Teams Share the Prize
With the publication of the 2024 financial results of Formula One Group, Liberty Media also disclosed the amount allocated to the teams, distributed through the well-known mixed mechanism combining percentages based on last season’s track results, historical achievements, and special bonuses. Teams will receive a total of $1.2 billion, a 4% increase compared to the previous year. The discrepancy with F1’s overall 9% revenue growth is due to the fact that as revenues increase, the share for the rights holders becomes larger.

Ferrari in Pole Position
As reported by Auto, Motor und Sport, Ferrari will take home $242 million, more than any other team. The Maranello squad reaches this figure with $137 million in seasonal prizes, $28 million in historical bonuses, and an extra $77 million for its special status. Compared to last year, the Prancing Horse secures $34 million more.

The highest percentage increase compared to 2024 belongs to McLaren (+51%), reaching $168 million thanks to its Constructors’ Championship victory. Red Bull ranks third with $152 million, followed by Mercedes with $151 million—both seeing a decline due to their lower standings. Alpine places fifth with $110 million, Aston Martin sixth with $106 million, while Haas and Williams share seventh place with $90 million each. Racing Bulls is ninth with $84 million, and Sauber rounds out the list in tenth place with $74 million.

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Business Continues to Grow
The exponential growth of Formula 1’s business is evident from its revenue figures in recent years, with the 2024 results confirming the upward trend of the past three years. In 2021, Liberty Media reported $2.1 billion in revenue, increasing to $2.5 billion in 2022, $3.2 billion in 2023, and reaching $3.4 billion in the last twelve months—marking a 6% rise.

According to the Q4 and year-end 2024 report, Formula One Group recorded a 9% increase in global fans, now totaling 6.5 million. Cumulative TV viewership reached 1.6 billion, while the sport’s social media following grew to 97 million.

F1 President and CEO Stefano Domenicali commented: “Formula 1 closed a record-breaking 2024 in terms of race numbers and revenue. We are equally optimistic for 2025 as we celebrate the 75th anniversary of the category, further boosting our brand following last week’s launch event at the O2. Our sponsorship portfolio is the strongest it has ever been. This commercial success is matched by on-track excitement, as we anticipate even fiercer competition.”

**Revenue Breakdown** For the past year, F1’s revenue distribution was as follows: 29.3% from race promoters, 32.8% from TV rights, and 18.6% from sponsorships. Payments to teams, measured as a percentage of operating profit (OIBDA), declined from 62.6% in 2023 to 61.5% in 2024.

Meanwhile, Liberty Media is already looking ahead, with the regulatory approval deadline for the MotoGP acquisition extended to June 30, 2025.

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Oliver Bearman’s Rapid Rise in F1 Puts Him on Ferrari’s Radar

Oliver Bearman has wasted no time making an impact in Formula 1, turning heads in just three Grand Prix starts during the 2024 season. The young Brit stepped in as a substitute for both Ferrari and Haas, marking his debut at the Saudi Arabian Grand Prix in place of an unwell Carlos Sainz.

Despite having minimal preparation, Oliver Bearman nearly secured a spot in Q3 and went on to finish an impressive seventh, ahead of established stars like Lando Norris and Lewis Hamilton. This standout performance immediately put him in the spotlight as a driver to watch for the 2025 season.

His F1 journey continued when he replaced Kevin Magnussen at Haas for the Azerbaijan and São Paulo Grands Prix. In Baku, he once again delivered, scoring points and achieving a rare feat—becoming the first driver to earn points in his first two races with two different teams. His ability to adapt quickly and perform under pressure cemented his reputation as one of the most exciting young talents in the sport.

With a multi-year contract secured at Haas alongside Esteban Ocon, Bearman is already preparing for his first full season in F1. Haas, now under the leadership of Ayao Komatsu, has been making strides, recently conducting their first-ever Testing of Previous Cars (TPC) session in Jerez to aid in development.

Ferrari Takes Notice of Bearman’s Qualifying Pace in São Paulo

Having joined the Ferrari Driver Academy in late 2021, Bearman has been steadily earning the trust of the Scuderia. His unexpected call-up to drive the SF-24 in Jeddah and subsequent stints with Haas showcased not just his raw talent, but his ability to handle high-pressure situations with little preparation.

