7.0 TB of BTGMoto raw video content
3.8 TB of Nürburgring Bridge To Gantry raw video
2 TB of R4R briefing/instructional stuff
1 TB of misc. stuff

I started this project a week ago, with the deadline of beating my next Dropbox for Business invoice on Dec 10.

Still not sure if I'll be on time!

7) I've been on both sides of the fence, and I wrote more than a few business plans to try and get back into the taxi game, but really, just my IMO... factory partnership is the only way to go. The global benefits far outweigh any profit you can make by buying, insuring, and grinding supercars...

6) Tyres half worn? Brake discs not happy? Change them. Priority for a factory taxi is making the right impression, nothing else. Your plan for each season will reflect this.

5) This means you can plan ahead, with planned maintenance already scheduled in, by factory techs, with engineers on the end of a phone. No need to peel the stickers off and drive the car 500km away for a warranty differential, hypothetically.

4) Running a factory taxi, your main ROI is actually GLOBAL brand and GLOBAL marketing. The ticket sales are nice to have, but your calculations for each 3-year run can be very conservative, as the tickets are the cherry on the cake.

3) As a driver of privately-owned Nürburgring taxis, I've eke'd out 80-100 laps from tyres on 600hp supercars. Same story for brake pads and brake discs. I've nannied cars all day with grumbling diffs, or wobbly wheel bearings. I've had pads fall off the backing plates, discs explode, engines fail.

2) Those private companies are under pressure not to 'waste' tyres, or brakes pads, or other consumables, because they're businesses, not charities. Financial reality.

1) Private companies running Nordschleife taxis have to buy the cars, keep them running, play the warranty game wherever possible, then flip the car at a point before it becomes unreliable or unmarketable. And we're talking about 200k super saloons, and 250k sportscars here!