Stronger leadership

Shortly before the start of the 2025 Formula 1 season, the CEO of the sport, Stefano Domenicali, had his contract extended until the end of 2029. This confirms the crucial role the former Ferrari team principal has played in F1’s ongoing growth. Stefano Domenicali’s decisions have sometimes been unpopular among the sport’s more traditional fans—such as the introduction of Sprint races—but they have paid off with a younger audience. His goal is to modernize F1 while making it even more exclusive. It all stems from a fundamental belief: “Do not fear change”, as Stefano Domenicali explained in his interview with The Australian.

A blend of popularity and luxury

“There’s a difference in how we do things compared to a few years ago,” said Stefano Domenicali, who took over in 2021 from Chase Carey, the first successor to Bernie Ecclestone after F1 changed ownership. “It’s all about having an open mind.”

The 59-year-old CEO defended F1’s recent media-driven projects, from the Drive to Survive series to the upcoming film F1, set to hit theaters worldwide on June 26. “[Drive to Survive] was undoubtedly a crucial factor in F1’s growth,” Stefano Domenicali emphasized. “And all these are massive steps forward for the sport.”

For Domenicali, the recent multi-million-dollar sponsorship deal with luxury giant LVMH is clear proof of the ‘new’ Formula 1’s rising success. The decade-long agreement is valued at around $100 million per year. “It’s a huge responsibility,” he noted. “Four years ago, we didn’t have nearly as many sponsors.”

Currently, sponsorships account for 18.6% of F1’s annual revenue, race hosting fees contribute 29%, and TV rights make up 33% of total earnings. So far, Stefano Domenicali’s formula seems to be working.

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The basic idea is that a V10 engine running on sustainable fuels would be cheaper and also simpler to produce than the current power units and those set to take effect in 2026. This would clearly offer advantages in terms of the size and weight of the single-seaters, which could have a positive impact on the spectacle on track and the presence of private engine manufacturers on the grid.

The 2026 regulations and the emergency plan
The Germans from Auto, Motor und Sport, through the well-known journalist Michael Schmidt, have reported that Formula 1 management is looking at the major regulatory reform of 2026 with concern. There is widespread fear that it could create a highly unbalanced situation on track, given that there will be new cars, new power units, new tires, and the introduction of sustainable fuels. Teams are whispering concerns about overly ambitious regulations and the possibility of enormous disparities in energy recovery systems between different manufacturers.

The worst-case scenario is that a single team’s dominance could push manufacturers to leave Formula 1 en masse.

Michael Schmidt explained: “The idea of extending the current rules by two years has been floated, to move directly to naturally aspirated engines in 2028.” The proposal is said to have come from the FIA, which has been accused of trying to help Cadillac, for whom it would be ideal to use Ferrari’s current power unit for two years before switching to its own V10. This plan immediately seemed unfeasible, given the significant investments already underway for the new regulatory cycle.

The FIA working group and the divisions
The Federation has thus established a working group to assess the return of V10 engines in Formula 1. Auto, Motor und Sport has outlined which teams might be in favor and which might be opposed.
Both Red Bull—concerned about the development race under the 2026 regulations, facing major manufacturers alone—and Ferrari would welcome the return of the V10.

Audi and Honda, on the other hand, are completely opposed, as the Germans entered F1 with the promise of a generation of hybrid single-seaters using sustainable fuels, and the Japanese confirmed their presence for the same reason. Mercedes is taking a more cautious stance for now, but “Toto Wolff could be enthusiastic about a longer-term solution.”

The compromise: a shortened regulatory cycle?
A possible compromise could be to reduce the regulatory cycle starting in 2026 to just three seasons (as allowed by the FIA statute), paving the way for the return of the V10 in Formula 1 from 2029.
Teams discussed the matter both during testing in Bahrain and at the first race in Melbourne, with the FIA and F1 listening to the discussions without intervening for now.

This solution would allow teams and engine manufacturers to preserve the investments already made for the upcoming regulatory overhaul—reportedly around half a billion dollars invested over the past three years—with 2026 cars already in the wind tunnel since January.

