season.[17][18] The Balance of Performance (BoP) weight regulations were scrapped just before the Austrian race due to several protests and criticisms from DTM teams.[19]

Driver aids like ABS, traction control, launch control, active suspension, cockpit-adjustable anti-roll bar and partial car-to-team radio communications are currently prohibited except fuel mapping and Drag Reduction Systems, which can only be used for 12 laps in 2018 when near enough.

The safety is very important for all Deutsche Tourenwagen Masters drivers. Race suit, Nomex underwear, gloves, socks, boots and headsocks are requiredly by driver. Meanwhile, the helmets for all Deutsche Tourenwagen Masters drivers are made of carbon-fibre shell, lined with energy-absorbing foam and Nomex padding. The helmet type must meet or exceed FIA 8860-2010 certification approval as a homologation for all auto racing drivers. HANS device are required by Deutsche Tourenwagen Masters drivers since 2002 season that meets or exceeds FIA 8858-2010 certification approval. Earpieces also required by Deutsche Tourenwagen Masters drivers to improve communication listening.

  • Manufacturers and models: Audi RS5, BMW M4 and Mercedes-Benz AMG C-Class Coupé
  • Chassis construction: Directly connected to the carbon fiber monocoque is a roll cage of high-strength steel, CFRP monocoque with integrated fuel tank, CFRP crash elements on the side, front and rear
  • Gearbox: Hewland 6-speed sequential semi-automatic paddle shift sport gearbox
  • Clutch: ZF 4-plate CFRP pull-type clutch
  • Normal weight: 2,480 lb (1,125 kg) (2017) later 2,458 lb (1,115 kg) (2018) including driver
  • Balance of Performance weight allowance: 2,414–2,513 lb (1,095–1,140 kg) (abolished since 2017 Austrian race)
  • Fuel capacity: 31.7 US gallons (120 litres; 26 imperial gallons)
  • Length: 4,650–4,775 mm (183–188 in) excluding rear wing; 5,010 mm (197 in) including rear wing
  • Width: 1,950 mm (77 in)
  • Height: 1,150 mm (45 in) measured from identical reference plane
  • Wheelbase: 2,750 mm (108 in)
  • Steering: Servo-assisted rack and pinion steering
  • Drivetrain: Rear-wheel drive
  • Aerodynamics: Specification rear wing: double-element wing with laminated gurney. Inclination adjustable from 10 to 40° (Norisring 5 to 40°) in upper element. Special diffusors, front and rear. Under floor with 30 mm high skid block. Two permissible areas for flaps at the vehicle's front end
  • Brakes: Hydraulic dual-circuit braking system, AP Racing light alloy brake callipers, AP Racing ventilated carbon fibre brake discs front and rear, brake force distribution continually variable by the driver
  • Suspensions: Independent suspension front and rear, doublewishbone suspension, pushrod system with spring-damper unit, adjustable gas pressure dampers
  • Wheel rims: Standard ATS forged aluminium wheels Front wheel size: 12 in × 18 in (305 mm × 457 mm) Rear wheel size: 13 in × 18 in (330 mm × 457 mm)
  • Tyres: Hankook Ventus radial slick dry and treaded rain tyres. Two different rubber compounds: Standard tyres and option tyres Front tyre: 300/680–R18 Rear tyre: 320/710–R18
  • Dashboard display: Bosch Motorsport DDU 8 LCD screen
  • Steering wheel: Carbon-fibre material bespoke steering wheel with multiple buttons and paddles. The design of steering wheels are free by the manufacturer
  • Safety equipment: Sabelt (Audi)/Schroth (BMW and Mercedes-Benz) 6-point seat belt, HANS device
  • Manufacturers: Audi, BMW and Mercedes-Benz
  • Configuration: V8 engine, 90-degree cylinder angle
  • Displacement: 4.0 L (244 cu in)
  • Valvetrain: 2x DOHC, four-valves per cylinder (32-valve)
  • Bore and stroke: 93 mm × 73.6 mm (3.66 in × 2.90 in)
  • Pistons: Mahle forged aluminium alloy
  • Crankshaft: Steel alloy, five main bearings
  • Connecting rods: Machined steel alloy
  • Fuel: Aral Ultimate 102 RON unleaded racing gasoline
  • Injector: Electronic indirect fuel injection. Single injector per cylinder, fed by an engine-driven mechanical fuel pump
  • Aspiration: Naturally aspirated, air intake limited by two 29 mm (1.14 in) restrictors
  • Power output: Over 500 hp (373 kW)
  • Torque: 500 N⋅m (369 ft⋅lb)
  • Lubrication: Dry sump
  • Maximum revs: 9,000 rpm
