<< Prev Page 2 of 2 One of the other areas, in addition to the electronics, that the FIA Class 1 left more room to work with than Group A was aerodynamics. The only restriction was that all aerodynamic devices, except for the rear wing, were fitted lower than the top of the wheel hubs. This resulted in elaborate bumpers and side skirts but also gave the cars a relatively 'stock' appearance. The DTM racer nevertheless shared no panels with the road-going C-Class as weight saving dictated that all body parts were made from carbon-fibre. The aforementioned rear wing consisted of two horizontal elements and was mounted on the rear deck.
Mercedes-Benz fielded six examples of the C-Class DTM in 1994 for a hugely talented set of drivers that included 1992 champion Klaus Ludwig and also the season's only female competitor, Ellen Lohr. Although Opel also fielded a Class 1 Calibra, the victories this year would be divided between the Alfas and Mercedes. Kurt Thiim took the C-Class' first win in the third of twenty rounds but the fight would remain close throughout the season. Although Alfa Romeos would claim eleven victories against Mercedes' nine, it was a very consistent run from Ludwig that saw him clinch his second DTM title for Mercedes-Benz.
The hugely sophisticated machines and exciting races in 1994 had caught the world's eye and for 1995 six international rounds (ITCS or International Touring Car Series) were added to the roster, each featuring two races. The DTM championship also consisted of six rounds of two races. Both Mercedes-Benz and Alfa Romeo continued development and on the C-Class the changes included a 440 bhp variant of the V6 and a paddle-operated gearbox. Alfa Romeo had gone a step too far with electronics and suffered from poor reliability throughout the season. This allowed a very dominant Bernd Schneider to comfortably win both the DTM and ITCS titles.
For 1996 the two championships were combined into the ITC with the FIA claiming a prominent role and also a stake from the lucrative TV contracts. By now the lovely little V6 engine developed by AMG produced a staggering 500 bhp but the rivals also had not ceased working. Particularly Opel had stepped up and Manuel Reuter immediately made his mark by claiming the Calibra's first ever DTM victory in the opening round of the season. It would turn out to be the most competitive year run under the Class 1 regulations with each of the three manufacturers claiming multiple victories. Defending champion Schneider won four of the twenty-six races but he was nevertheless just beaten by Reuter, despite having won just three races.
Despite the hugely exciting season, the manufacturers were far from happy, particularly with the way the series was run by the FIA. Perhaps considered a threat to Formula 1 by the sport's governing body, little was done to promote the championship. This gave the manufacturers relatively little return on their huge investment. Both Alfa Romeo and Opel had had enough and withdrew, effectively ending the brief spell of the most sophisticated touring cars had ever seen. The C-Class DTM dominated the better part of two seasons and took three of the five titles up for grasps in those four seasons. In 2000 the DTM series was reinstated and his since thrived free from FIA control and with Mercedes-Benz as one of the dominant teams. << Prev Page 2 of 2
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One of the other areas, in addition to the electronics, that the FIA Class 1 left more room to work with than Group A was aerodynamics. The only restriction was that all aerodynamic devices, except for the rear wing, were fitted lower than the top of the wheel hubs. This resulted in elaborate bumpers and side skirts but also gave the cars a relatively 'stock' appearance. The DTM racer nevertheless shared no panels with the road-going C-Class as weight saving dictated that all body parts were made from carbon-fibre. The aforementioned rear wing consisted of two horizontal elements and was mounted on the rear deck.