The German publication emphasized that “a decision will not be delayed until summer,” but also noted that the main concerns stem from the fact that the compact turbo engine is more relevant to automotive manufacturers than a naturally aspirated engine.

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The world of Formula 1 has been debating its future for weeks, amidst increasingly complex regulations and new manufacturers entering the sport. The bold idea is to approve an emergency plan to restore the excitement of F1 racing. Lighter and simpler cars, but above all, ones that express themselves on track with the sound of one of the most legendary engines ever created. The golden era of the top motorsport series dates back to the early 2000s when naturally aspirated V10 engines reigned supreme.

These power units reached extremely high rev limits, producing acoustic frequencies that made grandstands tremble. It was no longer just noise but a so-called symphony that all fans long to hear again.

However, this would require an extension of the 2026 power unit regulations by another two years, skipping straight to V10s. Such a decision would put Audi in crisis while significantly benefiting Cadillac. The new American team, set to join in 2026, will initially use Ferrari’s power unit before transitioning to its own in 2028.

According to reports from AMuS, the dream of seeing V10s return seems closer than ever to becoming a reality. The F1 leadership is highly concerned about the new regulations, which introduce new cars, complex power units, new tires, and the uncertainty of synthetic fuels. For this reason, the return of V10s could be a lifeline for the series, eliminating the risk of teams leaving.

FIA Under Pressure Over 2026 Regulations
Several teams have raised significant concerns about the 2026 regulations. There is strong unity among teams regarding safety issues related to energy recovery. This could lead to major performance gaps between teams that manage to optimize the upcoming power units. Hence, the idea of extending the current rules and switching directly to V10s in 2029 has emerged.

Such a move would put the FIA—and its president—under intense pressure. This scenario would be ideal for the Americans, as Cadillac would have to design “simpler” V10s. The pressure on the FIA has been confirmed by the working group specifically established to bring back naturally aspirated 10-cylinder engines. On this issue, teams are divided, depending on what best fits their political agendas.

It’s an upside-down world, with Honda and Audi strongly pushing for the new regulations to take effect in 2026. Even Toto Wolff has confirmed that the 2026 engines are necessary “because we don’t have enough current engines available.”

The implementation of the 2026 regulations must go forward, as any extension would trigger legal actions from affected parties. However, the duration of the next regulatory cycle could be reduced from five to three years. In any case, time is running out, and no decision is expected before the summer.

Source: f1ingenerale

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The American star plays Sonny Hayes, a former driver who returns to the Circus to mentor a rising star, Joshua Pearce. A fierce rivalry soon develops between the two as they race for the same team, Expensify APX-GP, whose owner (played by Javier Bardem) is a close friend of Sonny.

Directed by Joseph Kosinski (*Top Gun: Maverick*), the F1 film will hit Italian theaters this summer, specifically on June 25, 2025. Among the producers is Lewis Hamilton, who is expected to appear in the movie as himself alongside the rest of the drivers.

The director himself has provided some insights into the film. Speaking about its production, Joseph Kosinski explained that he became a Formula 1 fan thanks to *Drive to Survive*, which he started watching during the Covid pandemic.

“I liked how the first season of the show focused on the backmarker teams, the underdogs, rather than Ferrari, Mercedes, Red Bull, and other teams at the front of the pack,” he said during the trailer’s presentation to the world press.

“I thought there was an interesting story to tell about an underdog team that wasn’t trying to win the championship but simply to win a single race against the titans of the sport.”

F1 film, the director explains how the idea was born
Joseph Kosinski explained that he later reached out to Lewis Hamilton, who then introduced him to Toto Wolff. The Mercedes team played a crucial role in producing the film.

“We actually bought six real F2 race cars. We worked with Mercedes AMG, the Formula 1 team, and their engineers to build real race cars that could carry our camera equipment, recorders, and transmitters to make this film,” Joseph Kosinski said.

“Every time you see Brad or Damson driving in the film, it’s really them inside these cars on an actual F1 track. Brad is driving, he’s not acting. He’s fully focused on keeping that car on track and away from the barriers.” – he concluded.