  • Engine management: Bosch Motronic MS 5.1 Engine Control Unit (ECU) with engine strategies by each manufacturer
  • Max speed: Up to 170 mph (274 km/h)
  • Cooling: Single water pump
  • Spark plugs: Bosch
  • Ignition system: Digital inductive
  • Exhaust: Silenced 4-way catalytic converter with side exit. Steel/nickel material
  • Weight: 148 kg (326 lb)
  • Chassis construction: Directly connected to the carbon fiber monocoque is a roll cage of high-strength steel, CFRP monocoque with integrated fuel cell, combined with tubular steel frame, lateral CFRP crash elements, front and rear CFRP crash elements, engine is stressed (integral) member of chassis as well as cooling radiator, front suspension, front damper and front springs on the front assembly while rear assembly contains bellhousing, gearbox and rear suspension members must meet DMSB, ITR and FIA standards
  • Chassis materials: Carbon fiber reinforced plastic, kevlar and other composites
  • Bodywork: Carbon fiber reinforced with aluminium and steel
  • Length: 4,730–4,775 mm (186–188 in) excluding rear wing; 4,958 mm (195 in) including rear wing
  • Width: 1,950 mm (77 in)
  • Height: 1,150–1,280 mm (45–50 in) measured from identical reference plane
  • Wheelbase: 2,750 mm (108 in) restricted. Adjustable wheelbase banned
  • Axle track: 1,900 mm (75 in)
  • Normal weight: 986 kg (2,174 lb) excluding driver and fuel
  • Full weight: 1,070 kg (2,359 lb) including driver and fuel
  • Balance of Performance (BoP) full weight allowance range: 1,050–1,085 kg (2,315–2,392 lb) (only for Fuji Speedway Super GT joint race)
  • Drivetrain: Rear-wheel drive
  • Gearbox supplier: Hewland
  • Gearbox model number: DTT-200 (based on FTR-200 gearbox kit)
  • Gearbox type: Carbon-fibre composite main case, longitudinally mounted
  • Gear ratios: 6 forward and 1 reverse adjustable
  • Transmission/gearbox type: Semi-automatic
  • Shifting actuation: Electro-hydraulically operated paddle shift
  • Shifting actuation system vendor: MegaLine (Audi and Aston Martin) and in-house BMW Motorsport (BMW)
  • Clutch type: 4-plate CFRP clutch
  • Clutch vendor: ZF Friedrichshafen AG
  • Clutch actuation: Foot-pedal
  • Differential: Adjustable plate-type limited-slip differential
  • Drive shafts: Tripod-joint shafts
  • Clutch friction disc diameter: 140 mm (5.51 in)
  • Clutch outer diameter: 167 mm (6.57 in)
  • Clutch transmittable torque: 900 N⋅m (664 ft⋅lb)
  • Clutch weight: 3 kg (6.61 lb) (a serial component with that torque would weigh at least 15 kg (33.07 lb))
  • Clutch material: Carbon friction material for high thermal load (standing start)
  • Clutch bellhousing: Housing made of heat-resistant steel
  • Maximum clutch operating temperature: Special diaphragm spring for high operating temperatures (short-time up to 400 °C (752 °F; 673 K; 1,212 °R))
  • Gear oil: Castrol Transmax Z (Audi), Shell Spirax S6 AXME 75W-90 (BMW) and Total Transmission Axle 7 80W-90 (Audi WRT and Aston Martin)
  • Clutch oil: Various DOT 4
  • Type: Hydraulic dual-circuit braking system, light alloy brake callipers, ventilated carbon fibre brake discs front and rear, brake force distribution continually variable by the driver
  • Supplier: AP Racing
  • Front/rear calipers: Six-piston design
  • Front/rear discs: Ventilated front and rear carbon-fiber brake discs
  • Front/rear pads: Carbon
  • Brake pressure at the pedal: 120 bar (1,740 psi; 12,000 kPa; 90,007 Torr; 118 atm; 3,544 inHg)
  • Caliper weight: 2.06 kg (4.54 lb) each
  • Carbon pad weight: 270 g (0.60 lb) each
  • Maximum brake caliper operating temperature: Over 260 °C (500 °F; 533 K; 960 °R)
  • Maximum brake disc operating temperature: Over 800 °C (1,472 °F; 1,073 K; 1,932 °R)
  • Brake fluid vendor: Various DOT 4
  • Brake operation control: Drive-by-wire foot-pedal
  • Steering: Servo-assisted rack and pinion steering
  • Suspensions: Independent suspension front and rear, double wishbone suspension, pushrod system with spring-damper unit, adjustable gas pressure dampers
  • Damper vendors: Vendor chosen by each manufacturer
  • Spring vendors: Vendor chosen by each manufacturer
  • Shock absorber vendors: Vendor chosen by each manufacturer
  • Type: Flat bottom underbody used in conjunction with front splitter and rear wing. Special diffusors, front and rear. Under floor with 30 mm (1.181 in) high skid block. Two permissible areas for flaps at the vehicle's front end