Among his most impressive showings was his performance at the São Paulo Grand Prix. With just a single day to prepare, he faced relentless rain throughout the weekend at Interlagos—on a circuit he had never driven before, aside from laps in a video game. Despite the treacherous conditions, Oliver Bearman outqualified his far more experienced teammate, Nico Hülkenberg. While he ultimately finished 12th after spinning off in the race, his one-lap pace stood out.

Former Haas team boss Guenther Steiner was critical of Oliver Bearman’s struggles in the wet, but Ferrari and Haas took a different view. According to an ESPN report, both teams were particularly impressed by his consistency and ability to match—or even outperform—seasoned drivers in difficult circumstances.

Is Oliver Bearman’s Path to Ferrari Already Set?

As Oliver Bearman gears up for his first full season with Haas, the anticipation around his future continues to grow. Fans are already excited about the “Bearcon” lineup at the American team, with Oliver Bearman and Esteban Ocon forming a duo that could help Haas build on their recent progress. After narrowly missing out on sixth in the Constructors’ Championship in 2024, the team is aiming for even greater success in 2025.

However, while his immediate focus is on Haas, Oliver Bearman’s long-term trajectory appears to be pointing towards Ferrari. The Maranello squad currently boasts an all-star lineup in Charles Leclerc and Lewis Hamilton, but with Hamilton’s contract expiring at the end of 2026 (with an option for another year), speculation is already mounting about Ferrari’s next move.

Many believe it is only a matter of time before the Ferrari junior gets his chance in red. Commentator David Croft has suggested that the young Brit has the potential to excite fans in 2025, and a strong debut season at Haas could be the first step in securing his future with one of the most iconic teams in Formula 1.

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A tire change is one of the most delicate phases of a race, where crucial tenths of a second can be gained or lost, significantly impacting the result. For this reason, all team members must adhere to strict procedures. Here is an analysis of the actions drivers take during a pit stop, observed through an onboard of Charles Leclerc.

Entering the pit lane

A couple of corners before entering the pit lane during the in-lap, Charles Leclerc’s race engineer asks, “Flap update when you can.” This refers to adjusting the front wing flaps during the pit stop to tweak the car’s aerodynamic balance, addressing issues like understeer or oversteer. Sometimes this adjustment is suggested by the team in response to changing conditions or the grip of new tires, but often it’s the driver who decides based on their feel for the car.

Charles Leclerc responds, “Ok!” indicating no adjustments are needed, and the pit wall proceeds with the call: “Copy. Box now, box.”

Approaching the pit lane entry, Leclerc confirms the call both verbally, repeating “Box” on the radio, and by pressing the “Pit confirm” button on the steering wheel. This procedure ensures there are no errors caused by miscommunication.

Upon reaching the line marking the start of the 80 km/h (or 60 km/h at some circuits) speed limit in the pit lane, Leclerc slows down and presses the “Pit limiter” button. This ensures that, even with maximum acceleration, he won’t exceed the limit. The LEDs on the steering wheel, typically showing engine RPMs, switch to display speed, lighting up from the edges toward the center as the limit is reached.

During the pit stop

Upon arriving at his team’s pit box, Charles Leclerc shifts down to first gear and engages the clutch lever. It’s crucial to stop the car in the exact position to avoid forcing mechanics to adjust, losing valuable time.

While the tires are being changed, it’s essential for the driver to keep the brake pedal pressed to prevent the rear wheels from rotating, which could disrupt or even endanger the mechanics. At the same time, Leclerc begins to gently apply the throttle to be ready to launch as soon as the green light is given. This allows him to release the clutch and accelerate immediately, avoiding anti-stall.

The signal for the driver to go is given via a traffic light system with two indicators: red and green. The red light instructs the driver to keep the brake and clutch engaged, while the green light signals that they can release both and drive off. The green light activates only after all the mechanics have confirmed their task is complete by pressing a button on their wheel gun.

Exiting the pit lane

After launching, Charles Leclerc shifts into second gear. On pit lanes with an 80 km/h limit, all drivers use second gear, while on those with a 60 km/h limit, most prefer first gear for better acceleration.

Upon reaching the line marking the end of the speed limit, Charles Leclerc prepares to press the “Pit limiter” button again to disable the limiter and rejoin the race.

Source: f1ingenerale

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Red Bull’s technical director, Pierre Waché, admitted that McLaren and Ferrari managed to take advantage of an aero-mechanical trick.

