2011 dtm technical regulations

2011 Technical Regulations

Class 1 Cars

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2011 DTM Technical Regulations of 54

SUMMARY ARTICLE T1 GENERAL CONDITIONS 1.0 Tolerances 1.1 Interpretation of the Regulations 1.2 Modifications 1.3 Eligible cars ARTICLE T2 DEFINITIONS 2.1 Identical cars 2.2 Automobile 2.3 Land vehicle 2.4 Series production car 2.5 Competition car 2.6 Bodywork 2.7 Exterior bodywork 2.8 Air intakes 2.9 Mudguards 2.10 Wheel arch 2.11 Decorative strips 2.12 Original 2.13 Weight 2.14 Wheel 2.15 Door 2.16 Cockpit/Drivers compartment 2.17 Driver’s/Personal equipment 2.18 Mechanical components 2.19 Assemblies 2.20 Crankshaft centre 2.21 Cylinder capacity 2.22 Supercharging 2.23 Transmission 2.24 Wheel suspension 2.25 Pressure accumulator 2.26 Telemetry 2.27 Semi-automatic gearbox 2.28 Automatic gearbox 2.29 Reference plane 2.30 Active systems 2.31 Sensor 2.32 Sintered material (Intermetal/Ceramic) 2.33 Periphery 2.34 Manufacturer 2.35 Systems 2.36 Appendix J 2.37 Axis system 2.38 Safety cell 2.39 Free 2.40 Application of norms and standards 2.41 Homogeneous material 2.42 Metal alloy 2.43 Composite material 2.44 Steel 2.45 Airstream

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2.46 Engine Separation Plane 2.47 Wheelbase 2.48 Centre axis of the (front/rear) wheels 2.49 Driving direction 2.50 Head Restraint Permitted Modifications and Design Specifications for the Competition Car ARTICLE T3 MATERIAL AND COMPONENTS 3.0 General design specifications 3.1 Use of Composite material 3.2 Use of titanium 3.3 Use of beryllium 3.4 Use of sintered material 3.5 Mountings 3.6 Coupling of systems 3.7 Energy 3.8 Electric motors 3.9 Mechanical output ends for assemblies and auxiliary assemblies 3.10 Accident data recorders (ADR) 3.11 Active systems 3.12 Pressure accumulators 3.13 Use of ceramic materials ARTICLE T4 WEIGHT 4.1 Minimum weight 4.2 Ballast ARTICLE T5 BODYWORK 5.0 Material and Connections 5.1 Dimensions 5.2 Bodywork assembly 5.3 Windows 5.4 Doors 5.5 Underbody z = 0 5.6 Ground clearance 5.7 Aerodynamic devices 5.8 Front aerodynamic devices 5.9 Rear wing 5.10 Front mudguards and engine bonnet 5.11 Rear mudguards 5.12 Lateral aerodynamic devices 5.13 Rear diffuser 5.14 Bumpers 5.15 Closing of openings/air intakes ARTICLE T6 ENGINE 6.1 Type and position of engine 6.2 Engine block 6.3 Crankshaft drive 6.4 Cylinder head 6.5 Induction system 6.6 Exhaust system 6.7 Fuel and air feed

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6.8 Ignition 6.9 Cooling of the engine 6.10 Lubrication of the engine 6.11 Seals - Rings ARTICLE T7 FUEL TANK, LINES AND PUMPS 7.1 Fuel tank 7.2 Piping and fittings 7.3 Fuel, hydraulic and oil pumps ARTICLE T8 ELECTRICAL EQUIPMENT 8.1 Battery 8.2 Starter 8.3 Lighting 8.4 Cables and sensors 8.5 Telemetry 8.6 Engine control unit (ECU) 8.7 Instruments 8.8 Electronic systems ARTICLE T9 TRANSMISSION 9.1 Drive train 9.2 Gearbox and final drive 9.3 Lubrication system of the drive train 9.4 Clutch 9.5 Propshaft 9.6 Drive shafts ARTICLE T10 SUSPENSION AND STEERING 10.1 Suspension 10.2 Steering 10.3 Coupling of non driven wheels 10.4 Wheelbase ARTICLE T11 BRAKES 11.1 Separate brake circuits 11.2 Brake discs 11.3 Brake calipers 11.4 Cooling of brakes 11.5 Brake pressure modulation ARTICLE T12 WHEELS AND TYRES 12.1 Dimensions 12.2 Wheel material 12.3 Number of wheels 12.4 Wheel attachment 12.5 Pneumatic jacks 12.6 Pressure control valves ARTICLE T13 COCKPIT 13.1 Cockpit openings 13.2 Position of the driver’s seat 13.3 Dashboard 13.4 Pedals 13.5 Cockpit ventilation

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13.6 Accessories 13.7 Adjustment 13.8 Cockpit design ARTICLE T14 SAFETY EQUIPMENT 14.1 Safety belts 14.2 General circuit breaker 14.3 Extinguishing system 14.4 Rear view 14.5 Towing eyes 14.6 Lifting devices 14.7 Airbag systems ARTICLE T15 SAFETY STRUCTURES 15.1 Rollover structure 15.2 Safety cell 15.3 Driver’s seat 15.4 Design of the safety structures 15.5 Impact absorbing structure 15.6 Firewall ARTICLE T16 FUEL 16.1 Fuel characteristics 16.2 Air ARTICLE T17 FINAL TEXT

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These DTM Technical Regulations are issued by the DMSB (registration number 501/2011). They come into force on1st of January 2011 and replace are previous DTM Technical Regulations. These Regulations have been approved by the FIA. ARTICLE T1 GENERAL CONDITIONS 1.0 Tolerances - All measurements given in the present Regulations must be respected without any tolerances. - All tolerances explicitly defined for a specific measurement in the present Regulations will be

taken into consideration for the inspection of the relevant component. - A tolerance applies only for the relevant measurement of the part to which it is assigned. 1.1 Interpretation of the regulations The DTM Technical Commission is composed of the DMSB Technical Delegate, the ITR Delegate and of one delegate of each of the makes represented in the DTM Commission. All decisions or recommendations of the DTM Technical Commission are made by majority vote. The date at which any such decision or recommendation comes into effect must be specified. The DTM Technical Commission is in charge of all interpretations, supplements or modifications of these Technical Regulations, subject being approved by the DTM Commission. 1.2 Modifications Any permitted modification must never result in a prohibited modification or in the non-respect of the regulations. 1.3 Eligible cars In order to be eligible for the DTM, the corresponding series production car as well as the competition car must be homologated by the DMSB. The competition car must be in total conformity with the prescriptions of these Technical Regulations and of the Sporting Regulations. Each competition car must have a series production car as basic model. The following conditions must be respected for the homologation of the series production car: - At least 10000 identical units of the series production car must have been produced in 12

consecutive months. This minimum number must have been produced before the 31st of December of the year in which the registration application is submitted to the DMSB.

- In relation to the number of seats, the series production car must have at least an EEC or KBA (German Federal Motor Vehicle Registration Agency) registration as a four-seat car. The homologated series production car must have two seats side by side in the front and two seats side by side in the back of the car.

- The overall length of the series production car - measured in accordance with ISO 612 : 1978 (DIN 70020) as defined in the Guideline 70/156/EEC for the type approval - must be at least 4300 mm. The overall length of the car must not exceed 4850 mm.

- The overall height of the series production car - measured in accordance with ISO 612 : 1978 (DIN 70020) as defined in the Guideline 70/156/EEC for the type approval - must not exceed 1550 mm.

- The overall width of the series production car without rear view mirrors - measured in accordance with ISO 612 : 1978 (DIN 70020) as defined in the Guideline 70/156/EEC for the type approval– must not exceed 1850 mm.

- The series production car must have a non-detachable, solid roof, with or without sunroof, made of steel-sheet.

- The series production car must not have more than two doors on each side. - For the competition cars, the dimensions given in Article T 5.1 must in addition be respected.

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The DMSB reserves the right to verify any specification made by the manufacturer in connection with the homologation at any time and to carry out this check on any series production car of the same type selected by the DMSB, without having to give reasons. The DMSB, with the consent of the ITR, furthermore has the right to cancel a homologation if the specifications made by the manufacturer prove to be incorrect. ARTICLE T2 DEFINITIONS The following definitions are binding for the interpretation of these Regulations. 2.1 Identical cars For the interpretation of these Regulations identical cars are series production cars with a minimum production number of 10000 identical units produced in 12 consecutive months with the following components identical in appearance and material: - Doors - Engine bonnet - Boot lid - Mudguards/side members - Front and rear end panels - Roof panel with and without sunroof - Windscreen, rear and side windows - Front and rear bumpers including eventually fitted trim mouldings and licence plate holders. 2.2 Automobile An automobile is a land vehicle running on at least four non-aligned complete wheels, of which two are used for steering and two for propulsion. 2.3 Land vehicle A land vehicle is a locomotive device, propelled by its own means, moving by constantly taking real support on the earth’s surface, and of which the propulsion and steering are under the control of a driver aboard the vehicle. 2.4 Series production car 2.4.1 For the interpretation of these Regulations, a series production car is each passenger car of a manufacturer with a KBA (German Federal Motor Vehicle Registration Agency) or an EEC registration for German road traffic, distributed through the normal commercial channels of the manufacturer. 2.4.2 The outer appearance of the series production car is defined by the shape of it’s bodywork without any components (as for example rear wings, antennas, trim mouldings, roof rails etc.). See also Article T 2.7. The homologated series production car determines the bodywork design of the competition car with the exception of those bodywork parts for which modifications are expressly permitted and defined in these Regulations. 2.5 Competition car A competition car is a class 1 competition car based on the homologated series production car and prepared in accordance with these Regulations. 2.6 Bodywork All entirely suspended parts of the car, with the exception of the safety cell defined in Article T 15.2 form part of the bodywork. All mechanical components and/or assemblies are attached to the bodywork.

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2.7 External bodywork All parts of the bodywork licked by the external airstream are considered to be the “external bodywork” and form the external contour (see also Article T 2.45). The shape of this contour is checked in its entirety over the gaps, with the exception of the area of the lateral aerodynamic devices (between the wheels). 2.8 Air intake An air intake is any opening in the bodywork with the single function of the intake or the outlet of ambient air into or out of the bodywork. 2.9 Mudguards Mudguards are defined as follows: Front: The area of the external bodywork defined by the inner face of the complete wheel of the homologated series production car (C1/C1) and the lower edge of the side windows (A1/A1) and the front edge of the doors (B1/B1). See drawing B2. Rear: The area of the external bodywork defined by the inner face of the complete wheel of the homologated series production car (C2/C2) and the lower edge of the side windows (A2/A2) and the rear edge of the doors or the rear edge of the front doors in the case of four-door cars (B2/B2). See drawing B2. 2.10 Wheel arch Each wheel arch is defined by the envelope of the complete wheel housed within the wheel arch. 2.11 Decorative strips Any strip, bonded or screwed parts following the external contour of the bodywork and with a height and/or width or less than 25 mm are decorative strips. 2.12 Original All parts which are identical in contour and material to an identical series production car of the same type homologated by the DMSB are deemed to be original. 2.13 Actual Weight The actual weight of the car is the one at the moment of weighing, without the driver and his personal equipment. 2.14 Wheel 2.14.1 By wheel is meant: flange and rim (body) without any detachable parts (wheel covers, valves, balance weights etc.). 2.14.2 By complete wheel is meant: flange, rim and tyre 2.15 Door The part of the bodywork that opens to give any person access to the driver and passenger compartments is a door. For the interpretation of these Regulations, hatchbacks are not considered to be doors. 2.16 Cockpit / Drivers compartment The cockpit / drivers compartment is the first volume which accommodates the driver in the car. 2.17 Driver / Personal equipment 2.17.1 The person entered for the corresponding competition car at administrative checks is the driver. 2.17.2 The personal equipment of the driver comprises maximum the following: - Driver’s overall, balaclava, gloves and underwear

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- Shoes and socks - Helmet - Head restraint (e.g. HANS®, head and neck support) - Microphone and earphones/loudspeaker - An empty water bottle with a maximum capacity of 2 litres - Cooling vest without supply lines. 2.18 Mechanical Components Mechanical components are all those necessary for the propulsion, suspension, steering and braking, as well as all accessories, whether moving or not, which are necessary for their normal working. Liquid-lines and electrical wiring are not considered to be mechanical components for the interpretation of these Regulations. 2.19 Assemblies Assemblies are: - the engine - the gearbox - the differential - the steering - the clutch Auxiliary assemblies are: - the servo pump mechanically powered by the engine and its reservoirs for the steering - the oil pumps and the oil filters - the parts of the engine electric - the parts of the carburetion - the water pumps - compressor for air conditioning Accessory assemblies are: - the intake device for the combustion air - the operating cooling materials in the engine compartment, including their air ducts - the cooling-air feeds in the engine compartment. 2.20 Crankshaft Centre The crankshaft centre is at half distance of the straight defined in its length by the bore centres of the engine cylinders with the furthermost distance to each other as shown in drawing B10. 2.21 Cylinder Capacity The volume swept in equal shares (tolerance ± 1 cm³) by the movement of the 8 prescribed pistons inside the prescribed 8 cylinders of the engine expressed in cubic centimetres (cm³) is the cylinder capacity. In calculations of cylinder capacity, the number π is held to be 3.1416. 2.22 Supercharging Any mechanical or thermodynamic measure to increase the charge of the fuel/air mixture in the combustion chamber is considered to be supercharging. For the interpretation of these Regulations, ram effects, immobile devices or means to achieve dynamic effects in the intake and exhaust system are not considered to be supercharging. 2.23 Transmission All parts mounted rear to the crankshaft which conduct engine forces to the wheels are parts of the transmission. The complete wheels themselves are not considered to be part of the transmission. 2.24 Wheel Suspension All parts whereby complete wheels are suspended to the bodywork and/or chassis unit and which are modifying the initial tension of suspension springs are parts of the wheel suspension.

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2.25 Pressure accumulator Any device or measure capable of pressurizing any substance with more or less than the atmospheric pressure of the ambient air and capable of providing this pressure over any period is a pressure accumulator. The engine and its operating material pumps, the gearbox oil pump as well as the servo pump for the steering in accordance with Article T 10.2.5, the drinking water pump, the pump for the driver’s cooling vest as well as all liquid and air lines are not considered to be pressure accumulators under the above definition (See also Articles T 6.9.6, T 7.1.11, T 9.4.4, T 10.1.9, T 12.1, T 12.5.2 and T 14.3.1). 2.26 Telemetry The transmission of data and/or signals of any kind from or to a station/device outside the car itself or vice-versa whilst the competition car is moving is telemetry. Verbal communication and the transmission of the pictures of the TV camera are not considered to be telemetry. 2.27 Semi-automatic gearbox A system which, when the driver calls for a gear change, takes over the control of one or more of the engine, clutch and gearbox momentarily to enable the gear to be changed, is considered to be a semi-automatic gearbox. 2.28 Automatic gearbox A gearbox which is able to change a gear due to any kind of data constellation without any input from the driver is an automatic gearbox. 2.29 Reference plane The reference plane (z = 0) is amongst others the binding reference surface for vertical measurements (z - direction). Its height (z = 0) on the competition car is defined by the underside of the flat bottom in compliance with Article T 5.5.1 (see drawing B3). 2.30 Active systems Any system or any function which allows control of one or several parameters (figures) and uses one or several of these measured figures for the control of car components is an active system. The terms in relation to regulating and control engineering according to DIN19226 must be taken into consideration for the definition of an active system. This definition includes in particular anti-lock-brake systems, traction control systems, automatic or semi-automatic gearboxes, automatic clutch control, electronically or automatically adjusting final drive differential systems as well as systems adjusting the damper, suspension or ride height and moveable ballast (masses) control. 2.31 Sensor A sensor is a system or a device which establishes parameters and/or the condition of the car or of car components, without itself taking any influence on the parameters and/or the condition (see also Article T 8.4). 2.32 Sintered material (Intermetals / Ceramic) Material manufactured through a sintering process is sintered material (intermetals / ceramic). 2.33 Periphery 2.33.1 For the application of these Regulations, the periphery is the volume of a spherical calotte with a radius of 10 metres, standing on the ground. The centre of this spherical calotte is the intersection of two vertical planes passing through the vehicle longitudinal axis and the wheelbase centre at the reference plane (z = 0). 2.33.2 For the application of these Regulations, the air in this volume at any time is considered to be the “ambient air”.

