Official logo of the DTM
|Tyre suppliers||Hankook (2011–present)|
|Drivers' champion||René Rast|
|Teams' champion||Team Rosberg|
The Deutsche Tourenwagen Masters (DTM, German Touring Car Masters) is a touring car series sanctioned by DMSB and ITR who has been an affiliation of FIA since 1976 and 2003 respectively. Deutsche Tourenwagen Masters cars using a silhouette racing car with a mass-produced road car based in Germany, but also with rounds elsewhere in Europe.
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 (German Touring Car Masters).
Alfa Romeo, who at the time were mounting successful campaigns in the European Touring Car Championship, did not return to the series. BMW was also involved in the ETCC and was not satisfied with a championship only for Germany. Audi did not enter as they insisted on using their signature quattro 4WD.
Unlike the previous incarnation which primarily used sedan 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.
Attempts of Zakspeed to enter with a car looking like a Volvo C70 were not approved, but the motorsport arm of the Bavarian tuning company Abt Sportsline was allowed to enter on short notice. The 1999 STW-Supertouring-champion Christian Abt could not defend his STW title as this series was also discontinued, with Opel moving into DTM. 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.
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 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. Rumours surfaced that Alfa Romeo would return to the DTM in 2007. These rumors were helped by Alfa Romeo Sport boss Claudio Berro being seen in the Barcelona paddock. It was also thought that Alfa's possible return could be the reason why the 2007 DTM calendar started one month later than normal, to give Alfa Romeo extra time to make a DTM car. However, this did not happen.
The DTM carried on with only two manufacturers. There were some rumours regarding entries by various manufacturers (e.g. Citroen, Lancia, Renault or Jaguar), but they never materialized. The years 2007-2009 were marked by the dominance of Audi. Super 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 Paul di Resta won the 2010 championship driving for AMG Mercedes.
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. In October 2012 a cooperation deal between DTM and Super GT was signed in Tokyo. 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. 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.
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. But North American DTM are not yet commenced currently.
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 170 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 tires.
The F1-style standing start format were introduced since 2002 season but the rolling start is optional if in case of very heavy rain weather and poor visibility in the race session.
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 Wolff for Mercedes. In 2008 Ickx was replaced by Katherine Legge, who was subsequently replaced for the 2011 season by Rahel Frey. In 2013 there were no female drivers in DTM.
The DTM is a touring car. The championship controls and specifies the chassis and engine manufacturers that teams are allowed to use each season. The league's choice of manufacturers are changed every three years. Currently Audi, BMW and Mercedes-Benz provides the cars to all teams, with Audi, BMW and Mercedes-Benz providing the engines. Opel has provided cars and engines in 2000-2005 but left at the end of the 2005 season. The all Deutsche Tourenwagen Masters cars are closely resemble to public road vehicles but heavily modified into a race version.
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's philosophy (several touring car racing tournaments are 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 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 which are air-restricted to 460 hp but now into over 500 hp since the current 2017 season, 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), 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. 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. From 2000 to 2011, all DTM cars used sequential manual transmission with a 6-speed gearbox operated by the gear 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.
Hankook is currently the sole tyre supplier for the series since the 2011 season until at least 2019. Previously Dunlop Tyres was the tyre supplier 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 and the rear tyre sizes are 320/700-R18. The compounds of Hankook Deutsche Tourenwagen Masters tyres are 3 dry compounds and 1 wet compound.
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 the 2012 season. The fire extinguisher of all DTM cars are included in the bottom right-hand side underneath.
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.
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.
All DTM cars carry a Bosch-provided electronic control unit (Motronic MS 5.1 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.
Rear view mirrors for all DTM cars are fully mandated to easily viewing opponents behind.
The cars are currently powered by naturally-aspirated (no turbocharger and supercharger) indirect-injected stock block V8 engines, with aluminium alloy blocks, and a 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 close-resemblance to public vehicle road cars but heavily modified to DTM race version.
DTM engines are 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 are forged aluminum alloy, while the connecting rods are machined alloy steel. The firing ignition is a CDI ignition system. The engine lubrication is a dry sump type, cooled by a single water pump.
The current 4.0 L (244 cu in) V8 engine normally aspirated 90-degree configuration will be used as a required engine configuration until at least the 2018 season. All DTM cars will switch to an all-new 2.0 L (122 cu in) inline-4 cylinder turbocharged direct injection engine from the 2019 season onwards called the "Class One" while the current coupé-style cars likely will remain in 2019 beyond. This will mark the return of turbocharger engines in 2019 season for the first time since 1990. The power output of all-new DTM engine will be approximately 600 hp (447 kW; 608 PS).
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 (Mercedes-AMG) are providing the exhaust systems.
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 2005-2010, 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 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 other fuels.
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 current model can go 0 to 100 km/h in approximately 2.6 seconds. The car has a top speed of 270 km/h (168 mph) meaning that it is the second fastest touring car behind the Australian V8 Supercars.
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. The Balance of Performance (BoP) weight regulations were scrapped just befor the Austrian race due to several protests and criticisms from DTM teams.
Just like in Formula 1, several 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.
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.
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 800hp (2017 spec combustion engine alone) with an additional 160hp from the electric motors from their 1.6L V6 turbo-hybrid-electro powerunit. 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 2005, 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).
This is the evolution of DTM points scoring system history since reborn.
|Points for short race|
|Points for long race|
|Points for short race|
|Points for long race|
|Points for both races|
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.
|Season||Champion||Team||Champion's Car||Constructor Champion|
|See Deutsche Tourenwagen Meisterschaft|
|2000||Bernd Schneider||HWA Team||Mercedes-Benz||Mercedes-Benz|
|2001||Bernd Schneider||HWA Team||Mercedes-Benz||Mercedes-Benz|
|2002||Laurent Aïello||ABT Sportsline||Audi||Mercedes-Benz|
|2003||Bernd Schneider||HWA Team||Mercedes-Benz||Mercedes-Benz|
|2004||Mattias Ekström||ABT Sportsline||Audi||Audi|
|2005||Gary Paffett||HWA Team||Mercedes-Benz||Mercedes-Benz|
|2006||Bernd Schneider||HWA Team||Mercedes-Benz||Mercedes-Benz|
|2007||Mattias Ekström||ABT Sportsline||Audi||Audi|
|2008||Timo Scheider||ABT Sportsline||Audi||Mercedes-Benz|
|2009||Timo Scheider||ABT Sportsline||Audi||Mercedes-Benz|
|2010||Paul di Resta||HWA Team||Mercedes-Benz||Mercedes-Benz|
|2011||Martin Tomczyk||Phoenix Racing||Audi||Audi|
|2012||Bruno Spengler||Schnitzer Motorsport||BMW||BMW|
|2013||Mike Rockenfeller||Phoenix Racing||Audi||BMW|
|2014||Marco Wittmann||Team RMG||BMW||Audi|
|2015||Pascal Wehrlein||HWA Team||Mercedes-Benz||BMW|
|2016||Marco Wittmann||Team RMG||BMW||Audi|
|2017||René Rast||Team Rosberg||Audi||Audi|
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