 

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Source: f1ingenerale

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Stefano Domenicali and F1: still together
Formula 1 has announced that Stefano Domenicali has extended his agreement with Liberty Media for another five years and will continue as president and CEO until 2029.
The official statement was released during the opening week of the 2025 Formula 1 season, which kicks off on Sunday in Melbourne, Australia, at the Albert Park circuit.

Chang’s words (president and CEO of Liberty Media)
“We are excited to renew our agreement with Stefano and look forward to continuing to benefit from his leadership, alongside the talented Formula 1 team, in the coming years. Stefano has led the company excellently, strengthening its foundation for success and accelerating Formula 1’s growth both commercially and in fan engagement. His energy and enthusiasm for the sport translate into effective strategies and tangible results. On behalf of Liberty, we are pleased with our partnership and incredibly optimistic about the continued success that the F1 team can achieve for the sport, our fans, partners, and shareholders.”

Stefano Domenicali’s comment (president and CEO of Formula 1)
“It is an honor for me to continue leading this incredible sport, which I love and has been part of my life since childhood, and I am grateful to the Liberty Media team for their trust. Together with all Formula 1 stakeholders, we will continue to work for the benefit of our fans, who are at the heart of everything we do. Passion, energy, and adrenaline are the driving forces that push me every day to give my best for Formula 1.” – the former Ferrari team principal concluded.

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Since the introduction of ground-effect cars, the design of front wing noses has not been subject to strict regulatory restrictions regarding their attachment to the wing profiles. This has allowed teams to develop a wide range of different solutions and experiment with two types of nose: short or long. But what exactly is meant by a short or long nose? And what criteria guide engineers in choosing between the two solutions?

Throughout this regulatory era, two design philosophies have emerged regarding the integration of the nose with the front wing. In some cars, the nose ends directly on the mainplane, while in others, it connects to the second element of the wing.

Over time, some teams have experimented with both solutions. A surprising case is Red Bull, which, despite adopting a specific configuration since 2022, decided to change philosophy in the final season of the current regulations. With the second specification brought to the Bahrain tests, the nose now connects to the second element of the wing instead of the mainplane, where it had been positioned since 2022.

To understand this design choice, it is essential to analyze the advantages and disadvantages of both configurations. Red Bull tested both solutions in the Bahrain pre-season testing session to compare them directly on track, as wind tunnel simulations, despite their sophistication, cannot fully replicate real-world scenarios.

The analysis

In the original design, with the nose resting on the mainplane, the front wing generated more downforce in the central section, being the part closest to the asphalt and therefore most influenced by ground effect. The closer it is to the ground, the more the airflow accelerates and gains energy until it reaches a point where the flow separates from the surface, causing the wing to stall.

This design produces greater front-end downforce, particularly when the car is slightly higher off the ground, such as in low- and medium-speed corners. However, the absence of a gap between the nose and the wing profile means that, as speed increases and ride height decreases, this area can stall because the air can no longer flow effectively over the wing profile.

As a result, there is a loss of front downforce and a reduction in pitch sensitivity, which can be beneficial under braking. However, when the airflow under the wing is disrupted and becomes turbulent, this turbulence extends to the car’s floor, compromising its aerodynamic efficiency. It is important to note that, in the current generation of ground-effect cars, the floor plays the most crucial aerodynamic role, as it generates the majority of the downforce.

The new “short” nose

The new configuration, with the nose connected to the second element of the wing, has a more rounded shape compared to the previous, sharper version. In this case, the central section of the front wing does not generate the same level of downforce because the gap allows airflow to pass through, reducing its effectiveness at low and medium speeds.

The advantage of this configuration is that the car’s floor receives cleaner and more uniform airflow. With less turbulent incoming flow, the floor can operate in more optimal conditions, ensuring better overall performance for the car.

To compensate for the loss of aerodynamic load at low speeds, a small gurney flap has been added—a thin carbon fiber profile at a right angle, applied to the trailing edge of the front wing’s final flap. This component acts as a vortex generator, designed to be effective at medium-low speeds to recover downforce.