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2.34 Manufacturer For the application of these Regulations, a manufacturer is an automobile manufacturer with EC or KBA (German Federal Motor Vehicle Registration Agency) approval. 2.35 Systems For the application of these Regulations, the following components represent a separate system: - Suspension - Steering - Front brakes with brake circuit - Rear brakes with brake circuit - Clutch - Gearbox with gear shift mechanism - Differential - Engine electronic control unit (ECU) - Throttle control - Engine 2.36 Appendix J The appendix J is the binding text of the Technical Regulations of the current FIA International Sporting Code. 2.37 Axis system A Cartesian coordinate system defined as follows is applied for the competition cars: - x-axis is the vehicle longitudinal axis, positive towards the driving direction (= centre axis of the

car in longitudinal direction) - y-axis is the vehicle transversal axis with the direction resulting from the x- and the y-axis in a

coordinate system rotating clockwise - z-axis is the vehicle vertical axis showing positively upwards from the reference plane (z=0). 2.38 Safety cell Structure inside the cockpit which surrounds the driver when seated normally and which is connected to the bodywork, as described in Article T 15.2. 2.39 Free A free part may be manufactured and be modified in all respects. It may also be replaced by another part or parts having the same function. Total freedom is granted as to the shape and the number. This means that the part can also be completely removed. The restrictions concerning the use of certain materials as per Article T 3 are not suspended through the application of the term „free“ in these Regulations. 2.40 Application of norms and standards to the present Regulations Prescriptions, definitions and clarifications derived from Regulations which are not issued by the FIA or the DMSB (e.g. DIN, EN, ECE, EG, SFI etc.) are only applicable if FIA or DMSB Regulations and/or the present Regulations expressly refer to, or if their application compulsory results from public law. 2.41 Homogeneous material Homogeneous material is a substance all the components of which have the same characteristics. A homogeneous metal alloy must be made of components which completely combine or dissolve with each other when melted (homogeneous melting). 2.42 Metal alloy A metal alloy is a homogeneous material produced through melting which consists of at least two chemical elements, the main elements of which must be metal.

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Impurities appearing in the alloy as for example phosphorus, sulfur, nitrogen or iron substances unintentionally appearing during the melting process are not considered to be alloy elements. The description of the alloy is determined by its basic component/s respectively basic element/s. Examples for metal alloys are: alloyed chrome-molybdenum-heat-treated steel 25 CrMo 4, alloyed carburized steel 18DrNi8, chromium steel X 46 Cr 14, magnesium wrought alloy MgAl8Zn. 2.43 Composite Material A material which comprises one or more of the following fibre materials is considered to be a composite material: - Carbon fibres - Aramid fibres - Glass fibres It is made from at least two separate components, the association of which gives properties to the whole that none of the components possesses separately. Example: Glass fibre + plastics = glass fibre reinforced plastic (GRP). If different parts consist of one or more continuous laminates (plies), they are considered to be bonded together for the interpretation of these regulations. 2.44 Steel Any metal ferrous alloy with a volume weight of ate least 7.5 gr/cm³ is considered to be steel for the interpretation of these Regulations. 2.45 Airstream For the interpretation of these Regulations, the airstream on bodywork openings ends 10 mm behind the outer edges of the openings. See drawing B9. 2.46 Engine separation plane An engine separation plane is defined in order to determine the upper and lower engine weight in accordance with Article T 6.1.5. An obligatory definition of the course of the engine separation plane through the engine is given in drawing B15. All the engine components according to Article T 6.1.4 situated above this engine separation plane will be considered for the engine weight above the engine separation plane. All engine components according to Article T 6.1.4 intersecting the engine separation plane due to their layout will be considered for the engine weight below the engine separation plane. 2.47 Wheelbase The wheelbase is the dimension x between the central line of the front wheels and the central line of the rear wheels (see also Article T 10.4). 2.48 Centre axis of the (front / rear) wheels The centre axis of each wheel is defined by the half distance between the external edges of the wheel, perpendicularly to the plane on which the car stands, regarded in the car’s longitudinal axis (x-axle). 2.49 Driving direction For the interpretation of these Regulations, the driving direction of the car is defined by its forward movement (in race direction) with the steered wheels in the front and the powered wheels at the rear. 2.50 Head Restraint (Head and Neck Support) The head restraint system (e.g. HANS®, Head and Neck Support) is a device in compliance with FIA standard 8858-2002.

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PERMITTED MODIFICATIONS AND DESIGN SPECIFICATIONS FOR THE COMPETITION CAR The eligible modifications and design specifications for the competition car (car) are specified in the following Articles T3 to T19 inclusive. ARTICLE T3 MATERIAL AND COMPONENTS 3.0 General Design Specifications With the exception of the components defined in Articles T 3.1, T 3.2, T 3.3 and T 3.4, the use of the following material is prohibited for the complete car: - Composite material - Ceramic material - Titanium - Sintered material - Beryllium - Boron alloyed aluminium (BORALYN). The freedom in relation to the eligible material for mechanical components and bodywork parts defined in Articles T 3.1, T 3.2, T 3.3 and T 3.4 does in no case permit the further substitution of materials for other mechanical components, in particular for free bodywork parts. All metal alloys must be composed of at least 88% of metal components. All steel must have a volume weight of more than 7.5 gr/cm³. Aluminium alloy must have a volume weight of more than 2.5 gr/cm³. The use of magnesium sheets less than 3mm thick is forbidden. 3.1 Use of composite materials The use of positive couplings according to DIN918 in connection with ISO 1891 on or in the components for which the use of composite material is permitted in this article is prohibited unless expressly allowed for a certain component according to the following prescriptions. For the following components solely, the use of composite material is permitted: 3.1.1 Air box of the engine, provided that this component is not a structural part and does not have

the function of an engine support. In the area of the connection to the intake bridge, a positive coupling with the intake bridge is permitted.

3.1.2 Air ducts and air passages with a maximum permitted material thickness of 3.5 mm with the sole purpose of transporting the ambient air to its destination. To solve any possible manufacturing problems a tolerance of maximum + 0,5 mm may be accepted, provided that it is only a local material accumulation (e.g. in radii). These parts may neither be structural parts nor may they be a structural reinforcement of the bodywork. They must be fixed by screws or quick fasteners with a maximum diameter of 6 mm and have a straight distance of at least 50 mm between each fixation point. The bonding of these parts and/or their fixations to the bodywork is prohibited.

3.1.3 - Fairings with a maximum material thickness of 3.5 mm with the sole purpose of covering mechanical components. To solve any possible manufacturing problems a tolerance of maximum + 0,5 mm may be accepted, provided that it is only a local material accumulation (e.g. in radii). These parts may neither be structural parts nor may they be a structural reinforcement of the bodywork. They must be fixed by screws or quick fasteners with a maximum diameter of 6 mm and have a straight distance of minimum 50 mm between each fixation point. The bonding of these parts and/or their fixations to the bodywork is prohibited (Exception see Article T 5.0.4). The fairings may be sealed to the bodywork by means of a sealing compound approved by the DMSB.

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- Supports with a maximum material thickness of 3.5 mm. To solve any possible manufacturing problems a tolerance of maximum + 0,5 mm may be accepted, provided that it is only a local material accumulation (e.g. in radii). These parts may neither be structural parts nor may they be a structural reinforcement of the bodywork. They must be fixed by screws or quick fasteners with a maximum diameter of 6 mm and have a straight distance of minimum 50 mm between each fixation point. The bonding of these parts and/or their fixations to the bodywork is prohibited. The supports may be sealed to the bodywork by means of a sealing compound approved by the DMSB. Notwithstanding the aforementioned, supports with a ground surface of less than 500 mm2 may be bonded to the bodywork or the safety cell on this surface. In this case, the remaining sides and ends of these supports must have no connection to the bodywork or to the safety cell. These supports must have a straight distance of at least 100 mm between each other.

3.1.4 The fuel tank housing. It is prohibited to bond the fuel tank housing and/or its fixations to the bodywork or the safety cell.

3.1.5 Driver’s seat and headrest. The driver’s seat may have a positive coupling with the safety cell under respect of the eligible dimensions as specified in Article T 15.2 and it may also be bonded to it.

3.1.6 Safety cell as specified in Article T 15.2. The safety cell may have a positive coupling with the car.

3.1.7 At the front end of the rollover structure, in the area of E3 (centre axle of the front wheels) ±150 mm, a single-piece, removable structure which, as it is mounted in the vehicle and including all of its attachments, can be accommodated in a box with the dimensions 1000 x 600 x 150 mm. The removable structure may have a positive coupling with the safety structure.

3.1.8 Brake discs. 3.1.9 Friction-discs of the clutch. 3.1.10 Propshaft. The drive and output flanges may have a positive coupling with the propshaft. 3.1.11 All the aerodynamic devices described in the Articles T 5.7 to T 5.14, as well as the front

mudguards, the engine bonnet and the boot lid. It is prohibited to bond these parts and/or their fixations to the bodywork. The aerodynamic devices may be sealed to the bodywork using a sealing compound approved by the DMSB.

3.1.12 The reinforcements of frameless window panes as described in Article T 5.3.5. 3.1.13 The basic body of the front bumper which does not protrude rearwards beyond the front

edge of the front wheels. 3.1.14 The basic body of the rear bumper which does not protrude forwards beyond the rear edge

of the rear wheels. 3.1.15 The flat bottom. The use of positive couplings for parts of the flat bottom is permitted. 3.1.16 The firewall according to Article T 15.6. It is prohibited to bond these parts and/or their

fixations to the bodywork. The firewall may be sealed to the bodywork using a sealing compound approved by the DMSB.

3.1.17 The housing of the exterior mirrors. 3.1.18 The housing of the interior mirror. 3.1.19 The front and rear impact absorbing structure according to Article T 15.5. 3.1.20 Tyres 3.1.21 Boards for the support of electronic components (e.g. within the ECU or in a relay). 3.2 Use of titanium It is permitted to use titanium for the following components only: - Piston and connection parts of the brake master cylinders - Engine valves - Connection parts (bushes) between the brake disc and brake-disc chamber - Clutch - Flex discs (hardy disks) and their screw connection to the propshaft (standardized component,

see Article T 9.5) - Skid blocks (see Article T 5.6)

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3.3 Use of beryllium It is permitted to use beryllium for the following components only: - Valve-seat rings as well as valve guides in the cylinder head - Friction-bearing shells in the engine - Bucket tappets 3.4 Use of sinter material It is permitted to use sinter material for the following components only: - Sinter metal in the clutch friction disc(s) - Valve-seat rings in the cylinder head - Moveable parts of the wheel bearing - Balance weights for the crankshaft - Bearings and pinions in the starter. 3.5 Mountings Assemblies according to Article T 2.19 may only be connected to the bodywork using metallic supports and bolted connections. Positive screw couplings are permitted. For the application of these Regulations, rubber-metal connections (silent blocks) are considered to be bolted connections. The freedom in relation to mountings does not suspend the provisions of this article. For the interpretation of these Regulations, any sealing by using a sealing compound approved by the DMSB is not considered as bonding. 3.6 Coupling of systems Any coupling of systems and of their functions is prohibited, unless explicitly permitted in these Regulations. 3.7 Energy 3.7.1 Any device or measure suitable to gain energy from the movement of the car or from the brake power and to use this energy for the propulsion of the car is prohibited. 3.7.2 Electrical energy may only be stored in batteries and in condensers. Electrical energy for the operation of the electrical systems of the car may exclusively be generated by means of an alternator. 3.7.3 Any energy storage inside the car is prohibited with the exception of electrical batteries and condensers. 3.8 Electric Motors Only the following electric motors are eligible be in the car: - One (1) starter - One (1) wiper motor - The fuel pumps - Three (3) fan motors in the cockpit with a maximum permitted power consumption of 200 watt

each - The drinking water pumps - One (1) pump for the power-steering - The pump(s) for the windscreen washer system - The maximum of three (3) motors with a maximum permitted power consumption of 200 watt

each, for the sole purpose of operating the cooling devices for the driver - The maximum of two (2) pump motors for the water spray system in the brake system. 3.9 Mechanical outputs for assemblies and auxiliary assemblies Mechanical outputs from the engine and/ or from the transmission are solely permitted to operate the assemblies and auxiliary assemblies listed in Article T 2.19.

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3.10 Accident data recorders (ADR) The accident data recorder specified in the Appendix A5 must be used in each car. 3.11 Active Systems - The use of active systems in the car is prohibited with the exception of systems for the

functions of the fuel and air feed and of the ignition system. - An active system capable of controlling the slip of the complete wheels at the rear axle

independent from the driver is prohibited. 3.12 Pressure Accumulators The installation and the use of pressure accumulators are prohibited, unless their use is explicitly allowed in one of the articles of these Regulations. In such cases of exception, the accumulated medium may only be used for the purpose specified in the corresponding article. 3.13 Use of Ceramic Materials The use of ceramic materials is only permitted for the following components: - Movable parts of the wheel bearings - Electrical isolation of spark plugs - Pressure sensors. ARTICLE T4 WEIGHT 4.1 Minimum Weight The minimum weight of the car is 1050 kg including the driver and his personal equipment. The minimum weight will be determined with empty water reservoir as per Article T 11.4.4 and without considering the fuel tank content. The car must in any configuration comply with this minimum weight at all times during the event. The minimum weight may be modified in the Sporting Regulations. In this case, the Sporting Regulations have priority over these Technical Regulations. 4.2 Ballast Ballast may be used provided it is secured in such a way that tools are required for its removal. The ballast must not change its position in relation to the bodywork whist the car is moving. It is not permitted to fix ballast to or within the front or rear impact absorbing structure (see Article T 15.5) of the vehicle. ARTICLE T5 BODYWORK The bodywork is free provided the following prescriptions are respected. 5.0 Material and Connections 5.0.1 The bodywork must be made of steel with the exception of the parts defined in Article T 3. The material thickness of all sheet panels of the exterior bodywork which are located in areas which must remain original must, above z = 275 mm, be at least 0.60 mm. 5.0.2 Any bonded and / or laminated connections on the bodywork are prohibited unless expressly authorised in these Regulations. 5.0.3 Notwithstanding the provisions of Article T 5.0.2, the wheel arch extensions described in Articles T 5.10 and T 5.11 and the lateral aerodynamic devices described in Article T 5.12 as well as the windows described in Article T 5.3 may be sealed to the bodywork. The sealing compound used must be a commercial one and approved by the DMSB.

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5.0.4 Notwithstanding the provisions of Articles T 3.1.3 and T 5.0.2 the fairings for the wheel arches may be bonded to the bodywork. 5.1 Dimensions All the bodywork components must comply with the following dimensions. For this purpose, the following reference planes are defined in the coordinate system (see drawing B3/1). These reference planes restrict the freedom in relation to the bodywork design. No bodywork parts may penetrate into the accordingly described areas. Plane z = 0 extends in x and y direction in parallel along the lower face of the flat bottom and

represents the reference plane. The reference plane according to Article T 2.29 amongst others provides the compulsory reference surface for vertical dimensions (z-direction). Its position in z direction (z = 0) on the race vehicle is defined by the lower face of the flat bottom according to Article T 5.5.1 (see drawing B3/1)

Plane E1 extends 910mm in negative direction in front of plane E3, perpendicular to plane E8

(car longitudinal plane) and vertically to the reference plane (z = 0) below z = 275 mm. (see drawing B 3/1)

Plane E2 extends perpendicular to plane E8 (car longitudinal plane) and vertically to the

reference plane (z = 0) above z = 275 mm through the foremost point of the bodywork. (see drawing B 3/1)


reference plan (z = 0) through the centre axis of the front wheels. (see drawing B 3/1)


reference plane (z = 0) through the centre axis of the rear wheels. (see drawing B 3/1)


reference plane (z = 0) above z = 275 mm through the rearmost point of the bodywork. (see drawing B 3/1)


reference plane (z = 0) through the rearmost point of the rear wing according to Article T 5.9. (see drawing B 3/1)

Plane E7 extends in parallel to the reference plane (z = 0) through the highest point of the

bodywork at y = 0. (see drawing B 3/1) Plane E8 the car longitudinal plane extends through the centre section of the bodywork at y =

0 in direction of the car longitudinal axis and vertically to the reference plane (z = 0). In addition, the following reference points are defined in the coordinate system for the assembly of the bodywork: Reference point P1 x = plane E4 + 1000 mm / y = 0 / z = 275 mm Reference point P2 x = plane E4 + 900 mm / y = + 925 mm / z = 275 mm Reference point P3 x = plane E4 + 900 mm / y = - 925 mm / z = 275 mm Reference point P4 x = plane E4 + 805 mm / y = 0 / z = 815 mm (tolerance for each

dimension: ± 5 mm)

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5.1.1 Above z = 275 mm, the length of the competition car to be homologated must be 4.575 mm (+/- 10 mm) between planes E2 and E5. The position of plane E8 (car longitudinal plane) of the competition car must comply with the one of the homologated series production car. The tolerance is ± 3 mm. 5.1.2 The bodywork must be moved so that the rear overhang, defined by the dimension u2 between plane E4 (centre axis of the rear wheels) and plane E5 (rearmost point of the bodywork above z = 275 mm), is 150 mm ± 10 mm greater than the front overhang, defined by the dimension u1 between plane E2 (foremost point of the bodywork above z = 275 mm) and plane E3 (centre axis of the front wheels) (see drawing B 3/1). 5.1.3 The dimension between the reference plane (z = 0) and plane E7 (highest point of the bodywork) must be between 1200 mm and 1206 mm. Any hang-on parts on the roof, such as for example antennas, trim strips or roof rails etc. will not be taken into consideration for the measurement of the prescribed height. (see drawing B 3/1). 5.1.4 The minimum dimension between the reference plane (z = 0) and the highest point of the bodywork, measured at x = 900 mm (± 10 mm) behind the wheel base centre and y = 0 (± 5 mm), is 1160 millimetres (see drawing B3/1). 5.1.5 The bodywork width of the car without homologated external view mirrors must not exceed 1850 mm. 5.1.6 The minimum width of the car at a height of z = 1000 mm is 1275 mm (see also drawing B3/3). 5.1.7 The length of the homologated series production car may be modified below z = 275 mm through the addition of aerodynamic devices (see Articles T 5.7 to T 5.13). The dimensions specified below in Articles 5.1.8 to 5.1.11 must be respected. 5.1.8 The maximum permitted dimension between plane E1 (foremost point of the maximum contour according to drawing B5) and plane E3 (centre axis of the front wheels) is 900 mm. The tolerance is ± 100mm. 5.1.9 In vertical projection, below z = 275 mm, no part of the bodywork may penetrate through a maximum contour which is defined by a circular arc at a distance of 1000 mm behind the centre axis of the rear wheels (reference point P1, see Article T 5.1) and two external bodywork points at a distance of 900 mm behind the centre axis of the rear wheels (reference points P2 and P3, see Article T 5.1 and drawing B 3/2). 5.1.10 The dimension between plane E4 (centre axis of the rear wheels) and plane E6 (rearmost point of the rear wing) is 1175 mm -10 mm. 5.1.11 Within the eligible dimensions in accordance with Article T 5.1.5 to T 5.1.11, a tolerance of ± 5 mm is accepted when checking the dimensions in x-direction specified in the homologation form. 5.1.12 Above the reference plan (z = 0), the frontal projection of the car must cover a closed surface of at least 1840 mm (y-axis) x 650 mm (z-axis) (see also drawing B3). This surface must be perpendicular to plane E8 (car longitudinal plane) and parallel to the car’s vertical axis. 5.2 Bodywork assembly Bodywork assembly above z = 275 mm