  • Front splitter length: 90 mm (3.54 in)
  • Rear wing assembly: Fixed single element plane with Drag Reduction Systems flap
  • Drag Reduction Systems flap range: 10° to 40° (5° to 40° Norisring)
  • Drag Reduction Systems flap actuation: Hand paddle behind steering wheel or press button by driver
  • Rear wing width: 1,920 mm (76 in)
  • Downforce: 7,500 lb (3,402 kg) @ 170 mph (approx.)
  • Drag: 3,000 lb (1,361 kg) @ 170 mph (approx.)
  • Strakes: One per tunnel
  • Diffuser ramp width: 870 mm (34.25 in)
  • Diffusers: Special diffusers
  • Front end: Double-decker frontside winglets
  • Underfloor height: 30 mm (1.18 in) skid block
  • Type: Single lug forged aluminium wheels
  • Vendors: ATS only
  • Front wheel size: 12 in × 18 in (305 mm × 457 mm)
  • Rear wheel size: 13 in × 18 in (330 mm × 457 mm)
  • Wheel nut torque: 430 lb (195 kg)
  • Type: Radial slick dry and treaded rain tyres. Two different rubber compounds: Standard (hard) and option (medium) tyres
  • Supplier: Hankook Ventus F200 (dry slick) and Hankook Ventus Z207
  • Front tyre dimensions: 300/680-R18 (11.8/26.8-R18)
  • Rear tyre dimensions: 320/710-R18 (12.5/27.9-R18)
  • Tyre allotment: 8 sets for slicks (5 for option and 3 for standard) and 6 sets for wets (total 14 sets per weekend)
  • Tyre compounds: Slick standard (hard) and option (medium) for dry conditions and treaded wet for rainy-wet conditions
  • Default tyre pressure: Minimum 18.85 psi (1.3 bar; 130.0 kPa; 974.8 Torr; 1.3 atm; 38.4 inHg)
  • Weight: 10.5–11 kg (23.1–24.3 lb) (front); 11–11.5 kg (24.3–25.4 lb) (rear)
  • Lifetime: Over 100 miles (161 kilometres)
  • Tread pattern: None (dry only), various (rain)
  • Tread thickness: 3/32 inch
  • Rubber footprint: 100% contact
  • Steering wheel: Carbon-fibre material bespoke steering wheel with multiple buttons and paddles. The design of steering wheels are free by the manufacturer
  • Seat belt: Sabelt (Audi and Nissan), OMP (BMW), Schroth (Aston Martin) and Takata (Honda and Lexus) 6-point seat belt
  • HANS device: Mandated by driver
  • Driver's seat: Reinforced carbon-fibre monocoque shell, customized for each driver to ensure comfort including 6-point seatbelt, two-sided seat padding and headrest
  • Cockpit safety: Newly firewall cockpit to deflect driver from flying debris and improve safety
  • Windshield window material: Reinforced polycarbonate windshield window glass
  • Windshield wiper: Bosch
  • Rear view camera display: Bosch
  • Dashboard display: Bosch Motorsport DDU 10 LCD screen
  • Garage radio wireless communication antenna: 3 GHz SHF wireless communication antenna mounted on top of the roof to improve communication between team and driver
  • Engine type: Passenger road car-based mass-production inter-cooled with efficiency combustion process and greater emission engine burning. Hybrids containing ERS/KERS, MGU-K and MGU-H are banned. Engines are based on production street public vehicles but modified heavily for racing
  • Engine stroke combustion operation: Four-stroke piston Otto cycle
  • Engine position: Front-engined, longitudinally-mounted (Audi, BMW and Aston Martin only); rear mid-engined, longitudinally-mounted (Honda, Lexus and Nissan Nismo)
  • Cylinder block material: Die cast steel or aluminium alloy. Machining process from a solid is not permitted
  • Cylinder head material: Die cast steel or aluminium alloy
  • Timing gear cover material: Die cast steel or aluminium alloy
  • Rear cover: Die cast steel or alumicranknium alloy
  • Cylinder tolerance: 0.2 mm (0.007874 in)
  • Configuration: Inline straight engine (2018: V-shaped)
  • Number of cylinders (standard): Maximum of four (2018: Eight)
  • Displacement: 2.0 L (122 cu in) (2018: 4.0 L (244 cu in))
  • Bore: Between 86–90 mm (3.39–3.54 in) (2018: 93 mm (3.66 in))
  • Stroke: Free but typically approximately between 86–92.8 mm (3.39–3.65 in) (2018: 73.6 mm (2.90 in))
  • Cylinder centre bore axis: Must run parallel to the FL- and Y-plane of the car, tolerance ±2°
  • Valve material: Steel/nickel/cobalt alloy
  • Valve drive/valvetrain: Any movement of the valves must be driven by the camshaft and by using mechanical components only. Any electrical, pneumatic or hydraulic devices are not seen as mechanical components
