Behind the Scenes with Ayrton Senna: An Exclusive Look at the F1 Legend’s Complex Relationship with the Media
EXCLUSIVE: Ayrton Senna's Tense Encounters with Reporters Involved "Losing it, Physical Contact"
Ayrton Senna's media representative shares insights on his intense interactions with journalists with Stewart Bell
In athletics, the most compelling tales often stem from individuals who operate behind the scenes – those who have experienced it all, yet aren't the first ones reached out to for their perspective. The true insiders…
Betise Assumpção-Head once held the role of personal press officer for the legendary Ayrton Senna, a celebrated three-time Formula 1 World Champion.
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Remarkably, Assumpção-Head's ascent to the top of motor racing originated from her passion for volleyball, a sport she took up at the age of 14. However, she chose a different path for her career and decided to pursue writing about sports. She landed her initial role as a journalist at 21, stepping in for a maternity leave position at Folha de S.Paulo, a daily newspaper in São Paulo, only a year after earning her degree in journalism.
"Volleyball experienced a significant surge in popularity by the time I completed my studies," Assumpção-Head notes.
"At that period, we were part of an outstanding cohort, ranking almost at the top globally. However, volleyball wasn't a well-known sport, so it was an opportune moment for me to document it given my close connections with the team. Having journeyed alongside a few and shared the same club, I was intimately familiar with many of the players."
Before long, she encountered the future F1 legend, Senna, who was on his ascent to the pinnacle of the sport.
Honda has released an incredible advertisement starring three-time #F1 champions Ayrton Senna and Max Verstappen, earning widespread acclaim 👏📹 @hondapic.twitter.com/oj3KP5YcF8— Crash.net – Formula 1 (@CRASH_NET_F1) October 9, 2024
Q: Can you recall the initial encounter with Ayrton Senna?
Betise Head (BH) recounted, "My job was with Folha de S.Paulo, and whenever Ayrton came back to Brazil, at that time competing in Formula 3 and Formula 3000, he would reach out to the media. He already had a modest agency worai-allcreator.com">king for him, but whenever he made those calls, they'd send me – the newcomer, since no one was really interested in covering: 'oh, there's this racer claiming victory in a competition.'"
"Thus, I inadvertently kept tabs on his professional journey. Motor racing wasn't really my thing. Yet, every quarter or so, his name would pop up. By 1985, my career took me from Folha to Placar, a football magazine. Due to poor sales, they broadened their focus to include a variety of sports."
In 1986, Ayrton received the title of Sportsperson of the Year, a recognition that came as no surprise. This significant achievement was a prelude to his move to Lotus the next year. As part of a special feature, I was assigned to cover his story, which led me to visit his office for an interview. I also had the opportunity to meet his family and visit [helmet designer] Sid [Mosca], from whom I obtained his helmet. Through these interactions, I became quite familiar with his circle.
"I wasn't exactly friends with them, but we maintained a good professional connection, and they genuinely appreciated all of my work and contributions."
Q: What transpired following that?
BH: "In 1987, a year later, I made the decision to head to England. Being a woman in the sports journalism field, I was never assigned any prestigious assignments, constantly being delegated tasks that nobody else was interested in taking on.
I relocated to London to live with my sister, who resides roughly 300 meters from Wimbledon. By chance, the best friend of Ayrton, who had previously worked with my sister in the advertising industry in Brazil, ran into her. During their encounter, he mentioned he was heading to Wimbledon and inquired if it would be possible to park his car at her place. She agreed without hesitation. What we hadn't realized was that Ayrton would be accompanying him.
"By chance, I encountered him at Wimbledon, and he inquired about my presence there. I explained that my aim was to enhance my English skills by staying there. However, as the event concluded and he returned to pick up the car, Ayrton was once more present. He shared with me his plans to dine with the Japanese [Honda] representatives, as he was intent on convincing them to join McLaren. He then extended an invitation for me to accompany him."
Q: Can you share how you ended up being his spokesperson?
BH: "After more than a year, he reached out to me, mentioning he required a companion for attending the races. There was a Brazilian journalist who previously covered stories for him, but since this journalist contributed to multiple outlets and had family obligations, he needed to focus on making a living and fulfilling his responsibilities."
"It seems their initial attempt led to some conflicts of interest. Consequently, I was suggested to him by individuals I previously collaborated with at an automotive magazine. These folks had since established their agency and were managing his publicity in Brazil. He reached out to me, a detail that often surprises people!"
"He mentioned, 'Are you keen on joining me for this? Currently, I'm locked in a significant dispute with [former FIA President Jean-Marie] Balestre, and it's uncertain if I'll even compete. However, if I do, I'd like you to be part of my team.' I agreed immediately and began focusing solely on the Grand Prix races. My daily task was to craft a press release. Back in the days before the internet was widespread, many journalists lacked access to reliable information. In Brazil, only the major newspapers and television networks had the resources to dispatch reporters globally – others had to depend on news provided by international agencies."
"Essentially, our daily routine involved me dispatching a well-structured news piece that covered all the significant events, incorporating facts and unique statements. This piece, however, always highlighted Senna, who naturally was the focal point of any article from Brazil, wasn't he?"
"We dispatched that to Brazil where it was circulated among approximately 350 newspapers. This gave him significant visibility, which was further enhanced when we started including photographs. The operation expanded from that point on."
Q: How was it collaborating with Ayrton?
BH remarked, "Much of it revolved around conserving Ayrton's time. There were instances where I told him, 'I noticed you leaving an engineering meeting appearing incredibly stressed."
This is the reason I was handling his media tasks. I organized joint interview sessions with magazines ensuring there were no conflicts, and I documented all interactions. Once we had conducted several interviews, I compiled a comprehensive file containing all the information about him, including all the inquiries he had responded to.
I would approach the journalist and inform them, "You'll have a 20-minute session with Ayrton. However, take a look at his file first, review it thoroughly. Make sure not to come unprepared and inquire about his sister's name, as that will prompt him to stand up and walk out, leaving you speaking to no one.
"Being allocated 20 minutes with Ayrton Senna and inquiring about his preferred color is unthinkable. Yes, indeed, there were those who actually did!"