FIA crash tests

When working on the front wing, it is essential that it passes the FIA’s homologation crash tests and remains structurally sound. A nose design that connects to the second element of the wing is more complex to engineer because, being smaller, it must still absorb the same forces as a long-nose design. Additionally, with the short-nose solution, the mainplane—since it is not connected to the nose—requires even stronger mounts to withstand the high stresses of the track. For this reason, changing the front wing design philosophy takes time and financial resources, as engineers must ensure both performance gains and compliance with the FIA’s stringent structural regulations.

In light of these considerations, the choice of front wing design depends on the specific needs of the car and the driver’s driving style. Teams must find the right compromise between aerodynamic load, stability, and driver preferences.

Source: f1ingenerale

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F1 and Belvedere Vodka: partners in excellence and innovation
This partnership marks Belvedere’s first entry into the world of global sports, bringing together two entities that share values of tradition, excellence, and the pursuit of perfection. Through this collaboration, Formula 1 and Belvedere Vodka will offer unique experiences, enhancing the exclusive atmosphere of the paddock and F1-related events.

The debut in Australia with an exclusive event
The first major activation of the partnership will take place at the FORMULA 1 LOUIS VUITTON AUSTRALIAN GP 2025, where Belvedere will host an exclusive After Party. The event will celebrate the elegance and energy of Formula 1 with the participation of some of the world’s most renowned DJs, creating an unprecedented experience for guests and fans.

Melbourne will be buzzing. In Australia, the collaboration between Charles Leclerc and Chivas Regal will also be celebrated.

A premium experience at circuits around the world
Beyond the inaugural event in Melbourne, Belvedere Vodka will be present at all rounds of the 2025 season, served in the most prestigious hospitality areas of F1, including the Paddock Club and the F1 Garage. This collaboration will enhance the fan experience, bringing the elegance and distinctive quality of the Belvedere brand into the world of Formula 1.

Official statements: Formula 1 and Belvedere
Stefano Domenicali, President and CEO of Formula 1, enthusiastically commented on the agreement:
“Formula 1 has always been synonymous with prestige, adrenaline, and spectacle, which is why we are thrilled to welcome Belvedere as our first Official Vodka Partner. We share the same dedication to quality and the creation of exclusive moments. This announcement further confirms our strong connection with LVMH, reinforced by a decade-long partnership. We are proud of this collaboration and their commitment to capturing the essence of Formula 1.”

Francois-Xavier Desplancke, President and CEO of Belvedere Vodka, added:
“I am extremely proud of the partnership between Belvedere and Formula 1. Our shared dedication to innovation, expertise, and precision has made us natural partners, creating an exceptional alliance. In the adrenaline-fueled world of Formula 1, where milliseconds create legends and engines roar with pure energy, Belvedere Vodka arrives not just as a partner but as a symbol of celebration and entertainment. Formula 1 is not just speed; it is a spectacle. Where there is a race, there will always be a reason to celebrate the thrill of the sport, on and off the track.”

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Formula 1 and the LEGO Group are ready to bring even more fun and innovation to the sport. On March 1, 2025, the first kits of what promises to be a collaboration full of surprises were officially launched. After the overwhelming enthusiasm from fans for the first products released at the end of last year, the LEGO DUPLO, LEGO City, and LEGO Speed Champions series have been available since yesterday. Additionally, starting May 1, the highly anticipated LEGO F1 Collectibles 2025 will hit the shelves.

As announced in a recent press release, the LEGO Group is ready to immerse fans in the world of Formula 1 through interactive experiences and challenges designed to celebrate the engineering and technical heritage of the sport. The goal is to bring enthusiasts of all ages closer to the innovation and technology that have made Formula 1 unique for 75 years.

During selected races, the brand-new LEGO Fan Zone activations will offer an immersive track-inspired experience, featuring exclusive Make and Take activities, photo opportunities, and a showcase of the entire LEGO collection dedicated to Formula 1. Spectators will also be able to purchase all F1-themed LEGO products, including LEGO Speed Champions, LEGO City, LEGO DUPLO, and LEGO Collectibles models, available in the LEGO Pit Shop.

Click here to buy the Ferrari Lego – Technic!