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5.2.1 Above z = 275 mm, all bodywork parts forming the external contour must be original. This means that they must have the same contour and be of the same material as the corresponding parts on any homologated series production car of the same model, with the exception of the areas defined by the following regulations in Article T5 and by the corresponding drawings, in which modifications on the original bodywork parts are permitted and described (see also Article T 3.1.11 and Article T 5.7 to Article T 5.15). In addition, it is not permitted to limit the tolerance of the contour templates specified in Article S 17.3 (Templates) and/or to use punctual modifications of the original contour or of original bodywork parts. If a vehicle is cut or extended (Article T 5.2.2.2), the templates according to Article S 17.3 must be arranged so that a check can be carried out on the competition car as well as on the series production car. It may only be possible to shorten or extend this template in x-direction. 5.2.2.1 All DTM vehicles must, irrespective of the corresponding make, be equipped with a standard spoiler which must be fitted to the rear edge of the boot lid to create equal basic conditions. The following must be respected: In lateral projection, the centre section of the bodywork (y = 0) must be arranged in such a way in relation to the reference plane (z = 0) that the design dimensions of reference point P4 according to Article T 5.1 are identical for all DTM vehicles, irrespective of the make, when the boot lids are closed and in their standard position (see drawing B 3/4). The area situated behind reference point P4 when seen in driving direction and the rear edge of the boot lid must be equipped with a uniform contour (rear spoiler) between y = ±550 mm and comply with the following conditions: Starting from the reference point P4 (see Article T5.1), the upper surface of the standard rear spoiler must be fitted on the surface of the boot lid, following its standard contour in positive x direction between y = ±550 mm -5 mm. Between y = ±550 mm, the area of the rear spoiler situated behind reference point P4 must follow an angle of ± 1 ° in relation to the reference plan (z = 0), measured in parallel to the plane E8 (car longitudinal plane). The dimensions of the rear spoiler surface situated behind reference point P4 are defined by the CAD data lodged with the DMSB. The uniform contour of the rear edge of the rear-lid must have a radius of minimum 5 mm and maximum 6 mm at its rear end. Starting from the highest point of the 5 mm / 6 mm radius at y = 0, in z-direction and following the overarching of the uniform rear contour, within a distance of maximum 60 mm downwards and over its complete width, the rear spoiler must have a transition into the standard contour of the rear-lid. (see drawing B 3/4) The rear spoiler surface situated behind reference point P4 may be extended to the front in negative x-direction and transit into the contour of the boot lid, provided that the extension only follows the contour of the rear spoiler and ends at the intersection with the standard contour of the boot lid (see drawing B 3/4). In the case that, after the correct fixation of the uniform rear spoiler, the surface of the original boot lid contour extends in z-direction above the uniform rear spoiler, this surface may be altered in order to achieve a smooth transition. For each millimetre of difference in height between the uniform rear spoiler and the original boot lid contour, this transition area may be made by 40 mm each in negative x-direction. In y-direction, the transition may extend to maximum y + 555 mm respectively y = - 555 mm. The eligibility of these transition areas and of the arrangement of the uniform rear spoiler is evaluated by the DMSB Technical Delegate. The modifications to the original contour as well as the position of the uniform rear spoiler must be established by CAD dates which are part of the vehicle’s homologation. 5.2.2.2 The following is applicable if the compulsory dimension of 4.575 mm (+/- 10 mm) according to Article 5.1.1 is not complied with after the movement of the bodywork of the series production car in accordance with Article T 5.1.2, after its adjustment to the compulsory height in accordance with Article T 5.1.3 and after the arrangement in accordance with Article T 5.2.2.1 to comply with reference point P4:

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The bodywork must be made to conform with the dimension mentioned in Article T 5.1.1 through shortening or extending the bodywork parts situated in the two below defined, free areas; this must be done in parallel to the reference plane (z=0) as well as to plane E8 (car longitudinal plane) and following the contour. Front free area: The front free area for bodywork shortening/ extending is defined in drawings B3/5 and B3/6. Rear free area: The rear free area for bodywork shortening/ extending is defined in drawings B3/7 and B3/8. Bodywork shortening/ extending must be made symmetrically to the wheel base centre (tolerance: 5mm). 5.2.3 Above z = 275 mm, all standard separating lines must remain original. If several bodywork parts are integrated into one component, the standard separating lines between the integrated bodywork parts must be at least 5 mm deep. The separating lines of the front doors, of the engine bonnet and of the boot lid must in any case completely remain original and retain their function. In addition, in order to facilitate repairs, the maximum of 2 additional separation lines / separation points may be applied above z = 275 mm on each of the two rear side parts. These separation lines / separation points may have a maximum gap width of 5 mm. Only these additional separation lines / separation points may be covered through the addition of a decorative foil to bridge the gaps. If this separation line / separation point runs into a standard separation line, the decorative foil must end at the intersection of the separation lines. 5.2.4 If the standard separation lines of the engine bonnet pass through the front wheel cutout panel, these separating lines may pass around the wheel cutout panel, notwithstanding Article T 5.2.3. In this case the separating lines must be as close as possible along the wheel cutout panel. In addition, they must be located within a radius of 410 mm, starting from point z = 275 mm on the vertical line of the front wheel centre to the reference plane (z = 0). 5.2.5 All parts of the bodywork which are not licked by the airstream are also free above z = 275 mm, provided the provisions of the Articles T 3 and T 5.2.2 are respected. 5.2.6 Sun roofs or slide roofs are prohibited. 5.2.7 The external contour of the doors in a 4-door vehicle may be modified as follows: In order to facilitate getting into and off the car and to facilitate cockpit access, the B-pillar panel may be displaced on both sides of the car by the maximum of 100 mm in positive x-direction, starting from the foremost point of the B-pillar panel. The standard rear separating lines of the front doors as well as the front door handles and the decorative covers and mouldings, if existing, may be displaced to the rear by the same maximum dimension of 100 mm. To achieve a visually attractive result of these modifications, all the resulting modifications which become necessary on the side windows as well as on the decorative covers and mouldings situated in this area are permitted, provided that the characteristics of the standard car in side view is retained as far as technically and optically possible. To simplify the components, it is in addition permitted to join together the rear door windows and the swivel windows, if existing, in a single piece. If the standard separation line is situated between rear door window and the swivel window, it is, notwithstanding Article T 5.2.3, permitted to simply apply the separating line optically by means of a decorative stripe on the window surface. No other function than the one intended by these Regulations may result from the single modifications or from the entirety of the modification carried out. The eligibility of the above modifications will be established by the DMSB Technical Delegate.

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Bodywork assembly below z = 275 mm 5.2.8 All bodywork parts below z = 275 mm are free, provided that the provisions of Articles T 3, T 5.0 and T 5.1 are respected. Bodywork - general 5.2.9 Any part of the bodywork and any part having an aerodynamic influence on the car must at all times during the event be rigidly and firmly secured to the sprung part of the car. All these parts must have no degree of freedom of movement within themselves or in relation to the parts to which they are fixed. All parts of the external contour or of the aerodynamic devices must in all cases remain immobile whilst the car is in motion. 5.2.10 In relation to the original bodywork shape, the doors, the windows, the engine bonnet and the boot lid must be fully and in standard position whilst the car is in motion. At least two additional safety fasteners must be fitted for each of the engine bonnet and boot lid. These fasteners must be marked in a colour forming a good contrast to the colour of the car. It must be possible to open the engine bonnet and the boot lid without using any tools or any other devices. Original fuel filler flaps may be removed. In this case, the openings in the bodywork must be closed smoothly and following the shape. Steel must be used for this purpose unless the fuel filler flap is positioned in the area defined in Article T 5.11. 5.2.11 External decorative strips may be removed. It is prohibited to use adhesive tape and decorative foils to bridge the gaps. 5.2.12 The bodywork must be designed so that all mechanical components are covered when seen from above in vertical protection, with the exception of the complete wheels below z = 275 mm. 5.2.13 Fitted supports and brackets for the number plates may be removed if their dimension is maximum 150 mm in z-direction and maximum ± 325 mm in y-direction. In this case, the resulting openings must be closed following the contour and optically appealing. 5.2.14 The front and rear of the car each must incorporate a plane surface (tolerance in x-direction ± 10mm) for the fixation of advertising plates with the dimensions 400 mm (y-direction) x 110 mm (z-direction). These plane surfaces must be arranged symmetrically (tolerance ± 5mm) to plane E8 (car longitudinal plane). The inclination of this surface towards the car’s vertical axis is: - maximum 15° in relation to the positive X-axis at the front of the car, - maximum 15° in relation to the negative X-axis at the rear of the car. If the original contour of the car does not have any such surfaces, these surfaces must be created at the front and at the rear of the car between z=200 mm and z=400 mm, in accordance with the aforementioned provisions. The maximum permitted bodywork dimensions as per Article T 5.2 may not be exceeded as a result of the creating of such surfaces. 5.2.15 The maximum of 24 rotary quick fasteners (life locks, etc.) may be used in total on the complete bodywork. All rotary quick fasteners must be registered with the DMSB to be eligible. The DMSB Technical Delegate will decide on the eligibility of the quick fasteners. 5.3 Windows 5.3.1 The windows may not be designed as hollow parts. Shape and size of all windows must comply with the corresponding windows of the homologated series production car with regard to the surface licked by the exterior airstream. Notwithstanding this prescription, the side windows of 4-door cars may be extended or reduced in accordance with the modifications permitted in Article T 5.2.7.

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5.3.2 Windscreen and rear window must be made of hard-coated polycarbonate with a minimum thickness of 6 mm. 5.3.3 The side windows must be made of polycarbonate with a minimum thickness of 5mm. The fitting method at the original location (bonding, clamping etc.) is free. (Exception: Article T 5.2.7) 5.3.4 Additional external safety fasteners for the windows may be fitted, provided that they have no aerodynamic effect and provided that the following dimensions are respected: - Maximum permitted width: 30mm - Maximum permitted length: 60mm - Maximum permitted material thickness: 3mm 5.3.5 Notwithstanding Article T 5.3.1 the following is permitted for cars with frameless door windows: The frameless edge may be reinforced. This reinforcement must follow the contour and is must not protrude more than 35 mm into the window surface. In any case, whether the reinforcement is applied or not, the polycarbonate window conforming to the prescribed material thickness must be in place. The dimensions both in length and height may not be lower than the ones of the series door windows as a consequence of this reinforcement. The maximum permitted thickness of the door windows including the reinforcements is 40 mm. The material and the connection method of the reinforcement is free (see Article T 3.1). 5.3.6 A windscreen wiper must be operational at all times and clear the screen directly in front of the driver. The windscreen wiper is free provided that its design is not capable of taking over any function other than the original one. 5.3.7 Solely for the ventilation of the passenger compartment/cockpit, the windscreen and the rear window may have openings as described below: - Windscreen: Holes may be applied in the windscreen below a plane extending 20 mm above

the rear edge of the engine bonnet and parallel to the reference plane (z = 0). The maximum permitted total surface of these holes is 270 cm².

- Rear window: The rear window may have holes with a maximum total surface of 180 cm². Measured from the edges of the window, these holes must be situated in an area of maximum 80 mm from each side of the window and in an area of maximum 220 mm from the lower edge of the window. No holes may be applied in an area of 200 mm over the complete width of the window, measured from the upper edge of the rear window.

5.3.8 Silvered films on the windows are not admitted. A 200mm high antiglare shield, measured from the upper edge and following the contour, may be applied to the windscreen over its complete width. Besides, the tint of the windows may not be below a light transmission factor of 75%. In addition, solely the advertising specified in Article S 21.2 (driver’s name) and in Article S 21.3 (advertising spaces) is eligible on the vehicles’ windows. 5.3.9 Windscreen films The use of protective films is permitted provided that the light transmission factor is not below the factor according to Article T 5.3.8. 5.4 Doors 5.4.1 The door hinges must be designed in such a way that it is possible to remove the complete doors without using any tools. The door hinges may not have any other function. For 4-door cars, this applies for the front doors only. The door hinges of the front doors on the A-pillar must be completely located below z = 900 mm. In addition, the door hinges of the rear doors in 4-door cars must also be completely below z = 900. The door locking system may not have any other or additional function. 5.4.2 The mechanisms of door and window control must be completely covered. These trim parts are subject to the provisions laid down in Article T 3.1.

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5.4.3 The rear doors on 4-door cars may be solidly fitted into the bodywork, provided that the separation lines according to Article T 5.2.3 are visibly retained. 5.5 Underbody (z = 0) 5.5.1 All the parts in the area marked with hatches in drawing B4 which are visible from beneath the car must be covered by a flat bottom which impervious and made of solid material. The maximum permitted openings for the wheel arches within the flat bottom are defined in drawing B4. 5.5.1.1 The areas in front of the rear wheels defined in drawing B4/1 (marked with hatches) must not be covered by the flat bottom to fix aerodynamic devices. 5.5.2 The flat bottom may consist of not more than five parts. All parts forming the flat bottom must in z-direction be in one plane, with a tolerance of ±5 mm. The fixation of the different underbody parts is free. 5.5.3 All parts forming the flat bottom must be solidly fixed to the bodywork and they must have no freedom of movement in relation to the bodywork. The periphery of the surface formed by these parts may be curved upwards towards the wheel arches with a maximum radius of 50 mm. 5.5.4 The maximum permitted thickness of the floor panels forming the flat bottom is 10 mm. A local reinforcement of the floor panels in the area of the mountings by 5 mm and with a maximum of 30 mm in diameter is permitted. The maximum of 4 circular openings of not more than 70mm in diameter allowing the use of pneumatic jacks are authorised in the flat bottom. 5.5.5 Exhaust tunnels must be closed in compliance with the above prescriptions. 5.6 Ground clearance 5.6.1 When checked, all parts of the car must have a minimum distance of 50 mm to the ground, with the exception of the complete wheels and the skid blocks as described in Article T 5.6.4. 5.6.2 At all times during the event no mechanical component and no part of the bodywork may be below z = 0, with the exception of the complete wheels and the skid blocks according to Article T 5.6.4. 5.6.3 Any device or construction that is capable to bridge the gap between the sprung part of the car and the ground whilst the car is in motion is prohibited under all circumstances. 5.6.4 It is permitted to use the maximum of 12 skid blocks at the bottom of the car provided that they are detachable upon instruction of the Scrutineers at any time during the event. Each single skid block must have a maximum diameter of 40 mm, including its attachment. In addition, it may downwards protrude beyond the flat bottom (z = 0). Within these dimensions, the material and the fixation of the skid blocks are free. 5.7 Aerodynamic Devices 5.7.1 All parts forming an aerodynamic device must have a uniform, solid, continuously hard surface and be made of airtight material. 5.7.2 The aerodynamic devices are subject to the provisions laid down in Article T 3 and must furthermore not have any flexible devices capable of changing the airstream. 5.7.3 It must be possible to completely remove all aerodynamic devices from the competition car at all times during the event.

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5.7.4 To check the stability of the aerodynamic devices (see Article T 5.2.8), the DMSB Technical Delegate may apply any checking method which he deems appropriate. 5.8 Front aerodynamic device 5.8.1 It is permitted to fit a DMSB homologated aerodynamic device to the front of the car at a position which is defined in the homologation of the front aerodynamic device. The aerodynamic device consists of the homologated basic part and the maximum of two homologated attachment parts which are in axial symmetry to plane E8 (car longitudinal plane). They may be fitted to the basic part at discretion, but always in pairs. The tolerance in length specified in Articles T 5.1.7 and T 5.1.8 may be used through the fitting of the front aerodynamic device. With the exception of the components accommodated inside the eligible openings of the wheel arches (see Article T 5.5.1 or drawing B4), all bodywork parts in the area defined in points 1. to 4. below form the homologated front aerodynamic device. 5.8.2 The front aerodynamic device is defined as follows: 1. In x-direction: Between plane E1 and plane E3 (centre axis of the front wheels). 2. In vertical projection towards the front and the sides through the course of the maximum contour

described in drawing B5. The final dimensions of the maximum contour are defined in the CAD data lodged with the DMSB and ITR.