Ayrton had a known aversion to interviews, yet once genuinely engaged, it was a challenge to pull him away. Engineers would often attempt to intervene, but he was captivated by a truly stimulating conversation.
He enjoyed clarifying his thoughts and aimed to be comprehended. He was fond of engaging with smart, intriguing individuals.
"When he was on a walk and encountered interruptions, given that F1 was far more accessible back then – anyone could stroll into the pit lane – he would direct them to converse with me, mentioning I had a roster and always kept him informed. I assured him, pass everything my way. That's my role. No stress. We'll handle it all."
Q: Did the press encounter any problems?
BH expressed concern, suggesting that the system would be exploited, leading to instances of physical interaction.
Nowadays, everything is organized, including designated interview zones and such – but back then, journalists would confront him right at the garage's rear before he had a chance to speak with his engineer, which understandably frustrated him.
I halted the process by informing the reporters that although I understand everyone has deadlines, it's primarily the Europeans who are under severe time constraints. The South Americans have more flexibility. Consequently, I arranged the schedule for interviews, placing the Brazilians at the end.
The Europeans were the first to go since they form the largest group. Thus, you arrange everything, and then you might discover individuals at the rear of the garage. You would then tell them – folks, if you remain at the back of the motorhome, he won't ever come out because he can spot you here.
"He's likely upset because you're blocking access to the engineering team's office. When you treated everyone equally, they all got it since I was the first to give many of them any opportunity to meet Ayrton. So, everyone was thankful for that.
He remained present until every inquiry was addressed in three different languages. However, I took charge, ensuring that individuals left once they received sufficient answers. The queries were repetitive, identical each week, and I had everything documented.
"I would also frequent the pressroom, and everyone there understood that I was a reliable source for information because I was aware of his statements. We didn't engage in manipulating the narrative; I simply shared the facts."
"He explained that within these circumstances, that was his intended meaning and belief, among other things. It's straightforward, and it's astonishing that it isn't done more frequently."
Q: It's been three decades since we lost him in the tragic events of the 1994 San Marino Grand Prix. Could you share your experience of that challenging day?
BH stated, "That day, it felt as though I was operating on instinct – everything was automatic. Leonardo's brother was present, and my priority was to ensure he had a secure hospital room away from the media's prying eyes."
"I didn't have the authority to disseminate formal updates. That was the hospital's responsibility. My role involved interacting with several individuals who emerged.
Following his declaration of death, the sole request made of me, which I declined, was to confirm the identity of the body. I refused to undertake this task.
"I was already aware, since Gerhard Berger, his friend, had visited the hospital expressing his desire to see him. I questioned, are you certain? We had received instructions not to visit him due to the severe nature of his head injuries. However, Berger insisted on seeing him."
"He returned, pale-faced, and uttered, 'I regret going; please, ensure nobody else enters.'"
After completing everything, I returned to the [Imola] track around 10:30 PM, took a seat in the motorhome, and found all my belongings still there.
A segment aired on Sky TV featured Ayrton, bronzed and dressed in a vibrant yellow shirt. His hair appeared damp from jet skiing as he expressed, "I adore my life in this place, it's wonderful here."
At that moment, I began to cry uncontrollably. I was unable to stop or catch my breath. This continued into the next day.
Leonardo, his brother, was present, and our efforts were focused on shielding him from the media. We transferred him to another hotel, yet the journalists managed to locate him there as well. Regardless, it was a challenging situation, but I managed to handle it.
I spent several days working from the office in Brazil, followed by a stint in Monaco. There, an incident occurred at the Nouvelle chicane where Karl Wendlinger collided with the barrier, resulting in him being placed in an induced coma. That moment overwhelmed me – it was simply too much to bear. I apologized and made the decision to take a break; I had to distance myself from everything.
I recently took a two-week break from work to visit my sister, who is expecting. We spent our time quietly together by the seaside, away from everyone else. Upon my return, there was interest in penning a book, yet they were hesitant to share specifics.
"Initially, I was just getting by day-to-day, but then, three months down the line, by the time August wrapped up, I returned here [to Europe] with an open mind about my next steps. I was uncertain about the future but decided to proceed regardless."
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Specialists are at odds regarding the top MotoGP ride for 2024. Our panel shares their opinions, yet the decision remains challenging.
Choosing the best MotoGP performance for 2024 is quite challenging.
From remarkable wins to surprising comebacks, and to cyclists who excelled on machines that weren't competitive enough.
Our specialists began evaluating which performance stood out as the MotoGP ride of 2024, though there are numerous contenders…
Peter McLaren: That's a tough decision! I'll go with Maverick Vinales taking the victory at the Circuit of the Americas.
In the 20 Grands Prix races, Ducati was defeated just once, and he accomplished this by battling his way up from the eleventh position.
Unfortunately, Vinales was unable to match that performance on the RS-GP once more.
Lewis Duncan reports that Francesco Bagnaia has delivered several impressive performances throughout the 2024 season. However, his race at the Malaysian Grand Prix is considered his most exceptional achievement.
Securing his 10th victory out of 11 grand prix races in 2024, this win arrived at a crucial moment. After a crash in the sprint race the previous day, he faced a 29-point gap behind Jorge Martin, making his championship aspirations seem nearly unattainable.
He had to secure a victory in the grand prix to stay in the running for the championship. He accomplished this by fending off Martin in an intense duel during the initial three laps, and then pulling away to finish more than three seconds ahead when he crossed the finish line.
Martin lost just five points, but it didn't prevent the Spanish competitor from securing the championship victory.
However, it guaranteed that Bagnaia remained in contention for the last round and showcased his capabilities when he faces intense pressure.
Jordan Moreland: Marc Marquez, Phillip Island.
Positions 2 through 13 heading into Turn 1 after a disastrous start, caused by a tear-off becoming lodged under the back tire.
In an impressive display, he managed to work his way up through the ranks and clinch victory in the race, triumphing over Jorge Martin. It's undoubtedly one of the most remarkable comeback performances you'll
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2025 MotoGP Team Roster: The Full Line-Up
An overview of the contract status for each MotoGP rider as they gear up for the 2025 season.
Here is the complete list of MotoGP racers set to compete in the 2025 World Championship.