Red Bull’s 2024 Formula 1 season experienced many ups and downs, including a significant technical crisis after the Imola GP. From that point, the Anglo-Austrian team struggled with car balance, with only Verstappen able to mitigate the issues. At the end of the season, speaking to *The Race*, Pierre Waché admitted that McLaren and Ferrari capitalized on a trick that Red Bull hadn’t considered.

Compared to 2023, Red Bull lost its technical edge that had emerged with the RB19. The RB20 still proved effective, especially in Max Verstappen’s hands, on high-speed circuits. However, the exponential growth of McLaren and Ferrari overshadowed the performance of the Milton Keynes car.

When the season reached Miami, McLaren unveiled the true MCL38, featuring numerous small aerodynamic adjustments. These optimizations improved the car’s airflow without compromising or destabilizing its aero-mechanical balance. This work, led by Rob Marshall, was completed by late June at the Austrian GP, where the MCL38 introduced a revolutionary front wing.

This front wing significantly increased flexibility under aerodynamic load, yielding various advantages. While maintaining high downforce levels, the flexing flaps at high speeds reduced drag. Additionally, the presence of “curled” elements in the elbow area enhanced the outwash effect, directing airflow beyond the front wheels and improving overall efficiency.

Pierre Waché explains where Red Bull fell short compared to McLaren and Ferrari
Ferrari adopted a similar aerodynamic concept with the wing introduced in Singapore, which helped balance the SF-24. This shifted the aerodynamic center of gravity slightly forward, improving the car’s front-end responsiveness. It was a trick Red Bull couldn’t replicate on the RB20, partly due to multiple incidents and partly because they were trying to understand where balance had been lost.

“We were able to rebalance the car through other means, while other teams used front wing deflection. To achieve a different aerodynamic balance based on speed, certain suspension movements are required, and the softer the suspension, the better. This is good for balance but perhaps not for downforce. So, the front wing allowed them to rebalance a much stiffer suspension,” concluded the Frenchman.

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2024, the year of records
The season concluded a month ago in Abu Dhabi will remain a benchmark for years in terms of top-level competition and the distribution of victories among different teams. Max Verstappen, for example, secured his fourth consecutive title with a Red Bull team that failed to claim the top two positions in the Constructors’ Championship (something that had only happened before with Nelson Piquet and Keke Rosberg). This speaks volumes about both the Dutchman’s strength and the missed opportunities by the team that won the Constructors’ title: McLaren.

The Woking-based team secured six wins out of 24 races in 2024, exactly 25%, yet still won the Constructors’ Championship, thanks to a car that was overall superior from Miami onwards. Such a scenario had not occurred in the past 40 years.

To find a Constructors’ Championship won with such a low percentage of race victories, one must go back to 1982, a year that stands apart due to the tragedies and injuries that balanced the season. That Constructors’ title went to Ferrari, even though the team achieved only three wins out of 16 races (Imola, Zandvoort, Hockenheim), or 18.8% of the total. Highlighting the uncertainty of that championship was Nico Rosberg’s ultimate victory, despite his single-season win in Dijon, driving a Williams team that finished fourth in the Constructors’ standings—a unique and nearly unrepeatable case.

Percentages similar to McLaren’s in 2024 occurred in 1977, with Ferrari again playing the leading role. The Maranello team needed just four wins out of 17 races (Interlagos, Kyalami, Hockenheim, and Zandvoort, or 23.5%) to secure the Constructors’ title. Unlike in 1982 and 2024, they also claimed the Drivers’ Championship, which was Niki Lauda’s last title with Ferrari.

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Lewis Hamilton embarks on a bold new phase of his career as he joins Ferrari, chasing a historic eighth Formula 1 world championship. After 11 remarkable years with Mercedes, during which the team clinched 13 titles, Hamilton now seeks fresh opportunities with the legendary Italian squad.

At Ferrari, the British driver will be free of a significant Mercedes drawback, allowing him to adopt a more aggressive driving style that aligns better with his natural instincts. This shift could unlock performance Lewis Hamilton has struggled to tap into in recent years, a challenge that saw him decisively outperformed by former teammate George Russell. Now piloting a car expected to be competitive at most circuits, Lewis Hamilton has his best shot at a Drivers’ Championship since 2021.

