(continued from the previous page)
The engine sub-frame at the front and the transmission at the rear are
identical for all DTM cars and limit the freedom of the engineers with respect
to the suspension, which has to be mounted to these shared components. In
addition, steel as the material for the A-arms and the tube dimensions are
specified. For the hub carrier, the regulations define the material and the
production process to be used. A milled aluminum part with a minimum weight is
prescribed. Furthermore, a strict provision in the regulations defines the wheel
hubs and the rims for all entrants.
The possibilities in the area of
aerodynamics are restricted as well. Air flow through the body, as in the case
of the current A4 DTM, and complex additional wings at the rear are no longer
allowed. This creates a stronger visual resemblance between the race car and the
production model. At the same time the new DTM vehicles are to respond less
sensitively to body contact with other vehicles and deliver slipstream
improvements - also thanks to the larger rear wing.
"In the past, Audi
has had very innovative solutions particularly in the area of aerodynamics in
the DTM," says Dr. Martin Mühlmeier, Head of Engineering at Audi Sport. "Since
these areas have been subjected to severe restrictions good detailed solutions
will now be crucial to achieving advantages over the competition."
The
"R17" project was launched in May 2010 and a month later the decision was made
that the A5 would serve as the base model. Trials in the model wind tunnel have
been run since February 2011. The roll-out was successfully performed on July
29, 2011 by Martin Tomczyk. Since then testing of the A5 DTM has been in
progress. The homologation of the A5 DTM is scheduled for March 1, 2012 - until
then the engineers at Audi Sport in Ingolstadt and Neckarsulm still have time to
fine-tune the detailed solutions.
Audi A5 DTM Race Car: Photo Gallery, Review (1/2) and Specifications