Ducati acted quickly to secure a long-term contract with their standout rider, Francesco Bagnaia. However, the main focus in the early stages of the rider market was the uncertainty surrounding his teammate for the 2025 season.
After what seemed to be a change in decision from Ducati, who initially seemed to favor championship front-runner Jorge Martin, Marc Marquez ultimately secured the position.
The VR46 team is set to take over as the factory-supported satellite squad, succeeding Pramac, which is moving to partner with Yamaha. Meanwhile, Fabio di Giannantonio is remaining with VR46; however, he has secured a direct contract with Ducati and will now race with factory-spec equipment.
Franco Morbidelli will join Diggia as his new team-mate, transitioning from Pramac to ride the bike that Marco Bezzecchi used last year.
In 2025, Ducati plans to introduce Fermin Aldeguer, a young and promising Moto2 racer, to the top-tier racing category. Aldeguer is set to join forces with Alex Marquez at the Gresini team, taking over the spot previously held by Marc Marquez.
KTM secured Brad Binder with a contract that extends through 2026, while rookie sensation Pedro Acosta has been confirmed to transition from Tech3 GASGAS to join the main factory team.
In an unexpected move, the Tech3 team announced a completely new roster featuring Enea Bastianini and Maverick Vinales. Additionally, they will replace the GASGAS branding with Red Bull KTM colors.
This development indicates that KTM's current racers, Jack Miller and Augusto Fernandez, will not have positions next season. There were strong rumors connecting Miller with Yamaha's upcoming Pramac initiative, while Fernandez was speculated to become a test rider for the team.
Aprilia is gearing up for significant changes in 2025, as Aleix Espargaro plans to retire by the end of this year, and Maverick Vinales has decided to join KTM Tech3.
Jorge Martin is set to take over the bike previously ridden by his close friend Espargaro, following his unsuccessful bid at Ducati. Meanwhile, Marco Bezzecchi will be joining from VR46 to take Vinales' place.
The US-supported Trackhouse underwent a rebranding, which led to Moto2 race victor Joe Roberts being associated with a potential transfer to his 'home' team. However, the agreement was ultimately secured by Ai Ogura, a contender for the Moto2 championship.
Ogura will team up with Raul Fernandez, who will be the sole Aprilia racer with previous experience competing on the RS-GP.
Yamaha made a significant move in the 2025 rider market by securing a new contract with Fabio Quartararo. It is speculated that this deal positions him as the highest-paid rider in MotoGP.
Alex Rins will also continue to be his teammate.
The factory achieved another significant victory by managing to entice Pramac, the current teams' champion, away from Ducati. This came after they missed out on VR46. Reports indicate they secured a seven-year agreement to provide factory bikes starting next season.
Miguel Oliveira has entered into a contract lasting two years with Yamaha, allowing him to race on a factory-spec Pramac motorcycle. Jack Miller has also been announced as his teammate, having agreed to a one-year contract.
Honda
Luca Marini has agreed to a two-year deal to take over Marc Marquez's position with Repsol Honda, while Johann Zarco will remain with LCR through 2025.
In the middle of 2024, Joan Mir accepted a new two-year contract with Repsol Honda, even though he had previously voiced his dissatisfaction with the RC213V's slow technical advancements.
Takaaki Nakagami from LCR is no longer under contract. Although the agreement with Ogura's Trackhouse eased some tension, Thai Moto2 standout Somkiat Chantra is set to fill his position.
Nakagami is set to take on the role of an HRC test rider in Japan and will also join a few MotoGP races as a wild-card entry.
In 2025, Aleix Espargaro is set to take on the roles of a test rider and a wild-card competitor for
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For two decades, Peter has been a constant presence in the paddock, witnessing both the arrival and departure of Valentino Rossi. He is currently at the center of the developments concerning Suzuki's withdrawal and the injury challenges faced by Marc Marquez.
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The top ten wealthiest Formula 1 drivers ever
Formula 1 is known for generously compensating its drivers, a fact evident from the opulent residences found in Monaco.
There is plenty of money involved in the major contracts that today’s F1 drivers have, as well as those that legendary drivers from the past benefited from.
Numerous F1 drivers who boast significant net worths have accumulated their wealth over an extended period.
According to estimates by GQ, these are the wealthiest Formula 1 drivers in history.
10. Alain Prost – £78 million
Alain Prost, the French driver, once held the record for the highest number of Formula 1 grand prix victories. This record stood for many years until it was eventually broken by Michael Schumacher.
Alain Prost secured four Formula 1 world titles, yet his career was marked by numerous contentious incidents.
His legendary rivalry with Ayrton Senna is well-known.
9. Eddie Irvine – £93 million
Hailing from Northern Ireland, Eddie Irvine raced in Formula 1 from 1993 to 2002. He achieved notable success in 1999 when he finished as the second-place driver for
Irvine amassed a highly successful collection of real estate investments, which significantly boosted his wealth.
8. Mario Andretti – £101 million
The American racing driver claimed victories in Formula One, IndyCar, the Daytona 500, Nascar, and the World Sportscar Championship.
The Andretti family might make a comeback in Formula 1, with a team managed by Mario Andretti's son, Michael.
7. Sebastian Vettel – £109 million
The German driver has secured four Formula 1 world titles, leading Red Bull to its initial series of victories in the sport.
A subsequent stint with Ferrari didn't bring much success on the track, but it significantly boosted Vettel's financial earnings.
Last year, he concluded his Formula 1 career following two seasons with Aston Martin. However, there is a possibility that he could be lured back into racing by participating in the World Endurance Championship in 2024.
6. Jenson Button – £117 million
Jenson Button, the 2009 Formula 1 world champion, secured a highly lucrative contract with McLaren following his championship victory with Brawn.
Button is involved in numerous business ventures beyond his career in Formula 1. Additionally, he serves as a television presenter for Sky.
5. Niki Lauda – £157 million
The iconic race car driver clinched three Formula 1 world titles, with his most significant stints being with McLaren and Ferrari.
In addition to authoring books, he was also involved in owning and selling an airline, and he served as a muse for the film 'Rush' alongside James Hunt.
4. Kimi Raikkonen – £143m
When Kimi Raikkonen initially joined Ferrari, he secured an extraordinarily lucrative contract, placing him among the top earners in the world of Formula 1.
