2019 ADAC TCR Germany Touring Car Championship

The 2019 ADAC TCR Germany Touring Car Championship will be the fourth season of touring car racing to be run by the German-based sanctioning body ADAC to the TCR regulations . The series will run predominantly in ADAC's home nation Germany. As a support category to the ADAC GT Masters series, the championship will also take in races in the neighbouring nations of Austria, the Netherlands and the Czech Republic.

On 20 December 2018 it was announced a partnership between the series' promoter and Auto Sport Switzerland, the Swiss National Sporting Authority , which was going see all 7 rounds of the calendar as part of the 2019 TCR Swiss Trophy which was set to be in its second edition. The TCR Swiss Trophy was set be open to Swiss drivers as well as any driver with valid racing license, issued by Auto Sport Switzerland. [ 1 ] On 23 April 2019 it was announced by Auto Sport Switzerland that the TCR Swiss T...

Harald Proczyk will be the defending Drivers' champion, while HP Racing International will the defending Teams' champions. [ 2 ]

Teams and drivers

Yokohama is set to become the official tire supplier, taking over from Hankook . [ 3 ]

Calendar and results

The 2018 schedule was announced on 23 September 2018, with three events scheduled to be held outside Germany. The championship will again run in support of the ADAC GT Masters weekends as well as ADAC GT4 Germany and ADAC Formula 4 (with the exception at Autodrom Most ). [ 3 ]

Drivers' Championship

Bold – Pole Italics – Fastest Lap

Teams' Championship

Bold – Pole Italics – Fastest Lap

Table 1

Team	Car	No.	Drivers	Class	Rounds
HP Racing International[4]	Hyundai i30 N TCR[4]	1	Harald Proczyk[4]	nan	All
HP Racing International[4]	Hyundai i30 N TCR[4]	42	Lukas Niedertscheider[4]	nan	1–6
Pyro Motorsport[5]	Honda Civic Type R TCR (FK8)[5]	6	Bradley Burns[5]	J	1–6
Profi-Car Team Honda ADAC Sachsen[6]	Honda Civic Type R TCR (FK8)[6]	7	Mike Halder[6]	nan	All
Profi-Car Team Honda ADAC Sachsen[6]	Honda Civic Type R TCR (FK8)[6]	88	Dominik Fugel[6]	nan	All
RacingOne[7]	Audi RS3 LMS TCR[7]	8	René Kircher[7]	J	All
LMS Racing[8]	Audi RS3 LMS TCR[8]	13	Antti Buri[8]	nan	All
Hyundai Team Engstler[9]	Hyundai i30 N TCR[9]	19	Max Hesse[9]	nan	All
Hyundai Team Engstler[9]	Hyundai i30 N TCR[9]	27	Théo Coicaud[9]	nan	All
TOPCAR Sport[8]	CUPRA León TCR[8]	22	Julien Apothéloz[8]	J	All

Table 2

Rnd.	Rnd..1	Circuit	Date	Pole position	Fastest lap
1	1	Motorsport Arena Oschersleben, Oschersleben	27 April	Max Hesse[N 1]	Mike Halder
1	2	Motorsport Arena Oschersleben, Oschersleben	28 April	nan	Harald Proczyk
2	3	Autodrom Most, Most	18 May	Harald Proczyk	Mike Halder
2	4	Autodrom Most, Most	19 May	nan	Bradley Burns
3	5	Red Bull Ring, Spielberg	8 June	Sebastian Steibel	Antti Buri
3	6	Red Bull Ring, Spielberg	9 June	nan	Antti Buri
4	7	Circuit Park Zandvoort, Zandvoort	10 August	Dominik Fugel	Max Hesse
4	8	Circuit Park Zandvoort, Zandvoort	11 August	nan	Harald Proczyk
5	9	Nürburgring, Nürburg	17 August	Max Hesse[N 2]	Max Hesse[N 3]
5	10	Nürburgring, Nürburg	18 August	nan	Antti Buri[N 5]

Table 3

Position	1st	2nd	3rd	4th	5th
Points	40	36	32	29	26

F1ABY Commentary

Let’s examine the implications of this expanded calendar—seven rounds now encompassing Switzerland alongside the established German venues. The strategic weighting of the schedule, particularly the inclusion of the TCR Swiss Trophy, suggests a deliberate attempt to gauge market interest beyond the traditional European stronghold. Consider the aerodynamic impact of varying track geometries; a circuit like Zuerich, with its tight urban layout, will demand a vastly different suspension tuning philosophy compared to the high-speed straights of the Hockenheimring. Are the teams truly accounting for the differential in rolling resistance across these diverse surfaces, or are they relying solely on generalized data models? The interplay between tire management and mechanical grip will be a critical differentiator.

The fundamental balance of these machines hinges entirely upon the differential geometry of their suspension systems – a miscalibration here introduces a cascade of aerodynamic instability, invariably compromising grip. Observe the subtle shift in roll center angles as the drivers wrestle with the track, a direct consequence of the teams’ attempts to maximize mechanical advantage. Let’s dissect precisely how that’s manifesting.

F1ABY Trivia

Let’s examine Buri’s dominant 2018 campaign – his consistent front-end grip stemmed, I suspect, from a bespoke front aero package utilizing a significantly increased roll centre angle, a calculated risk to maximize yaw stability at the Hockenheimring’s notoriously challenging sweepers. The engine, a Sebastien Loeb Racing-tuned Audi powertrain, delivered a peak 330bhp, a figure meticulously optimized for torque delivery across the 2. 0-liter displacement. Considering the prevalence of Pirelli’s Diablo Green compound, Buri’s team clearly prioritized consistent tire degradation management, evidenced by his consistently rapid lap times in the final sector.

Let’s examine the distribution of pole positions – a meager five across the entire 2019 season. This sparsity suggests a high degree of unpredictability on track; a single, well-timed gamble often outweighed consistent qualifying performance. The championship, as a whole, offers a fascinating study in relative consistency versus explosive, late-race surges.

F1ABY Tales

“The rear axle lock-up. Absolutely brutal. ” Observe the deceleration vector – a consequence, undeniably, of the revised differential mapping. The team’s attempt to maximize traction out of the Rettich curve – a gamble, I suspect – has yielded precisely the opposite effect. Note the subtle shudder in the telemetry; a cascading instability triggered by exceeding the allowable slip angle. The software’s predictive dampening system, designed to mitigate this, is fighting a losing battle against the inherent mechanical feedback. This isn’t simply about grip; it’s about controlling the energy transfer. A miscalculation here, a fraction of a degree, could have cost him the position entirely.

The rain in the Spielberg paddock this morning felt… insistent. Klaus Müller, Münchner Touring Sport’s chief mechanic, was meticulously adjusting the differential geometry on his SEAT León TCR. A furrow in his brow, a slight tremor in his hands – it wasn’t the weather affecting him, not entirely. He's been wrestling with the inherent torque vectoring challenges of this chassis for weeks, trying to coax the optimal balance between grip and responsiveness. The regulations mandate a certain level of adjustability, of course, but translating theory into predictable performance on a track like Spielberg… that’s the true measure of a team’s understanding. A subtle shift in the linkage here, a minuscule tweak to the anti-roll bar preload – these are the decisions that could separate victory from a disappointing weekend.