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Technical regulations


Keeping the costs under control while providing motor racing at a high technical level – these are the corner points of the technical DTM regulations.

In 2012, all the manufacturers involved agreed upon the guidelines that have – to a large extent – remained in force until today. And the technical regulations also will remain virtually untouched throughout the 2016 season. To keep the costs on a consistent level, the manufacturers keep on relying on control components and – first of all – stable and consistent regulations.  Nonetheless, the engineers have got enough latitude in the areas aerodynamics, suspension and engine for clearly defining the unique characteristics of the respective manufacturer.   

Despite the regulations having been stable for years, now, there again and again have been fine-tuning measures in certain areas. So, the performance weights introduced in 2014 will once again be used, this year – but other than in the past, the qualifying result will be crucial for the performance-weight allocation that will be implemented straightaway for the following race. Every driver now will be supplied with six sets of fresh tyres for the two qualifying sessions and the two races. The decision when and how these sets of tyres are used is up to the teams and drivers.

It goes without saying that safety also represents a crucial factor, in DTM. All the vehicles feature six crash structures at the sides as well as at the front and the rear. In addition, the drivers are protected by a combination of control monocoque and control roll cage. The integrated safety tank also is supposed to prevent bad consequences in the case of an accident.  



All the DTM vehicles are equipped with control rear wings: a mono wing with a Gurney glued to it. The inclination may be adjusted from 10 to 25° (Norisring 5 to 25°). In addition, there are special diffusers at the front and the back, the underbody with a 30mm skid block as well as two areas (one per side) at the vehicle front where mounting flaps is allowed. 


Hydraulic dual-circuit brake system, ventilated carbon-fibre brake discs at the front and the rear. The brake-power distributor can infinitely be adjusted by the driver. All the three manufacturers have to use carbon-fibre brakes, 
brake pads and brake callipers supplied by the manufacturer AP. Over the course of the season, three sets of brake discs for the front and the rear may be used per car. 


A roll cage made of high-strength steel is directly connected with the carbon-fibre monocoque. 


The Drag Reduction System (DRS) is a tiltable rear wing allowing for a higher top speed for a short period of time. This system is supposed to make the overtaking easier. The system is triggered by pressing a button on the steering wheel. The rear wing moves back into its standard position when the driver slows down or a certain level of lateral forces is exceeded. This is supposed to prevent a car from getting unstable by the reduced downforce. In the 2016 season, the number of activations will be limited. The number of possible activations will differ depending on circuit and race distance. In the season kick-off at Hockenheim, for instance, a driver will have 39 activations at his disposal in the 40-minute race on Saturday while he may activate the DRS 57 times in the 60-minute race on Sunday. At the shortest venue of the season, the Norisring, the driver may activate the DRS 75 times on Saturday and 111 times on Sunday. 

The Drag Reduction System (DRS) – that’s how it works


All the manufacturers involved in DTM work with an engine control unit supplied by Bosch. They are allowed write the software for the ECU themselves. Data transfer while the car is driving is prohibited. 


The DTM vehicles feature independent suspension at the front and the rear as well as twin wishbones. The gas assisted shock absorbers are adjustable


Just one control gearbox-differential unit has been approved for DTM and consequently is used by all the manufacturers. 


The weight of all the Audi and Mercedes-Benz vehicles - including drvier, racing gear and helmet – will amount to 1,120kg, prior to the season kick-off at Hockenheim. While the BMWs will contest the first qualifying session with a weight of 1,112.5kg, due to this rule adaptation. The qualifying session is crucial for determining the performance weights, with the fastest driver of every manufacturer being relevant. And the decisive factor won’t be the fastest set lap time set by a driver but his theoretically fastest lap. The performance weights are identical 2.5kg wolfram blocks that are mounted in the car at an exactly defined spot. The performance weight has to be mounted right after the qualifying session and prior to the race that is contested right afterwards. A driver may get rid of up to 15kg and has to take a maximum of 20kg aboard his car. So the maximum difference between the lightest and the heaviest car on the grid amounts to 35kg.  

The new performance weights regulations


The only fuel that is allowed to be used is the one stipulated for the respective event (ARAL Ultimate 102). The tank capacity amounts to 118 litres. 

Power train

All the cars feature rear-wheel drive, a four-disc clutch and sequential six-speed gearbox.  

Steering wheel

The steering wheel may be adapted to a driver’s individual liking. The gears are changed by paddles mounted at the steering wheel. The systems that can be controlled via the wheel have been stipulated, such as the pit radio, the beverage pump, the pit-lane speed limiter, the water-spray system for cooling the brakes, the windscreen wiper, the starter, the RDS – and changing to gear 0 also is executed via the wheel. 


Length: 4.650mm (without rear wing), width: 1.950mm, height: 1.150mm, wheel base 2.750mm, maximum track width 1.950mm


In DTM, solely 90-degree V8 engines with a maximum displacement of four litres and four valves per cylinder may be used. The air-inlet system must be equipped with two air restrictors with a maximum diameter of 28mm each. Only one reserve engine per manufacturer and season is allowed. 


The tyres exclusively are supplied by series partner Hankook. The front wheels are shod with tyres of the Ventus family in the dimensions 300/680 – 18 and the rear wheels with the same tyres in the dimensions 320/710 – 18. Other than in the past two seasons, there won’t be an option tyre. From this season, every driver may use six fresh sets of tyres for the two qualifying sessions and the two races.  




In the cockpit, the DTM driver is surrounded by an innovative combination of control monocoque and control roll cage. In addition, all the DTM cars are equipped with crash structures at the sides, the front and the rear that are supposed to absorb energy in the case of an impact. Wearing the Head And Neck Support system HANS became obligatory as early as in 2002. Furthermore, the DTM vehicles have got a removable hatch in the roof, allowing for rescuing a driver gently, in the case of an accident .

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