Raikkonen has put money into real estate, has participated in the World Rally Championship and NASCAR as a driver, and currently holds the position of team principal in motocross.
Fernando Alonso – £204 million
In 2023, Fernando Alonso continues to excel in Formula 1, contributing to his substantial wealth. The two-time world champion has raced for several prominent teams, including Renault, Ferrari, McLaren, Alpine, and currently Aston Martin.
2. Lewis Hamilton – £223 million
Lewis Hamilton's many profitable contracts in Formula 1, bolstered by his seven world championship titles, have significantly increased his wealth. His recent agreement to remain with Mercedes for an additional two years will further enhance his earnings. Beyond racing, Hamilton has substantial investments in the business sector, such as a stake in the Denver Broncos and a vegan burger company valued at £100 million.
1. Michael Schumacher – £472m
Michael Schumacher, a legendary figure in the world of sports, had his remarkable seven Formula 1 championships matched by Lewis Hamilton. His time with Ferrari is not only memorable in the history of Formula 1 but also stands out as one of the most remarkable eras achieved by any athlete with any team.
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Formula 1 Driver Earnings: What Are the Salaries of Each Racer?
Based on estimates from RacingNews365, Max Verstappen continues to hold the position as the top-earning driver in Formula 1.
For many years, Lewis Hamilton held the title of the highest-paid driver in Formula 1, but he has now fallen behind Verstappen. His earnings for 2024 are based on the contract he inked with Mercedes last summer. However, this will be his last season with the team, as he is set to move to Ferrari in 2025, where he will also enjoy a salary increase.
Charles Leclerc has inked a fresh contract with Ferrari ahead of the 2024 season, positioning him as the third most highly paid driver.
Lando Norris signed a new contract with McLaren in the first weeks of 2024, which places him as the fourth highest-paid driver.
George Russell from Mercedes and Fernando Alonso from Aston Martin are tied for the fifth position.
Prominently at the opposite end of the ranking are RB's Yuki Tsunoda and Williams' Logan Sargeant.
The 2024 season is anticipated to be particularly eventful, as many drivers will have contracts concluding at the year's end, allowing them the opportunity to negotiate new agreements with other teams.
Mercedes is looking for a driver to take Hamilton's place, and there's a chance that Red Bull might part ways with Sergio Perez to bring in someone new, leading to two lucrative openings in the racing world.
Formula 1 drivers receive a base salary, as shown in the list above, and have the opportunity to earn additional bonuses for winning races and championships.
This indicates that Verstappen's earnings will significantly exceed his standard salary of $55 million.
In 2023, Forbes calculated that Verstappen's income, including bonuses, amounted to $70 million.
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Lewis frequently travels to various Grand Prix events across the globe for Crash.net. He typically provides on-site coverage, sharing the narratives of key figures in the racing world.
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Moto GP
Beyond the Budget: Aleix Espargaro’s Test Role and Pol Espargaro’s Vision for Honda’s MotoGP Revival
Honda has been advised that the situation is "not solely about finances" as Aleix Espargaro spearheads a testing resurgence. Meanwhile, Pol Espargaro outlines strategies for Honda's revitalization.
Former rider Pol Espargaro has cautioned Honda that financial investment alone won't bring them back to the top in MotoGP.
Pol's sibling, Aleix Espargaro, is set to step away from competitive racing and take on the role of a test rider for HRC in 2025, bringing significant expertise to the team.
Honda has been experiencing difficulties for a number of years, as shown by Marc Marquez's decision to leave.
Pol Espargaro, who teamed up with Marquez at the factory Honda team for two years, expressed, "They are putting in the effort. I am aware of their dedication."
"It's not solely about the effort, the resources, or the financial means you possess to achieve the outcome."
"It's not related to that!"
"It's the combination of all aspects – how do you operate? How is the team structured? What is the approach to testing? Testing has become a crucial element in this sport today."
"The competitors participate in two races each weekend, leaving them with no opportunity to conduct tests during the race weekend. This might have been possible in the past."
"It is crucial to have a robust testing team. I've observed that this plays a significant role in the advancement of manufacturing companies."
"The standards are elevated, and the technology is highly sophisticated."
"Hard to fathom the stress"
Aleix Espargaro has concluded his long MotoGP career and departed from Aprilia to concentrate on testing for Honda.
Pol, Aleix's brother, mentioned that Aleix had been searching for something similar.
"It's quite challenging to fathom the daily pressure these individuals face to deliver results."
During race weekends and in their daily lives, they constantly strive to excel, regularly challenging themselves with the question, 'What can I do to improve?'
Aleix found himself overwhelmed with thoughts about his future plans and decisions.
He desires to spend time with his family. Additionally, he enjoys cycling and wishes to accomplish something before age becomes a limiting factor.
"After spending numerous years in the paddock, he desires to explore new pursuits in life, which is quite reasonable."
"Joining Honda with the aim of bringing them back to victory and success, reaching the pinnacle once more, is an incredible objective and an exciting journey."
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For ten years, James worked as a sports reporter at Sky Sports, where he covered a variety of events, including American sports, soccer, and Formula 1 racing.
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F1
From Maverick to Maestro: Guenther Steiner Observes a Hamilton-esque Evolution in Fernando Alonso’s F1 Comeback
Guenther Steiner observes a transformation in Fernando Alonso similar to Lewis Hamilton
Guenther Steiner has pointed out that Fernando Alonso, in his return to Formula 1, has developed traits reminiscent of Lewis Hamilton.
Ex-Haas F1 team principal Guenther Steiner has observed a transformation in Fernando Alonso, comparable to that of Lewis Hamilton, over the past few years.
Following a challenging stint with McLaren from 2015 to 2018, Alonso stepped away from Formula 1 for two years to participate in the World Endurance Championship.
Alonso claimed victory at the Le Mans race on two occasions and also secured the World Endurance Championship title driving for Toyota
The Spanish driver lost his passion for Formula 1 during a period without any victories, a situation that continues into 2024.
When he came back to Alpine in 2021, Alonso seemed revitalized.
He made a comeback to the podium during the 2021 Qatar Grand Prix and later experienced his most successful season since his time with Ferrari, while racing for Aston Martin in 2023.