3. Upwards through z = 275 mm 4. Downwards through z = 0 5. The homologated attachment parts on the basic part of the aerodynamic device may be used

between z = 50 mm up to z = 275 mm. The basic part of the front aerodynamic device may not be altered when using these attachment parts. Adjustment mechanisms and devices permitting a variation of the defined installation position of the registered attachment parts are prohibited.

5.8.3 The following is applicable for the deformation of the front aerodynamic device: Under application of a vertical force of 500 N, the front aerodynamic device completely mounted to the car may not move by more than 5 mm downwards or by more than 10 mm upwards. These forces are applied at three points (right, centre, left), one after the other, by a pad with a surface of maximum 1500 mm². The pad may be adjusted to the contour and a rubber 3 mm thick may be used between the pads and the aerodynamic device. The exact positions for the application of the force and the design of the pads must be agreed with the DMSB Technical Delegate. 5.9 Rear wing 5.9.1 At any time during an event, the car must be equipped solely with the two wing profile (main wing with flap, lower wing and end plates) as defined in drawing B6/1. The main wing profile and the lower wing profile must be fitted at the defined position as specified in the homologation. The angle of the main wing profile in relation to the reference plane (z = 0) must be 0°. The angle of the lower wing profile in relation to the reference plane (z = 0) must be between 1° and 6.5°. These angular dimensions must be specified in the homologation form. The angle of each wing profile is defined by the position of a plane passing through the uppermost points of the wing profile in x-direction and in y-direction (see drawing B6/3). The z-dimensions of the plane defined in this article must, in relation to the reference plane (z = 0), either remain unchanged or increase in positive x-direction. A tolerance of ± 1° is allowed for each angular dimension. 5.9.2 The wing profiles defined in the appendix 1 must be used and they must be located between the end plates in their entirety. The compulsory installation position of the rear wing profile is defined in drawing B6/2. The rear wing profiles must fit into a volume the maximum dimensions of which are: Main wing profile: 1400 mm x 180 mm x 40 mm Lower wing profile: 1400 mm x 150 mm x 30 mm Flap: 1400 mm x 90 mm x 20 mm.

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The external shape of the rear wing profiles is defined by the CAD data lodged with the DMSB and ITR. A gurney may only be used on the adjustable rear wing profile (flap). It must be completely accommodated between the end plates and within the lateral projection as defined in Article T 5.9.5. The gurney must be in conformity with the prescriptions of Article T 5.7 and be made of a 90° (± 1°) L-profile with a uniform material thickness. The bending radius may be maximum 2 mm. The side length of the L-profile may be maximum 15 mm each. 5.9.3 The two end plates of the rear wing must comply with the following maximum dimensions and have rounded, plane-parallel edges with a convex radius of at least 2 mm: - x = 230 mm, - z = 250 mm, - y = minimum 5 mm, maximum 10 mm. 5.9.4 The adjustable rear wing profile (flap) must be mounted between the end plates within the area defined in the drawing B6/2. The maximum of two supports between the flap and the main wing profile are admitted. Their lateral projection must be within the rectangular defined in drawing B6/2. The overall width (y-direction) of each support protruding beyond the wing profiles must not exceed 15 mm each. 5.9.5 In its lateral projection, the main wing profile without mounting parts must completely fit into a rectangle of x = 230 mm and z = 135 mm and it must comply with a total width (including end plates) of 1400 mm taking under respect of Article T 5.9.7, point b. The lower wing must be mounted between the end plates within the crosshatched area defined in the drawing B6/2. The position of the lower wing in relation to the main wing profile is defined in the homologation form (aerodynamic variant). The tolerance of the wing profile positions in relation to each another at the outside and measured to the interior (y-direction) until the maximum of 10 mm from the end plates is maximum ± 2 mm; in consideration of the bending it is maximum ± 5 mm in the remaining area. The complete rear wing, including the lower wing profile and flap and without the mounting parts, must in its lateral projection completely fit into a rectangle with the dimensions x = 230 mm and z = 250 mm and must under respect of Article T 5.9.7, point b, not exceed a total width (including the end plates and supports) of 1400 mm. Seen from above in vertical projection, no part of the rear wing (main wing profile, lower wing profile, flap, gurneys and end plates) and no part of the rear wing supports licked by the airstream, including all attachment parts, must in y-direction exceed the rear wing width as defined in the homologation form, with the exception of the maximum of 6 screw heads of the attachment screws on the rear wing profiles on the end plates, with a maximum permitted diameter of 10 mm and a maximum permitted screw head height of 4 mm each. 5.9.6 The rear wing must be fixed by means of two flat, plane-parallel supports with a rectangular cross section. The maximum permitted length of the part of a support licked by the airstream is 120 mm x 12 mm. The edges of the supports may be rounded with a maximum radius of 4 mm. The parts of the supports licked by the airstream must fit into a volume with the dimensions 650 mm x 120 mm x 12 mm, with the exception of the maximum of 8 screw heads on each rear wing support for the attachment of the rear wing profiles, each one with a maximum permitted diameter of 12 mm and a maximum permitted screw head height of 5 mm each. The parts of the rear wing supports licked by the airstream must not be positioned below z = 390 mm. It is permitted to pass these supports through the external bodywork contour. The resulting opening in the bodywork may have this purpose only and must be designed as small as possible. The parts of the two rear wing supports licked by the airstream must respectively be completely positioned between two planes, each one extending in parallel to plane E8 (car longitudinal plane) at y = -270 and y = - 250 mm as well as at y = +270 and y = + 250 mm. The rear wing supports must be attached to the car by means of bolted connections. No part of the rear wing support may be in front of plane E4 (centre axis of the rear wheels), seen in driving direction.

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5.9.7 The following must be respected for the attachment of the rear wing: a) The distance of plane E6 (rearmost point of the rear wing) to plane E4 (centre axis of the

rear wheels) must be 1175 mm -10mm. The overall position of the rear wing is defined in the homologation form (aerodynamic variant).

b) The highest point of the rear wing (including end plates) must be between 70 mm and 80 mm and below plane E7 (highest point of the bodywork). Any attachment parts on the roof, such as for example antennas, trim strips or roof rails etc. will not be taken into consideration for the measurements.

c) The end plates, over their complete length (x-axis) and measured from their lower edges up to 105 mm upwards (z-direction), must be within the frontal projection of the car, without consideration of the modifications on the B-pillar and on the side windows in accordance with Article T 5.2.7, without the external mirrors and attachment parts as for example trim strips, roof rails etc. as well as without aerodynamic components (see also Article T 5.9.5).

d) The upper edges of the end plates of the rear wing in x-direction must run parallel to plane E8 (car longitudinal plane) and the front and rear edges in z-direction must run rectangular to the reference plane (z = 0) (tolerance ± 1°).

e) The arrangement of the right end plate in the coordinate system of the car must be axial symmetrical in relation to the position of the left end plate, with a maximum tolerance of 5 mm.

5.9.8 The following is applicable for the deformation of the rear wing: Under application of a force of 1500 N applied vertically and downwards, the rear wing completely mounted to the car may not move by more than 5 mm in direction of the force application. Under application of a force of 600 N applied rearwards, the maximum permitted movement in direction of the force application is 5 mm. This force is applied as load collective in negative z-direction (simulation of the downforce) at the main wing profile and in x-direction (simulation of the air resistance). The check is carried out as follows: 1. Two measuring sensors are applied on an end plate, one in z-direction and one in x-direction. 2. An initial load of 100 N is applied on the main wing profile between the rear wing supports. 3. The zero position of the measuring sensors is applied after the application of an initial charge of

100 N in negative z-direction. 4. The force in negative z-direction is applied as distributed load. 5. The force in x-direction is applied between the rear wing supports by means of two clamps

fastened around the main wing profile. 6. The measuring sensors are read after the application of all the forces. The measurement is described in drawings B 6/1 and B 6/4. 5.9.9 The following is applicable for the deformation of the gurney: Under application of a force of 50 N, applied perpendicular and rearwards to the gurney parts licked by the airstream, the gurney completely mounted on the car may not move by more than 5 mm in direction of the force application. This force is applied over a length of 100 mm at any point. 5.10 Front mudguard and engine bonnet 5.10.1 The standard wheel cutout of the front mudguards may also be modified above z = 275 mm and be fitted with wheel cutout panels. The following provisions must be respected: 1. From point z = 275 mm on the vertical line of the front wheel centre point to the reference plane

(z = 0), the design of the mudguards is free in a radius of 400 mm. 2. The front mudguards and the front wheel cutout panels may be designed as a single-piece

construction. Below z = 275 mm, the position of a possible separating line is free. Within y=+/- 800mm, any openings in the front mudguard, in the wheel cutout panel or in the engine bonnet are prohibited. The material of the front mudguards is free, provided that the provisions of Article T 3.1 are respected.

3. The external edge of the front wheel cutout panel may pass beyond the 400 mm radius into the bodywork or into the lateral aerodynamic devices. The eligible dimensions in x-direction of this

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transition area is defined in drawing B7. In y-direction, the wheel cutout panels on each side of the car must be situated at a distance of 925 mm to 350 mm in relation to plane E8 (car longitudinal plane). The dimensions of the wheel cutout panels in y-direction above z = 275 mm to the outside are limited through the tangent shown in drawing B8 (vertical projection). The tangent is placed to the standard car contour at any point, from a vertical line to the reference plane (z = 0), in x-direction 500 mm in front of the front wheel centre line and in parallel to the reference plane (z = 0) up to z = 275 mm. At no point may a part of the bodywork protrude beyond the tangent.

4. In y-direction, the parts of the wheel cutout panels situated above z = 275 mm on each side of the car and in an area between 925 mm and 915 mm must have one (1) continuous closed, airtight surface (see drawing B 7/2). Any cutting through the wheel cutout panels in x/z-direction, between y=915 mm and 925 mm, must always result in a one-piece component if material is used in this area.

5. The provisions of Articles T 5.1 and 5.7 must be respected. 6. Any adjustable device having an aerodynamic influence on the front mudguards and/or the wheel

cutout panels are prohibited. 5.10.2 In order to achieve a sufficient free travel of the front wheels in addition the freedom granted above, the external contour of the engine bonnet may be modified. These modifications must be limited as much as technically possible and must have the only function to ensure the free travel of the front wheels. No openings in the engine bonnet up to the standard separation points may result from these modifications. This is also applicable if the standard separation line between engine bonnet and mudguard is moved in accordance with Article 5.2.4. In addition, the modifications to the engine bonnet must be made in accordance with Articles T 5.7.2 and T 5.7.3 and are limited to the areas specified in following: - In y-direction through the dimension y = 550 mm to the right and to the left of plane E8 (car

longitudinal plane). - In x-direction through the maximum permitted radius of 400 mm according to Article T 5.10.1. For the interpretation of these Regulations, the aforementioned areas for the eligible modifications are considered to be part of the engine bonnet. 5.11 Rear mudguards The mudguards must remain original, but the wheel cutout of the rear mudguards may be modified and be fitted with wheel cutout panels. The following provisions must be respected: 1. From point z = 275 mm on the vertical line of the rear wheel centre point to the reference plane

(z = 0), the design of the mudguards is free in a radius of 500 mm. 2. The external edge of the rear wheel cutout panel may protrude beyond the 500 mm radius into

the bodywork or into the lateral aerodynamic devices. The eligible dimensions in x-direction of this transition area is defined in drawing B7. In y-direction, the wheel cutout panels on each side of the car must be situated at a distance of 925 mm to 350 mm in relation to plane E8 (car longitudinal plane).

3. The external edge of the wheel cutout panels may upwards not protrude beyond the contour of the rear mudguard.

4. In y-direction, the parts of the wheel cutout panels situated above z = 275 mm on each side of the car and in an area between 925 mm and 915 mm must have one (1) continuous closed, airtight surface (see drawing B 7/2).

5. The provisions of Articles T 5.1 and 5.7 must be respected. 6. Any adjustable device having an aerodynamic influence on the rear mudguards and/or the wheel

cutout panels are prohibited. 5.12 Lateral aerodynamic devices An aerodynamic device homologated by the DMSB may be fitted to each side of the car. This aerodynamic device is defined as follows: 1. To the rear through the front edge of the rear wheels. 2. To the front through the rear edge of the front wheels. 3. To the sides:

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To the outside through the maximum permitted bodywork dimensions as per Article T 5.1. To the inside through y = ±630 mm, measured from plane E8 (car longitudinal plane). 4. Upwards through z = 275 mm. 5. Downwards through z = 0. 5.13 Rear diffuser A rear diffuser must be fitted at the underneath the car, with its centre along plane E8 (car longitudinal plane). The following design regulations must be respected (see drawing B12): 1. The diffuser must begin at z = 0 at plane E4 (centre axis of the rear wheels). The maximum

permitted tolerance in x-direction is ±10 mm. 2. Relating to the reference plane (z = 0), the diffuser surface angle must be 10° ±1°. 3. The transition between diffuser surface and the flat bottom must be made with a radius of 800

mm ±5 mm, with the centre M 1 of the radius lying perpendicularly above the rearmost point of the bottom surface.

4. The diffuser length in x-direction and over the complete width must be minimum 800 mm and maximum 900 mm, including the transition radius in the flat bottom.

5. The inside diameter of the diffuser is 1100 mm ±5 mm. 6. The diffuser is limited on both sides by two flat and plane side panels with closed surface. These

side panels must start at plane E4 (rear wheel centre axis). In x-direction, they must be not more than 90 mm from the rear end of the diffuser and they must extend from the diffuser surface area, vertical to the reference plane (z = 0), to the minimum of z = 20 mm and the maximum of z = 0, over their total length.

7. A maximum of two vertical fins may be added between the two side panels and in parallel to these side panels. These fins must extend from the diffuser surface to maximum z = 0, over the total length of the diffuser. The fins may be maximum 10mm thick. The transition radius of the fins to the diffuser surface in x-direction may be maximum 30 mm.

8. With the exception of the covered area resulting from the eligible fins and their transition radii, the complete diffuser surface between the two side panels must be visible, seen from beneath in vertical projection.

9. Only the parts described in drawing B12 are eligible in the area of the rear diffuser. The areas of the fitted diffuser which are licked by the airstream must be plane and flat and form a completely closed surface. The diffuser may be made of maximum two parts (fins excluded).

10. A free space to the bodywork must be provided from the diffuser end. To check the compliance with this prescription, the template described in drawing B14 will be placed at the following position: From plane E4 (centre axis of the rear wheels), in parallel to plane E8 (car longitudinal plane), with the rear edge at 1100 mm and with its lower edge at z = 0 mm. The template is then moved in parallel over the complete width of the diffuser, in positive and negative y-direction. No part of the bodywork may be in the area defined by the movement of the template.

5.13.a) Lower aerodynamic device It is permitted to fit homologated aerodynamic devices on the lower face of the car, in the areas in front of the rear wheels as specified in drawing B4. The following design prescriptions must be respected: The underbody in front of the rear wheels and in x-direction to the front, starting at E4, must be positioned within the maximum geometry described below and have a completely closed, airproof surface. The dimensions of this geometry are as follows (see drawing B4/1): - in x-direction in the area 1000mm up to 400mm in front of plane E4 - in y-direction in the area ± 925 and ± 600. - In z-direction limited by the height of 85 mm, measured 400 mm in front of E4. 5.14 Bumpers 5.14.1 The material of the bumpers is free, provided the provisions of Article T 3.1 are respected and provided that the external contour of the front and the rear bumpers remain identical with the series production car above z = 275 mm. In addition, a single-piece layout of the front bumper and of

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the eligible and homologated front aerodynamic device and of the eligible and homologated front wheel cutout panels is eligible. The rear bumper and the eligible and homologated rear wheel cutout panels may also be one piece. 5.15 Closing of openings / air intakes It is permitted to close openings/air intakes in accordance with drawing B9 from 10mm behind the exterior edges of the opening, with the exception of the air intakes for the brake cooling according to Article T 11.4.1. Any device or measure resulting in a modification of the cross section and/or the air intake length whilst the car is in motion is prohibited. ARTICLE T6 ENGINE The engine is free, provided the regulations of this article are respected: A maximum tolerance of - 1% is permitted for all dimensions and weights specified in the Article T 6 Engine if not stated to the contrary in one of the following provisions of the Article T 6. 6.1 Type and position of engine - The maximum number of engines in the car is one. - Only 4-stroke spark-ignition engines are permitted. - Hybrid engine systems are prohibited. - The engine must have 8 cylinders. - The maximum engine capacity is 4.000 cm3 6.1.1 From top view, the rotation axis of the crankshaft must be in parallel to Plane E8 (car longitudinal plane). The numbering of the cylinders is defined in drawing B10. In addition, the engine must be fitted so that the crankshaft centre, in relation to plane E8 (car longitudinal plane), is 1075 mm in front of the wheelbase centre. A tolerance of ±5 mm is granted. The location of the crankshaft centre must be marked on the engine block with a clear and easily accessible identification (e.g. cast part). 6.1.2 With the exception of parts of the engine electric and parts of the fuel and air feed, no part of the engine and no part of the auxiliary and accessory assemblies as per Article T 2.19 may be positioned behind a plane extending vertically to the reference plane (z = 0) at a distance of 760 mm in front of the wheelbase centre and perpendicularly to plane E8 (car longitudinal plane). 6.1.3 It must be possible to separate engine block and cylinder head through the release of screw connections. The separating line must be the upper side of the cylinder block. 6.1.4 The minimum weight of the engine without engine fluids and without the exhaust manifold is 150 kg. In determining the weight of the engine, the following is additionally taken into consideration: - Auxiliary assemblies directly driven by the engine. - The complete induction system until and including the air restrictors. - The starter if it is fitted directly to the engine and situated completely in front of the plane

described under 6.1.2, seen in driving direction. - The generator, provided that it is directly fitted to the engine and that it is completely situated in

front of the plane specified in Article 6.1.2, seen in driving direction. - The engine wire loom up to the first separation point. - All parts of the fuel and air feed system fitted to the engine. 6.1.5 The minimum weight of all engine parts (see Article T 6.1.4) above the engine separation face according to Article T 2.46 is 60 kg, including the auxiliary assemblies fitted there and directly driven by the engine.

