Why marrying DTM and SUPER GT is so complex

What is the final goal of DTM and SUPER GT's alignment through the Class One regulations? Ask 10 people in the DTM paddock and you'll get 10 different answers.

That isn't a criticism of either party's process of navigating through a framework to unite two radically different series, more an explanation of just how much work is ahead, and how the path will likely take more detours than someone reading a map upside down.

So, in that case, it makes sense to start with what is clear. Concern was growing at how the months were ticking by without any meaningful updates about the hugely important joint race at Fuji on November 22-24.

But after DTM boss Gerhard Berger's trip to Fuji to finalise the race format - as well as the name 'SUPER GT x DTM Dream Race' - there's a growing confidence among the key players within the DTM, to the point that they will now give an indication of where the future of Class One is going.

Despite Berger's strong dislike for Balance of Performance - understandable, given it can be a constant distraction from racing and often clouds the true competitive order - it will be used for the joint race. The DTM's technical partner DEKRA will use data from Nissan, Toyota and Lexus's cameo in the series' Hockenheim season finale to form its equalisation strategy.

Despite the DTM dropping BoP during the 2017 season, one look at the difference between the two series makes such an approach more palatable. The next step for 2020, after all, is "closer alignment". At face value, that's a strange phrase considering that SUPER GT is inherently an endurance series while the DTM's roots are - and will remain - in a sprint format. Although the DTM and SUPER GT's GT500 class share the same monocoque, that difference in racing style means the cars are very different animals across the two series. SUPER GT has a tyre war, limited aerodynamic development, driver changes, weight handicaps, refuelling and larger fuel tanks - all things the DTM does not have.

"You always should be open to learning, but they [SUPER GT] have a different culture," Berger explains. "They are a little bit towards long-distance races and we are going in the other direction. But we are still able to have the same technical regulations and that's what counts from a cost side."

Costs are frequently mentioned in the DTM paddock when it comes to Class One. The DTM package is seen as being on the right trajectory - Berger's influence and connections open doors. But that has not led to a fourth or fifth manufacturer joining the grid. Hard work had to be done to persuade R-Motorsport's Aston Martin project to replace the outgoing Mercedes for 2019.

The DTM is also keen for customer programmes - to the point where Berger wants to market the likes of Team Rosberg and BMW's RBM as individual identities underneath a manufacturer banner.

"Introducing the new engine [for 2019] you have to do a lot for aero - cooling ducts and so on - so let's do the whole package in one go, which is what we did this year" Jens Marquardt

But the arrival of Audi squad WRT for 2019 helped paper over the fact that a DTM customer project is still an expensive undertaking - relying on a small pool of drivers with big budgets. Bear in mind that while R-Motorsport has the Aston Martin licence and close links to the brand, it is fundamentally run by the Vynamic operation and does not have the resources of BMW and Audi, or WRT's privateer operation and other entities approaching BMW for a customer programme. There are potentially too many big fish in a small pond.

The idea is that Class One not only makes the highest level of touring car racing more affordable, but it becomes a platform that can be used worldwide - a factor that has helped make the TCR regulations so appealing, so much so that when Class One was presented as an option to the dying World Touring Car Championship for potentially 2018 or '19, it was rejected in favour of TCR rules.

But there's caution about looking too far ahead for the DTM and SUPER GT, and it stems from the long-running saga over the DTM actually committing to the Class One regulations. The blame for that is usually placed firmly on a doormat in Stuttgart.

"We've had a sort of staggered introduction path," BMW motorsport boss Jens Marquardt explains. "Obviously, we were quite a bit delayed with going to the four-cylinder engine which clearly, in the beginning, our Japanese colleagues were patient about, but clearly not happy [with], because it was agreed differently.

"I remember we had a meeting in Hockenheim and [Mercedes boss] Toto Wolff explained the situation to them and said, 'Look, really sorry, but from our side, we can't follow the path. So to keep us on the boat in Europe, our colleagues agreed to postpone, we can only ask for your understanding'.

"We had agreed to the common aero regulations, which we have introduced this year because we didn't want to do the work two or three times.

"Introducing the new engine [for 2019] you have to do a lot for aero - cooling ducts and so on - so let's do the whole package in one go, which is what we did this year."

Mercedes is always name-checked in Class One discussions, due to Audi and BMW's angst over their old rival successfully leading several postponements then exiting the series in 2018. The DTM has finally committed fully to the Class One regulations after the loss of Mercedes, with Berger forcing through the new rules at short notice as he sought a replacement manufacturer.

Those false dawns still permeate today, leading to temperate responses to Class One questions - and that makes promoting the importance of the joint SUPER GT race all the more difficult. That is also in part due to the negative aspects of Class One that came out early in the season.

There were early teething problems for the DTM with reliability due to the different vibrational frequency of the Class One engine in a car that had common parts designed for the old V8s, but the change has been welcomed by drivers enjoying the greater power output, and the manufacturers are able to promote a more relevant engine.

