Thread: Težke čase za F1 ekipe in prizorišč, ki so podobni

Medtem ko ekipe vrag okoli za sponzorstvo gotovine, na Nürburgringu finančne boj nadaljuje. Svet je zelo majhen kraj teh dneh, in je zdaj zelo malo pomagamo udeležiti F1 avto začenja, razen morda za videl tam.
Časi, ko pogledal različne nove formule 1 avtomobile in je bilo razburljivo novih konceptov razložiti fans, vendar omejevalnih predpisov (in zakoni fizike) pomeni te dni vse avtomobile videti zelo enako, in razlike v uspešnosti prihajajo samo iz nevidno tokov zraka, ki so tako zapleteni, da le nekaj aerodynamicists – in resno Pretenciozan člani medijev – lahko trdijo, da jih razumejo.
Poleg tega, talking heads ekip lahko ni več treba klepetal tiho v kotu, kot oni so bitje scurried iz ene TV kamero na naslednjo PR vojska. YouTube, Twitter in Instagram žarek zgodba po vsem svetu tako hitro, da stari style tipkovnice-beaters so ne celo tekoči svoje rokave ko dirke fans v Guam, El Salvador, Kirgizistan in Namibiji vedeti vse podrobnosti.
O edino, kar lahko vidimo na začetek je ali zadevne ekipa je vsako novo sponzorskih. Letos ti so bili precej tanke na terenu.
Ferrari je uspelo podpisati štiriletno pogodbo z Weichai, Kitajsko podjetje, ki je specializirana za raziskave, razvoj, proizvodnja in prodaja dizelskih motorjev. Eden se predpostavlja, da bo nekaj prenos tehnologije, ki se dogaja kot Ferrari začenja hibridna vozila ali da blagovno znamko Weichai je spoznana za primerno za pomoč vtis bogate Kitajske ljudske naj kupujejo sami Ferrari.
Novi McLaren pogledal nedvomno tudi srebrno, medtem ko Lotus imel velike rdeče prostore, ki so bili očitno namenjen Honeywell, vendar so trenutno napolnjena z internimi imena Genii in Kimi, vsaj do pogajanj, smo dopolnili s ZDA technology corporation.
To ni povsem presenetljivo, da nekatere ekipe F1 se borijo za iskanje denarja zaradi svetovne recesije in povečanje števila voznikov, ki so podprli sponzorji (lep način rekel "pay-vozniki") je še en odraz trenutnega stanja. Še F1 nadaljuje, da zavrne prišli do razumne omejitve proračuna predpisov.
Čeprav število nemških voznikov v F1 has kapalka značilen letos, s pet na tri, Velika nagrada Nemčije se zdi, da se nadaljujejo po načrtih na Nürburgringu, kljub dejstvu, da legendarni vezju v Eifel hribih v poglobljene finančne težave zaradi zajec-brained sheme pred petimi leti tvoriti tematski park izkoristiti svojo blagovno znamko.
Nobenega dvoma ni, da skladbo je velika vlečna sila zaradi svoje zgodovine in dediščine, ampak problem je, da je preveč oddaljeno privabiti dovolj obiskovalcev vsakodnevno. Množice še vedno zavihati za velike dogodke, ampak denar, ki ni dovolj, da bi poplačala velike dolgove.
Velika nagrada Nemčije še vedno znaten gospodarski vpliv v regiji, domneva, da je okrog 47 milijonov, vendar regionalne vlade je zdaj koalicija, ki vključujejo zelena stranka in ki pomeni, da ne želijo, da dajo denar v avtomobilske dirke, ali je dobro za gospodarstvo ali ne.
Obstaja drug sistem, ki je bila obravnavana, ki bi pomagalo ohraniti blagovno znamko Nürburgring živ. Lansko poletje je bilo predlagano, da original 14-mile Nordschleife naj upodobi točno v gorah Nevada, samo zunaj Las Vegas.
Ideja je bila predložila Bruton Smith, človek, ki teče Speedway Motorsports Inc, eden od ZDA največji skladbo lastnice podjetij- in on je bil, da bo resno. On je trdil, da bi Nürburgring nahaja deset kilometrov od Las Vegas imajo dobre možnosti za privabljanje nekaj 39 milijonov ljudi, ki obiščejo mesto vsako leto, in da bi mu lahko veliko denarja.
In Nemci bi gotovine kot tudi z pristojbine dovoliti Smith na licenca ime!

While teams scratch around for sponsorship cash, the Nürburgring's financial struggle continues. The world is a very small place these days, and there is now very little point in attending F1 car launches, except perhaps to be seen to be there.
There was a time when new Formula 1 cars looked different and there were exciting new concepts to be explained to the fans, but the restrictive regulations (and the laws of physics) mean these days all the cars look very much the same, and the differences in performance come only from the invisible flows of air that are so complex that only a few aerodynamicists – and seriously pretentious members of the media – can claim to understand them.
On top of this, the talking heads of the teams can no longer be chatted to quietly in a corner, as they are being scurried from one TV camera to the next by PR armies. YouTube, Twitter and Instagram beam the story around the world so quickly that the old style keyboard-beaters are not even rolling up their sleeves when race fans in Guam, El Salvador, Kyrgyzstan and Namibia know all the details.
About the only thing one can see at a launch is whether or not the team in question has any new sponsorship deals. This year these have been rather thin on the ground.
Ferrari has managed to sign a four-year deal with Weichai, a Chinese company that specialises in the research, development, manufacturing and sales of diesel engines. One presumes that either there will be some technology transfer going on as Ferrari embarks on hybrid vehicles, or that the Weichai brand is deemed suitable to help impress wealthy Chinese folk they should buy themselves a Ferrari.
The new McLaren looked decidedly too silvery, while the Lotus had big red spaces which were obviously designed for Honeywell, but are currently filled with in-house names Genii and Kimi, at least until the negotiations are completed with the US technology corporation.
It is not altogether surprising that some of the F1 teams are struggling to find money given the global recession, and the increase in the number of drivers supported by sponsors (a nice way of saying 'pay-drivers') is another reflection of the current situation. Yet F1 continues to refuse to come up with sensible budget-capping regulations.
Although the number of German drivers in F1 has dropped significantly this year, from five to three, the German Grand Prix seems to be going ahead as planned at the Nürburgring, despite the fact that the legendary circuit in the Eifel hills is in deep financial trouble because of a hare-brained scheme five years ago to create a theme park to exploit its brand.
There is no doubt that the track has great pulling power thanks to its history and heritage, but the problem is that it is too remote to attract sufficient visitors on a day-to-day basis. The crowds still turn up for the big events, but the money raised is not enough to pay off the huge debts.
The German Grand Prix still has a considerable economic impact in the region, reckoned to be around 47 million, but the regional government is now a coalition involving the Green Party and that means that they don't want to put money into a motor race, whether it is good for the economy or not.
There is another scheme that has been discussed that would help to keep the Nürburgring brand alive. Last summer it was suggested that the original 14-mile Nordschleife should be reproduced exactly in the mountains of Nevada, just outside Las Vegas.
The idea was put forward by Bruton Smith, the man who runs Speedway Motorsports Inc, one of the US's largest track-owning companies – and he was being serious. He argued that a Nürburgring located ten miles from Las Vegas would have a good chance of attracting some of the 39 million people who visit the city each year, and that could make him a lot of money.
And the Germans could cash in as well, with fees to allow Smith to licence the name!