However, the journey won’t be without hurdles. Chief among them is his new teammate, Charles Leclerc, who has deep-rooted familiarity with Ferrari and a burning desire to claim his first world title. The dynamic between the two drivers is expected to be a fascinating subplot as the team works to reclaim its place at the top of the sport.

Ferrari signals renewed ambition as Lewis Hamilton joins their ranks
The Maranello team is making a bold statement with a striking livery update for the British driver’s arrival, symbolizing their commitment to a fresh chapter and a return to championship contention. After finishing the 2024 season with the second-fastest car on the grid, 2025 presents a prime opportunity to break a 17-year title drought.

Lewis Hamilton and Charles Leclerc’s combined talent and technical acumen are expected to drive aggressive car development ahead of next year’s regulation changes. Under the leadership of team boss Fred Vasseur, Ferrari has embraced a reinvigorated mentality focused on winning, creating a supportive environment for the seven-time Formula 1 world champion to thrive. According to Ferrari insider Riccardo Ceccarelli, this renewed ambition is perfectly timed to maximize the potential of their star-studded lineup and the team’s resurgent performance.

Riccardo Ceccarelli, founder of Formula Medicine, remarked that the rivalry between Hamilton and Leclerc is a topic capturing the curiosity of Formula 1 enthusiasts. He referred to Leclerc as a “mature young man,” noting that his age represents the peak of competitive readiness. In contrast, Ceccarelli described Hamilton as the “old man” of the pairing but emphasized that he now finds himself in an optimal environment—the sport’s most prestigious team. He added that Ferrari appears to have reignited its ambition to achieve great success, setting the stage for an intriguing battle between the two drivers.

When Will Lewis Hamilton Take the Wheel of a Ferrari F1 Car for the First Time?

Lewis Hamilton is set to drive a Ferrari Formula 1 car for the very first time on February 20 or 21, using an older-spec model at the Fiorano test track. This initial run will give him an opportunity to familiarize himself with the team’s systems and operational nuances ahead of the official pre-season test in Bahrain.

The Fiorano session serves as a crucial preview for Hamilton, as he will have limited time to adapt before the season kicks off. In Bahrain, he’ll only have one and a half days of track time to fine-tune his approach and align with Ferrari’s setup before heading into the highly anticipated Australian Grand Prix in mid-March.

Given the constrained schedule, Lewis Hamilton’s reliance on Ferrari’s simulator will be more critical than ever. The simulator will allow the seven-time world champion to optimize his preparations and maximize his understanding of the car. With two months of intensive work ahead, Hamilton is aiming to hit the ground running and contend for victory in Melbourne. His primary rivals, including Max Verstappen and Lando Norris, are expected to bring formidable competition, but Ferrari’s newfound ambition and resources could place Hamilton in a strong position to deliver from the outset.

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A Peculiar Mishap
Ollie Bearman’s sudden debut in F1 at the Saudi Arabian GP as a replacement for Carlos Sainz—who underwent an appendectomy and was forced to temporarily vacate his Ferrari seat—was undoubtedly one of the standout stories of last season. The young English talent, who will drive full-time for Haas this year, almost missed out on that incredible opportunity, which ultimately led to a seventh-place finish in the GP.

Ollie Bearman himself revealed a curious backstory about the Jeddah weekend, which began with him taking pole position in F2 and ended with a points finish in F1. Speaking with David Croft, the Sky Sports F1 commentator, on stage at the Autosport International event, Oliver Bearman recounted: “I was having lunch, and my manager Chris received a call from Fred [Vasseur], but he was out of phone credit. Fred called him, and the phone immediately cut off.” – the Ferrari junior admitted.

A Phone Call That Extended His Career
Fortunately, Ollie Bearman managed to get in touch with Ferrari’s team principal himself: “I had to call Fred because, luckily, I had topped up my SIM card. That call probably cost my dad a fortune. I told him, ‘Fred, I’ve got 10 seconds, or I’ll run out of data.’ I obviously knew what was happening,” the Englishman concluded, referring to Carlos Sainz’s unfortunate withdrawal that gave him the opportunity. “I didn’t have time to laugh about it at the time, but now I can.” – the 2025 Haas F1 driver concluded.