A point of criticism against Alonso was his struggle to collaborate effectively within a team setting and his tendency to openly reprimand his teammates.
In his book 'Unfiltered', Steiner highlighted a significant adjustment Alonso has implemented in his second period in Formula 1.
In my view, during his time away from Formula 1, Fernando not only clinched the World Endurance Championship and secured two victories at Le Mans, but he also mastered the art of using his ego to his advantage—something he might not have managed as effectively in earlier years, according to Steiner's writing.
"Observe him currently. He exudes calmness, confidence, and behaves impeccably, allowing him to focus all his mental and physical efforts on excelling in his racing performance. In this way, he resembles Lewis Hamilton a great deal."
In 2024, Alonso has continued to deliver outstanding individual performances, but Aston Martin has fallen behind in the rankings.
Aston Martin achieved a fifth-place finish in the 2024 Formula 1 constructors' championship, trailing significantly behind Mercedes, which took the fourth spot.
The team, under the ownership of billionaire Lawrence Stroll, is making plans for what lies ahead.
In the early part of this year, they finalized a contract with Adrian Newey, who is known as a design expert from Red Bull. He is scheduled
Former Mercedes executive Andy Cowell and Enrico Cardile have become part of the team.
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With a keen awareness of the controversies and narratives in F1, Connor serves as the core of our impartial journalism.
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A potential £30 million payout is being discussed, yet Adrian Newey is considered a "bargain" and is said to earn less than he deserves. Martin Brundle often remarks that Newey's salary is surprisingly low for his value.
It has been asserted that the substantial salary Adrian Newey receives from Aston Martin will be a valuable investment.
The chief technology officer from Red Bull is only a few months from beginning his new role at Aston Martin, where he will serve as the managing technical partner and hold a stake in the company.
According to reports, Lawrence Stroll, the billionaire behind Aston Martin, plans to offer Adrian Newey a salary that exceeds what 18 out of the 20 current Formula 1 drivers earn, as part of his quest for success.
According to Craig Slater from Sky Sports, the number he is most certain of, amidst many publicly available figures, is an annual base salary of $25 million, which is slightly less than £20 million.
"The bonuses have the potential to increase the amount by an additional 50%, bringing the total to £30 million."
The contract is set for a five-year duration, but it remains indefinite since he holds shares in the company. Therefore, it might continue indefinitely.
"These conditions are more advantageous than those proposed by any competitors."
Eddie Jordan was a strong advocate for Newey, pushing hard during negotiations. Initially, the asking price was set at $50 million, but Lawrence Stroll managed to negotiate a lower figure. This is the information I have received.
Martin Brundle frequently claims that Newey is not compensated as well as he should be.
Ted Kravitz commented, "That's quite a deal. According to Stroll, he considers it a steal."
"If a team advances from fifth to fourth place in the constructors' standings, it results in an additional £15 million. Climbing from fifth to first place over a few years could potentially bring in £50 million."
Slater mentioned, "He will be employed here on a full-time basis. While at Red Bull, he participated in various other initiatives."
He indicated his intention to work diligently. The focus remains on Formula 1, with any road car projects planned for the future.
"The main goal is to ensure that the Formula 1 team starts achieving victories."
Newey is set to commence his role with the team located in Silverstone beginning in March.
The most accomplished car designer in the history of Formula 1 will have the opportunity to supervise the development of Aston Martin's vehicle for the 2026 season, which could provide the team with a significant edge when the new rules are implemented.
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For ten years, James worked as a sports reporter for Sky Sports, where he covered a wide range of events, including American sports, soccer, and Formula 1 racing.
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Moto GP
Valentino Rossi’s Revolutionary Triumph: 20 Years On from the Culture-Shift in MotoGP with Yamaha
Reflecting on Valentino Rossi's Groundbreaking Yamaha MotoGP Championship Two Decades Later
Crash.net engages in a conversation with Davide Brivio to commemorate two decades since Valentino Rossi clinched his inaugural MotoGP championship with Yamaha.
In 2024, MotoGP marked its 75th year since the inaugural grand prix season began in 1949. Over the decades, the world championship has been influenced by numerous significant events. A notable instance occurred two decades ago in 2004, when Valentino Rossi secured his fourth title in the top class.
At that stage, Rossi had become a dominant figure in motorcycle racing. In only his second season, he secured the last championship of the 500cc era in 2001 while riding for Honda. As the MotoGP transitioned to four-stroke engines, Rossi continued his winning streak on the factory Honda RC211V.
In 2002, Rossi secured victories in 11 grand prix races and claimed second place in all the others, except for one race where he did not score. This impressive performance led him to easily clinch his second premier class championship. The following year, in 2003, he continued his dominance by achieving nine wins, which earned him his third title in a similar
While Rossi's brilliance was celebrated globally, the enthusiasm wasn't echoed at Honda's headquarters in Japan. According to HRC, Rossi's achievements were attributed entirely to the RC211V motorcycle. Understandably, this perspective didn't resonate with the large egos that motorcycle racers typically possess.
Throughout 2003, Rossi's management team started secretively negotiating with Yamaha. To maintain confidentiality, they went to extreme measures. Former team manager Davide Brivio recounted an incident from years ago where he and Lin Jarvis had to hide under a table, fearing someone was about to come into the tent where they were meeting.
An agreement was finally secured for Rossi to join Yamaha in 2004. However, Honda was not willing to make the transition smooth for the Italian rider. They enforced his HRC contract until it officially ended, preventing him from testing the M1 motorcycle until the beginning months of 2004.
As Yamaha and Valentino Rossi's team negotiated the financial terms of their agreement and decided which team members would accompany the Italian racer, there was also a cultural mindset within the Japanese company. This approach was similar to Honda's thinking and had the potential to prevent this significant move from happening.
During our conversation with Brivio for Crash.net about Rossi's 2004 championship, he revealed, "When discussions were underway with Valentino, Yamaha had a distinct mindset. There were individuals within Yamaha who opposed bringing Valentino on board, arguing that as a multiple world champion, if Valentino joined and Yamaha failed to secure a victory, the blame would fall on Yamaha."