  • Camshaft configuration: Double overhead (DOHC)
  • Number of valves amount: 16 (4 valves per cylinder)
  • Valve lift: 15 mm (0.59 in). Maximum valve lift may change while the engine is operating
  • Valve springs: Steel alloy
  • Valve helical springs amount: 2 per valve
  • Valve seat ring/valve guide material: Iron and/or copper based materials
  • Valve spring retainer/valve keeper material: Titanium and/or iron alloys
  • Inlet valve diameter: 36.5 mm (1.44 in)
  • Exhaust valve material: Made completely out of iron or nickel and/or cobalt based alloys. Valve stems may be hollow. The cavity may be filled with sodium and may be sealed by welding
  • Exhaust valve diameter: 32 mm (1.26 in)
  • Reciprocating valves with axial displacement: Permitted
  • Camshaft material: Steel
  • Camshaft bearing diameter: ≥ 22.9 mm (0.90 in)
  • Camshaft minimum weight: 1 kg (2.20 lb)
  • Camshaft drive operation: Driven from the crankshaft with timing chains or spur gears
  • Pistons: Mahle forged aluminium alloy
  • Piston diameter: 20 mm (0.79 in)
  • Connecting rods: Made of homogenous piece of steel
  • Piston and connecting rod weight: 760 g (1.68 lb) whole (390 g (0.86 lb) on connecting rods and 370 g (0.82 lb) on pistons)
  • Cylindrical sleeve diameter: 14.5 mm (0.571 in) with tolerance ± 0.5 mm (0.020 in) for inner diameter; 22 mm (0.866 in) with tolerance ± 0.2 mm (0.008 in) for outer diameter
  • Cylindrical sleeve material: POM with a density between 1.40–1.45 kg/dm3 (87.40–90.52 lb/cu ft)
  • Valves: Two inlet, single exhaust (mechanically operated, only. Variable valve timing not permitted)
  • Fuel vendor: DTM-mandated Aral Ultimate
  • Fuel type material: Fully unleaded racing gasoline 100% (no blend with alcohol fuel materials like methanol, ethanol/biofuel, propanol or Butanol)
  • Gasoline octane rate: 102 RON, 90 MON, 100 AKI
  • Fuel-mass flow restrictor rate: Limited by regulations to 95 kg/h (209.4391 lb/h; 0.0582 lb/s) (push-to-pass 100 kg/h (220.4623 lb/h; 0.0612 lb/s))
  • Injector: Bosch central high-pressure gasoline direct fuel injection. Injector spray pattern allowed for modification if needed
  • Injector cylinder amount: One direct injector per cylinder fed by an engine-driven high-pressure fuel pump
  • Fuel injection rail pressure: Maximum 350 bar (5,076.32 psi; 35,000.00 kPa; 262,521.59 Torr; 345.42 atm; 10,335.49 inHg)
  • Injector valve: Bosch EV 14
  • Injection valve flow rate at 3 bar: Up to 1,462 cc/min (87.72 L/h)
  • Injector position: Free depending on mounting
  • Injector spray pattern modification: Permitted
  • Fuel lines material: Metal or, in the case of flexible lines, must have an outer abrasion and flame-resistant (flame-retarding) braid as well as threaded connections
  • Fuel lines burst pressure minimum: 70 bar (1,015.26 psi; 7,000.00 kPa; 52,504.32 Torr; 69.08 atm; 2,067.10 inHg)
  • Fuel lines maximum operating temperature: 135 °C (275 °F; 408 K; 735 °R)
  • Fuel pump: Single Bosch High-Pressure Pump (HPP)
  • Fuel pump pressure: 200 bar (2,900.75 psi; 20,000.00 kPa; 150,012.34 Torr; 197.38 atm; 5,906.00 inHg)
  • Fuel economy mileage range: Between 4–6.5 mpgUS (1.70–2.76 km/L) depending on fuel mixture usage level
  • Aspiration: Single-turbocharged
  • Power output: 610 + 30 hp (455 + 22 kW) depending on turbo boost pressure used at track with push-to-pass @ 9,500-9,700 rpm
  • Torque: 650 N⋅m (479 ft⋅lb) @ 9,000 rpm
  • Power-to-weight ratio: 1.6 kg/hp (0.00473 lb/W)
  • Lubrication: Dry sump system, featuring multi-stage scavenge pumps
  • Motor oil vendors: Vendor chosen by each manufacturer including customer team (Castrol EDGE SUPERCAR Titanium FST 10W-60 with all-Audi factories, Total Quartz 9000 5W-40 with Aston Martin and Audi Sport Team WRT, Shell Helix Ultra 0W-40 PurePlus Technology with BMW, Mobil 1 Racing 0W-40 with Honda, Motul 300V Motorsport Line Le Mans 20W-60 with Lexus and Motul NISMO Competition Oil 2212E 15W-50 with Nissan)
  • Motor oil filter: Bosch 3500 Premium Oil Filter
  • Maximum revs: 9,500 rpm + 200 rpm extra for push-to-pass
  • Throttle: 4 butterflies. Drive-by-wire controlled port/electronic throttles
  • Electronic throttle body: Bosch
