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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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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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"

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.

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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Martin Brundle reveals the reason Michael Schumacher avoided him for half a decade

For a period of five years, Michael Schumacher ceased all communication with Martin Brundle.

Renowned Formula 1 commentator Martin Brundle has disclosed that seven-time world champion Michael Schumacher did not communicate with him for a period of five years.

Following his retirement from Formula 1 driving in the late 1990s, Brundle has consistently been a fixture in the broadcasting booth.

Brundle is famous for his pre-race grid walks and his somewhat clumsy exchanges with celebrities.

During his appearance on the Sky F1 podcast, Brundle discussed his distinguished career in broadcasting beyond his time on the track.

In that moment, he discussed his bond with Schumacher.

In 1992, at Benetton, Brundle teamed up with Schumacher, only to be substituted in the line-up for the next season.

The British commentator narrated Schumacher's numerous championship victories with Ferrari, followed by his return to racing with Mercedes in 2010.

Brundle disclosed that he and Schumacher had not communicated for a duration of five years when asked about their interactions.

Brundle explained their fallout by stating, "Interestingly enough, our disagreement stemmed from my comments being misinterpreted, removed from their original context, and then translated into German for a headline and newspaper article."

Michael became extremely distressed, and to this day, I still don't understand the reason. He refused to communicate with me for five years, which was quite strange.

"Then, during his break from Mercedes before joining Ferrari, we ended up sharing drinks at a nightclub in Valencia."

"After that incident, he was leaning on my shoulder, repeatedly saying, 'My teammate, my teammate!'"

"It managed to thaw the tension once more. Thus, I'm unsure about the root issue, but it was truly unfortunate."

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Martin Brundle reveals the reason behind Michael Schumacher's five-year silence towards him. Schumacher remained uncommunicative with Brundle for half a decade.

Renowned Formula 1 commentator Martin Brundle disclosed that Michael Schumacher, who has won the world championship seven times, did not communicate with him for a period of five years.

After stepping away from his career as a Formula 1 driver in the late 1990s, Brundle has consistently been a fixture in the commentary booth.

Brundle is famous for his pre-race grid walks and his sometimes uncomfortable encounters with celebrities.

During a discussion on the Sky F1 podcast, Brundle looked back on his distinguished career in broadcasting after retiring from racing.

While discussing the matter, he mentioned his connection with Schumacher.

In 1992, Brundle raced alongside Schumacher as his teammate at Benetton, but he was replaced for the next season.

The British commentator provided coverage for Schumacher's numerous championship victories with Ferrari, as well as his return to racing with Mercedes in 2010.

Brundle revealed that he and Schumacher had no communication for a period of five years when questioned about his interactions with him.

In an explanation, Brundle mentioned: "Interestingly, we had a disagreement due to a comment I made that was misinterpreted, translated into German, and then used as a newspaper headline."

Michael became extremely agitated, and to this day, I still don't understand the reason. He refused to talk to me for five years, which was quite strange.

"After that, we ended up getting intoxicated together at a nightclub in Valencia while he was taking a break between his time at Mercedes and his move to Ferrari."

"After that moment, everything was good between us. He was leaning on my shoulder, saying, 'You're my teammate, you're my teammate!'"

"It helped ease the tension once more. I'm still unsure about what the issue was, but it was truly unfortunate."

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Red Bull worried about being labeled as 'villains' due to Mercedes' involvement in F1 film

F1 teams expressed worries about how they would be depicted in Brad Pitt's movie

The director has disclosed that Red Bull was concerned about being portrayed as the "villain" in the forthcoming Formula 1 film.

Lewis Hamilton is taking on the roles of producer and advisor for the upcoming movie titled 'F1,' featuring Brad Pitt, which is set to premiere next year.

Co-producer Jerry Bruckheimer clarified that actual Formula 1 teams were worried about their portrayal in the film.

