EXCLUSIVE: Ulrich Fritz on HRT’s 2026 season, future ambitions, building a winner with Ford and more
Winning races and championships is one challenge. Working towards success while extracting more performance from your car and developing the next generation of drivers is another.
Speaking exclusively to DIVEBOMB, Haupt Racing Team CEO Ulrich Fritz, reflects on the team’s 2026 campaign on all fronts, its ambitions with Ford and the vision shaping its future.
You can read about Haupt Racing’s tumultuous final weekend in the GTWCE on our website, with insights from Fritz.
At first glance, Haupt Racing Team’s 2026 season might appear underwhelming. No titles, a handful of wins and some podiums across its GT World Challenge Europe, DTM, ADAC GT Masters, NLS, GT Winter and Summer racing programmes.
This represented a stark change from 2025, when HRT managed to achieve the double in the ADAC GT Masters, with Salman Owega and Finn Wiebelhaus claiming the drivers’ honours in their first campaign racing the Mustang.
For a team that, not that long ago, was a consistent championship threat in their Mercedes-AMG GT3 Evos before making the risky switch to the new, unproven Ford Mustang GT3, it might suggest a regression.
But the lack of major silverware in 2026 is not evidence of such a thing. In fact, the exact opposite is true. Using the updated Evo version of the Ford Mustang GT3, Haupt Racing Team managed a substantial improvement in all areas, either results-wise or behind the scenes.
"We have a really outstanding driver line-up with Nicolas [Baert], Maxime [Oosten] and Eduardo [Coseteng]", said Fritz when discussing HRT’s GTWC EU Endurance Cup Silver campaign.
"From my perspective, the three of them should have won the championship this year. We were good at Le Castellet, where I think we were running second, but then we were taken out of the race for a podium place half an hour before the end by another car.
"In Monza, you know what happened on the first lap: we were in pole position and [also the No.65 car was] fourth overall, but again, we had no result.
"At Spa, we were leading the class by one lap until we were spun around by another car, suffered a tyre puncture and had to limp home, losing two laps. So, again, no result.
"At the Nürburgring, we won. That was the first race where everything really clicked. Portimão was also strong. We simply started from way back, and other teams were luckier with the final Full Course Yellow."
Similar to the No.65 Silver entry, the No.64 Pro entry experienced misfortunes and some mistakes that affected its place in the overall standings.
The team’s biggest missed opportunity in the GTWC EU championship was certainly at Monza, when Haupt’s two Ford Mustangs qualified in first and third, with the No.64 Pro entry leading the way.
But both their races were over before they even went past the Variante del Rettifilo, as contact between cars further behind started a chain reaction, which led to both of them being wiped out instantly in horrific fashion.
Despite that, the evidence of strong race pace from both cars at several races, alongside Eduardo Coseteng’s runner-up finish in the Silver class, is an encouraging sign to build upon, given that 2025 provided no such high points in the GTWC EU.
The team also had strong showings in the Nürburgring Langstrecken-Serie (NLS), DTM and the ADAC GT Masters, where once again the strongest set of results came.
Learning to build a winner with Ford
Despite not retaining either title, one win, three pole positions and a not insignificant number of podiums were a very healthy return for the team, as the Ford Mustang was only in its second season of racing in Europe.
While the team had years of experience with Mercedes-AMG machinery, the Ford programme meant learning a different car and establishing the processes needed to develop it and extract its full potential, as Fritz acknowledges.
"We brought the Ford Mustang to Europe about a year ago, and it wasn’t easy to learn the car in the beginning.
"Other manufacturers, like Mercedes, have had their car for 11 seasons now, so everything is quite well developed. Starting with a new car is never a walk in the park," he states.
"I also think the first version of the Mustang wasn’t particularly easy in terms of performance or handling. The Evo version was a big step forward, and as a team, we’ve continued to improve.
"We understand the car better now and know what it needs, while the drivers have also learned how to get the best out of it.
"I would say we’re still in the early stages. We have to keep working hard, and eventually, everything will click, and we’ll turn that pace into winning."
"All we can do is keep working relentlessly and stay focused on these details. That’s the most important thing. Everyone in the team - the drivers, mechanics, engineers, truckies and everyone else - is highly motivated to make it happen. As I said, we compete in a lot of races, and our time will definitely come."
This might seem strange coming from a team who built their legacy by winning in Mercedes machinery. "We wanted to take on a new challenge and put ourselves in a position where we couldn’t simply rely on what we already knew. That was certainly the case with Ford, as we had to start from scratch and learn a new car", Fritz explains.
