DTM 2014: Far too close to call

Heading into the 2014 DTM season, all three of the series' manufacturers have something big to play for.

In the Stuttgart corner, pride is on the line after Mercedes struggled through 2013. Down in Munich, BMW has a point to prove with its new M4. And as for the Audi crew in Ingolstadt, well, they've got a title to defend.

Throw in some crucial format changes and more former champions in the field than ever before, and it's shaping up to be a fantastically close season.

Here are the major themes to keep an eye on in 2014.

MAKING THE RIGHT CALL

One of the biggest changes to the DTM since last season is the reduction of mandatory pitstops from two to one, with a 50 per cent race-distance limit on the softer option tyres.

The idea is to make the racing simpler for fans to follow, and it creates a situation where there will essentially be just two strategic options; start on the softer tyre and pit at half-race distance, or start on the harder tyre and pit at half-race distance.

Ironically, the new 'simpler' concept is likely to cause some headaches for the strategists up and down pitlane. Fewer options means fewer opportunities to turn things around if it all turns pear-shaped, placing a lot more emphasis on making the right call before the start of the race.

Fewer pitstops will also mean drivers will have to spend more time fighting for position on track, rather than waiting to find a strategic advantage in pitlane. It's a great concept, and fingers crossed it works out like that, rather than simply creating processional races. That's one for the 'wait-and-see' file.

At the very least, expect to see some heated midfield scraps, which is always fun.

MORE FOCUS ON GRID POSITION

Another side effect of the new sporting regulations is that turning poor grid positions into good results will be a whole lot tougher than it was in 2013.

Last year, qualifying wasn't all that important, particularly if you had a decent set-up for Sunday. With a good stint on the softer tyres, coming from midfield to the podium was doable. It was that strategy that played a big part in Audi's Mike Rockenfeller winning the title.

But with more cars running the same strategy, it will be harder to make up bulk spots in a race. So, rather than focusing on a good race set-up even if it means sacrificing qualifying, teams will have to make sure they have a package capable of being quick on Saturday - even if it means making some sacrifices for the race.

Given the overall quality of the drivers in the DTM (there are few weak links in that field), expect to see some exciting battles for pole position this season - which is something to really look forward to.

GAINING WEIGHT

Performance ballast is back in the DTM for 2014, with a convoluted system that will mean drivers will have to add and lose as much as five kilograms of weight to their cars between races.

The system works like this: cars from the race winner's manufacturer that finish inside the top 10 will cop an extra five kilograms for the next race. Anyone from the same manufacturer that finishes outside the top 10 will carry an extra 2.5 kilograms.

The second-best manufacturer - calculated on best finish, not overall numbers in the top 10 - will have no changes to its cars between races. And the third-best manufacturer will be able to take 2.5 kilograms out of any cars that finished inside the top 10, and five from any that didn't.

There's a chance that the system may throw up the odd curveball when it comes to strategy. For example, a driver might decide that being able to shred an extra 2.5 kilograms of weight at the next race is more important than scoring the solitary point on offer for 10th.

It's difficult to predict exactly how the ballast rules will affect the racing, but expect it to become a talking point at some time or another in 2014.

MORE CHAMPIONS THAN EVER

It's the 30th anniversary year for the DTM, and to celebrate the series will boast more former champions in the field than ever before.

Seven past winners of the DTM will be competing this year, the septet having amassed nine titles between them.

The group is made up of Mattias Ekstrom, Gary Paffett, Timo Scheider, Martin Tomczyk and Bruno Spengler, along with newcomer to the club Mike Rockenfeller (2013 champion) and Paul di Resta, who's back after a three-year stint in Formula 1.

Out of the seven champs, a lot of the focus will be on di Resta. The Scot returns to the DTM for the first time since 2010, the year he became champion, and has been drafted in to bring some winning experience into Mercedes' driver line-up.

The big question mark hangs over how quickly di Resta can get back up to speed. His quality is undeniable, but as much as DTM cars are closer to open-wheelers than most tin-tops are in the driving-style department, they're still a lot different to a Formula 1 car.

It could be that di Resta is competing for wins straight away, but it could also be that it takes him some time to readjust. Either way, his speed will show at some point this season.

Paffett summed it up best during testing at Hockenheim: "I have no doubt that he'll be running at the front and winning races, but how quickly, it's difficult to know."

BEWARE THE WOUNDED STAR

There's no denying that Mercedes has been going through a bit of a dry spell with its DTM programme.

Despite going oh-so-close in 2012, Stuttgart hasn't collected a DTM title since di Resta won in '10, and '13 was a particularly poor year, Mercedes too often lacking answers to BMW's speed or Audi's consistency.

But there is hope on the horizon. Over the long off-season the problems from last year have been identified and targeted, and during testing there was a feeling of optimism among the Mercedes drivers that there were improvements during longer runs on the option tyre.

There are some good signs on the driver front too. Paffett is a perennial performer, di Resta brings a lot of experience, Robert Wickens is coming in off the back of a breakthrough 2013 season, and young hopeful Pascal Wehrlein has been promoted to the HWA squad.

With the margins so small in the DTM, there are no guarantees when it comes to making pre-season predictions. But one thing is for sure: Mercedes won't have taken last year's performance lightly. Expect to see a concerted effort to get back on top.

THE NEW CAR

The latest incarnation of the BMW M3 may have only had a two-year cameo in the DTM, but during that short time it made a big impact.

In two seasons of DTM racing, the M3 took Bruno Spengler to a drivers' title, won two manufacturers' titles, was on pole position nine times and won 50 per cent of the races it started.

Those are better-than-decent stats.

But the famous M3 moniker is no more in the DTM. With BMW introducing the M4 as the Bavarian brand's top two-door sports coupe, it made sense that the racing programme should follow suit, resulting in the new-for-2014 DTM M4.

While the car is a new model, there is plenty of carry over from the old car. Chassis, engine and power train are all identical to the M3, which eliminates the majority of the reliability concerns that would otherwise linger over the introduction of a brand new racing car. Instead, the changes are largely centred around the body shape and aerodynamics.

The early signs from testing are that the M4 is certainly quick. And while it's hard to make too many predictions based on testing alone, given how successful BMW has been since it came back to the DTM in 2012, it's probably a safe bet to assume the M4 will be quick right out of the box at Hockenheim.

CAN AUDI STAY ON TOP?

On of the greatest challenges facing the Audi teams this year may well be the changes to the sporting regulations.

Limiting the running on the option tyre could be seen as somewhat of a disadvantage, given how crucial long, consistent stints on the softer rubber were to Rockenfeller's title success last season.

It's not that all is lost - option tyre pace will still play its part - it's just that the Audi teams might have to adjust their approach going into weekends, using the limited practice time to make sure they have a car that can qualify as well as it can race. After all, midfield starting positions just won't cut it this year, with fewer strategic options available to sneak through the field.

But there's no reason that the Audi teams won't be able to adapt to the new regulations, so barring absolute disaster, expect to see an Audi driver right in the hunt for the title.

Speaking of drivers, Audi has had a bit of a reshuffle over the winter. Reigning champion Rockenfeller has been joined at Phoenix by two-time title winner Scheider, with Miguel Molina heading back to Abt.

Edoardo Mortara will also join Abt, switching places with Briton Jamie Green, who will now race for Team Rosberg alongside rookie Nico Muller.