Haug sees great DTM opportunity: “Needs a distinctive format change”

– Former Mercedes motorsport chief Norbert Haug is still an indispensable figure in the DTM paddock: The 73-year-old has not only witnessed all eras of the traditional series but has actively shaped them – and has already stepped in several times as a savior of the DTM. No wonder that Haug still cares about the well-being of the series and has ideas on how the “survivor” DTM can be led into a successful future.

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In an interview with Motorsport-Total.com, Haug speaks frankly – even if he knows not everyone involved will applaud immediately: The Swabian explains why, in his view, the DTM needs a distinctive format change, why the ADAC should be responsible for the Balance of Performance (BoP) in the future, and how he envisions a completely new race format with a reversed starting grid on Sunday.

Haug also talks about potential international stars like Max Verstappen and Valentino Rossi, the planned internationalization, and the separation of Mercedes-AMG and HWA. And of course, the former Mercedes motorsport chief also reveals who he believes will win the title in 2026.

Question: “Mr. Haug, recently emotions ran high among drivers in the DTM because of the BoP: Thomas Preining threatened to retire and then dominated in Oschersleben, then Nicki Thiim followed and suggested that exotic manufacturers like Aston Martin or Ferrari should not win except for a few token victories. What is your view on such statements?”
Norbert Haug: “In the heat of adrenaline, such statements are initially understandable, but after a double pole and two dominant wins in Thiim’s case at Norisring, they are practically unsubstantiated.”

“The same goes for Preining, whose double win at the following DTM weekend in Oschersleben only failed due to a botched second pit stop on Sunday. In my opinion, far too much fuss is generally made about this Balance of Performance, and those who first shout loudly and then or before win convincingly do not provide a basis for their arguments.”

“If the interested public and reporting media then get the impression that ‘he who shouts the loudest wins,’ it does a disservice to all teams, drivers, manufacturers, and not least the DTM itself. Moreover, Ferrari is currently the most successful brand in the ongoing DTM with three wins. Aston Martin, with two first places, is as successful as BMW, Mercedes, and Porsche so far.”

Question: “Is the SRO the right BoP partner for the DTM?”
Haug: “At least the question is legitimate as to why this organization should have an interest in a prospering DTM, the only GT3 racing series in the world that it de facto does not control except for its BoP. In my view, the ADAC should be entirely responsible for the BoP itself, and as I hear, that also seems to be the plan for the future.”

A competent engineering firm, which has gathered extensive experience working with the automotive industry and masters simulations perfectly, can certainly carry this out on behalf of the ADAC in close cooperation with them at reasonable costs.”

“Changing the BoP three times or even more per race weekend afterwards would not be my recommendation. ‘First time right’ all the more. Getting it right immediately saves corrections and endless discussions.”

Question: “The starting field currently consists of 21 vehicles. Do you expect an increase in 2027, or is the DTM at risk of having too small a field?”
Haug: “A topic I view quite critically. Under the management of the ADAC and the DTM managing directors Thomas Voss and since April this year Claudia Wagner with all their colleagues, the series has started quite well since taking over and has developed splendidly since. They have all done a lot right.”

“Steadily increasing spectator numbers on-site and on devices from TV to social media are impressive proof of this. Nevertheless, in the interest of this unique worldwide championship, even more unique selling points should be developed and implemented: This starts with at least 24 starters, plus up to four wildcards for guest starters, who ideally would be named Max Verstappen or Valentino Rossi.”

“This requires constant and diligent acquisition work by those responsible, effectively showcasing the uniqueness of the DTM with all its positive facets in its shop window.”

Question: “Let’s move on to the race and qualifying format. You advocated for a reverse grid a year ago. Would that still be your preferred approach?”
Haug: “In my opinion, a distinctive format change is part of representing the uniqueness of the DTM. It may well stir emotions – or even should.”

“These ideas will initially cause head shaking among manufacturers, teams, drivers, and also the ADAC, that is clear to me. Nevertheless, one should engage with them in the interest of the DTM’s distinctiveness and especially for the interested audience and reporting media.”