According to Bruckheimer, the intriguing aspect is that once they partnered with Mercedes, the other teams expressed concern, saying: "Hold on, this film will focus on Mercedes, and we'll end up looking unfavorable."

Red Bull stated, "We have decided to take on the role of the antagonists."

"We spent three years persuading them that they wouldn't be portrayed as the bad guys."

"We have reached a point where every team is relying on us for assistance."

The vehicles used in the "F1" movie were manufactured by Mercedes.

They supplied a vehicle that met Formula 2 specifications, but it was modified to resemble a contemporary Formula 1 car.

Hollywood icon Brad Pitt took a spin around the Silverstone circuit during the 2023 British Grand Prix to film scenes for an upcoming movie.

Over the last two racing seasons, Pitt has frequently appeared in Formula 1 paddocks, donning the racing gear of his character, Sonny Hayes.

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For ten years, James worked as a sports journalist at Sky Sports, where he reported on a wide range of events including American sports, football, and Formula 1.

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Fabio Quartararo discusses the major transformation at Yamaha for MotoGP 2024. The 2021 world champion shares his thoughts on a year marked by significant changes at Yamaha.

Fabio Quartararo believes that the most significant advancement for Yamaha's underperforming MotoGP team in 2024 was a shift in their mindset.

Yamaha is currently undergoing a restructuring period, having transitioned from being a strong contender for the championship as recently as 2022 to experiencing two consecutive seasons without any victories.

Yamaha implemented a new concessions system that enabled ongoing engine updates throughout the season. Quartararo observed that the brand was more open to deploying new engines as they became ready.

This marked a departure from Yamaha's usual strategy, as well as the typical method of Japanese manufacturers, who typically wait to launch new components until they are completely perfected.

An important element of this transition has been the appointment of Max Bartolini as the technical director.

He stated that he anticipated the performance improvements to occur a bit more quickly. However, during the early part of the season, the crucial aspect wasn't just the bike's enhancement but the shift in our work approach, which significantly helped in altering our mindset.

"The adjustments made a difference, in my opinion. As soon as we had one engine functioning properly, we had it ready to use in the following race."

"We didn't need to delay testing the bike for safety reasons. As long as it functions, we implement it."

"In the first half, things unfolded in a certain way, but in the second half, we succeeded in making significant improvements, particularly in the electronics sector."

When questioned by Crash.net about whether Yamaha's previous mindset has finally changed, he responded, "Yes. At least as long as I'm involved, that's how it will be."

"If it doesn't, it won't be able to keep up. However, we only made the switch this year. Therefore, it will align in the coming years since we believe we've made some minor progress."

Yamaha's motorcycle advancements are set to accelerate in 2025, thanks to a collaboration with Pramac that will introduce two additional factory M1 bikes.

This marks Yamaha's return to having a satellite team for the first time since the conclusion of the 2022 season, following RNF's move to partner with Aprilia.

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Ducati's Commanding Performance in 2024 MotoGP Season

In the 2024 MotoGP season, Ducati set new benchmarks with its overwhelming success.

The 2024 MotoGP season is likely to be noted for Ducati's overwhelming supremacy as it clinched yet another world championship.

Since its introduction in 2003, against the backdrop of Japanese supremacy in MotoGP, Ducati has experienced significant peaks and valleys over the past twenty years.

It began its journey with a victory in 2003 during its inaugural year, and later, Casey Stoner achieved the Italian brand's first world championship in 2007.

As Stoner kept securing victories with the bike in the following years, the championship became increasingly elusive due to the challenging nature of the Desmosedici. When Stoner departed in 2011, Ducati experienced its lowest point.

Valentino Rossi's much-anticipated signing resulted in only three podium finishes over two seasons, leading the MotoGP icon to make his way back to Yamaha in 2013.

Towards the conclusion of that year, Ducati recruited Gigi Dall’Igna from Aprilia to serve as the general manager, aiming to revitalize the brand's performance. Although the progress was gradual, Ducati achieved race victories once more by 2016, contended for the championship up to the last race in 2017, and consistently maintained a leading position until 2022.