"If victory is ours, the credit goes to Valentino, leaving us with no advantage as a brand." This was one perspective. Reflecting on the organization's mindset at the time: the emphasis was on the motorcycle's significance. An insider at Yamaha expressed the belief that they didn't require Valentino, as they were confident in creating a bike so exceptional and powerful that it could secure wins with any rider."
The issue with that perspective was that Yamaha had not yet developed a powerful enough motorcycle in the four-stroke era to secure a championship victory. By the conclusion of 2003, Yamaha hadn't claimed a title since Wayne Rainey's success in the 1992 500cc season. Following that, Suzuki captured two championships in 1993 and 2000, while Honda dominated the remaining titles with victories by Mick Doohan, Alex Criville, and Valentino Rossi.
During the 2002 and 2003 MotoGP seasons, Rossi clinched back-to-back championships, while Yamaha struggled significantly, managing only two grand prix victories. Yamaha's performance was so lackluster that Rossi signed with the team for 2004, despite them not securing any wins in 2003. Their sole podium finish that year was a third place at the French Grand Prix, achieved by Alex Barros. In the overall standings, Carlos Checa was the highest-ranked Yamaha rider, trailing Rossi by a substantial 234 points.
In 2004, it appeared unlikely that Rossi would come close to competing for the championship. However, crew chief Jeremy Burgess, utilizing the expertise that enhanced the RC211V's performance, pinpointed the necessary improvements for the M1. Masao Furusawa, Yamaha's technical head, developed a new 'big bang' inline-four engine, while Burgess adjusted the bike's dimensions and fine-tuned the electronics to enhance braking and optimize the M1's cornering capabilities.
At the inaugural race of the 2004 season in South Africa, Yamaha and Rossi arrived with a significantly enhanced M1 motorcycle. They successfully secured both the pole position and victory in the race, with Rossi triumphing over his fierce competitor Max Biaggi, who was riding a Honda managed by Pons, in an exciting duel. Rossi emerged victorious, leading a group of RC211V riders, with Biaggi at the forefront, followed by Sete Gibernau, Barros, and Nicky Hayden.
During the cooldown lap, Rossi paused to sit beside his new motorcycle and contemplate the challenges he had just overcome. After this brief reflection, he focused back on his task. In 2004, he went on to secure eight additional victories and clinched the championship with one race remaining in Australia. This achievement made him the first rider since Eddie Lawson in 1989 to win consecutive championships with different brands, as Lawson had switched from Yamaha to Honda to accomplish this feat.
In 2005, Rossi and Yamaha demonstrated overwhelming superiority. Rossi claimed victory in 11 races and secured a podium finish in all except one, decisively outpacing Honda’s Marco Melandri by 147 points. It was evident that the M1 had become the premier motorcycle in MotoGP. However, Brivio contends that Yamaha also showed that even the best motorcycle needs an exceptional rider to truly shine.
Brivio explains that back in 2002 and 2003, the prevailing mindset was that the motorcycle was the most crucial component, regardless of who was riding it. However, by bringing Valentino to Yamaha, they demonstrated that both the bike and the rider play vital roles in the sport. He expresses pride in this achievement, as he believes it helped restore some value to the human element in racing. Although he acknowledges that, as someone working for a manufacturer, he might not be supposed to say this, he feels that their actions at that time helped level the playing field between the importance of the bike and the rider.
"This stands out as a great memory. We really had a lot of fun and enjoyment. It was a situation similar to imagining Pecco Bagnaia leaving Ducati due to dissatisfaction, joining a struggling manufacturer, and then clinching the title the following year. That was the scenario back then, making it a significant event. It was truly wonderful. We enjoyed ourselves immensely, and I gained a lot from the experience. I must acknowledge that Valentino transformed the mindset and culture within Yamaha regarding racing."
In 2005, the Yamaha rider closest to Rossi in the rankings was his teammate from the factory team, Colin Edwards, who finished in fourth place. Edwards trailed by 188 points and only managed to secure three podium finishes. Similarly, in 2004, the next Yamaha rider behind Rossi was Carlos Checa, who was 187 points behind and had only one podium finish.
Between 2004 and 2007, Valentino Rossi was the only Yamaha rider to secure victories with the M1. It was not until 2008, when newcomer Jorge Lorenzo joined the team, that Yamaha had two competitive riders vying for wins on their bikes.
Brivio believes that if Rossi had not joined in 2004, Yamaha would have continued with its traditional approach, focusing heavily on the motorcycle itself with the expectation that this strategy would eventually attract a leading rider.
Brivio suggests that if Valentino hadn't joined the team in 2004, Yamaha likely would have still attempted to develop a competitive bike. However, this process might have been more prolonged, as they would have needed to build trust with top riders first. In such a scenario, they might have tried to attract a leading rider to Yamaha over the next few years to secure a win. This could have delayed successes, potentially bringing in someone like Jorge Lorenzo later, or another top rider, possibly achieving victory two, three, or even four years down the line.
Certainly, if Rossi hadn't joined the team, Burgess wouldn't have been present to identify the issues that limited the M1's performance. Throughout 2003, Yamaha faced persistent challenges, leading to speculation about its potential withdrawal from MotoGP. Looking back, it's difficult to imagine how Yamaha could have turned things around without Rossi leading the charge.
The collaboration between Rossi and Yamaha resulted in two additional championships, achieved in 2008 and 2009. However, the era of Lorenzo began, leading him to claim the championship title three times from 2010 to 2015. At the conclusion of 2010, Rossi parted ways with Yamaha due to escalating tensions with Lorenzo. The Italian rider then embarked on an unsuccessful tenure with Ducati in 2011 and 2012.
Rossi and Burgess achieved success at Yamaha that could not be duplicated when they moved to Ducati. At that time, Ducati's race department was resistant to change. However, this changed in 2014 with the appointment of Gigi Dall’Igna as their general manager. His leadership marked the start of a transformation for Ducati, ultimately leading them to dominate the modern MotoGP scene.
In 2013, Rossi made a comeback to Yamaha and nearly clinched a fifth championship with the team in 2015. He continued to ride for Yamaha until he retired from MotoGP at the close of the 2021 season.
Although victories became scarce during the latter part of his MotoGP career, Rossi's status as a legend remains firmly established. A significant factor contributing to this enduring legacy is his monumental switch to Yamaha two decades ago.