"We’ve already learned a great deal, but there’s still plenty more to come. The programme has come a long way in the past year to year and a half, and we’re making progress across the board.
"It’s great to see the team getting more and more comfortable with the car and finding more performance from race to race. Overall, we’re very happy with how things are developing."
"We’re very happy with our partnership with Ford. We have a great working relationship, and there’s a real sense of alignment between us. One of the things we particularly appreciate is that Ford allows us to contribute our ideas and help shape the product.
"That’s not something you necessarily get with a car like the Mercedes, which is run by around 20 teams. In Europe, we’re the only team running the Mustang GT3 professionally, so we have a responsibility to make the most of that opportunity, deliver performance and represent Ford well."
Quizzed about whether he thinks being the sole Ford-runner in Europe is an advantage or not, Fritz responded: "It can work both ways. Having fewer cars means less comparative data, but it also means you’re less likely to have several cars of the same make ahead of you if the Balance of Performance isn’t quite right.
"With Mercedes, for example, you could have eight other cars in the field. That’s part of the game, and we knew what we were getting into
"I also feel that we’re well respected by SRO, while Ford gives us tremendous support, particularly in BoP discussions. They do a great deal to help us put forward our arguments, so there’s absolutely nothing I can complain about."
Building the next generation
When looking at any entry list for GTWC EU or DTM, you might find something peculiar.
In a discipline where experience and age seem to be the name of the game, and the most esteemed of drivers enjoy 15, 20 or more years in their career, Haupt Racing Team often fields some of the youngest lineups.
For instance, their DTM lineup in 2026 consisted of the 28-year-old Arjun Maini and the 21-year-old Finn Wiebelhaus. Their new-look GTWC line-ups featured drivers all in their 20s, none older than Maini.
This is by design, as Fritz emphasised when this was pointed out to him. "For me, this isn’t about age; it’s about attitude and ambition.
"If a driver is willing to learn, develop alongside the engineers and provide detailed feedback, that’s what matters. Arjun, for instance, does all of that, and he’s in the car almost every weekend.
"Of course, having a more experienced driver can have its advantages, but we’re happy with our current lineup. I’ve always wanted to give young drivers opportunities, too.
"You can bring in someone who has already won everything, but they might have lost some of their motivation.
"And if you don’t win with them, they might point out that they succeeded with another manufacturer but not with you. There are pros and cons to every option. I’m very happy with what we have, and I don’t see our lineup changing drastically
"That’s firmly embedded in our DNA. Our racing team has two main pillars: professional, manufacturer-supported racing and nurturing young talent. Both are fundamental to who we are."
This claim is also further supported by Haupt Racing Team recently establishing a partnership with Arena E Sachsenring Junior Team, a German karting team.
The goal in this deal is to "actively support talented drivers starting in karting, facilitate the transition from karting to auto racing, and open up long-term opportunities in professional GT racing", as mentioned in the announcement.
A recent example of HRT’s driver nurturing is the aforementioned Finn Wiebelhaus. "He joined us two years ago, before he was even 18, after testing a GT3 car in Valencia almost on a whim, at his father’s suggestion", remembers Fritz.
"He had initially been more interested in Formula 4, but we saw potential in GT racing and encouraged him to pursue that path. Two years later, he’s a DTM driver.
"He reached the podium in his debut season, was quicker than the other rookies and qualified second on the grid for just his second race. Seeing that progress is a great reward for the whole team."
Wiebelhaus finished 15th in the drivers’ standings in his debut DTM campaign. The highs came in the form of two podium finishes, two fastest laps and two front-row starts, one of them in only his second DTM race.
These successes remained interspersed with retirements and tough results. Yet, the positives remained, for Fritz.
"His raw pace is very good, as is the feedback he gives to the engineers, especially considering he has only been in the business for three years. Of course, he sometimes lacks a little racecraft, but that’s understandable.
"Drivers like Arjun (Maini) and Maro Engel have completed hundreds of starts and opening laps, whereas Finn is still building that experience.
"It’s something he needs to learn, but he’s doing a good job and improving from race to race. Once all the pieces come together, he definitely has a big future ahead of him.
"For me, it’s a pleasure to see Finn’s progress and be part of his journey. We’re there to offer advice and support whenever he needs it, but I don’t see much value in setting rigid expectations for what he should achieve," Fritz concluded when pressed on his expectations of Finn for the future.