  • Engine life service rebuild mileage duration per season: Approx. 6,000 km (3,728 mi)
  • Banned engine materials: Alloys containing more than 5% by weight of iridium or rhenium, metal matrix composites, inter-metallic materials, copper based alloys containing more than 2.75% beryllium, any other alloy class containing more than 0.25% beryllium, titanium and titanium based alloys, ceramics and ceramic matrix composites, beryllium and boron alloyed aluminium (BORALYN)
  • Rolling bearings: Mahle (Audi, Aston Martin, Lexus and Nissan), Schaefller (BMW) and NTN (Honda) chrome steel
  • Number of bearings: Unlimited
  • Main bearing diameter: ≥ 50 mm (1.97 in)
  • Main bearing journal width: ≥ 15 mm (0.59 in)
  • Connecting rod bearing journal diameter: ≥ 41 mm (1.61 in)
  • Connecting rod bearing journal width: ≥ 18 mm (0.71 in)
  • Compression ratio: 15:1
  • Crankshaft: Made of homogenous piece of steel. One-piece, no lower than 100–105 mm (3.94–4.13 in) above the bottom of the chassis
  • Crankshaft weight: 10 kg (22.05 lb) (weight per plug maximum 10 g (0.022 lb))
  • Crankshaft removable plugs amount: 10
  • Maximum engine operating temperature: Over 2,500 °C (4,532 °F; 2,773 K; 4,992 °R)
  • Plenum chamber material: Carbon fiber reinforced plastic
  • Crankcase material: Aluminium housing
  • Heat shield material: Carbon
  • Spark plugs supplier: Bosch
  • Spark plugs model and material: Double Iridium with ceramic
  • Spark plugs amount: Four (one per cylinder)
  • Ignition: Bosch C90i-WG spark firing order assisted with digital inductive. One per cylinder
  • Ignition coil length: 83 mm (3.27 in)
  • Ignition coil weight without wire: 210 g (0.463 lb)
  • Ignition coil mounting: Screw fastening
  • Ignition coil primary resistance: 185 mOhm
  • Ignition coil secondary resistance: Incapable of measurement
  • Ignition coil high voltage rise time: ≤ 5.0 kV/µs
  • Ignition coil max. high voltage: ≤ 35 kV
  • Ignition coil spark current: ≤ 160 mA
  • Ignition coil spark duration at 1 kV || 1 MOhm: ≤ 1.1 ms
  • Ignition coil noise suppression: Inductive
  • Ignition coil suppression diode/EFU: Internal
  • Ignition coil measured with power stage: IGBT IRG4BC40S (Uce=600 V)
  • Ignition coil connector primary side: On request
  • Ignition coil mating connector primary side: On request
  • Ignition coil pin 1: Ubatt red
  • Ignition coil pin 2: ECU ignition power stage blue
  • Ignition coil pin 3: Engine GND black
  • Ignition coil wire length: 1,000 mm (39 in)
  • Ignition coil wire size: AWG 20/22
  • Ignition coil 30 kV grid connectors: High Voltage Connector straight, High Voltage Connector angled, M3 Connector inside (required for every HV Connector) and High Voltage Wire 50 m
  • Ignition coil thread outer diameter: 9.5 mm (0.374 in)
  • Ignition module: Bosch IM 4
  • Ignition module size: 70.5 mm × 68 mm × 20 mm (2.78 in × 2.68 in × 0.79 in)
  • Ignition module weight without wire: 54 g (0.12 lb)
  • Ignition module mounting: 2 × M4 screws with spring washer
  • Ignition module UBatt typical: 13.5 V
  • Ignition module voltage supply: 6 to 16.5 V
  • Ignition module IB high active on: Min. 10 mA
  • Ignition module IB low off: 0 mA
  • Ignition module IB: 10 to 22 mA
  • Ignition module IC typical: < 8.5 A
  • Ignition module IC max. at TU < 120°C: < 10 A
  • Ignition module UCE satt at IC = 5 A: < 3 V
  • Ignition module UCE satt at IC max: < 9 V
  • Ignition module connector (Coil T1): Bosch Jetronic 4-pole
  • Ignition module mating connector Jetronic 4-pole: D 261 205 351-01
  • Ignition module pin 1: Collector transistor 4
  • Ignition module pin 2: Collector transistor 3
  • Ignition module pin 3: Collector transistor 2
  • Ignition module pin 4: Collector transistor 1
  • Ignition module connector (ECU): Bosch Jetronic 5-pole
  • Ignition module mating connector Jetronic 5-pole: D 261 205 352-01
  • Ignition module pin 1: Basis transistor 1
  • Ignition module pin 2: Basis transistor 2
  • Ignition module pin 3: Gnd
  • Ignition module pin 4: Basis transistor 3
  • Ignition module pin 5: Basis transistor 4
  • Type: Separated outlets for both turbine and wastegate on car right side. Silenced 4-way catalytic converter with single right side exit
  • Supplier: Akrapovič (Audi and BMW) and Remus (Aston Martin)