Question: What would be your proposal?”
Haug: “Race activities would start with the High-Noon Qualifying with full tanks on Saturday at 12 noon lasting ten minutes, instead of the currently at least half-useless and comparatively unnoticed 20 minutes in the early and rather spectator-less hours of Saturday and Sunday. Points for the top three in qualifying would no longer be awarded; they are already sufficiently advantaged by their result.”

“Then Parc Fermé on the start-finish straight including a grid walk for guests with appropriate tickets. Start with the tires used in qualifying at 1:30 pm, as usual. On Sundays, then a fifteen-minute warm-up at 12:00 pm, mandatory for all starters as an appetizer before the race for the spectators. This would then start in reverse order of the Saturday finish.”

“Placement weights would thus be unnecessary after the Saturday finish, as the best on Saturday start at the back on Sunday. Previously on Friday and Saturday, for reasons of further cost reduction, two free practice sessions of a maximum of 35 minutes each, because every single lap driven costs money for tires, fuel, and subsequent maintenance.”

“Of course, I expect immediate objections from teams, manufacturers, and at least some drivers to this idea: ‘That will never work.’ But my motorsport experience, which is also my life experience, tells me: What one wants, and what several want after prior persuasion, is feasible.”

“For any deliberately slow drivers in the Saturday race who try to cheat a better starting position for Sunday, there would certainly be a suitable sanction proposal. For example, slow laps through the penalty zone, which I generally consider a successful facility and effective DTM invention.”

Question: “What do you hope to achieve with these changes?”
Haug: “The uniqueness of the DTM, which brought it worldwide motorsport fame with its three letters, would be clearly distinguishable from all other GT3 racing series in the world with these measures. And most importantly: It would offer more excitement for spectators and reporters on Sunday.”

“With reversed starting order, more overtaking is expected, the second pit stop on race Sunday continues to offer good strategic options and has already proven itself excellently this year. It naturally requires courage to change, but in my experience, lack of courage in motorsport is the beginning of failure.”

“All this is not the know-it-all attitude of a former DTM co-responsible person but should rather be understood as a constructive proposal for an even better DTM future.”

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Question: “Who is your championship tip for 2026?”
Haug: “I would like to see Maro Engel win the title. Not out of old Mercedes loyalty, but because Maro, after all these years and measured by his current performances, finally deserves this title. He is a great and one of the best-known ambassadors of the sport with GT vehicles. But what I wish does not count. The one point more in the final standings decides, as all interested parties and active participants know almost as well as I do.”

Question: “Will the Mercedes-AMG collision at the Nürburgring still cost Maro Engel in the title fight?”
Haug: “First, it should be noted how Maro behaved and expressed himself in front of the cameras after this crash: Finally, it was not someone else’s fault, but the cause admitted clearly and self-critically. Chapeau, Maro, that is how a true sportsman speaks.”

“And I am sure the racing god has noted your mea culpa words in his notebook. An honest apology counts much more to me than a dishonest win, even if there are no points for it in the championship table.”

Question: “Is there still a chance for Marco Wittmann in the title fight after the Nürburgring win?”
Haug: “I want to hope so for Marco and his entire Schubert team as well as for BMW. He is a great driver and few are as hard to overtake as he is, while he tests all fair limits like few others. I think Marco is highly regarded at BMW Motorsport, also regarding his US IMSA activities in prototypes.”

“He did not receive his two DTM titles by mail, and it was high time and overdue that he recently took his next DTM win at the Nürburgring after two years.”

Question: “What do you think of the young Hessian Finn Wiebelhaus, who already secured a pole position and the first Ford podium in his first DTM season?”
Haug: “Very impressive, the young man, without a doubt. I am sure his mentor Manuel Reuter deserves much credit here as well. He can convincingly explain to his young driver how to win DTM and also 24h Le Mans races, and not just once. Provided the right next steps, Finn can have a good future.

Question: “At the Nürburgring, only twelve cars finished on Saturday because teams sometimes only have three sets of tires per car on some weekends and deliberately park cars to gain an advantage for Sunday. Should this be accepted to make Sunday’s races more exciting, or should the DTM officials react?”
Haug: “No, this should definitely not be accepted by the rule enforcer. Anyone who acts like this in the Saturday race and deliberately parks a proven drivable car for tire advantage on Sunday should start the Sunday race immediately after the start with three drive-throughs through the penalty zone. Then more cars will finish on Saturdays.”