This has remained at the forefront of Fritz’s mind when developing drivers, a mindset not to "put pressure on drivers by setting specific targets". He prefers drivers initially "going to the track, enjoying the experience and making the most of it.’"
"Too much pressure can be counter-productive. Everyone in the team already wants to perform at their best, so there’s no need for me to add to that pressure with targets."
The same long-term thinking applies to other youngsters on HRT’s books, such as Niklas Kalus and Kiano Blum, drivers that he suggests will eventually make the full-time step up to GT World Challenge Europe. "It's certainly the goal for both of them", he states.
For HRT as a team, the process extends beyond simply giving young drivers time behind the wheel. Its approach also includes simulator work, preparation with engineers and an emphasis on understanding the technical side or racing, as well as personal relationships.
"We're very data-driven, with a strong focus on engineering rather than relying on gut feeling alone. That helps young drivers improve, move up the ranks and continue learning every day", Fritz emphasised.
"We want them to build relationships with one another and with the team, which is why they come to the factory before events to work in the simulator alongside our engineers.
"They need to arrive at the track well prepared, with the aim of learning as much as possible and, ultimately, progressing into manufacturer-backed roles."
This approach has also been proven to work, with drivers such as Ralf Aron, Luca Stolz and Maro Engel all having driven for HRT in the team’s short existence.
Of course, driving in any form of motorsport is very expensive, at least for the average person out there. Only in the last decade or so has there really been any serious attempt to help young drivers achieve their dreams without them having billionaire families or government funding behind them.
One such scheme for helping fund young drivers’ careers is ADAC’s Road to DTM. A recent restructuring of this pathway will take place from 2027, with more money available for the top echelon of talent.
For instance, in the ADAC GT Masters, the total prize purse has been increased to €775,000. From next year, the winner of the Road to DTM in the ADAC GT Masters will receive a support package worth €620,000.
This includes the entry fees for a DTM season, a Pirelli tyre package for the entire season, and an amount of prize money.
This trickles down, as other support packages include €78,000 for the German Kart Championship winner, €170,000 for the BMW M2 Cup winner and €235,000 for the ADAC GT4 Germany winner, with the latter series introducing a classification that rewards race results, qualifying performances and fair play.
When invited to comment on this from a team principal’s perspective, Ulrich Fritz was very supportive of the idea, saying:
"I think it’s a great initiative. In Germany, there has traditionally been a lack of structured support for young drivers, so this is a good first step towards helping them progress from one series to the next. It offers a clear pathway from karting onwards.
"For us, being involved in this programme is both a pleasure and a responsibility, and we want to contribute by running as many of these programmes as possible."
A personal stake in HRT’s future
Finally, beyond any on-track ambitions, this year marked a significant personal milestone for Fritz, who officially became a shareholder and, by extension, co-owner of Haupt Racing Team.
Asked whether this changes anything for him and the team, he assertively replied: "I’ve always treated this company as if it were my own, managing its money carefully and treating the people here like family.
"So, in terms of my day-to-day work, nothing has really changed. Becoming a shareholder is a great feeling and a nice reward, but this has always been my approach.’
"I think that commitment is important in any leadership role, but especially in motorsport, where you either love it or you don’t. If you love it, you give it everything and do your best to achieve the right results. You don’t stop to think about whether it’s your company or someone else’s; you simply take responsibility and do what’s best for it.
"I’ve always worked with that mindset, avoiding unnecessary spending and making decisions with the company’s long-term future in mind. At the end of the day, HRT is like a family, and I owe it to everyone here to help keep the business healthy and ensure it can continue for the next 100 years."
That long-term view runs through much of Fritz’s assessment of HRT’s current position.
The team continues pursuing the path to greatness with Ford, trying to reach the mountain top once more, whilst simultaneously sticking by its "code", nurturing and developing the GT drivers who will fill tomorrow’s grids.
For him and the team, those goals are interconnected. Building and sustaining a successful racing team is not simply about finding that final tenth on track.
It is also about creating the processes, helping the people and forging the partnerships that allow for the performance to be obtained and sustained. His new ownership stake formalises that commitment that, by his own account, was already key to the way he worked.
Haupt Racing Team’s next racing season starts early, with the 2026-27 Winter Le Mans Series, which starts in mid-November. The first round of the championship will take place at Paul Ricard, where the team is set to enter two Mustang GT3 Evos in the GT category.
Edited by Vyas Ponnuri
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