  • Exhaust material: Steel and nickel/cobalt material
  • Exhaust vendors: Vendor chosen by manufacturer
  • Exhaust wall thickness: 0.80 mm (0.031 in) from turbocharger; 1.15 mm (0.045 in) to turbocharger
  • Exhaust exit outer diameter: 120 mm (4.72 in)
  • Exhaust manifold cooling air: Permitted. Free as long as duct satisfies regulations
  • Exhaust manifold inlet position: -925 & 0 (X), -650 & 650 (Y)
  • Exhaust manifold outlet position: Min. -200 (X), max 650 (Y)
  • Cooling: Single mechanical water pump feeding a single-front cooling system
  • Coolant thermostat: Allowed
  • Coolant thermostat material: Aluminium alloy
  • Coolant thermostat diameter: Approximately 50 mm (1.9685 in)
  • Radiator heat exchange/intercooler: Must be installed in front of plane VA and the only permitted net/core to be used for heat exchange is the one defined as SB component
  • Intercooler amount maximum: One unit
  • Intercooler radiator heat exchange shape: Free (usually rectangle)
  • Radiator vendor: PWR Racing
  • Radiator heat exchange/intercooler material: Aluminium-alloy radiator core
  • Radiator coolant fluid vendor: Würth anti rust and anti corrosion racing radiator fluid coolant
  • Interior air conditioner temperature range: 16–30 °C (61–86 °F; 289–303 K; 520–546 °R) adjustable
  • Radiator ventilation opening: Four lines (two per side)
  • Radiator opening edges size: 20 mm (0.7874 in) wide strip by the maximum of 10 mm (0.3937 in) in positive z-direction with regard to the contour of the scaled vehicle
  • Cooler capacity: 12.5 litres (763 cubic inches)
  • Length: 600 mm (23.62 in)
  • Width: 697 mm (27.44 in) with turbocharger
  • Height: 693 mm (27.28 in)
  • Weight: Approximately 85 kg (187 lb), series-mandated minimum weight with turbocharger (78 kg (172 lb) without turbocharger)
  • Turbocharger supplier: Garrett Advancing Motion
  • Turbocharger model: 846519-15
  • Turbocharger weight: 8 kg (17.64 lb) depending on the turbine housing used
  • Turbocharger spin rev limit: Over 100,000-125,000 rpm
  • Turbo boost level pressure: Restricted to 3.5 bar (50.76 psi; 350.00 kPa; 2,625.22 Torr; 3.45 atm; 103.35 inHg). The maximum boost pressure may be exceeded by max 0.15 bar (2.18 psi; 15.00 kPa; 112.51 Torr; 0.15 atm; 4.43 inHg) for a period of 500 ms
  • Wastegate: Maximum of two, electronic or pneumatic controlled. No other air than compressed air coming from the turbocharger is allowed to drive the waste gate, supplied by Garrett
  • Pressure charging: Single-stage compressor and exhaust turbine, common shaft
  • Push-to-pass: Permitted with operational usage of 30 hp (22 kW)
  • Push-to-pass allocation: 12 times per session
  • Push-to-pass duration: 60 seconds of usage (rechargeable)
  • Turbocharger cooling duct: Permitted separately from exhaust manifold cooling duct with the same condition as exhaust manifold cooling duct
  • Pressure accumulator: Not permitted
  • Combustion air: Permitted. All combustion air must completely pass through an air duct of which any air inlet port is located in front of x = -600
  • Max. speed: Up to 300–340 km/h (186–211 mph; 83–94 m/s) depending on track character and downforce
  • 0-100 km/h acceleration duration: 2 seconds
  • Engine management (ECU) vendor: Bosch
  • Engine management model number: Motronic MS 7.4
  • Power management: Bosch PBX 190
  • Data logging system: Bosch
  • Marshalling system: EM Motorsport
  • Chassis wiring loom: Bosch
  • Engine loom: Bosch
  • Tyre sensor: Bosch
  • Drive-by-wire system: Bosch
  • Alternator system: Bosch B3 LIN 12 volts
  • Battery supplier: Braille
  • Battery model: B128L
  • Battery type: Micro-Lite lithium racing battery
  • Battery power: Standard 12 volts
  • Battery length: 254 mm (10 in)
  • Battery width: 83 mm (3.27 in)
  • Battery height: 165 mm (6.5 in)
  • Battery weight: 8.8 lb (3.99 kg)
  • Battery Pulse Cranking Amps 5 sec @ 80 F: 1482
  • Battery Lithium Ampere Hour: 90 Ah
  • Engine starter operation: Starter motor and engine switch lever activated by driver in the cockpit supplied by Bosch
  • Lambda sensor: Bosch LSU 4.9
  • Oxygen sensor: Bosch Premium Universal Oxygen (O2) Sensors with OE SmartLink™ technology
  • Gearbox shifting sensor: Bosch Gear Shift Sensor GSS-2

