(FoodBeast.com)
Wednesday, December 2, 2015
Changes Should Bring A Growth In Popularity
Is This What Drifting Needs In Order To Progress?
If you think about it, the tried and tested formula of competition drifting is pretty much the same world-over. What’s more, it hasn’t really changed much since its inception, despite the sport coming on leaps and bounds.
In order to operate as viable businesses, drift competitions have had to change their approach over time, not only to attract fans, but also to appeal to sponsors and the essential financial backing that they bring, motorsport authorities and the power of being recognised officially and, of course, drivers – because without them, there is no competition. It’s a delicate balancing act, and you aren’t going to please everyone all of the time, it’s simply not possible. Actions taken to appease sponsors might end up wearing thin on the fans and turning them away. Decisions made to keep governing bodies on side could prove costly, or prohibitive for the drivers.
Changes in safety regulations, how events are run, judging criteria – every little alteration to what we’ve become accustomed to as ‘the norm’ in competitive drifting is almost always met with resistance from one or more angles. Running a successful series is an unenviable task, because through all of the hoops you have to jump through, hurdles that you have to overcome and different parties that you have to keep happy, your ultimate aim is to make the series and, on a larger scale, the sport grow as much as possible. I think a lot of people forget that.
(SpeedHunters.com)
If you think about it, the tried and tested formula of competition drifting is pretty much the same world-over. What’s more, it hasn’t really changed much since its inception, despite the sport coming on leaps and bounds.
In order to operate as viable businesses, drift competitions have had to change their approach over time, not only to attract fans, but also to appeal to sponsors and the essential financial backing that they bring, motorsport authorities and the power of being recognised officially and, of course, drivers – because without them, there is no competition. It’s a delicate balancing act, and you aren’t going to please everyone all of the time, it’s simply not possible. Actions taken to appease sponsors might end up wearing thin on the fans and turning them away. Decisions made to keep governing bodies on side could prove costly, or prohibitive for the drivers.
Changes in safety regulations, how events are run, judging criteria – every little alteration to what we’ve become accustomed to as ‘the norm’ in competitive drifting is almost always met with resistance from one or more angles. Running a successful series is an unenviable task, because through all of the hoops you have to jump through, hurdles that you have to overcome and different parties that you have to keep happy, your ultimate aim is to make the series and, on a larger scale, the sport grow as much as possible. I think a lot of people forget that.
(SpeedHunters.com)
I'm Suprised That It's Only 60%
Nearly sixty percent of cigarettes are smuggled in New York due to a high tax of $5 a pack
- . . . . . for smugglers, the rewards can be huge. With a van and some start-up money, a day trip to Virginia — where cigarettes are taxed 30 cents per pack, compared to $5.85 in New York City — could net a smuggler more than $40,000 in profit when the goods are resold in the city. All for a few relatively low-risk hours along I-95.
Volvo Continues To Thrive With 'Race On Sunday, Sell On Monday'
Why Volvo races, and what it means for us
Volvo Enters The World Touring Car Championship, We Win
It's important to understand that the Swedes have a wholly different view of performance than our horsepower-and-hole-shot frame of reference. Hans Bååth (pronounced "boat"), Polestar's marketing director, said, "These cars should take you to everywhere you want to go, and you should be able to utilize the performance 365 days a year, not just, 'Now I'm brave enough to push the button.'" When we asked for a clarification that an American mind could quickly comprehend, he said, "I'm going to be faster on Angeles Crest in my Volvo than in your Hellcat on a rainy day."
(AutoBlog.com)
Volvo Enters The World Touring Car Championship, We Win
It's important to understand that the Swedes have a wholly different view of performance than our horsepower-and-hole-shot frame of reference. Hans Bååth (pronounced "boat"), Polestar's marketing director, said, "These cars should take you to everywhere you want to go, and you should be able to utilize the performance 365 days a year, not just, 'Now I'm brave enough to push the button.'" When we asked for a clarification that an American mind could quickly comprehend, he said, "I'm going to be faster on Angeles Crest in my Volvo than in your Hellcat on a rainy day."