Francesco Bagnaia managed to erase a 91-point gap halfway through the season to secure the 2022 championship. He continued his success by winning again in 2023, during a period when Ducati established itself as the leading power in MotoGP.

In 2024, it set a new MotoGP record by winning 19 out of 20 grand prix races.

Ducati riders completely dominated the podium on Sundays a total of 14 times, setting a new record.

In the year 2024, Ducati's team, consisting of six out of its eight riders, secured a total of 53 podium finishes and claimed 16 pole positions. Additionally, the team has maintained a streak of podium appearances in 66

Ducati managed to have at least one of its riders finish on the podium in each sprint race.

By the conclusion of 2024, Ducati has accumulated 106 grand prix wins, establishing itself as the sole European company in MotoGP history to exceed one hundred victories.

In the previous season, Ducati secured its fifth consecutive constructors’ championship, and the Ducati-affiliated team, Pramac, clinched the teams’ championship.

Jorge Martin achieved his first premier class title, becoming the third world champion for the marque after his time with Pramac.

"The 2024 MotoGP season showcased Ducati's overwhelming superiority through their motorcycles, riders, and technical team, leaving a lasting impression on the sport's enthusiasts," stated Ducati's CEO, Claudio Domenicali.

"I am thrilled for Jorge, an exceptionally skilled racer who developed his career with Ducati and, alongside us, fulfilled the dream he had cherished since childhood."

Following the exhilarating excitement of 2022 and the achievement of heightened consciousness in 2023, we are now eager to honor the success of what we call the "Ducati System."

A framework influenced by the lessons of Galileo Galilei, who is credited with developing the scientific method and laying the groundwork for contemporary science.

"A method that has propelled us to excel in track-racing events, and one that we also utilize in the study, creation, and advancement of our products, showcasing Italian engineering with pride on a global scale."

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Why Johann Zarco Believes He Can Still Make Progress in MotoGP

The French rider discusses his confidence in his versatile skills.

Johann Zarco is confident that he can continue to improve in MotoGP despite reaching a later stage in his career. He attributes this potential for growth to his mindset of never taking his past actions as unquestionably correct.

The two-time Moto2 world champion entered the top-tier category in 2017, marking his debut with the Tech3 Yamaha team.

Discover more: How Honda Identified its Genuine MotoGP Leader in 2024

After spending two years frequently reaching the podium, his 2019 season with KTM was so poor that it nearly concluded his career. However, in 2020, Zarco found a fresh start with Ducati.

Following his inaugural MotoGP victory in 2023 with Pramac Ducati, Zarco transitioned to LCR Honda for the 2024 season, emerging as the top performer for the Japanese manufacturer.

Zarco achieved Honda's top result of the season by finishing eighth at the Thai Grand Prix, consistently showcasing impressive speed in individual laps.

As the 2024 campaign concluded, Zarco discussed his ability to adjust to the RC213V. He focused on enhancing the strengths of his riding style while addressing areas of improvement, taking advantage of the Honda's time-saving capabilities.

When questioned about maintaining flexibility throughout his career, Zarco stated, "I enjoy maintaining this mindset, and I am confident that it will assist me in achieving or regaining a top position, as I notice that some riders have the capability to accomplish things, while others do not."

"That's the reason I avoid convincing myself that my actions, past or present, were justified."

"It was correct, although perhaps not entirely correct for today."

"I'm confident that certain things will start to make sense both mentally and physically for me. When that happens, I'm certain I'll be able to perform better."

Zarco is set to continue with Honda under his existing contract until the conclusion of 2025.

He finished the previous season ranked 17th in points, standing 24 points ahead of the next highest-ranking Honda rider, his LCR teammate Takaaki Nakagami.

Honda's factory team riders, Joan Mir and Luca Marini, ended up at the lowest positions in the rankings.

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