A Deutsche Tourenwagen Masters car is a single-seat touring car racing. For much of their history Deutsche Tourenwagen Masters cars have more different to Formula One cars, although there have traditionally been several key differences between the two.

Over the years both Deutsche Tourenwagen Masters and Formula One race schedules are traditionally held in permanent racing courses. The increased stress and speed of these tracks mean that the cars tended to be heavier, wider and have shorter wheelbases than F1 cars (increasing stability but decreasing agility).

When the weight of the driver is factored in, a Deutsche Tourenwagen Masters car weighed over 55% more than a Formula One Car. The minimum weight for a Deutsche Tourenwagen Masters car was adjusted from 1,080 kg (2,381 lb) based on the weight of the driver compared to the field average; with the driver included, all cars had a minimum weight of 1,120 kg (2,469 lb) (with a Balance of Performance weight allowance range of 1,095–1,140 kg (2,414–2,513 lb). A Deutsche Tourenwagen Masters car piloted by 82 kg Maxime Martin (the heaviest driver in the series and 10 kg heavier than the field average) had to have weighed at least 1,080 kg when empty. The minimum weight of a Formula One Car, including the driver, currently 722 kg (1,592 lb). This difference of 398 kg (877 lb) is just over 55% of the 2017 F1 car's weight.

Beginning in the inaugural season of the reborn DTM that Deutsche Tourenwagen Masters cars used the 4.0 L (244 cu in) naturally aspirated 90-degree V8 engines but that time in 2000 Formula One were used the 3.0 L (183 cu in) naturally aspirated various bank angle V10 engines until end of 2005. Deutsche Tourenwagen Masters cars had up to 460 hp (343 kW) more compared to their Formula One counterparts, as early as in the 70s the cars had in excess of 1,000 hp. Deutsche Tourenwagen Masters cars having 460 hp (343 kW) on demand and F1 cars having around 700 hp to 840 hp in 3.5L NA (1989–94) era, around 700 hp to 1000 hp for final specs in 3.0L NA V10 (1995–2005) era and around 770 hp to 840 hp in 2.4L NA V8 (2006–2013) era and currently over 800 hp (2017 spec combustion engine alone) with an additional 160 hp from the electric motors from their 1.6L V6 turbo-hybrid-electro powerunit.[20][21] The turbo used mainly to improve the spectacle rather than lap-times with the so-called 'power-to-pass' or 'push-to-pass' system giving drivers an increased amount of power for a limited duration during the race. Another reason for retaining the turbocharger especially in Formula-1 is the muffling effect it has on the exhaust note, which helps keep the cars inside noise-limits, to meet FIA regulations and rules at the many city street races in European cities on the racing season schedule.

