A five-step plan to solve DTM's identity crisis

'Formula 1 with a roof' is how the DTM has been described to Autosport over and over again. Yet its name remains Deutsche Tourenwagen Masters. While that comment may sound facetious, it cuts to the core of the DTM's identity crisis that it must now get a grip on.

This is a crucial period for the DTM, after ITR boss Gerhard Berger managed to counter the seismic loss of Mercedes at the end of 2018 by enticing Aston Martin onto the grid through R-Motorsport under the Vynamic banner - encompassing HWA, which ran the Mercedes DTM project, and R-Motorsport parent company AF Racing.

Once again, there's more to that situation than just a name and Aston has not hesitated to remind the media that the DTM entry is not a factory programme - a true shame considering the lengths R-Motorsport has gone to make a respectable start in the series.

But either way you look at the convoluted set-up, that's one of Britain's most famous brands representing the DTM at its home race at Brands Hatch this weekend. Yet there are genuine fears that, like last year, the DTM will not be able to pack out the grandstands, much in the same way that its Italian venue Misano has proved a problem child - even with the nation's current MotoGP frontrunner Andrea Dovizioso making a guest appearance on the grid in June.

The DTM package is attractive, offers one of the highest quality grids outside F1 and the new-for-2019 car package is genuinely spectacular thanks to 600-plus horsepower from the Class One engines and a 2018-spec Hankook tyre that offers high degradation.

What the DTM needs is a new approach to take all that is good about it and make it a truly global platform. Here is a five-point plan that can not only safeguard Brands Hatch's future on the calendar but also kickstart the wider internationalisation programme.

1. Change the name

Since the late stages of the 2018 season, the DTM has been evaluating a change to its name. It's the right call even if it can be argued that five German rounds - with Hockenheim appearing twice - would feel excessive in a series with an international title. But in the simplest terms, marketing the German touring car championship as an international series will always raise eyebrows until the name reflects the DTM's ambition.

Changing the name would also offer a clean break from the relaunched DTM that began in 2000 and send it back towards the International Touring Car Championship era, but this time with Berger's nous much more likely to prevent the escalating costs that killed its last full international attempt in the '90s.

Speaking at the pre-Brands Hatch media event, two-time DTM champion and BMW driver Marco Wittmann told Autosport: "I think the DTM has the name already that says German touring car championship, but the series is so professional and, actually, in the end, everybody knows the DTM is the second-best championship worldwide next to Formula 1.

"The name German touring car championship is not big enough in the end. For me, clearly it's the way to go, [being] more international, and of course, if you want to attract more manufacturers.

"For Audi and BMW it's great to race in Germany, we are super happy that Aston Martin stepped in but definitely, we want to attract other manufacturers, maybe the Japanese ones or some others, [and] I think you have to go more international. It maybe does not need to go worldwide, but more international."

As the DTM continues to find a foothold in Europe and stretch beyond, manufacturer talks remain ongoing. While continual links with Alfa Romeo and Maserati are exaggerated, a tie-up with DTM and SUPER GT makes an Asian manufacturer appear more likely.

2. Form closer ties with W Series

Autosport was told earlier this season that the addition of W Series has bolstered ticket sales for Brands Hatch - some achievement for a new support championship.

But that also demonstrates how the high-profile addition of W Series - its grand ambitions going as far as having a bigger hospitality unit than the DTM itself already - has helped rescue the DTM from what became a disappointing support package when the Formula European Masters series that the erstwhile Formula 3 European Championship was intended to become collapsed.

Berger's rightly recognised that the overall fan experience at the circuit is as important as the product on track and innovations such as nightly concerts and cutaway pitboxes that allow fans to watch the inner workings of a live DTM garage have proved popular, as has the decent access to the stars of the show.

But take away W Series and the supporting package has been unexciting, with the eclectic but lower level BOSS GP, regional Porsche Carrera Cup and TCR events, as well as endurance racing, all helping to fill the slots across the year.

While it would be some ask for the DTM to overhaul its package and replace supporting series that likely have firm contracts, there are simple ways to offer a package to tempt fans.

The Norisring, easily the DTM's most popular round due to its placement in the centre of Nuremberg, gave a perfect glimpse into what's possible with the stunning Procar demonstration. The DTM, which has always embraced nostalgia through static displays, should be encouraging its manufacturers to showcase their history and wider motorsport presence as BMW did there. Whether it's more contemporary, say Audi and BMW's Formula E cars, or 'historic' through iconic Le Mans 24 Hours machinery, there's a missed opportunity when that doesn't happen.

That would require a lot of groundwork, so in the meantime why not take the simple option of looking across the paddock and making the ties with W Series even firmer? Berger has openly shown support for the series, waxing lyrical about the reversed-grid race at Assen most recently - and quite rightly.