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6.2 Engine block The only permitted engines are V-8 engines. The only permitted material for the engine block is aluminium alloy. The straight-lined cylinder distances of cylinders 1 to 4 must have the same dimension (maximum permitted difference 5 mm) and be minimum 102 mm. The same applies for the cylinder distances of cylinders 5 to 8. The cylinder bores of a cylinder bank must be in one (1) plane. The two planes so defined must form a cylinder-bank angle of 90°. The bore must be cylindrical and must have a minimum diameter of 93 mm. 6.3 Crankshaft drive 6.3.1 The crankshaft must be made of steel and comply with the following minimum dimensions:

• Crankshaft bearing pin diameter 63 mm • Connecting-rod bearing pin diameter 47 mm

The crankshaft and connecting rod bearings must be friction-bearings with the following minimum dimensions:

• Main bearing width 20 mm • Connecting-rod bearing width 18 mm

A central power take-off into the drive train is not permitted. 6.3.2 The connecting rods and the connecting-rod bolts must be made of steel. Each connecting rod including all mounting parts for the connecting-rod bearing cap (e.g. connecting-rod screws) and the sleeve for the piston pin must have a minimum weight of 450 gr. 6.3.3 Each piston including the piston pin, the piston ring and all mounting parts must have a minimum weight of 350 gr. The piston pins must be made of steel and have a minimum diameter of 19 mm. The minimum height of the piston rings used is 1.1 mm. 6.4 Cylinder head 6.4.1 The only permitted material for the cylinder head is aluminium alloy. 6.4.2 The maximum number of valves per cylinder is 4. The valve actuation must be effected by means of bucket tappets and coil springs. Any device or measure allowing for variable engine timing and/or variable valve stroke is prohibited. The camshaft drive from the cylinder block to the cylinder head must be a chain drive or a toothed-belt drive and it must be located on the engine opposite of the output end of the crankshaft. A central power take-off for the camshaft drive is prohibited. 6.4.3 The valves must be made of steel or titanium. The minimum valve-stem diameter is 6 mm which must be retained over at least 50% of the total valve length. The valves must not be hollow. 6.5 Induction system 6.5.1 Any device or system capable of producing a variable cross section in the induction system, other than the throttle(s) or the throttle slides, is forbidden. 6.5.2 There must be a direct mechanical linkage between the accelerator-pedal and the engine. Any electrical, hydraulic and pneumatic system influencing the mixture amount supplied to the engine is strictly forbidden. The number of accelerator-pedal is limited to one for each car. 6.5.3 Any device or system that may vary the length in the induction tract is forbidden.

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6.5.4 Any device or system, other than air heat exchangers, that may cool the fuel air mixture, the induction air or the fuel is forbidden. Any movable device or system which is capable of influencing the air volume supplied to the air heat exchangers whilst the car is in motion is forbidden. 6.5.5 Supercharging is prohibited. 6.5.6 A pressure accumulator in the induction system is forbidden. 6.5.7 The induction system must be fitted with two air-restrictors. Each air-restrictor must have a maximum diameter of 28mm, maintained for a minimum distance of 3 mm. All the air feeding the engine must pass through these air restrictors, which must be made of metal or metal alloy. The complete induction system must form one or two closed volume(s) and be hermetically sealed from the intake opening of the air restrictors. In the complete induction system (in direction of the intake) in front of the intake valves, there must be no kind of openings or connections to other volumes outside the air box(es) according to T 6.5.8 or to the ambient air, with the exception of the openings for the air restrictors and the fuel feed (injection nozzles). Any device or measure capable of leading induction air past the air restrictors to the engine is prohibited, whether the system is actually used or not. 6.5.8 The maximum of 2 air boxes in the induction system is permitted. The material of the air boxes is free, provided that the prescriptions of Article T 3.1 are respected and provided that it is not porous. The maximum permitted inner volume of the induction system from the air-restrictors to the cylinder head is 70 000 cm³. 6.5.9 The vacuum tightness of the intake system will be checked by means of a vacuum pump. When checking, a vacuum of at least 0.2 bar must be achieved in each cylinder of the cylinder bank to be checked through exhausting the intake system, with at least one valve closed and with the throttle valve open. The vacuum pump used for checking purposes must have a maximum nominal capacity of 35 litres per minute and be capable of maintaining a vacuum of 0.734 bar to 0.867 bar with zero airflow. 6.6 Exhaust system 6.6.1 The complete exhaust system must be made from steel. The minimum wall thickness of the used pipe material is 1mm (tolerance: - 0.04 mm), measured linearly. It is permitted to cover the pipe material with heat-protection foils, provided that the isolation material used complies with the prescriptions of Article T 3. 6.6.2 Any device or system allowing for a variable length or a variable cross-section in the exhaust system is forbidden. 6.6.3 No part of the exhaust system may protrude beyond the vertical projection of the car as seen from above. The exit of the complete exhaust gas must be situated in the rear part of the car, at a distance of no more than 100 mm from the outmost edge of the bodywork. In addition, the exhaust gas outlet may not be above z = 300 mm. 6.6.4 The car must be equipped with an exhaust emission control system which includes one or more DMSB or FIA homologated catalytic converters through which all exhaust gases must pass. 6.6.5 The noise generated by the car must not exceed 120 db(A), measured at 3800 min-1 in compliance with the close-range measuring method. All devices which are in place to ensure that these prescriptions are respected must be permanent in nature and it must not be possible to make them inoperable or to remove them through the exhaust gas pressure.

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6.6.6 A pressure accumulator in the exhaust system is forbidden. 6.7 Fuel and air feed Fuel and air feed is free. No more than one injection nozzle per cylinder is permitted. This injection nozzle must be located in front of the inlet valve when the inlet valve is closed and seen in direction of the induction. Any fuel injection (direct injection) into the combustion chamber is prohibited. There must be no connection between the injection nozzle and the combustion chamber when the inlet valve is closed. 6.8 Ignition The ignition is free, provided that the prescriptions of Article T 8 are respected. No more than one spark plug per cylinder is permitted. 6.9 Cooling of the engine The cooling of the engine is free, provided that the below prescriptions are respected: 6.9.1 Coolant pumps must be directly attached to the engine and be mechanically driven by the engine. 6.9.2 Radiators for coolant must be mounted in longitudinal vehicle direction in front of the centre axis of the front wheels. All thermal substances other than ambient air, water, oil, corrosion preventive and antifreeze are forbidden. 6.9.3 Radiators and containers for coolants are considered to be independent components which must not form a part of the engine. They are not taken into consideration when determining the engine weight. 6.9.4 Coolant thermostats are permitted. 6.9.5 All movable devices or systems capable of varying the air volume supplied to the radiators whilst the car is in motion are forbidden. 6.9.6 A pressure accumulator in the cooling system with the sole purpose of serving as expansion chamber for the coolant is permitted. 6.10 Lubrication Lubrication of the engine is free, provided that the below prescriptions are respected: 6.10.1 Engine oil pumps must be directly fitted to the engine and be driven by the engine purely mechanically. 6.10.2 Coolers for the engine oil must be mounted in longitudinal vehicle direction in front of the centre axis of the front wheels. 6.10.3 Coolers and containers for engine oil are considered to be independent components which must not form a part of the engine. They are not taken into consideration when determining the engine weight. The cockpit must not contain any oil tank. No part of the car containing lubricating oil must be situated at a distance of more than 600 mm from plane E8 (car longitudinal plane). 6.10.4 The oil sump breather must be designed in such a way that it vents into a catch-tank with a fluid-level control device and with a capacity of at least 3 litres. 6.10.5 All lines and connections must comply with the provisions laid down in Article T 7.2.

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6.10.6 All movable devices or systems capable of influencing the air volume supplied to the oil coolers whilst the car is in motion are forbidden. 6.10.7 Pressure accumulators in the lubrication system are forbidden. 6.11 Seals - Rings The following components must have non-removable devices which allow for a sealing of the components with each other: - Valve covers and cylinder heads - Cylinder heads and engine block - Engine block and oil sump - Covering of camshaft drive and engine block - Covering of camshaft drive and cylinder heads. ARTICLE T7 FUEL TANK, LINES AND PUMPS Only one (1) single fuel system may be fitted in the car. The fuel system, all lines and pumps, with the exception of the pumps for the engine liquids, are free, provided the regulations of this article are respected: 7.1 Fuel tank 7.1.1 All fuel tanks must be rubber bladder conforming to or exceeding the specifications of FIA/FT3. All fuel tanks must be completely surrounded by a fuel tank housing with a maximum wall thickness of 15 mm. The material of this fuel tank housing is free, provided that the provisions of Article T 3.1 are respected. The fixation to the bodywork is free, but a bonding or a positive coupling with the car as well as with the safety structure (Art. 15.2) is forbidden. The maximum permitted volume displaced by the fuel tank housing and the fuel tanks accommodated in the housing is 100 litres, including all attachment parts and supports. All apertures in the fuel tank must be closed by hatches or connection parts which must be secured to metallic or composite bolt rings. These rings must be bonded to the inside of the rubber. The holes of the hole circle must be no less than 5 mm from the edge of the bolt ring, hatch or fitting. All hatches and fittings must be sealed with the gaskets or the O-rings supplied with the tank. 7.1.2 All the fuel stored on board the car must be accommodated within the safety structure, in x-direction between plane E3 (centre axis of the front wheels) and plane E4 (centre axis of the rear wheels), and in y-direction in the vertical projection between the right and the left door cross according to Article T 15.1.3.b. A maximum of 4 litres of fuel in total may be kept in all fuel containing components outside the safety structure. Fuel must not be stored more than 600 mm from plane E8 (car longitudinal plane). 7.1.3 The fuel bladders must be fitted with the fuel resistant polyurethane foam baffling with which they are homologated or be filled with safety foam of the type MIL-B-83054. 7.1.4 All rubber blades must be made by manufacturers approved by the FIA. In order to obtain the approval of the FIA, the manufacturer must establish proof of the compliance of his product with the specifications required by the FIA. These manufacturers must undertake to deliver to their customers exclusively tanks complying with the approved standards. A list of approved manufacturers is available from the FIA. 7.1.5 All rubber bladders must be printed with the name of the manufacturer, the technical specifications to which the tank has been manufactured and the date of manufacture.

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7.1.6 No rubber bladders must be used more than 5 years after the date of manufacture, unless inspected and re-certified by the manufacturer for a period of up to another 2 years. 7.1.7 .All fuel connectors for refuelling or the removal of fuel must be DMSB approved self sealing connectors. Solely the valve block (refuelling valve and tank vent valve) fully complying with the reference part lodged with the DMSB and ITR is permitted on the exterior bodywork. Notwithstanding Articles T 5.2.1 and 5.2.2, it is permitted to modify the exterior contour of the car for the installation of the valve block in the areas of the door and side windows only. It is not permitted to modify bodywork sheet panels. The modification must be limited as much as technically possible and must have the only function of the installation of the valve block. The valve block must be installed in a way that the centre of both valves must be positioned in x-direction on one plane, with a tolerance of ± 10 mm, and they must not protrude beyond the bodywork. The modification of the exterior contour for the installation of the valve block must be on the right side of the car and completely above z = 800 mm (tolerance: –10 mm). For 2-door cars, the modification must in x-direction in addition be completely in an area of ±300 mm, in relation to the rear edge of the door windows. For 4-door cars, the modification must in x-direction in addition be behind the rear edge of the front door window of the homologated standard car, irrespective of a modification of the B-pillar arrangement according to Article T 5.2.7. The fuel tank manufacturer must provide the rubber blade fuel tanks with a valve which cuts off the fuel tank in the case of a rupture of the connecting lines between the exterior fuel connections and the fuel tank (refuelling or vent lines). The connecting lines must be flexible over a minimum distance of 80 mm from the fuel tank. In addition, they must comply with the prescriptions of Article T 7.2. For the interpretation of these Regulations, the connecting lines are not part of the fuel tank. If fuel connectors for refuelling or for the removal of fuel are situated inside the cockpit, they must be separated to the cockpit by a liquid-proof protection shield. The prescriptions of Article 15.4 must be respected for the location of the valve block and of the connecting lines. 7.1.8 The maximum amount of fuel which may be carried on board is 70 litres. 7.1.9 It is recommended that all fuel feed pipes going to the engine are provided with automatic cut-off valves, located in the vicinity of the fuel tank. These valves must automatically close all the fuel lines under pressure if one of these lines in the fuel system is fractured or leaks. 7.1.10 All cars must be fitted with a FIA approved (see FIA Technical List No. 5) self sealing connector which can be used to obtain fuel from the tank. This connector must be fitted immediately in front of the injection-nozzles. 7.1.11 A pressure accumulator in the fuel system is permitted. 7.1.12 Any device or system capable of exceeding, even temporarily, the permitted total fuel amount is prohibited. Any fuel in the car may only be cooled with ambient air. Heat exchangers are permitted. All movable devices or systems capable of influencing the air volume supplied to the fuel coolers whilst the car is in motion are forbidden. 7.1.13 The maximum permitted pressure in the fuel system is 18 bar. 7.2 Pipes and their connections 7.2.1 With the exception of the following connectors, no dry break couplings may be used in lines containing liquid or air: - One connector in the fuel system for refuelling and one for obtaining fuel from the tank,

respectively - One connector in the engine compartment to obtain fuel from the tank (see Article T 7.1.10) - One connector for the air feed of the pneumatic jacks. - One connector for the leading line and one for the return line of the power-steering pump or, as

an option to the aforementioned, a connection for the gearbox oil system leading and return line.

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- Four connectors in the engine cooling system. 7.2.2 All lines must be fitted so as to avoid an accumulation of fluids in the cockpit in the case of a leakage. 7.2.3 All fuel lines must be made of metal or, in the case of flexible lines, they must have an outer braid resistant to abrasion and flame (will not sustain combustion) made of metal and they must have threaded connectors. All fuel lines must have a minimum burst pressure of 70 bar and a maximum operating temperature of 135°. 7.2.4 All lubricating oil lines must be made of metal or, in the case of flexible lines, they must have an outer braid resistant to abrasion and flame (will not sustain combustion) made of metal and they must have threaded connectors. All lubricating oil lines must have a minimum burst pressure of 70 bar and a maximum operating temperature of 232°. 7.2.5 All hydraulic fluid lines which are not subjected to abrupt changes in pressure, with the exception of lines exclusively under gravity head, must have a minimum burst pressure of 408 bar at the maximum operating temperature of 232° C when used with steel connectors, or at the maximum operating temperature of 135° C when used with aluminium connectors. Any hydraulic fluid lines subjected to abrupt changes in pressure must have a minimum burst pressure of 816 bar at the maximum operating temperature of 232° C. 7.2.6 All lines containing hydraulic fluid must be made of metal or, in the case of flexible lines, they must have an outer braid resistant to abrasion and flame (will not sustain combustion) and they must have threaded connectors 7.2.7 All vent lines must be fitted with a gravity-activated roll-over valve cutting off these lines in the case of the car rolling over. Tank ventilations must end outside the bodywork. 7.3 Fuel, hydraulic and oil pumps All the pumps must operate only during the starting process and when the engine is running. ARTICLE T8 ELECTRICAL EQUIPMENT Provided that the regulations in this article are respected, the electrical system is free. 8.1 Battery 8.1.1 The maximum permitted number of batteries for maintaining the electrical voltage is 2 and their total capacity must not exceed 55 Ah. The position of the batteries within the safety structure of the car is free. 8.1.2 The battery must be fixed to the car so that their mountings must be able to withstand a deceleration of 25 g, in each direction, without any damage. Each battery must be covered to avoid any short circuiting or eventual leaks. These covers are subject to the provisions of Article T 3.1. 8.2 Starter An (1) electrical starter must be fitted. Type and make are free. The starter must be capable of starting the engine at any time using a source of electric energy stored on board. The driver must be able to operate the starter when seated normally. 8.3 Lighting 8.3.1 All parts of the exterior lighting and turn indicator (turn indicator lamp) must comply with the series production car concerning their external shape, number and position. They must be operational throughout the whole event. The following design regulations are applicable for the rear lights, the indicators and the brake lights: There must be

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- for each brake light the minimum of 25 LED on a surface of 5000 mm² with a light intensity of at least 1500 mcd each,

- for each indicator the minimum of 20 LED on a surface of 5000 mm² with a light intensity of at least 1000 mcd each,

- for each rear light the minimum of 70 LED on a surface of 10000 mm² with a light intensity of at least 1500 mcd each.

Alternatively, the luminous intensity of the corresponding lighting devices must at least comply with the design of the corresponding series production car in conformity with the valid ECE regulations. - The third stop light (central additional stop light) and turn indicator (turn indicator lamp) in the

outside mirrors as well as rear fog lamps are free. The series production turn indicators (turn indicator lamps) on each side of the car may be rendered inoperable.

