The big message coming out of the DTM this year is that of change. A major revision of the championship's technical rules to a set of more cost- and safety-conscious regulations featuring 57 spec parts, an increase in the number of cars from 18 to 22 thanks to BMW returning to the series after 20 years away, and even a change to the points system to reward those who win races far more than in 2011.
The situation at Phoenix Racing is almost a microcosm of the championship. The Audi outfit has itself undergone a pretty major change since last October. Ernst Moser's squad surprised many by taking Martin Tomczyk to the title last year with a remarkably consistent run that included three wins for the series veteran and scoring points (finishing in the top eight) in every one of the 10 races.
It's taken him a while to emerge as a consistent title challenger, but in the final year of DTM's Class One rule set, Nico Muller has smoothed the rough edges and has double champion stablemate Rene Rast working harder than ever to keep up in the title race
Opel's fortunes in the DTM had taken a turn for the worst by 2003 - hardly the pedigree that suggested it could take on the toughest 24-hour race of them all. But that's exactly what it did
It's 20 years since the DTM roared back into life at a packed Hockenheim with a back-to-basics approach as the antidote to its high-tech past. Now it's on its knees again, so is it time to recall the lessons learned in 2000?
The Opel Vectra GTS was the last in the line of the marque's DTM challengers, but failed to hit the lofty heights of its predecessors when financial constraints hit
DTM boss Gerhard Berger was an ardent detractor of Formula E and was reluctant for his series to embrace greener engine technologies. But this cynic's tune has had to change to ensure the DTM's existence in the future of motorsport
Phoenix sure it will remain a DTM frontrunner despite Martin Tomczyk's BMW move
The 2012 DTM grid guide