Deutsche Tourenwagen Masters cars used unleaded gasoline for fuel rather than leaded gasoline, and refuelling had always been banned during the race since 2012 season. This is a legacy of an incident at the second Hockenheimring race in 2008 that involving Marcus Winkelhock due to fuel spill after over refuelling. Until 1994, when refuelling was re-introduced to F1 (and banned again from 2010 onwards), the coupling for the refuelling hose was a notable difference between Deutsche Tourenwagen Masters cars (canister refueler) and Formula cars (hose refueler). Refuelling were allowed in DTM from 2000 to 2011 seasons.

Deutsche Tourenwagen Masters cars has flat undersides to improve stability. F1 banned sculpted undersides in a bid to lower cornering speeds for 1983. In an effort to create better passing opportunities, the new spec Deutsche Tourenwagen Masters cars being introduced in 2012 will generate nearly 50% of the total downforce of the car with flat underside tunnels versus the front splitter and rear wing. This will reduce turbulent air behind the cars, enabling easier overtaking.

Unlike in F1, Deutsche Tourenwagen Masters teams were obliged to construct their own chassis for only main teams, and had tended to buy cars constructed by independent suppliers such as Audi, BMW and Mercedes-AMG. However Deutsche Tourenwagen Masters had essentially been a semi-spec series since 2006, with all teams favoring both Audi and Mercedes-Benz cars mainly because of Opel's withdrawal after 2005 season.

The Formula One Car is a more expensive and technology-centric platform than a DTM car. This was even the case during the new coupé era since 2012 season. At this time global automotive manufacturers Audi, BMW and Mercedes-AMG vied for dominance. Since Deutsche Tourenwagen Masters's restructuring, a desire to keep costs down and the existence of two car manufacturer helped create a series with far more parity than Formula One in 2006.

For top speeds, Deutsche Tourenwagen Masters cars are slower than Formula One car in fact (DTM cars have 168 mph (270 km/h) in a normal tracks meanwhile Formula One cars have 225 mph (362 km/h) in a high-speed tracks such as Monza).

Since all DTM cars switched to turbocharged engines, the top speed of DTM is almost 190 mph (35 mph slower than Formula One car).

Scoring systems

This is the evolution of DTM points scoring system history since reborn.

Additionally, the top three placed drivers in qualifying also received points:

If in the case of a tie, DTM will determine the champion based on the most first-place finishes. If there is still a tie, DTM will determine the champion by the most second-place finishes, then the most third-place finishes, etc., until a champion is determined. DTM will apply the same system to other ties in the rankings at the close of the season and at any other time during the season.

Manufacturer representation


See also

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