Le Mans experience and road car knowledge have helped Audi, in particular, get on top of the issues to create what is understood to be the most powerful and reliable engine package, while BMW plays catch-up and R-Motorsport steers through its first season with Aston Martin in the DTM. Engine-seal breaks for R-Motorsport and BMW during 2019 show that the long-used V8s had given an expectation of assumed reliability, and the loss of that could have an impact on a tight title race.

But Brands Hatch was still a sea change in the way leading figures discussed Class One. While the precise future remains murky, it's now clear there are several theories about the direction Class One should take. Primarily, Berger urges caution as he continues to navigate the trial-and-error phases of the DTM's European expansion.

With Berger's "closer alignment" comment in mind, Gass tells Autosport of a method in which Audi could potentially run a parallel DTM/SUPER GT campaign

"The next step is to stabilise everything in Europe, improve step-by-step," Berger says. "Here [at Brands Hatch] we have more people than last year, great, it's a good step. But it's possible to do another step next year. You need to have passion, work hard.

"Certain countries in Europe, like this [Britain], it's one of our big names. It is [Class One] important for the manufacturers as it gives the possibility to use the development costs in different continents and that is going to be better.

"It all takes time, you need to pace it. I think everything is moving in a good way."

For the manufacturers, there's a little more openness - although again 'early days' is the name of the game.

Audi already has a presence in SUPER GT in the secondary GT300 class through Hitotsuyama Racing's programme.

Audi motorsport boss Dieter Gass (pictured above) has previously indicated interest in using the RS5 DTM in Japan, but only if key cost areas such as SUPER GT's tyre war and extensive testing become more affordable. With Berger's "closer alignment" comment in mind, Gass tells Autosport of a method in which Audi could potentially run a parallel DTM/SUPER GT campaign.

Asked if Audi would need to take a factory presence to SUPER GT or use a customer outfit such as Hitotsuyama, Gass says: "It's a bit premature at the moment, but once it [alignment] happens, we need to look at both situations. We do have a team over there, running in GT300 that could be a basis. But, we really didn't have the discussions yet.

"At a first glance, you would probably reduce two factory cars here and bring two factory cars to Japan so you have the same amount of cars, and you don't increase the budget too much if you run it from Japan. But you [also] have more brands in Japan and in Germany."

Berger shies away from the theory that alignment makes targeting a full-time Japanese manufacturer easier for the DTM, saying it's the "wrong question for me" to answer.

BMW recently outlined a stance on a future in SUPER GT - a series it does not have a presence in currently - that was similar to Audi's, as Marquardt cautioned about the Japanese series' higher cost elements.

"Now that we have finally achieved it [the DTM going international] let's see what our next steps are," he said. "We should try and get cars from different manufacturers into both series. The more OEMs, the more interesting it gets. We are definitely open to this."

But at Brands, Marquardt was much more guarded in outlining his expectations of the Class One tie-up.

"The bigger picture, the fundamental aero of the car, fundamental powertrain, those kinds of things will be from next year onwards very close," he says. "We will discuss then, at the next possible stage properly and together [in person] - not via phone or Skype - how we will head to the future with the next possible steps - a hybrid [powertrain], whatever."

The excitement for Fuji is now palpable in the DTM paddock, with Marquardt saying "to finally see all DTM and Super GT cars in Fuji on a racetrack together, that's going to give a lot of people a lot of goosebumps"

The elephant in the room is how to align two series beyond just similar regulations. The DTM's rocky history of internationalisation and its current attempts to expand into Europe outside of Germany mean any talk of using the phrase 'world championship' is quickly shot down.

Autosport understands that the likelihood is two full joint races next year, with winter slots more likely because they cause less disruption for both the DTM and SUPER GT seasons.

But with the recent failure of the WTCC (which has been successfully succeeded by WTCR), and other international-facing series such as World Rallycross hitting strife for a variety of manufacturer-induced reasons, Berger is hesitant to embrace a 'world' title.

"With world championships - some are good - but it's connected to high logistic costs and most of these projects are killed by it. If you look at Formula 1 and MotoGP, they have such a big business that the logistics are done in a good way," says Berger.

"But for us, to do a race in Japan, we need to fly a jumbo there and it gets complicated, difficult and expensive. I wouldn't run blind and go: 'OK, we do a world championship'.

"Let's focus on Europe and getting stronger in Europe, especially in Britain."

Those logistics are why just six to 10 DTM cars are expected to head to Fuji in November and expenditure on even the smallest level - such as staffing - is being managed for cost-effectiveness.

Audi, BMW and R-Motorsport have not yet allocated their drivers for the event. Audi has stated Robin Frijns will not be in consideration as the event will clash with Formula E's season-opening Saudi Arabi race, and - like BMW - it will not make a call until after the season. R-Motorsport outlined a timeline of the "next couple of weeks".

The excitement for Fuji is now palpable in the DTM paddock, with Marquardt saying "to finally see all DTM and Super GT cars in Fuji on a racetrack together, that's going to give a lot of people a lot of goosebumps".

But before hairs stand on end, the manufacturers and the DTM have much to mull if they are to make a success of the long-awaited Class One - beyond driver line-ups, BoP and an ideological split between endurance and sprint racing.