- 08 Δεκ 2014, 21:03
#49258
Why manufacturers spurn F1 for WEC
Ανάλυση από το Autosport, σταχυολογώ ορισμένα αποσπάσματα:
Thus three different marques, powered by as many power unit combinations, have taken chequered flags this year, attesting not only to the variety by the WEC's technical regulations, but also the highly competitive field, particularly at the sharp end. The thrilling nip-and-tuck nature of the race for the lead at Interlagos bears testimony to equitable performance levels despite disparate technical solutions.
(...)provided insights into Toyota's rationale behind entering the WEC: The company was able to win global championships for an outlay of less than a quarter of its erstwhile F1 budget (estimated to be ￡300million per year), while simultaneously developing road relevant technology.
why do two Volkswagen Group brands compete directly against each other in the same series, at effectively double the cost?
Again the answer lies in sustainability and road car relevance: freedom of technical choice, four-wheel drive options, real world aerodynamics, plus high-tech lighting/wiper solutions and other systems crucial to closed-roof endurance racers. The companies patently believe their engineers benefit more during a single 24-hour marathon than in 12 two-hour grands prix - in other words, Vorsprung durch Technik.
As an aside, during their 2014 seasons, F1 cars spent approximately 31 hours in the heat of direct competition; WEC cars well over double that.
However, the second part of the answer lies in F1's current grid: A single dominant manufacturer, which supplies (subsidised) engines to three customer teams; a limping stallion; hamstrung small volume sportscar manufacturer devoid of a title sponsor; two flying drinks can teams; squabbling mid-grid independents and two teams in administration - racing to regulations that fix V-angles and mounting points of engines.
(a senior VW executive) Asked whether F1 was on the cards for the group in the near future, via whatever brand, said executive smiled: "What for? It's no use ... it's far too expensive for the offering, TV audiences are dropping, the fan base is diminishing, F1's politics are ridiculous. What would we gain?"
After a pause he added: "Then there is the question of one man..." Who would that be? Conspiratorial smile.
BMW entered the DTM when it departed F1, and is not dissatisfied about the move. The tin-top series offers fan engagement way beyond that provided by F1 - as with the WEC, paddocks are open to Joe Soap and Family; ticket are prices are affordable - and the cars bear (passing) resemblances to catalogue products. Plus, as a bonus, BMW goes head-to-head against Audi and Mercedes, winning all three titles in its first season in 2012.
Tellingly, ticket prices for Spa's WEC race were one-third those of August's grand prix (with the added bonus of paddock access), while DTM weekend tickets with pitlane/paddock access were available for ￡60. Saliently, both promoters reported profits on their non-F1 events...
All well and good - even if one wonders whether sanction from a man patently anti-fan {στμ: Bernie} initiatives is a blessing - but a document circulated by a delegate immediately after the inaugural meeting points to various issues, with the question of stickers on fridges in the paddock being one of the points raised. Forget dwindling fan numbers: concentrate on the visibility of paddock ice cream supplies.
Another point raised in the document - a copy of which was seen by this writer - is tacking the word 'hybrid' to chassis or team names. Laudable, yes, except the motion is spoiled by doubts as to whether such rebranding would require the approval "of Bernie". Toyota and Porsche simply did so in the WEC - as seen on TV on Sunday.
Another suggestion is for teams to acquire six-second video clips (of their own cars, note) from the commercial rights holder for promotional purposes, but the proposal ends ominously: "We'll need to be willing to offer Bernie something in exchange for this...I don't know what..."
Τροφή για σκέψη.
Ανάλυση από το Autosport, σταχυολογώ ορισμένα αποσπάσματα:
Thus three different marques, powered by as many power unit combinations, have taken chequered flags this year, attesting not only to the variety by the WEC's technical regulations, but also the highly competitive field, particularly at the sharp end. The thrilling nip-and-tuck nature of the race for the lead at Interlagos bears testimony to equitable performance levels despite disparate technical solutions.
(...)provided insights into Toyota's rationale behind entering the WEC: The company was able to win global championships for an outlay of less than a quarter of its erstwhile F1 budget (estimated to be ￡300million per year), while simultaneously developing road relevant technology.
why do two Volkswagen Group brands compete directly against each other in the same series, at effectively double the cost?
Again the answer lies in sustainability and road car relevance: freedom of technical choice, four-wheel drive options, real world aerodynamics, plus high-tech lighting/wiper solutions and other systems crucial to closed-roof endurance racers. The companies patently believe their engineers benefit more during a single 24-hour marathon than in 12 two-hour grands prix - in other words, Vorsprung durch Technik.
As an aside, during their 2014 seasons, F1 cars spent approximately 31 hours in the heat of direct competition; WEC cars well over double that.
However, the second part of the answer lies in F1's current grid: A single dominant manufacturer, which supplies (subsidised) engines to three customer teams; a limping stallion; hamstrung small volume sportscar manufacturer devoid of a title sponsor; two flying drinks can teams; squabbling mid-grid independents and two teams in administration - racing to regulations that fix V-angles and mounting points of engines.
(a senior VW executive) Asked whether F1 was on the cards for the group in the near future, via whatever brand, said executive smiled: "What for? It's no use ... it's far too expensive for the offering, TV audiences are dropping, the fan base is diminishing, F1's politics are ridiculous. What would we gain?"
After a pause he added: "Then there is the question of one man..." Who would that be? Conspiratorial smile.
BMW entered the DTM when it departed F1, and is not dissatisfied about the move. The tin-top series offers fan engagement way beyond that provided by F1 - as with the WEC, paddocks are open to Joe Soap and Family; ticket are prices are affordable - and the cars bear (passing) resemblances to catalogue products. Plus, as a bonus, BMW goes head-to-head against Audi and Mercedes, winning all three titles in its first season in 2012.
Tellingly, ticket prices for Spa's WEC race were one-third those of August's grand prix (with the added bonus of paddock access), while DTM weekend tickets with pitlane/paddock access were available for ￡60. Saliently, both promoters reported profits on their non-F1 events...
All well and good - even if one wonders whether sanction from a man patently anti-fan {στμ: Bernie} initiatives is a blessing - but a document circulated by a delegate immediately after the inaugural meeting points to various issues, with the question of stickers on fridges in the paddock being one of the points raised. Forget dwindling fan numbers: concentrate on the visibility of paddock ice cream supplies.
Another point raised in the document - a copy of which was seen by this writer - is tacking the word 'hybrid' to chassis or team names. Laudable, yes, except the motion is spoiled by doubts as to whether such rebranding would require the approval "of Bernie". Toyota and Porsche simply did so in the WEC - as seen on TV on Sunday.
Another suggestion is for teams to acquire six-second video clips (of their own cars, note) from the commercial rights holder for promotional purposes, but the proposal ends ominously: "We'll need to be willing to offer Bernie something in exchange for this...I don't know what..."
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