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24H Le Mans
Revving Up the 24 Hours of Le Mans: Inside the Fast-Paced World of On-Site Reporting, Exclusive Interviews, and Technical Analysis
In the heart of France, the legendary 24 Hours of Le Mans stands as a pinnacle of endurance racing, where precision, speed, and strategy converge in a thrilling spectacle. As a dedicated sports journalist, reporting live from the Circuit de la Sarthe, I am tasked with bringing you the pulse-pounding action and intricate race dynamics of this iconic event. From the roar of engines to the calculated race strategies, our comprehensive coverage includes real-time updates, exclusive driver interviews, and technical analysis, ensuring you don't miss a moment of the drama. With a focus on audience engagement and storytelling, we delve into the Rennteam details, offering insights into the minds behind the wheel and the teams orchestrating their every move. Through a blend of multimedia skills and collaboration with photographers, graphic designers, and editors, we strive to deliver a captivating narrative that not only informs but enthralls motorsport enthusiasts worldwide. Join us as we navigate the fast-paced environment of Le Mans, showcasing the innovation, expertise, and sheer human endurance that define this extraordinary race.
1. "Live from Le Mans: On-Site Reporting and Real-Time Updates"
The roar of engines and the palpable excitement in the air mark the beginning of the 24 Hours of Le Mans, a legendary event that pushes both man and machine to their limits. As the race unfolds, on-site reporting becomes an invaluable tool, providing real-time updates that capture the essence of this grueling endurance challenge. Precision reporting is key, as journalists on the ground navigate the fast-paced environment to deliver accurate, up-to-the-minute information to a global audience.
The task begins with a keen focus on live coverage, where every lap counts, and each pit stop could alter the course of the race. Journalists employ their multimedia skills to provide a seamless blend of text, audio, and visual content, ensuring comprehensive and engaging storytelling. This involves collaboration with camerapersons and photographers, whose artistry in capturing the race dynamics enhances the narrative through stunning visual content.
Interviews with drivers and Rennteam members offer exclusive insights into their strategies and experiences, shedding light on the human aspect of this mechanical marathon. Such driver insights are crucial in understanding the race dynamics and the nuances of race strategy. Meanwhile, technical analysis delves into the intricate world of vehicle technology and the innovative strategies employed by teams, providing depth to the coverage.
Social media updates play a vital role in audience engagement, offering a platform for real-time interaction and community interaction. Through timely posts and live-streamed moments, journalists extend their reach, bringing the excitement of Le Mans to screens worldwide. This cross-platform promotion is further bolstered by background reports, which delve into the race's rich history, the evolution of car technology, and the stories behind the teams.
As the race progresses, precision reporting and data analysis become indispensable, allowing journalists to break down complex information and present it in an accessible manner. This is complemented by editorial work and graphic design, which ensure that content is not only informative but visually appealing.
In the world of sports journalism, the Le Mans 24 Hours race serves as a showcase of innovation and endurance, both on the track and in the newsroom. Through strategic planning and teamwork, reporters manage deadlines, craft compelling narratives, and deliver breaking news coverage that resonates with audiences. This symbiotic relationship between industry expertise and creative thinking allows for an unparalleled broadcast journalism experience, bringing the thrill and drama of Le Mans to life in real-time.
As the dust settles on another exhilarating edition of the 24 Hours of Le Mans, the pivotal role of comprehensive sports journalism becomes abundantly clear. From on-site reporting to exclusive interviews, the breadth of coverage required to capture the essence of this legendary endurance race is vast and varied. Through the lens of precision reporting, reporters not only navigate the fast-paced environment of the race but also delve into the intricate race dynamics, offering viewers a closer look at driver insights and Rennteam details.
The fusion of live coverage, technical analysis, and creative storytelling provides a multi-dimensional experience for audiences worldwide, enhanced by strategic use of social media updates and visual content. Collaboration with photographers, graphic designers, and editors ensures that every moment is captured with professionalism and flair, while multimedia skills and industry expertise drive the narrative forward.
This year's race reaffirmed the importance of audience engagement and content distribution across platforms, as well as the value of breaking news coverage and post-race analysis. The commitment to blending innovation with traditional reporting methods showcases the evolving nature of sports journalism. As we look ahead, the lessons learned and strategies implemented at Le Mans will continue to influence and inspire future coverage, proving once more that the art of storytelling is as enduring as the race itself.
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Moto GP
Yamaha’s Revolutionary Shift: Quartararo Highlights Major Changes in MotoGP Strategy for 2024
Fabio Quartararo discusses Yamaha's major transformation in MotoGP for 2024
The 2021 world champion shares insights on a transformative year for Yamaha
Fabio Quartararo highlights that the most significant progress for the underperforming Yamaha MotoGP team in 2024 was a shift in mindset.
Yamaha is currently undergoing a period of reconstruction, transitioning from competing for the championship as late as 2022 to experiencing consecutive seasons without a single victory.
Yamaha's adoption of a revised concessions framework enabled ongoing engine enhancements throughout the season. Quartararo observed that the brand demonstrated a greater readiness to deploy fresh engines immediately upon their completion.
This marked a departure from Yamaha's usual method, and the common practice among Japanese makers, of waiting to release new components until they were completely perfected.
A crucial element of this transition was the introduction of Max Bartolini as the technical director.
"Indeed, I anticipated some improvement in speed, but what truly made a difference in the early part of the season wasn't just the bike's upgrade. It was crucial how we shifted our approach and mindset," he mentioned.
"The concessions were beneficial too. As soon as one engine performed well, we immediately had it for the following race."
We didn't need to postpone for the bicycle to undergo testing to ensure its safety. If it operates correctly, we install it.
"In the initial phase, it went one way, but as we moved into the latter half, I believe we achieved significant progress in certain aspects, notably within the electronics sector."
In response to Crash.net's inquiry about whether Yamaha has shed its previous mindset, he confirmed, "Definitely. As long as I'm involved, it will remain that way."
"If it doesn't, it won't be able to keep up. However, we've made adjustments this year. Therefore, it will be able to keep up in the upcoming years since we believe we've progressed slightly."