- The standard lighting may be used as an alternative. It is permitted to cover the lighting devices inside the car with a trim moulding in accordance with Article T 3.1.3. 8.3.2 The reversing light must be rendered inoperable. The number-plate lights may be removed. The lighting devices are free up to a height of z = 275 mm. All headlights must have white light. 8.3.3 Retractable headlights are forbidden. 8.3.4 The use of two DMSB homologated blue luminous warning lamps on the car’s roof is compulsory and must comply with the following prescriptions. The warning lamp must be fixed at a position visible for the following drivers and for the starter as follows: Front: At the inside of the windscreen directly below the advertising. Rear: At the inside, in central position at the bottom. Alternatively, the standard third brake light may be modified so as to have the corresponding function of the registered warning light, in agreement with the DMSB and after DMSB approval. To warn the following drivers, the rear warning lamp must be activated by the engine control unit according to Article T 8.6 under the following conditions: 1st gear engaged with ignition switched on and engine revs lower than 100 min-1. In addition, it must be possible for the driver to switch on the front and rear warning lamps manually in the case of any starting problems. The warning lamp switch must not be situated on the steering wheel and must be an on-off switch without any electronic functions. 8.3.5 In the area of the right and of the left rear side windows, 2 signalling lamps must respectively be installed, respecting the following conditions: The signalling lamps must be circular and have a minimum diameter of 50 mm. Each of the signalling lamps must have the minimum of 17 orange fluorescent LED. The light emitting diodes (LED) of the signalling lamps must be positioned between 10 mm and 15 mm from the interior of the rear side windows and have an opaque covering in x- and in z-direction towards the window. The signalling lamps must be completely above z = 800 mm. One right and one left signalling lamp respectively must be connected in parallel. Each such pair of signalling lamps must be operated through a separate electrical circuit. For each of the two electrical circuits, there must be two separate switches, or alternatively one sequence switch for each with separate electrical circuits, outside and inside the car. The switch situated inside the car must be installed so that the driver, when seated normally, is able to operate it. No one of these switches may be situated on the steering wheel. The complete signalling lamp system may not be connected to the engine control unit and the switches must be simple on-off switches without any electronic function. The switches of this system must have not function other than to switch on or off the signalling lamps. The series production bodywork contour may be locally modified to accommodate the exterior switch in a maximum diameter of 60 mm, also above z = 275 mm,. 8.4 Cables and sensors 8.4.1 Engine wire loom

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All cables between the engine control unit and the engine must pass in the engine wire loom. The engine wire loom may contain additional cables. The only permitted engine wire loom is the one registered by DMSB for the car concerned. Any modification to the registered wire loom is forbidden unless explicitly authorised by the DMSB. 8.4.2 Measuring wire loom Solely the DMSB registered measuring wire loom may be used for the data logging system. Any modification to the registered wire loom is forbidden unless explicitly authorised by the DMSB. 8.4.3 Solely the sensors listed in the appendix 4 may be fitted to the car. The sensors listed in the Appendix 4 may solely be used for the acquisition of data in relation to the operating conditions of the car. Any measure or device capable of modifying the output signal of a sensor so that an output signal deviating from the actual operating condition of the car can be produced is prohibited. The sensors may only be used for the purpose resulting from the wording of the corresponding sensor, for example the engine oil pressure sensor may only be used for the registration of the engine oil pressure. The judgement on the eligibility of a sensor and of its use in compliance with the present Regulations shall be taken by the DMSB Technical Delegate. - The eligible sensors for the induction air pressure must be fitted in the induction system behind the

air restrictors and in front of the throttle valves. - The eligible sensors for the collection of wheel speed may solely be fitted at the front axle. - The sensor for measuring the cockpit temperature is compulsory and must be fitted to the right

exterior side of the headrest when seen in driving direction. It is prohibited to use the following sensors: - Gyroscopic sensors - Combustion-chamber pressure sensors - Laser sensors - Force measuring sensors - Torque sensors - Wire strain gauges (WSG) 8.4.4 The engine control unit must be completely surrounded by a shielded metal housing. Solely the registered engine wire loom and the registered measuring wire loom may be connected with the engine control unit. Any other electrical connection to the engine control unit is forbidden. 8.4.5 The transponders for the timekeeping must be supplied with electric power from the main circuit. The transponder must be installed in the front right wheel house (see also Article S 25). A plug and socket connector according to the Appendix A11 must be used to connect the transponder. 8.5 Telemetry Telemetry is forbidden. There may be no kind of transmission and reception devices for telemetry in the car throughout the entire event. 8.6 Engine control unit (ECU) 8.6.1 Solely one (1) engine control unit (ECU) from the list of engine control units in the Appendix 6 with the DMSB approved software version may be used. The engine control unit housing is sealed by the DMSB Technical Delegate or by his representative to prevent an unauthorised opening. The participants are themselves responsible that the seals remain intact. 8.6.2 The only permitted engine control unit for all cars for which a DMSB Vehicle Identity Form has been issued after the 1st January 2001 for the first time is the BOSCH 2.9.2 unit with the DMSB approved software version. 8.7 Instruments / Display (DDU) There must be no more than one (1) display (DDU) from the list of displays shown in the Appendix 6 for the display of data in the vehicle. The DDU housing will be sealed by the DMSB Technical

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Delegate or his representative to prevent an unauthorised opening. It is the competitors’ responsibility to see that the seals are not damaged. Once homologated, the wire loom between the ECU and the DDU may not be modified without the approval from the DMSB. No further electric or electronic systems may be connected to the CAN communication between ECU and DDU. 8.8 Electronic systems Apart from the eligible ECU and DDU there may be no other electronic system in the vehicle which influences the handling of the vehicle or the engine. ARTICLE T9: TRANSMISSION Provided that the regulations in this article are respected, the transmission is free. 9.1 Drive train 9.1.1 The only permitted drive train concept is rear-wheel drive. 9.1.2 Any device the effect of which may be to vary the wheel speed difference of the wheels on a wheel axle is forbidden with the exception of the permitted standard disc differential described in the appendix 3. 9.2 Gearbox and final drive Solely one of the gearbox differential units (transaxle gearbox) of the type DTM/ITR G01 (X-TRAC) or of the type DTM/ITR G02 (HEWLAND) described in the Appendix 3 with the determined six ratios (plus a reverse gear) and the total of nine different countershaft gear pairs is permitted. Solely the following gearbox ratios are permitted: Gearbox ratios (forward gears, number of gears)

1st gear 2nd gear 3rd gear 4th gear 5th gear 6th gear 12 : 33 14 :28 17 : 27 20 : 27 22 : 26 22 : 23

Countershaft ratios DTM/ITR G01 (X-TRAC)

1. 2. 3. 4. 5. 6. 7. 8. 9. 18 : 22 23 : 26 20 : 21 24 : 24 24 : 23 24 : 22 24 : 21 22 : 18 27 : 21

Countershaft ratios DTM/ITR G02 (Hewland)

1. 2. 3. 4. 5. 6. 7. 8. 9. 23 : 28 23 : 26 21 : 22 24 : 24 25 : 24 24 : 22 24 : 21 28 : 23 27 : 21

Differential ratio

Bevel gear Differential ring gear 9 31

Ramp angle of differential: 45° / 65° The corresponding gearbox differential unit must at any time during the event totally comply with the drawings lodged with the ITR and the DMSB. The mounting position and the attachment of the gearbox differential unit are free, provided that the provisions of Article T 3.5 are respected. 9.2.1 The six prescribed forward gears and the reverse gear must be operational at all times during the event. The driver must be able to select reverse gear when seated normally. In addition, all

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the friction plates, steel plates and disc springs as specified in the drawing must be in the differential at all times during the event, completely and as described in the drawing. The succession (pairing) of steel plates and friction plates in the differential case is free. 9.2.2 Each gear change must be made with a mechanical system only. Between the gearbox and the gear lever, only a direct mechanical linkage system is permitted. Notwithstanding the drawing, the part of the lever (exterior gear lever) to operate the gear selector drum situated outside the gearbox housing may be adjusted. The manufacturer of the exterior gear lever is free. Any electrical, hydraulic or pneumatic mechanism capable of having an effect on the gear change is prohibited. 9.2.3 An effect on the engine performance however is permitted during gear changing or gear engagement. The signal to start an automatic effect may only be given by a gearshift sensor which is located on the gear lever or on the mechanical connection between gear lever and gearbox, outside the gearbox. No other function than the one described above may result from the arrangement and the function of the gearshift sensor. The maximum eligible time period for an automatic effect on a gear change or engagement is 250 ms. 9.2.4 Any device or measure capable of a semi-automatic and automatic gear changing is forbidden. 9.2.5 Solely the sensors defined in the Appendix 4 are permitted in and on the drive train. 9.2.6 Whilst the car is in motion, a modification of the transmission ratio in the flow of power between the engine output and the wheels may only be made in the prescribed gearbox differential unit, and there solely with the determined 6 ratios. 9.2.7 Any additional mechanical, electrical, hydraulic or pneumatic device capable of having an effect on the transmission whilst the car is in motion is prohibited. Active systems in connection with the drive train are forbidden. 9.3 Lubrication system of the drive train 9.3.1 There may be no oil tank inside the cockpit. No part of the car containing lubrication oil may be placed at a distance greater than 600 mm from the car’s longitudinal axis. 9.3.2 The ventilations must always end in an oil catch tank with a sufficient capacity. 9.3.3 Solely air and/or water heat exchangers for the cooling of the lubrication products and/or of transmission components are permitted. Any substance other than ambient air, water and antifreezing agent to vary the lubricant temperature and/or the components’ temperature is prohibited. All movable devices or measures capable of influencing on the air volume brought to the lubrication coolers whilst the car is in motion are prohibited. 9.3.4 All lines and connectors are subject to the provisions of Article T 7.2. 9.3.5 Pressure accumulators in the lubrication system are forbidden. 9.4 Clutch A three disc clutch with a minimum diameter of 135 mm for the clutch disc is prescribed. The clutch case may not be designed as a single-piece together with the clutch support. The clutch support must be made of steel (see also drawing B 20). In addition, the clutch is free provided that the regulations of the following articles are respected. 9.4.1 The clutch must be activated by one of the driver’s foot only by means of a pedal. Solely one clutch pedal is permitted in each car.

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9.4.2 Either a hydraulic system and/or a pure mechanical system are permitted for the clutch control. Any pneumatic or electrical device or measure to activate the clutch is prohibited. 9.4.3 Active systems and/or any device or measure capable of allowing a regulated and/or controlled clutch control are forbidden with the exception of the operation described in Article T 9.4.1. 9.4.4 The clutch control system may be equipped with a device which allows the clutch to be jammed when disengaged. In the case of a hydraulic clutch control system, this jamming must be effected by means of a simple shut-off valve. For the interpretation of these Regulations, this device is not considered to be a pressure accumulator. In the case of a mechanical clutch control system, this must be effected by means of a simple arrester. These devices must have no other function than the one described above. The driver must be able to activate this device when normally seated in the car. 9.4.5 Pressure accumulators in the clutch control system are prohibited. 9.5 Propshaft and flex discs (hardy discs) The only permitted propshafts and hardy discs are the ones described in the Appendix A9. The propshaft and the hardy discs must at all times during an event and in all respects comply with the drawings respectively with the CAD data submitted to the ITR and DMSB. The connection of the propshaft to the gearbox resp. engine must be made by means of steel flanges and steel screws. 9.6 Drive shafts The only permitted drive shafts are three-piece drive shafts. Each drive shaft must at lest consist of the shaft and two tripod joints and be designed so that the tripod spiders can be removed from the shaft without damage. Over its complete length, the shaft must have an external diameter of at least 29.5 mm (tolerance ± 0.1 mm) and an internal diameter of maximum 20 mm (tolerance ± 0.1 mm), with the exception of the corresponding shaft ends over a length of maximum 20 mm. ARTICLE T10 SUSPENSION AND STEERING Provided that the regulations in this article are respected, suspension and steering are free. 10.1 Suspension 10.1.1 All cars must be fitted with an operational sprung suspension whilst the car is in motion. There must be movement of the wheels to give suspension travel in excess of any flexibility in the attachments. It must be possible to move the completely fitted suspension upwards by at least 30 millimetres when applying a force of maximum 300 Newton, measured at the exterior end of the corresponding wheel-hub, when the suspension is discharged without wheel and with the suspension springs and dampers removed and the anti-roll bar detached. 10.1.2 No part of the suspension may be fitted directly to the engine. The engine must not be a structural or partly structural element of the suspension. The engine is removed for control. The car’s height may not decrease when the engine is removed and it must be possible to roll and steer the car without any restrictions. 10.1.3 The geometry of all sprung, wheel controlling components is free, but none of these components may be longer than 1000 mm. 10.1.4 No pivot point, no attachment or screwing may move whilst the car is in motion. Elastic movements of the attachment points following driving dynamics are permitted. 10.1.5 Any device or measure which might influence the vehicle height, the dampers and the spring characteristic line and/or its preload whilst the car is in motion is forbidden, with the exception of mechanical movements of the sprung suspension parts resulting from the driving dynamics.

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10.1.6 Any device or measure likely to represent an infringement against the provisions of Articles T 10.1.3 and T 10.1.4 is forbidden. Active systems in connection with the suspension are prohibited. 10.1.7 Steel coil springs are compulsory as spring elements. The maximum of 2 steel coil springs is permitted for each wheel (1 main spring and 1 auxiliary spring). Each of these steel coil springs must act on one single wheel only, with the exception of the force application by means of anti-roll bars. No other spring elements are permitted with the exception of bump stops. The bump stops must be made of plastic/rubber material and may not have any hydraulic or electrical component. 10.1.8 The maximum permitted number of shock absorbers fitted to the complete suspension is 4. No shock absorber may include electrical sources of energy or energy accumulators or be supplied with energy from the outside, other than through the movement of the suspension. With its movement, each wheel may respond to one single shock absorber only. 10.1.9 Pressure accumulators are permitted on each shock absorber. A pressure compensation amongst the single shock absorbers/pressure accumulators is prohibited. 10.1.10 Other pressure accumulators in or at the wheel suspension are prohibited. 10.1.11 One anti-roll bar is permitted for each axle. The anti-roll bar must not have any device which enables the driver to adjust the roll bars whilst the car is in motion. 10.2 Steering 10.2.1 The steering must consist of a mechanical connection between the driver and the front wheels. The steering mechanism must operate the front wheels only. 10.2.2 The steering column must be a safety steering column. 10.2.3 The steering wheel must be placed on the left side of plane E8 (car longitudinal plane) when seen in driving direction. The steering wheel must be fitted with a quick release system. Its method of release must be by pulling a concentric flange installed on the steering column in driving direction in front of the steering wheel. The only permitted electrical devices in and on the steering wheel are the ones for the following systems: - Operation of the radio system - Operation of the water bottle pump - Airbag-System - LED lamp - An LED display with the maximum of 6 fields for numbers and the maximum of 2 fields for

points for the display of alphanumeric indications of data. - Control for the speed limiter - Headlamp flasher - Actuation of the water spray system for the brake cooling - Actuation of the brake solenoid valve. 10.2.4 Power assisted steering systems are permitted. 10.2.5 Pressure accumulators are forbidden, with the exception of the piston-pressure cambers in the steering-gear housing necessary for the power assistance, including the accessory suction and pressure lines. 10.3 Coupling of non driven wheels Any device or measure capable of transmitting a torque between the front axle wheels is prohibited.

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10.4 Wheelbase The wheelbase of the car must be 2800 mm (tolerance: -20mm). ARTICLE T11 BRAKES Provided that the regulations in this article are respected, the brake system is free. 11. Separate brake circuits 11.1.1 All cars must have a braking system which has two separate brake circuits operated by the same pedal. 11.1.2 This brake system must be designed in such a way that in the case of a leakage or failure on one of the circuits, the pedal continues to operate the brakes on at least two wheels. 11.2 Brake Discs: 11.2.1 The brake discs must be made from Carbon (CFK) 11.2.2 All new brake discs must have a minimum thickness of 35mm. 11.2.3 All new brake discs must have a minimum diameter of:

• 370 mm for the front axle • 340 mm for the rear axle.

11.2.4 Solely the brake discs and brake linings described in the appendix 2 are permitted. 11.3 Brake Calipers: 11.3.1 All brake calipers must be made from metallic material with a modulus of elasticity no greater than 80 Gpa. The complete brake calipers including their attachments must be accommodated within the corresponding wheel disc of the wheels fitted to the car. 11.3.2 Solely one caliper is authorised on each wheel. The section of each caliper piston must be circular. 11.3.3 A new brake lining must have a minimum thickness of 25 mm. 11.3.4 Solely the brake calipers described in the Appendix 2 are permitted. The brake calipers may not be modified mechanically in whatsoever kind. For the interpretation of these Regulations, all parts which are positioned between the brake caliper pistons and the brake discs are considered to be brake linings. This means that apart from the unmodified brake linings no other part or material may be found there. Moreover, the following is applicable: The big screws connecting the caliper halves may not be modified or replaced by other screws. Additional components in the area of the brake calipers (e.g. water spraying devices complying with Article T 11.4.2, air ducts) may be fitted, provided that the screws (thread diameter M4) on the brake lining retainers are used or that they are bonded. If necessary, the M4 screws may be replaced by other screws with an M4 thread diameter. 11.3.5 The bleeder screws and their threads as well as eventual inserts in the brake calliper are free provided that the sole purpose of any such design is the bleeding of the relevant brake caliper and of the break line system. 11.4 Cooling of brakes 11.4.1 The only permitted devices for cooling the brakes are admitted resp. prescribed: For each brake disc, one air duct to lead the air to the brakes is allowed, but these ducts must not protrude beyond the perimeter of the car. It is permitted to cover the brake air ducts with adhesive tape.