Even away from the track, the engagement will continue: LEGO stores in the United States, Canada, Europe, the Middle East, Africa, and China will offer racing-inspired play experiences and activities. Additionally, LEGOLAND Discovery Centres and LEGO Discovery Centres worldwide will host building challenges, allowing young fans to explore the complexities of design and competition in Formula 1 as they strive to reach the top step of the podium.

Fans will also be able to enjoy a new LEGO F1 game, available on the official LEGO website and the LEGO Play app, for an even deeper dive into the world of brick-built Formula 1.

Emily Prazer, Chief Commercial Officer of Formula 1, stated: “This exciting collaboration with the LEGO Group continues to grow, bringing the world of Formula 1 beyond the track and directly into fans’ homes. The new activities and experiences will allow enthusiasts to explore the complexities of this sport through play, igniting a passion for racing in builders of all ages.”

Federico Begher, Senior Vice President, New Businesses at the LEGO Group, added: “We are thrilled to kick off an incredibly exciting year for our partnership with Formula 1. We have created a wide range of engaging and creative experiences for fans and families, and we can’t wait to start in Australia. Our products are designed to spark curiosity and fuel a love for engineering and speed in builders of all ages.”

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What are they and what do they do?

They are one of the most noticeable elements when cars hit the track for their runs during testing or certain Free Practice sessions. The rakes are aerodynamic structures made up of small interconnected tubes, typically mounted in front of the radiators, though they can be placed elsewhere as well.

Their use is crucial for engineers. Before a car takes to the track, all its aerodynamic components are primarily studied using wind tunnels. However, wind tunnels and other simulation models tend to approximate real airflow behavior, so teams need real-world validation of their factory findings.

This is where the rakes come in. Equipped with numerous sensors, they allow teams to monitor airflow in specific areas of the car. This data helps teams compare real-world results with wind tunnel data, ensuring accuracy.

Such comparisons are essential for identifying potential errors in the various testing methods teams use, helping them avoid taking the wrong direction in car design or development. Teams usually mount the rakes during the early part of a session and often ask drivers to maintain a constant speed. The rakes are then removed when drivers switch to soft tires for time-attack runs.

In a highly competitive F1 environment, where teams are separated by mere tenths of a second, every detail matters. Maximizing efficiency from every aerodynamic component on the fastest cars on the planet is absolutely essential.

Source: f1ingenerale

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The complex season of Manchester City, currently fourth in the Premier League, 17 points behind Liverpool as of this article, does not stop Erling Haaland’s passion for motorsports. The 24-year-old Norwegian, in his third season with the Citizens, owns quite an impressive car collection: the Mercedes-AMG One and Ferrari Monza SP2 are just some of the diamonds in his garage.

A few days ago, Haaland once again left fans in awe: his new gem is an Aston Martin DBX707, a special edition used in Formula 1 as the Medical Car. A 707-horsepower SUV with over 300 km/h, crucial for ensuring a quick response to incidents on the track. In Formula 1, it is driven by pilots Bruno Correia and Karl Reindler.

What was the first appearance of the Safety Car in F1?
The first appearance of a Safety Car in F1 dates back to the 1973 Canadian Grand Prix. Weather conditions caused several accidents, which led to the deployment of a Porsche 914 driven by former Canadian driver Eppie Wietzes. It was a complicated debut, as the car slowed down the wrong driver, causing chaos in the final race standings, which was won by Peter Revson.

When was the Safety Car officially introduced in F1?
The Safety Car became a permanent feature in F1 in 1993. At that time, it was the responsibility of the organizers to provide a suitable vehicle for the task. This led to cars such as the FIAT Tempra (Brazil Grand Prix), Ford Escort Cosworth (British Grand Prix), Honda Prelude (Japanese Grand Prix), and Renault Clio (French Grand Prix) being used on the track.

What are the current F1 Safety Cars?
Since 2021, F1 has had two official Safety Cars: a Mercedes AMG GT-R Black Series (since 2022) and an Aston Martin Vantage. They are driven by experienced Bernd Mayländer, who has been the Formula 1 Safety Car driver for 25 years.

Source: f1ingenerale

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