Yamaha's motorcycle innovation is set to accelerate for the 2025 season, thanks to a collaboration with Pramac that will see an additional two factory M1 motorcycles enter the competition.
For the first time since the conclusion of the 2022 season, when RNF transitioned to Aprilia, Yamaha will once again support a satellite team.
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Ducati's Unprecedented Success in 2024 MotoGP, By the Numbers
In 2024, Ducati set new benchmarks by leading the pack in MotoGP competition.
The 2024 MotoGP championship will go down in history for Ducati's complete supremacy, as it surged ahead to clinch yet another global title.
Since its introduction to MotoGP in 2003, amidst a period of Japanese supremacy in the sport, Ducati has experienced a rollercoaster of significant triumphs and challenges over the past twenty years.
In 2003, it kicked off its inaugural year with a victory, and by 2007, Casey Stoner had secured the Italian brand's initial world championship.
As Stoner kept achieving victories in the following years, capturing the championship became increasingly challenging due to the Desmosedici's complexities. Ducati reached its lowest point when Stoner departed in 2011.
The much-anticipated acquisition of Valentino Rossi only resulted in three podium finishes over two seasons, after which the MotoGP icon made his comeback to Yamaha in 2013.
As the year came to a close, Ducati hired Gigi Dall’Igna away from Aprilia to serve as general manager, aiming to revitalize the brand. Although progress took time, by 2016 Ducati had returned to winning races, contended for the championship until the last race in 2017, and consistently remained at the forefront of competition up through 2022.
Francesco Bagnaia made a remarkable comeback, erasing a 91-point gap halfway through the season to clinch the 2022 championship. He continued his impressive performance by securing the runner-up position in 2023, during which Ducati emerged as the leading powerhouse in MotoGP.
In 2024, it secured victories in 19 out of 20 Grand Prix races, establishing a new historical benchmark in MotoGP.
Ducati riders secured all three top spots on the podium 14 times during Sunday races, setting a new record.
In 2024, Ducati's team, consisting of eight riders, six contributed to earning 53 podium finishes and securing 16 pole positions, with a streak of 66 races where they consistently finished on the podium.
Ducati made certain that at least one of its riders finished in the top three in every sprint race.
By the close of 2024, Ducati has achieved a total of 106 grand prix wins, marking it as the sole European brand in MotoGP history to exceed 100 victories.
In the previous season, Ducati celebrated its fifth consecutive victory in the constructors' championship, with its affiliate team, Pramac, securing the teams' championship.
Jorge Martin secured his position as the brand's third global champion, achieving his initial top-tier championship following his tenure with the Pramac team.
"Ducati's supremacy, showcased through its motorcycles, racers, and technical team during the 2024 MotoGP season, will be eternally cherished by enthusiasts of the sport," stated Claudio Domenicali, the CEO of Ducati.
"I'm truly delighted for Jorge, an exceptional rider who developed alongside Ducati and achieved his childhood dream with our support."
"Following the wild excitement of 2022 and the 'achievement of enlightenment' in 2023, today we are here to honor the success of a framework: the 'Ducati System'."
A methodology influenced by the principles of Galileo Galilei, who is credited with founding the scientific method and contemporary science.
"A methodology that has propelled us to the forefront of track-racing contests, and is likewise utilized in our product research, design, and development, allowing us to showcase Italian engineering globally with pride."
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Johann Zarco Believes He Can Elevate His Performance in MotoGP
The French Rider Expresses Confidence in His Ability to Adjust
Johann Zarco is confident that he can continue to improve in MotoGP despite being further along in his career, as he always maintains a mindset that his past actions were not necessarily correct.
The two-time Moto2 world champion has been competing in the top division since 2017, starting his journey with the Tech3 Yamaha team.
Discover More: How Honda Identified Its Genuine MotoGP Champion in 2024
After enjoying a somewhat consistent presence on the podium for two years, Zarco faced a challenging 2019 season with KTM, which nearly brought his career to a halt. However, he managed to revive his fortunes by joining Ducati in 2020.
In 2023, Zarco clinched his inaugural MotoGP victory riding for Pramac Ducati. The following year, he transitioned to the LCR Honda team, quickly establishing himself as the top competitor for the Japanese brand.
Zarco secured Honda's top result of the year with an eighth-place finish at the Thai GP, consistently showcasing impressive speed in single laps.
As the 2024 season concluded, Zarco reflected on his ability to adjust to the RC213V, focusing on enhancing his riding strengths and addressing areas where the Honda excels to reduce time.
In response to a question about maintaining flexibility throughout his career, Zarco stated: "I prefer to maintain this mindset and I believe that keeping this perspective will assist me in achieving the pinnacle, or returning to it, as I've observed that there are certain riders who have the capability to accomplish things that others do not.
"This is the reason I'm hesitant to convince myself that my actions or past behaviors were justified."
"It was correct, yet perhaps not sufficiently so in the current context."
"Thus, I'm confident that certain insights will resonate strongly with both my mind and body. And when they do, I'm certain I will rise to the occasion."
Zarco is set to continue his partnership with Honda until the conclusion of 2025 under his existing contract.
He concluded the previous season ranked 17th in the standings, holding a 24-point advantage over the next highest-placed Honda rider, his LCR teammate Takaaki Nakagami.
The Honda factory team members, Joan Mir and Luca Marini, ended up at the lowest positions in the standings.
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Despite a slowdown due to the European Union's electric vehicle tariffs, China is expected to maintain its position as the...
MetLife Acquires Hong Kong Tycoon’s PineBridge for $800 Million in Major Asset Management Expansion
MetLife is set to purchase PineBridge, owned by Hong Kong magnate Richard Li, as part of its asset management expansion....
Tech Executives Face Jail Time as UK Government Intensifies Child Safety Regulations on Social Media
Technology leaders face imprisonment as authorities intensify regulations on youth's exposure to social mediaIn a conversation with Sky News, the...
Tech Execs Face Jail Time as UK Government Tightens Social Media Access for Children
Technology executives face potential imprisonment as the government intensifies efforts to limit children's exposure to harmful social media content. Speaking...
Tech Bosses Face Jail Time as UK Clamps Down on Child Safety Online
Technology leaders face prison risks as the government intensifies efforts to limit children's exposure to social media. The technology secretary...
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