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11.4.2 The spraying of brake system components which are located at the outside of the wheel carriers is permitted. Only water may be used for this purpose. The total capacity of the water tanks must not exceed 7.5 litres and they must not have any connection to other liquid tanks or liquid systems. The water spray system to cool the brakes must be operated by means of a push-button control situated on the steering wheel. 11.5 Brake pressure modulation 11.5.1 Two pressure applying brake cylinders (main brake cylinders) are prescribed for the brake system. They must have a purely mechanical connection to the brake pedal. One main brake cylinder must take effect on the brake calipers of one axle. Only one brake pedal is allowed in each car. 11.5.2 The brake-power distribution may only be effected between the front and the rear axle. A coupling of the front and the rear brake circuit may only be effected by means of the construction described in following. - The coupling of the brake circuits must have no function other than the brake-power distribution

between the front and the rear axles. A lateral brake pressure respectively brake power distribution is prohibited.

- A hydraulic connection between the front and the rear brake circuit is prohibited. - Only a purely mechanical device between the brake pedal and the main brake cylinders

(balance beam system – see drawing B17) is permitted to determine the force application into the corresponding main brake cylinder. This device may be operated/adjusted by the driver by means of a purely mechanical adjuster, also whilst the car is in motion.

- There must be a fixed ratio between the brake pedal and the balance-beam braking system. - Any other mechanical, hydraulic, pneumatic, electric or electronic device or measure for the

balance of the braking forces and the braking pressure is prohibited. 11.5.3 No device or measure other than the two pressure producing brake master cylinders described above capable of taking effect on the brake fluid pressure is permitted in the whole brake system. Only permitted exception: For the sole purpose of fixing a brake circuit of the car during the start procedure, one (1) solenoid valve in either the front or the rear brake circuit is permitted but it must have the only function to completely open or close the corresponding brake line. This valve may only be operated by the driver by means of a simple on-off switch which has no other function. If the valve control is carried out through the permitted electronic control unit as per Article T 8.6, the control must be designed in a way that the valve is only activated when the 1st gear is engaged. The car must have no device or measure other than this permitted control capable of activating the valve other than by the driver himself. Solely the solenoid valves listed in the Appendix 8 may be used. For the interpretation of the present Regulations, the aforementioned function is not considered to be a pressure accumulator. 11.5.4 Any power braking function in the brake system is forbidden. 11.5.5 Active systems in connection with the brake system are forbidden. 11.5.6 Any device or measure designed to prevent one or several wheels from locking when the driver applies pressure to the brake pedal is forbidden. 11.5.7 Pressure accumulators in the brake system are forbidden. ARTICLE T12 WHEELS Provided that the provisions of this article are respected, the wheels are free. 12.1 Dimensions (see drawing B16)

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- Front wheel width (dimension M): 10“± 3 mm - Rear wheel width (dimension M): 11“± 3 mm - Maximum permitted wheel diameter (dimension D) 18” - Maximum permitted diameter (dimension A) of a wheel (incl. flange): 500 mm - Maximum permitted width (dimension B) of a complete front wheel: 11” - Maximum permitted width (dimension B) of a complete rear wheel: 12” - Maximum permitted diameter of a complete wheel: 660 mm. For the interpretation of these Regulations, the tyres fitted to the wheels on the car are not considered to be pressure accumulators. To check the dimensions, a complete front wheel must totally fit into a cylinder with a diameter of 660 mm and a height of 11“, a complete rear wheel must totally fit into a cylinder with a diameter of 660 mm and a height of 12“. 12.2 Wheel material 12.2.1 The complete wheels must be made from aluminium alloy. 12.2.2 The weight must be 9.5 kg for a front wheel and 10 kg for a rear wheel. A tolerance of ± 0.5 kg is permitted for both values. 12.3 Number of the complete wheels The maximum number of the complete wheels on the car is 4 and the positioning must comply with the homologated series production car. 12.4 Wheel attachment 12.4.1 The wheel attachment is free, but if a single wheel nut (central locking) is used, a safety spring must be in place on the nut whenever the car is running in order to avoid an unintentional release of the wheel nut. These springs must be painted dayglo red or orange. 12.4.2 Any other device or method which, alternatively to Article T 12.4.1, avoids an unintentional release of the wheels may be used, provided it has been checked and approved by the DMSB. 12.5 Pneumatic jacks 12.5.1 The maximum of 4 pneumatic jacks may be fitted to the competition car. These pneumatic jacks must have no function other than to lift the competition car. 12.5.2 Compressed air bottles, whatever kind, may not be carried on board of the car. The pipes of the pneumatic jacks and the air chambers of the lifting leg are not considered to be pressure accumulators, provided that the applied compressed air is solely used for lifting the car. The maximum permitted pressure for the operation of the pneumatic jack is 50 bar. 12.5.3 The series production bodywork contour may be locally modified in a maximum radius of 120 mm, also above z = 275, in order to accommodate the supply connection for the pneumatic jacks. 12.6 Pressure control valves Pressure control valves on the wheels are forbidden. ARTICLE T13 COCKPIT Provided the regulations in this article are respected, the design and the equipment for the cockpit is free. 13.1 Cockpit openings All apertures between the cockpit and the engine and the gearbox compartment must be closed in a way to prevent any passage of fluid or flames.

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The ventilation system for the cockpit must be designed so that in no case air from the engine or gearbox compartment is used. For the purpose of cockpit ventilation, it is permitted to provide the bulkheads between the engine compartment and the cockpit resp. between the cockpit and the gearbox compartment with openings; their maximum permitted surface may be 50000 mm² each. Cockpit ventilation may be made through the windscreen resp. the rear window (see also Article T 5.3.7) or through air ducts with inlet resp. outlet between y = ± 750 mm and between z = 50 mm and z = 500 mm and situated not more than 30 mm from the front resp. rear external contour of the vehicle may be used for the cockpit ventilation. 13.2 Position of the driver’s seat 13.2.1 Only one driver’s seat is permitted in the cockpit. The seat must be positioned on the left side of the car when viewed in driving direction, inside the safety cell according to Article T 15.2. 13.3 Dashboard 13.3.1 The design of the dashboard in the competition car must as far as possible follow the design of the dashboard in the homologated standard car. 13.3.2 In terms of Article T 3.1, the dashboard is considered to be part of the trim moulding and the corresponding prescriptions must be respected, in particular concerning its attachments. 13.4 Pedals Only one accelerator, one brake and one clutch pedal must be fitted. Their design is free. The material is free, provided that the provisions of Article T 3 are respected. All three pedals must be completely accommodated inside the safety structure. The actuation of the pedals may only be made by the driver’s feet. 13.5 Cockpit Ventilation 13.5.1 Each car must have effective means of ventilating of the cockpit. The ventilation system should be designed so that the constant temperature in the area of the driver’s head is no more than 10 ° C higher than the ambient temperature whilst driving on the track during the event. 13.5.2 An effective anti-misting system for the windscreen, the rear window and for the windows on the driver’s and the passenger’s doors must be provided. 13.5.3 No function other than the ventilation of the cockpit and/or the demisting of the windows may result from the construction and the design of the cockpit ventilation system and of the anti-misting system. 13.6 Accessories 13.6.1 All those accessories which have no influence on the car’s behaviour are allowed inside the cockpit. In no case are these accessories permitted to increase the engine power or to influence the steering, transmission, brakes or road holding, even in an indirect fashion. 13.7 Adjustment The following systems or components only may be adjusted or operated by the driver seated in the cockpit whilst the car is in motion: - Steering - Automatic fuses - Brake system - Washer system - Throttle - Indicators - Clutch - Lightning - Gearbox - Radio - Starter - Opening of the side windows - Driver’s seat adjustment - Driver’s door

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- Safety belts - Rear view mirror - Ignition switch - General circuit breaker - Fire extinguishing system - Windscreen wiper - Speed limiter - Operating switch for the instruments - Window heater - Switch for gear cut sensor circuit - Water bottle pumps - Actuation of the signalling lamps - Water spray system to cool the brakes - Warning lamp - Brake solenoid valve The actuation of the speed limiter must be made via an on / off -switch function. A tip-function to activate the speed limiter is forbidden. 13.8 Cockpit design In the area of the safety cell, the cockpit must be designed so that the extrication of the driver by means of the Kendrick Extrication Device (K.E.D®) is not obstructed. For this purpose, the supports for the data display and the upper steering-column suspensions must be designed so that they can be quickly removed by means of a hydraulic scissor or they must be removable. The points for cutting the supports and the separating point for the wire loom must be marked. The DMSB Technical Delegate shall evaluate the application of these prescriptions. The design of the cockpit in this area and of the corresponding components must be submitted to the DMSB for approval before the vehicle is constructed. 13.9 To facilitate the extrication of a driver, the gearshift lever for the change of the gears must be designed so that it can easily be removed from its position without using any tools. ARTICLE T14 SAFETY EQUIPMENT The complete safety equipment must comply with the following minimum conditions and specifications of all standards mentioned: 14.1 Safety belts It is mandatory to wear two shoulder straps, one abdominal strap and two straps between the legs. The belts must be homologated by the FIA and comply with Standard 8853-98. The anchorage points of the belts and the installation in the car must be executed in compliance with the provisions of Article 253.6 of the Appendix J to the FIA International Sporting Code. The complete safety belt system must be attached to the safety cell as described in Article T 15.2. 14.2 General circuit breaker 14.2.1 The driver, when seated normally with the safety belts fastened and the steering wheel in place, must be able to cut off all electrical circuits of the car by means of spark proof circuit breaker switch. The switch must be marked by a symbol showing a red spark in a white edged blue triangle. 14.2.2 There must also be an exterior switch with the same function. It must be situated immediately in front of the windscreen on the left side of the car and close to the means of the triggering for the extinguishing system. It must be marked by a red spark in a white-edged blue triangle with a base of at least 12 cm. 14.3 Extinguishing system 14.3.1 All cars must be equipped with fire extinguishing systems homologated by the FIA for Touring Cars which discharge into the cockpit and into the engine compartment. The extinguisher nozzles must be suitable for the extinguishant and be installed in such a way that they are not directly pointed at the driver. For the interpretation of these Regulations, the pressure tanks of the fire extinguishing systems are not considered to be pressure accumulators.

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14.3.2 The following information must be visible on each extinguisher: a) Capacity b) Type of extinguishant c) Weight or volume of the extinguishant d) Date of the check of the extinguisher. This date may not be earlier than two years wince

the last filling or the last check. This information as well as eventually the pressure indicator of the fire extinguishing system must be located so that a check is easily possible. 14.3.3 All extinguishers must be adequately secured and protected and must be accommodated inside the car. They must be situated behind the central line of the front wheels and in front of the central line of the rear wheels. Their outer housing edges must be situated within a distance of maximum y = ± 700 mm from plane E8 (car longitudinal plane). All supports and mounting points, together with the fire extinguisher completely mounted in the car, must be able to withstand a deceleration of at least 25g. All extinguishing equipment must be fire-resistant. 14.3.4 Any triggering system having its own source of energy is permitted, provided that it is possible to operate all extinguishers should the main electrical circuits of the car fail. 14.3.5 The driver must be able to trigger all extinguishers manually when seated normally with his safety belts fastened and the steering wheel in place. Furthermore, a means of triggering from the outside must be combined with the circuit-breaker switch. It must be marked with a letter "E" in red inside a white circle of at least 10 cm diameter with a red edge. The triggering system must be situated close to the outside general circuit breaker on the left side of the car, at the lower part of the windscreen. 14.3.6 The system must work in any position of the car, even when the car is inverted. 14.4 Rear view 14.4.1 All cars must be equipped with two outside mirrors, one fitted on each side of the car. 14.4.2 The original outside mirrors and their supports may be removed. In this case, solely the DMSB approved outside mirrors with the dimensions specified below may alternatively be fitted. A box with the dimensions 150 mm (x-direction) x 250 mm (y-direction) x 250 mm (z-direction) must find place in the part of the right and the left outside mirror including the housing which protrudes beyond the frontal projection of the bodywork without exterior mirror. The reflective surface of each mirror must have an area of at least 100 cm³ and a square with 7 cm long edges must find place in the reflecting area of each mirror. The material for the outside mirrors is free (see Article T 3.1.17). 14.4.3 The scrutineers must be assured through a practical demonstration that the driver, when seated normally with his safety belts fastened and the steering wheel in place, can clearly see a vehicle driving or standing behind him to the side. To this end, the driver can be asked by the scrutineers to identify figures, 15 cm high and 10 cm wide, displayed at random on boards placed behind the car according to the following instructions: - Height from the ground: 1000 mm - 1400 mm - Distance to plane E8 (car longitudinal plane) (right or left): 2000 mm - Distance behind the car (in relation to the centre line of the rear axle): 10000 mm 14.4.4 All cars must be equipped with an inside mirror providing a rear view. The maximum dimensions for the housing of the inside mirror are 300 mm x 100 mm x 70 mm. The material for the inside mirror is free, provided that the provisions of Article T 3 are respected. 14.5 Towing eyes

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14.5.1 Each car must be equipped with a rear and a front towing-eye. Each towing eye must be circular with an inner diameter of minimum 60 mm and maximum 80 mm. It must be securely fitted to the structural parts of the bodywork. 14.5.2 The towing eyes must be placed in such a way that easy access is provided should the car be stopped in a gravel bed. 14.5.3 The towing eye must be clearly visible and painted contrasting to the car’s colour in yellow, orange or red. 14.5.4 Each towing eye must withstand the following forces without any structural damage: A force of at least 30 kN applied within 3 seconds which is maintained over a period of 30 seconds. The maximum possible area for the vector of the force application is defined in drawing B19. 14.6 Lifting devices To be able to remove a vehicle from a dangerous position or from a gravel bed, all vehicles must be provided with the lifting sleeves prescribed by the DMSB (see drawing B22/1 and B22/2): - At lest two sleeves in the area of the roof between the upper corners of the windscreen and the

rear window - Optionally, one sleeve at y = 0 ± 20 mm in the area of the engine bonnet. The lifting sleeves must be designed so that it is possible to lift and transport the vehicle with the recovery equipment with full fuel tank. The centre axis of the lifting devices must run in parallel to the z axis of the vehicle with a maximum permitted displacement of 15°. The distance of the intersection points of the centre axis with the outer contour of the vehicle and the outer contour of the lifting sleeve may be maximum 10 mm. There must be an opening with a diameter of 34 mm (tolerance ± 1 mm) above the lifting sleeves in the outer contour. In relation to the horizontal position of recovery equipment and vehicle, the position of the lifting sleeves must be selected so that the inclination of the lifted car with full fuel tank is not more than 15° in x- and y-direction. Under normal driving, the openings may be covered with gap bridging adhesive foil. The application of the openings and of the lifting sleeves is part of the vehicle homologation and is described in the homologation form. The construction must be submitted to the DMSB Technical Delegate for approval before the final homologation. 14.7 Airbag systems The use of a driver’s airbag system is permitted, provided that the manufacturer’s proof about the development and about a functional test can be submitted. Solely a DMSB registered wire loom may be used for the operation of the airbag system. ARTICLE T15 SAFETY STRUCTURES The following safety structures are mandatory and they must comply with the following minimum conditions and specifications of all standards mentioned: 15.1 Rollover structure 15.1.1 All competition cars must be fitted with a rollover structure complying at least with the prescriptions of the Article 253.8 of the Appendix J to the FIA International Sporting Code and complying furthermore with the prescriptions below. 15.1.2 The manufacturer must submit the safety structure for certification by the DMSB. The following design regulations must be respected as a condition for the issue of a certification: 15.1.3 a) The rollover structure must be made of steel.