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The 2024 losses, estimated between 3 and 3.5 million euros, were attributed to significant investments and promotional campaigns. However, sources close to the event suggest that, including public subsidies, the figure could reach up to 8 million euros. This worsening situation was first reported by the Brussels Times.

Despite the financial difficulties, the Belgian Grand Prix has been confirmed on the calendar until 2031, with the intention to alternate the event every two years starting in 2028. This approach aims to maintain key European stops while reducing the number of less profitable events.

Challenges and Future Opportunities for Spa
The Belgian Grand Prix is known for having one of the lowest entry fees among Formula 1 events, which puts it at a disadvantage compared to new circuits offering more favorable contracts. The increasing competition to host events, with countries like Thailand, Rwanda, and South Africa showing serious interest, is further jeopardizing Spa’s position.

To cover the losses, the organizers may increase the average ticket price by 10 euros, generating about 3.8 million euros in additional revenue. Another option is to increase the number of spectators, requiring at least 9,000 more fans to compensate for the lost earnings.

Impact on the Future of the Event
Starting in 2026, the new contract with Formula 1 could include a higher hospitality fee, further complicating the financial sustainability of the Belgian Grand Prix. Currently, the event primarily focuses on Formula 1, with events like the 24 Hours of Spa (SRO) and the 6 Hours (WEC) partially offsetting the losses.

The organizers hope that the alternating schedule can increase interest. They thus aim to sell more tickets at a higher price and ensure the long-term survival of one of the most iconic events in the Formula 1 World Championship.

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The 2024 F1 Crash Championship highlights the damage caused throughout the season. Accidents are never positive for drivers or teams, posing safety risks and incurring high costs for damaged components. In the budget cap era, a severe crash can significantly strain a team’s finances.

This year saw numerous incidents, some minor and others far more dangerous—such as Sergio Perez’s crash in Monaco, where a piece of his Red Bull struck Italian photographer Andrea Diodato’s legs after flying past the barriers. Now, the time has come to total up the costs faced by teams.

Williams tops the constructors’ list

At the top of the team rankings is Williams, which faced an unfortunate season compounded by financial difficulties. According to mostlyf1.com, all three drivers who raced for the Grove-based team are among the top six in the damage rankings: Alexander Albon and Franco Colapinto occupy second and third places, while Logan Sargeant is in sixth.

2024 Crash Championship: Perez leads among drivers

According to data from mostlyf1.com, Sergio Perez tops the list of drivers. Among Ferrari drivers, Carlos Sainz ranks fifth, while Charles Leclerc had a less damaging season, sitting in 14th place.

• 1st Sergio Perez – $4,861,000
• 2nd Alexander Albon – $4,664,750
• 3rd Franco Colapinto – $3,436,000
• 4th George Russell – $3,329,000
• 5th Carlos Sainz – $3,101,000
• 6th Logan Sargeant – $3,008,000
• 7th Yuki Tsunoda – $2,159,000
• 8th Fernando Alonso – $1,959,000
• 9th Lance Stroll – $1,887,000
• 10th Esteban Ocon – $1,625,000
• 11th Zhou Guanyu – $1,419,000
• 12th Kevin Magnussen – $1,295,000
• 13th Daniel Ricciardo – $1,222,000
• 14th Charles Leclerc – $1,207,000
• 15th Max Verstappen – $910,000
• 16th Oscar Piastri – $575,000
• 17th Lewis Hamilton – $545,000
• 18th Nico Hulkenberg – $475,000
• 19th Lando Norris – $422,000
• 20th Oliver Bearman – $415,000
• 21st Valtteri Bottas – $375,000
• 22nd Liam Lawson – $125,000
• 23rd Pierre Gasly – $0
• 23rd Jack Doohan – $0

2024 Crash Championship: Williams tops constructors’ damages

In the constructors’ ranking, provided by F1Maximaal, Williams takes the undesirable lead. With nearly €14 million in damages, they more than double the second-most affected team, Red Bull, which incurred €6 million. Ferrari takes the third spot.

• 1st Williams – €13,839,600
• 2nd Red Bull – €6,148,400
• 3rd Ferrari – €4,892,600
• 4th Aston Martin – €4,375,000
• 5th Mercedes – €4,337,600
• 6th Racing Bulls – €3,686,200
• 7th Sauber – €2,924,400
• 8th Haas – €2,666,200
• 9th Alpine – €2,371,000
• 10th McLaren – €2,347,200

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