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DTM regulations 2012: & # 34; We save 50 percent of the costs & # 34;

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DTM regulations 2012
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S paren, save, save. These days, as in other sectors, this is the trend in the DTM and has been decisive for the design of the new regulations from 2012 onwards. 'The DTM in its current form no longer exists,' said ITR boss Hans Werner Aufrecht about the future of the DTM. 'That is not feasible. The manufacturers have clearly formulated this. The cost is no longer an issue. We have done justice to that.'

Identical parts enable cost reduction

In the task book of the regulations -Macher was therefore very much concerned with reducing costs. 'We can say today that the new regulations will bring cost savings of 50 percent,' says Aufrecht. In order to save so much money, one relies on identical parts. An attempt was made to create as many identical parts as possible without attacking the identity of the manufacturer. 'Today we have five identical parts, now there are around 60 identical parts,' explains the DTM boss. In addition, the running times are to be increased. Instead of the previous three engines for two cars, only two units are now available.

Attentive observers will now critically note where the individual brands are. But Aufrecht emphasizes that the identity of the manufacturer is preserved. 'Here, the manufacturers have made sure that they can still present their own performance. So that where Mercedes is on it, there is also Mercedes. Or where it is Audi, Audi is also in.'

BMW already mixed with

In addition to Audi and Mercedes, BMW also wants to have a say on the track from 2012 onwards. The Bavarians have already done this away from the slopes and played a key role in the design of the regulations. It was important for BMW to be able to drive the DTM cars in other regions as well, but Aufrecht does not want to reveal whether there was a clear requirement on the part of BMW. 'When a manufacturer develops a vehicle, then it makes sense that they try to use it in several series. That was vital for us as ITR to formulate things like this. Of course, BMW also joined in.' br>
These things that Aufrecht speaks of are based on the USA and Japan. In the future there should be the opportunity to compete in races with the DTM cars. In Japan there were talks with the Japanese Automobile Association JAF and nine manufacturers. 'We ran into open doors,' says Aufrecht. By the end of the year aAgreement can be reached. An agreement already exists on American soil. The DTM cars are to contest six races of their own as part of the GrandAm series and six races as part of the Nascar series. A television broadcast is also provided. Now it is up to the manufacturers to get enough cars together for their own races.

Aufrecht expects three manufacturers

In the DTM this will not be a problem from 2012 onwards. 'We assume that we have three manufacturers and that they have to use at least four cars. Twelve is the lowest limit. Then we also have 20 old cars that can drive.' Aufrecht continues: 'The area in which manufacturers are allowed to develop is clearly defined. The new regulations will receive support and will be faster than the old one. We want the new regulations to be implemented as quickly as possible. And the manufacturers will be forced are to produce new cars as quickly as possible. '

So Aufrecht only has to wish for one thing: the final commitment from BMW. Because so far it only sounded 90 percent. 'It is true,' confirms Aufrecht. 'But life also means thinking positively. And I think we can also wait until there is a positive statement.'

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