Question: “The new DTM calendar includes the same eight tracks as in previous years. The ADAC wants to make the series more international in the medium term and also expand the number of races. What would be the best way for the series? Which new track would be an enrichment?”
Haug: “In my view, that would be the absolutely wrong way: International or even worldwide events combined with expensive logistical transports are absolutely not appropriate for the DTM for sustainability and cost reasons.”

Photo series: Special features of all DTM tracks of the 2027 season

“The opposite is true: DTM weekends should be localized as before within the vicinity of Germany, preferably including Spa or Assen as examples. More international GT3 teams should be won over for DTM engagement and thus the international media presence should also be further expanded.”

“Anyone who wants to sell high-quality sports cars in Germany and Europe is better off promoting the performance of their products in no racing series than in the DTM. Compared to WEC or other GT3 series, it offers an unbeatable price-performance ratio regarding financial investment compared to spectator and media resonance.”

No other GT racing series offers similar worldwide publicity as the DTM or gathers as many enthusiastic spectators. In my view, ‘freezing costs’ and ‘further expanding attractiveness for participants and spectators’ must be the order of the day and the coming years. And that is absolutely feasible in the DTM. No other series below Formula 1 currently has better conditions for this.”

Question: “Has the development of a special DTM tire by Pirelli paid off?”
Haug: “I would answer that with a clear ‘yes.’ Incidentally, it is also a building block for the DTM’s unique selling points to be aimed for and probably also a worthwhile marketing example for tire partner Pirelli.”

Question: “At Mercedes-AMG, after the switch from HWA to Affalterbach Racing GmbH, there have been reports of spare parts shortages and delays with the GT3 successor. Was the separation from HWA the right decision?”
Haug: “From my now external perspective, this decision was not thought through consistently to the end. It makes – not only in my assessment – both partners at least initially weaker. Since 2010, HWA has built hundreds of GT3, GT2, GT4, and track series special Mercedes on behalf of AMG and also supported and maintained them on-site and in Affalterbach.”

“Together with my colleagues at the Mercedes motorsport headquarters, I had previously built the cooperation between Mercedes, AMG, and HWA. What we achieved together with HWA’s namesake Hans-Werner Aufrecht, Gerhard Unger, and Jürgen Mattheis as responsible managers and all HWA colleagues over more than two decades will remain unique. Measured by successes, both financial and sporting.”

Photo series: All Mercedes cars in DTM history since 1984

Question: “The Lamborghini Temerario had a difficult start, then there was help through the DTM additional homologation. This was criticized by other manufacturers. Was it still right to help Lamborghini?”
Haug: “Would the alternative, possibly losing four Lamborghini constantly trailing as DTM starters, have been the better solution?”

“If we had not integrated the Abt-Audi, which did not fit the regulations, into the rules in 2000, Audi would probably never have followed the brave Abt initiative as a factory team, and the DTM would have been buried for the second time after 1996 following Opel’s exit in 2005. As an inevitable consequence, this DTM would no longer exist today – that much is certain.”

“I am absolutely not a fan of bending the regulations, but temporarily special circumstances can also require special measures. This is also the spirit of the DTM. Therefore: Well done, ADAC and DMSB. If competing teams and manufacturers do not complain in such a case, either it is about nothing, or something was really done wrong.”

Question: “Audi finally has a sports car in its portfolio again with the Nuvolari. Do you see a chance for a GT3 return and a DTM comeback for the brand?”
Haug: “In my assessment, the exit from customer racing was not the right decision. The best customer racing models, like Porsche’s, achieve what the parent company currently only manages inadequately: They make money.”

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“Frank-Steffen Walliser consistently developed and implemented this successful model as sports director at the time. It has since become exemplary for more than a dozen manufacturers with GT3 programs worldwide and their customer racing departments.”

“I rely on the current Audi technical board member Rouven Mohr. A true racer, with – in my opinion – enough light on his bike to clearly recognize the motorsport opportunities outside Formula 1 ahead of Audi in the spotlight and subsequently implement them.”

“Anyone who, as a sports car manufacturer and to promote all their series products, spurns the DTM platform, in my view, has not heard the bang and does no good for their brand. More promotion and more practiced sustainability with less financial investment is not found in any racing series in the world.”

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