(AutoBlog.com)
Tuesday, December 1, 2015
These Are The Main 2 Reasons
5 Reasons Why European Cars Aren’t Big Sellers In America
It’s not about being better or worse - different markets have different demands. There are plenty of cool European rides, but for the most part they just don’t make sense in America
2. We like our big vehicles
Overall, American cars are smaller and most definitely more buttoned down in the handling department than they used to be, and that’s good for enthusiasts. But most Americans still equate size with luxury and performance, while small cars are looked upon as basic or entry-level, no matter how awesome they are.
That’s why we never got cars like the Cosworth Escort, or the Lancia Delta Integrale, and it’s also why it took so long for the Focus RS to arrive. Never mind the amazing performance of these machines—in the eyes of most American car buyers they’re still just small, entry-level compact cars. And who’s going to pay $35,000 for a tiny car like that when you can buy a mid-size Chevrolet Traverse SUV or a V6 Dodge Charger for the same amount?
3. We like our power
In a similar fashion, this is why we don’t have fleets of diesel hatchbacks. Through the 1970’s and 1980’s we didn’t have much choice but to accept the low-horsepower cars that were given to us, but they still had some hefty torque so they felt muscular, even if they were still taking 10 seconds to hit 60 mph. That’s why turbocharged cars like the SVO Mustang and even the Grand National weren’t big hits through the 1980s, despite their performance envelopes that equaled, or with the Grand National, exceeded their V8 counterparts.
And as long as petrol remains cheap, that’s the way things will stay in America. Even back in 2009 when our petrol prices topped $4 a gallon, many people kept right on trucking with their SUVs getting 13 mpg, paying $100 every couple days to fill the tank. And I know many of you are reading this and thinking that $4 is cheap, but that doesn’t matter to drivers who equate their success with the size of their vehicle. At least the whole ordeal was a wake-up call in America that fuel economy does matter, and small, efficient cars can also be nice, fun, functional vehicles. The vast majority of American buyers still weigh horsepower over efficiency though, and as long as that’s the case, we’ll never see the ultra-efficient diesels so common throughout Europe.
Complete list (CarThrottle.com)
It’s not about being better or worse - different markets have different demands. There are plenty of cool European rides, but for the most part they just don’t make sense in America
2. We like our big vehicles
Overall, American cars are smaller and most definitely more buttoned down in the handling department than they used to be, and that’s good for enthusiasts. But most Americans still equate size with luxury and performance, while small cars are looked upon as basic or entry-level, no matter how awesome they are.
That’s why we never got cars like the Cosworth Escort, or the Lancia Delta Integrale, and it’s also why it took so long for the Focus RS to arrive. Never mind the amazing performance of these machines—in the eyes of most American car buyers they’re still just small, entry-level compact cars. And who’s going to pay $35,000 for a tiny car like that when you can buy a mid-size Chevrolet Traverse SUV or a V6 Dodge Charger for the same amount?
3. We like our power
In a similar fashion, this is why we don’t have fleets of diesel hatchbacks. Through the 1970’s and 1980’s we didn’t have much choice but to accept the low-horsepower cars that were given to us, but they still had some hefty torque so they felt muscular, even if they were still taking 10 seconds to hit 60 mph. That’s why turbocharged cars like the SVO Mustang and even the Grand National weren’t big hits through the 1980s, despite their performance envelopes that equaled, or with the Grand National, exceeded their V8 counterparts.
And as long as petrol remains cheap, that’s the way things will stay in America. Even back in 2009 when our petrol prices topped $4 a gallon, many people kept right on trucking with their SUVs getting 13 mpg, paying $100 every couple days to fill the tank. And I know many of you are reading this and thinking that $4 is cheap, but that doesn’t matter to drivers who equate their success with the size of their vehicle. At least the whole ordeal was a wake-up call in America that fuel economy does matter, and small, efficient cars can also be nice, fun, functional vehicles. The vast majority of American buyers still weigh horsepower over efficiency though, and as long as that’s the case, we’ll never see the ultra-efficient diesels so common throughout Europe.
Complete list (CarThrottle.com)
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