Pushed on his support for W Series, Berger said: "It would be nice to see one of the top girls in a DTM car. No question. At least offer them a test to see, I mean this [series] is all about giving them the possibility for the next step."

Asked if the winner of the series could get a test in a DTM machine, Berger added: "It's too new, this year it's a year where we all said, 'Let's see how this works'."

W Series is understood to be happy with its relationship with the DTM and the ITR, but the tin-top championship should now take the chance to offer a genuine progression path. That would also be another vindication for W Series and, more cynically, create more attention for the DTM.

3. TV presence is key

This is a key point for the British market, as the DTM's TV deal is not remotely good enough. Being buried away on Premier Sports - a minor player in the sports rights market that requires a subscription - means an already limited level of international DTM coverage is held back further.

Considering Formula E now has a BBC deal, the World Touring Car Cup managed to get its season opener on the red button service, IndyCar secured a slot on Sky Sports F1 and both Eurosport and Channel 4 remain active in motorsport rights, it's a thoroughly underwhelming result for the DTM.

Its YouTube channel - 171,000 subscribers at the latest look - offers varied content such as Dovizioso's entire onboard from Misano, featurettes, compilations and historic throwbacks. There's a wealth of value that isn't being exploited in the UK.

How can you expect to pack out Brands when for the English-speaking market following the series is largely a matter of reading written press such as Autosport? The DTM has a strong relationship in Germany, unsurprisingly, with broadcaster SAT.1 and other decent deals such as Ziggo Sport in the Netherlands and Movistar in Spain. That proves it can be attractive to broadcasters.

4. Guest drivers at foreign races must become standard

Having no guest driver for Brands Hatch is a missed opportunity and while there has been a big marketing push behind David Coulthard's demonstration of a Red Bull F1 car, which will no doubt be a great spectacle, it does not fill the void of a bonafide superstar to help get bums on seats.

Dovizioso may not have single-handedly rescued Misano, and a move elsewhere in Italy is likely for 2020, but his presence alone attracted a sizeable Italian media presence. The surprise broadcast from Valentino Rossi confirming he was both keeping an eye on Dovizioso and was also planning to eventually race in the series in a one-off cameo transcended the DTM.

At Assen, the MotoGP link continued -informally - with Moto2 demonstrations, and pre-event Bruno Spengler gave rising MotoGP star Franco Morbidelli a drive in the BMW M4 DTM, taking the series to new audiences and at a bike-mad circuit too.

Brands currently lacks that sort of appeal. With the DTM's much-vaunted tie-up with SUPER GT, 2009 Formula 1 world champion Jenson Button would have been the perfect candidate to step into a DTM car - attract legions of fans, promote the joint race and gain some valuable DTM intel for the Japanese teams.

With the benefit of hindsight, Button recently becoming a father would likely have mothballed any such plan. But there are other options out there too. Why not a leading and popular British Touring Car Championship driver to promote a crossover of fans? The reigning champion Colin Turkington is providing passenger laps this weekend and seems like a worthy choice.

The DTM cannot be held solely responsible. BMW's reluctance to run a guest driver has been explained as managing resources, but it is still a disappointing stance. R-Motorsport's late build, meaning it only has the four full-season Vantages, makes it even trickier, and Audi had already committed to Dovizioso.

5. Don't lose sight of what works

Autosport was told at Assen that the DTM was reviewing its race format, a concerning statement considering two races offers value for money for fans and creates narratives such as Wittmann's hero-to-zero-and-back-to-hero weekend at Assen.

A move to a single-race weekend would take it back to the era of 2003-14, but part of the DTM's improved racing this year has come from changeable conditions across the Saturday to Sunday and the tricky balance of finding a set-up that works across two qualifying sessions and two races - heightening by the learning curve of new engines.

Best of all, the DTM format remains fairly easy to follow. There's no reversed grids or refuelling, just a straight-up sprint race with the one mandatory pitstop - offering strategic variance that tests drivers' and teams' abilities.

More promisingly, Berger has stated his intent not to give up on races that do not make an immediate impact, such as Misano, and that will prove crucial as the DTM will not make significant gains by switching venues within countries in the hope of finding a silver bullet.

It needs the help of the four points stated before and time to build a foothold.

The DTM cannot fully focus on its future with Japan without having a solid base that expands beyond Germany, and the announcement of the format for November's Fuji race needs to be the next step in growing beyond its roots.

Class One is a promising sign for a true 'world' championship, but the DTM cannot reach that stage without fixing the problems closer to home. The intention is there, certainly, as the DTM is more welcoming to international media than it ever has been as it seeks to spread the word, but the execution of its greater plan is lacking.

Berger has shown he can react swiftly when a problem arises - replacing Mercedes and pushing through Class One regulations spring to mind. But taking internationalisation beyond platitudes and into existence is now his and the DTM's greatest test.