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The rollover structure must have a main rollbar (B-pillar bar) and be designed in a way that the upper edge of the upper transverse reinforcing member is situated at a minimum height of z = 1100 mm and in the area of x = + 150 mm until x = - 150 mm to the rear edge of the safety cell described in Article T 15.2. Starting from y = 0 (plane E8 (car longitudinal plane)), a minimum height of z = 1100 mm must be maintained over a length of y = + 400 mm until y = - 400 mm for this transversal reinforcing member. b) A door cross on the driver’s and on the passenger’s side with reinforcement plates at the intersection of the reinforcing members is compulsory. Each of the reinforcement plates in U-form must form a closed body with a width (y-direction) of at least 35 mm. In lateral projection, the gusset plates, including the part of the reinforcing members which are reinforced by these plates, must cover a total area of at least 200 mm in x-direction and of at least 100 mm in z-direction. In addition, the following dimensions must be respected: The tubes must have an external diameter of at least 40 mm and a wall thickness of at least 2.0 mm and be running in a straight line. The intersection of the higher front tube with the A-pillar must be above z = 600 mm and the one of the higher rear bar with the B-pillar above z = 450 mm. In addition, the intersection of the reinforcing members must be between 50 mm in front of and up to 100 mm behind the wheelbase centre, seen in driving direction (x-direction). In z-direction, the intersection must be at z = 300 ± 50 mm. The mounting points of the door cross on the A-pillar bar and on the B-pillar bar must have a minimum distance of 1300 mm (measured in parallel to the reference plane (z = 0) from the intersecting points of the tube centre lines). To improve safety, the door cross on the driver’s side should be positioned as far as possible from the exterior wall of the safety cell. In horizontal projection, the design of the door cross mounted inside the car must include an overarching towards the exterior of the car. c) All reinforcing members of the rollover structure must have a minimum interior distance (clearance width) of 75 mm to the driver’s helmet when the driver is normally seated in his car, ready to race and with the safety belts fastened. d) The rollover structure must furthermore have a main rollbar (A-pillar bar) which, in driving direction, must be situated at least 500 mm (clearance width) in front of the B-pillar bar. The upper edge of the upper transversal reinforcement member of the A-pillar bar must be situated at the minimum height of z = 1050 mm. From place E8 (car longitudinal plane), this transversal reinforcing member must maintain a minimum height of z = 1050 mm over a length of y = + 400 mm until y = - 400 mm. e) The bars in the driver’s vicinity must be provided with a protective padding. The material used must comply with the FIA specification (see FIA Technical List 23). f) To assist in the extrication of the driver, the manufacturer must mark the recommended cutting points for the hydraulic scissors on the tubes in the lateral area (e.g. door cross). g) The tubes used for the main rollover structure must have a diameter of at least 40 mm and a wall thickness of at least 2.0 mm. The main rollover structure is defined in drawing B 18. The tolerances indicated in Standard DIN EN 10305-1 are applicable for the tube dimensions of the rollover structure. 15.1.4 Strength test The manufacturer of the rollover structure must be able to furnish proof by means of an FEM calculation that the construction is able to withstand the stress minima given hereafter: Three forces are simultaneously applied onto the B-pillar bar and then onto the A-pillar bar of the rollover structure from above: B-pillar bar A-pillar bar

1. 1.5 w lateral 1. 0.5 w lateral 2. 5.5 w fore and aft 2. 1.5 w fore and aft 3. 7.5 w vertical 3. 2.0 w vertical W = 1.200kg

The resultant of the three forces must be applied either to the right or the left of y = 0. The displacement and/or the deformation of the rollover structure must not exceed 25 mm.

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15.1.5 In the case of justified doubts in relation to the presented FEM calculation, the DMSB Technical Delegate has the right to order a static load test to be carried out. The following conditions must be observed: The forces mentioned in Article T 15.1.4 are simultaneously applied from above onto the B-pillar bar and then onto the A-pillar bar of the rollover structure (pressure test): The resultant of the three forces must be applied from the front in positive x-direction (in opposite driving direction), either to the right or to the left of y = 0, through a moulded part, following the contour of the tube, with the maximum dimensions of 500 mm x 300 mm and be maintained over 10 seconds. The displacement and/or the deformation of the rollover structure must not exceed 25 mm. The moulded part must be situated vertically to the loading axis. It is permitted to place a rubber with a maximum thickness of 3 mm between the moulded part and the rollover structure. The static load test must be carried out in the presence of the DMSB Technical Delegate or his representative in an FIA approved testing centre. 15.1.6 No homologated and certified rollover structure may be modified in any way, unless explicitly authorised by the DMSB. 15.2 Safety cell (safety structure for driver) 15.2.1 Each car must have a safety cell homologated by the DMSB and surrounding the driver when seated normally. The following criteria must be observed: - Solely one safety cell for each car is permitted. - The minimum weight of the safety cell must be 25 kg. - The minimum and maximum dimensions and the design prescriptions of drawing B11 must be

respected. - All edges of the safety cell must be provided with a minimum radius of 5mm. - The maximum surface for all passages on the safety cell is 70 cm². - The safety cell may only be fixed in the car with the maximum of ten screws M10. Positive

couplings are permitted. Conical screw connections are forbidden. 15.2.2 The following installation prescriptions for the safety cell in the car must be respected: - Any kinds of bonding and laminating for the attachment of the safety cell are forbidden. - All attachments points on the safety cell and also on the car must be situated between z = 10

mm and z = 275 mm. - The lowest point of the safety cell must be at least above z = 10 mm. - Below z = 350 mm, no part of the safety cell may protrude beyond y = 0 mm. - The rearmost point of the safety cell (without headrest) must not be more than 800 mm behind

the wheelbase centre. - The safety cell must be fixed in the car in such a way that it can be removed from the bodywork

upon request of the DMSB Technical Delegate. 15.2.3 The removed safety cell including all of the attachment elements must fit into a rectangular with the following dimensions: - Length (x-direction) = 1600 mm - Width (y-direction) = 700 mm - Height (z-direction) = 750 mm 15.2.4 The complete safety belt system must be attached to the safety cell. The tank housing must not be attached directly to the safety cell. 15.2.5 The wall of the safety cell situated closest to the lateral external contour of the car must be at least 40 mm thick (y-direction), maintained over its complete length (x-direction) and its complete height (z-direction). This wall must not have any passages. In order to test the impact resistance of the survival cell, it is fixed to a test stand. The attachment must be effected in such a way that it does not increase the strength of the survival cell. A force of 80 kN is applied to the wall situated closest to the lateral external contour.

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This force is applied by means of a flat, rigid pad with the dimensions 200 mm x 200 mm. The pad may be adjusted to the shape of the safety cell and all edges may be rounded off with a maximum radius of 3 mm. Rubber 3 mm thick may be used between the pads and the survival cell. The point of force-application is at z = 250 mm and in x-direction, at 2/3 of the total length of the safety cell from the front edge. The force of 80 kN must be maintained for a minimum of 30 seconds. At the end of the force application, there must be no structural failure of the survival cell and the permanent deformation must be less than 5 mm after the load has been released for 1 minute, measured over the centre point of the force application. The static load test must be carried out in the presence of the DMSB Technical Delegate or a representative in a FIA approved testing centre. 15.2.6 Notwithstanding the definition in Article T 2.6 (bodywork), mechanical components according to Article T 2.18 may only be connected to the safety cell by means of metal supports and screw connections. Positive-locking screw connections are permitted. For the interpretation of these Regulations, rubber-bonded metal sleeves (silentblocks) are regarded to be screw connections. There must be no connection between the supports, the components attached to the supports and the bodywork which is capable of transmitting any forces. Exceptions: - Shifting forces may be transmitted through the gearshift linkage. - Steering forces may be transmitted through the steering column. - Pedal forces may be transmitted through the pedals. All pedals must be completely situated

inside the safety cell, including the moment of their actuation. Below z = 275 mm, other components (e.g. fairings, lines) may be attached to the safety cell either with the supports as described in Article T 3.1.3 or with screw connections of maximum M6. 15.2.7 A removable headrest may be fixed to the structural part of the cell within the maximum dimensions defined for the cell. Those parts of the headrest protruding beyond the maximum dimensions of the safety cell will not be taken into consideration for the determination of the maximum permitted dimensions, provided that there are no connection points between the parts of the headrest protruding beyond the maximum dimensions and the car, other than to the safety cell. It is permitted to fix any bucket seat in accordance with Article T 15.3 in the safety cell. Within the maximum permitted dimensions, the seat and the safety cell may be designed as single-piece. 15.2.8 The interior of the safety cell must on the right and on the left side be provided with a protective padding along the driver’s legs in the area of the knees and the ankles. This protective padding must be at least 300 mm high (z-direction) and have a material thickness of at least 30 mm. The following material is prescribed for the protective padding: BASF Neopolen RG 30. 15.2.9 Any modification of the safety cell, once it has been checked and registered by the DMSB, is prohibited unless explicitly authorised by the DMSB and results in the cancellation of the safety cell approval. 15.3 Driver’s seat 15.3.1 The driver’s seat within the safety cell is free. The driver’s seat must be made of flame-resistant material. For the interpretation of these Regulations, the headrest is considered to be an additional part of the driver’s seat. 15.3.2 All cars must be equipped with padded headrests. Their dimensions must be such that the driver’s head with helmet is completely retained so that, in the case of an impact projecting the driver’s head rearward or sideways, it cannot move past the headrest nor be trapped between the rollover structure and the headrest. The distance between the inner sides of the headrest foam-cushion must not exceed 400 mm and there must be an upholstery material with a thickness of at least 60 mm on either side. The padding material behind the driver’s helmet must have a minimum surface area of 40000 mm² and a thickness of at least 60 mm. The headrest surface must be continuous at all points and no part may protrude to the inside.

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The following material is compulsory for the upholstery of the headrest: • Type A (for T°>30°C) CONFOR™ foam CF45 (blue)

The headrest padding must be made in one part and be designed so that it is possible to remove the foam part vertically upwards without using tools, if applicable through the roof opening (see Article T 15.4.2). 15.3.3 The deformation of the headrest must be less than 50 mm when a rearward force of 1500 N is applied. This force is applied by means of a rigid hemispherical pad with a radius of 124 mm. The point of force-application is in the centre of the headrest surface in y-direction and in z-direction. The force of 1500 N must be maintained for a minimum of 30 seconds. The test must be carried out in the presence of the DMSB Technical Delegate or a representative. 15.3.4 The energy absorbing material of the headrest must be positioned so that it is the first point of contact for the driver’s helmet in the event of an impact projecting his head backwards or sideways when he is seated normally. The headrest may be mounted to the safety cell respecting the permitted dimensions for the safety cell. An additional attachment of the headrest to the car is not permitted. 15.3.5 The driver’s seat must be designed in a way that the highest point of the driver’s helmet is situated below z = 1050 mm with the driver in his racing equipment is seated normally with the safety belts fastened. 15.4 Design of the safety structures 15.4.1 The cockpit, the safety cell and the rollover structure must be designed so as to allow the driver to get out from his normal driving position in 7 seconds through the driver’s door and in 9 seconds through the passenger’s door. At the beginning of a corresponding test, the driver must be in normal driving position inside the car. He must wear all normal driving equipment and his helmet, the seat belts must be fastened, the steering wheel must be in place and the doors must be closed. 15.4.2 The rollover structure must be designed in a way that the following conditions are respected (see drawing B 21): When the driver seated in his normal driving position in the car and with the seat belts fastened, it must be possible to remove the helmet from his head upwards through the roof without bending the neck or spinal column. To comply with this condition and to facilitate the extrication of the driver by means of K.E.D® t the roof skin must be provided with an opening. The following design regulations are applicable: a) There must be a rectangular clear area of x = 400 mm and y = 350 mm above the helmet. No vehicle component may be in this area, with the exception of the roof skin and the removable padding material on the rollover structure. b) It must be possible to open the roof skin in this area. The inner width of the opening must have the dimensions x = 400 mm (tolerance ± 5 mm) and y = 350 mm (tolerance ± 5 mm). It is permitted to round off each corner of the opening with a radius of maximum 80 mm. c) The opening must be closed with a cover with the following specifications: The cover must be 2 mm to 3 mm thick (z-direction). It must be made of CFK with a kevlar proportion of at least 30% (solid composite). A sandwich construction is not permitted. The cover must be fitted with four quick fasteners (Life Lock according to the Appendix A10). It must be possible to actuate these fasteners from the outside. It is permitted to additionally use Velcro fastener. The maximum permitted excess length of the quick fasteners and the washers is 3.5 mm. The gaps of the separating lines resulting from the cover must have a dimension of maximum 2 mm and may not be covered by trim foil to bridge the gap. Moreover, the original contour may not be modified through the cover and the modification may not have any aerodynamic effect. d) To comply with the aforementioned conditions, the original roof skin may be modified in a contour of maximum 50 mm around the exterior edges of the opening. In z-direction, the space for the modification is limited to the maximum of 5 mm, parallel to the exterior roof contour. The maximum of 2 edges may be made beyond this area in order to reinforce of the structure. Their

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maximum permitted material thickness is 3 mm, the maximum dimension in z-direction is 5 mm. The material of the roof skin in this area is free. A sandwich construction, though, is not permitted if CFK is used. Bonding is permitted in this area. e) The design of the roof opening is part of the car’s homologation and is described in the homologation form. The construction must be submitted to the DMSB Technical Delegate for approval before the final homologation. 15.5 Impact absorbing structure 15.5.1 All cars must be equipped with an effective energy-absorbing impact structure at the front and at the rear. The following criteria must be respected: - The frontal impact absorbing structure including all of its attachment parts must, when seen in

driving direction, be completely situated in front of plane E3 (centre axis of the front wheels) and the rear impact absorbing structure including all of its attachment parts completely behind plane E4 (centre axis of the rear wheels).

- The frontal impact absorbing structure attached to the car must have an effective flat area of at least 400 cm² at its front side facing to the driving direction (exterior in negative x-direction). This area must be arranged perpendicularly to plane E8 (car longitudinal plane) and in parallel to the car’s vertical axis and the centre point of the area must be situated at z = 275 mm ± 100 mm.

- The rear impact absorbing structure attached to the car must have an effective flat area of at least 400 cm² at its rear side facing away from the driving direction (exterior in positive x-direction). This area must be arranged perpendicularly to plane E8 (car longitudinal plane) and in parallel to the car’s vertical axis and the centre point of the area must be situated at z = 275 mm ± 100 mm.

- No suspension or steering mounting points may appear on the front or the rear impact absorbing structure. This includes mounting point for: - wheel controlling components (e.g. wishbones, rocker-arms, push-rods, pull-rods etc.) - steering - shock absorbers - anti roll bars.

15.5.2 Static Load Test For testing purposes of the mounting points of the impact absorbing structure, the structure is fixed to a test stand at its original mounting points. The mountings must have the same flexibility as the mounting points on the car. They must be effected in such a way that the strength of the impact absorbing structure is not increased. A transversal force of at least 20 kN is applied by means of a rigid pad 300 mm high (z-direction) and 100 mm wide (x-direction). The force must to all sides be applied at a right angle to the area of the impact absorbing structure defined in Article 15.5.1 and be maintained for a minimum of 30 seconds. The pad may be adjusted to the shape of the impact absorbing structure and all the edges may be rounded off with a maximum radius of 3 mm. Rubber 3 mm thick may be placed between the pads and the impact absorbing structure. The point of force-application is situated at the impact absorbing structure, in z-direction in the centre and in x-direction at a distance of 300 mm from the mounting points. At the end of the force application, there must be no structural failure of the impact absorbing structure and the mounting points must be impeccable. The static load test must be carried out in the presence of the DMSB Technical Delegate or his representative. 15.5.3 Dynamic Load Test The impact absorbing structure is fixed to a trolley at its original mounting points. The mountings must have the same flexibility as the mounting points on the car. They must be effected in such a way that the strength of the impact absorbing structure is not increased. The impact absorbing structure is moved against an impact wall arranged vertically and at right angle to plane E8 (car longitudinal plane). This wall must be part of a rigid crash barrier with a total weight

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of at least 45 t and be made of steel armoured concrete or steel. The impact wall must have an even surface and comply with the following minimum dimensions: Height 1.00 m, width: 2.00 m and thickness: 350 mm for reinforced concrete or 50 mm for steel plates screwed onto concrete (total minimum thickness of the concrete steel impact wall: 180 mm). It is permitted to cover this wall by means of a ¾“ thick wooden plate as barrier overhang, provided that this plate complies with standard FMVSS 208. The total weight of the test facility, the impact absorbing structure + mounting device + trolley must be at least 1200 kg. The test speed must be 13 m/s (tolerance ± 0.5 m/s). The resistance of the impact absorbing structure must be so that the average deceleration of the trolley does not exceed 40 g during the impact. The maximum deceleration must not exceed 60 g for more than 3 ms. The dynamic load test must be carried out in the presence of the DMSB Technical Delegate or his representative in a FIA approved testing centre. 15.5.4 Any modification of the front or the rear impact absorbing structure once it has been tested and registered by the DMSB, is prohibited unless explicitly authorised by the DMSB and results in the cancellation of the corresponding approval for the impact absorbing structure. It is prohibited to fix any ballast to the impact absorbing structures. 15.6 Firewall A flame-resistant bulkhead must separate the cockpit from the engine compartment. Openings in the firewall are only permitted for the passage of controls, lines and cables. These openings must be of minimum size and be completely sealed in compliance with Article T 13.1. No part of a firewall made of composite material must be thinner than 2 and thicker than 3.5 millimetres and a flame blocking agent must be added to the composite material (for example EXOLIT OP 910). To help overcome any possible manufacturing problems a tolerance of maximum + 0.5 mm may be taken into consideration, provided it is only a local material accumulation (e.g. in radii). They must not be structural parts nor must these parts serve as structural reinforcement of the bodywork. The wall must be fixed with screws of maximum 6 mm in diameter. The straight distance between the screws must be minimum 50 mm. It is prohibited to bond the firewall with parts of the vehicle. Any sealing may be effected with sealing compound approved by the DMSB. ARTICLE T16 FUEL 16.1 Fuel characteristic All fuel must be commercial unleaded fuel at least complying with the specification „SUPER PLUS“ according to standard DIN EN 228 and complying with the maximum allowed limits according to Article 252.9.1 in the Appendix J to the ISC. 16.2 Air Only ambient air may be mixed with the fuel as an oxidant. Each artificial modification of the composition of the ambient air is prohibited. ARTICLE T17 FINAL TEXT The final text for these Regulations is the German text. Headings and typeface in this document are for ease of reference only and do not form part of these Technical Regulations.

2011 dtm technical regulations

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