A Level Playing Field

After two disappointing runs, Mattias Ekström wants to finally get back on the podium at the race on May 21 in Oschersleben (Germany).

Hubcap-to-hubcap duels, spectacular passing maneuvers and suspense right down to the last curve: the DTM gives fans what they want to see. And the fans return the favor with their interest. 950,000 spectators watched the eleven races of 2005 live at the racetrack, around 180,000 more than the year before. The enthusiasm was even more evident in the television ratings: the number of viewers rose to 29 million in 2005, 47 percent more than the previous year.

And it was clear as early as the presentation late this March that the interest in the DTM will continue to grow during the season ahead: 138,000 fans flocked to Düsseldorf in pursuit of stars including Mattias Ekström (FIN), Martin Tomzcyk (D), Mika Häkkinen (FIN), Heinz-Harald Frentzen (D) and Jean Alesi (F). And to admire their cars, which at first glance look like vehicles you can buy at your local dealership. But only at first glance.

Five-kilogram weight gain for the winner

These cars put approximately 470 horsepower on the pavement - every single one of them. Because the 20 drivers start with nearly identical cars, a fact which is also key to DTM’s success: the guarantee of equal chances. All are powered by rear-mounted V8 engines, and all the cars’ carbon-fiber chassis are designed quite similarly. And the teams also all get their tires, brakes and electronics from the same suppliers. The only - visible - difference: Mercedes and Audi, the two participating constructors, mount different synthetic bodies on their (also nearly identical) bases.

The rules, as well, play a role in the suspense, because the winner of a race goes into the next one with an additional weight of five kilograms - additional ballast that means an additional challenge, particularly in terms of acceleration. If a driver wins this race as well, he gains yet another five kilograms, and so on. The limit is 20 kilos’ total additional weight. If, on the other hand, the winner of one race doesn’t win the next race, the five kilos get taken off and put into the car of the new winner.

Parallels and contrasts to Formula One

The training and qualification procedures match those of Formula One - it’s the shoot-out system. That means: All drivers go onto the course for 14 minutes, and the six lowest-ranked start from positions between 15 and 20, depending on their lap times. After a seven-minute break, the remaining drivers enter the qualifying round for another ten minutes. The eight fastest then spend a final seven minutes fighting for pole position.

Despite the series’ fiercely competitive nature, the drivers of the DTM have to be above all refined and well-thought-out in their driving. Because while a Formula One engine has to last for two races, each two DTM drivers only get three engines between them per season. Mattias Ekström, the DTM Champion in 2004 and runner-up in 2005, makes the point that "you've got to find the optimum balance between aggressiveness and intelligence. Otherwise you don’t have a chance."

It’s a challenge, by the way, that’s frequently taken on by former Formula One stars. Famous names like Mika Häkkinen, Heinz-Harald Frentzen and Jean Alesi are in this season’s starting lineup - but up to now, no such Formula One great has been able to grab the title. This kind of discipline-hopping, by the way, works in the other direction as well: last year’s overall winner Gary Paffett (GBR) is working this year as a Formula One test driver.