Formula 1’s tyre supplier Pirelli will test a new rear construction of tyre in free practice at the second race of the championship’s Austrian double header at the Red Bull Ring in a bid to further improve the robustness of the tyres.

Pirelli say the decision has been taken “in addition to the recently issued Technical Directive and the latest starting parameters” they prescribed, following the tyre blowouts for Red Bull’s Max Verstappen and Aston Martin’s Lance Stroll in Baku.

The tyre supplier has already said their post-race investigation after the Azerbaijan Grand Prix had revealed there was “no production or quality defect” on any of the tyres “nor was there any sign of fatigue or delamination”.

It is believed this latest move by Pirelli is to build in extra margin on the tyres used by the whole F1 grid.

Each driver will have two sets of the new tyres available for use in either practice session on Friday of the Austrian Grand Prix weekend.

Pirelli say if the test is successful, the new rear specification will be introduced from the following race at Silverstone onwards.

They add the new rear construction incorporates some elements that have been developed for use in the latest 18-inch Formula 1 tyres, which will be introduced for the first time next year.

“With this new structure Pirelli provides a tyre that can guarantee even greater levels of integrity under the extreme conditions that can be generated by the current cars,” said Pirelli in their statement.

The Red Bull Ring will host a technical meeting to discuss the future of Formula 1’s power unit on July 3rd ahead of the Austrian Grand Prix, which will include bosses from several major manufacturers.

F1 is set to replace its current 1.6L V6 hybrid power unit from 2025 and discussions have been ongoing to determine what the future power unit should look like.

Whilst it’s unlikely to be a major departure from what is currently powering the sport, F1 bosses are keen to reduce its complexity and development costs to attract new manufacturers.

This could be achieved by dropping the complex MGU-H and relying solely on the MGU-K for electric energy. There will likely be a move to standard parts to bring costs down and this meeting is aimed at deciding what direction to go in, that would satisfy the most parties.

The meeting, which takes place on the Saturday of the Austrian GP, will involve the current manufacturers; Daimler chairman Ola Källenius, Renault CEO Luca de Meo, Ferrari’s John Elkann and Red Bull owner Dietrich Mateschitz, as well as F1 CEO Stefano Domenicali, motorsport director Ross Brawn and outgoing FIA president Jean Todt.

Also involved in the meeting will be Porsche CEO Oliver Blume and Audi’s Markus Duesmann.

The VW Group (VAG), which covers Porsche and Audi, have previously been involved in engine discussions which ultimately didn’t result in them joining the championship, though they came very close to a deal with Red Bull prior to the ‘Dieselgate’ scandal, which cost the manufacturer billions in fines and forced the company to scale back.

There’s hope these latest talks will persuade one of VW’s brands to become involved as an engine supplier to replace Honda, which will depart at the end of the current season. Although Red Bull will continue to use its power units up until 2025, it hasn’t yet committed to anything beyond that.

The talks will centre on determining what is the best way forward for F1. The base power unit will remain a V6 running eco-fuels, but will likely utilise a larger battery for increased energy recovery. There has also been hints that F1 could look at four-wheel drive, with an electric motor powering the front wheels.

Any film that needed to cover ground as wide as Adolf Hitler being at his parents' wedding, punch-ups at fascist rallies, F1 controversies, the dishing out of $100 million fines and a News of the World sex orgy expose, couldn’t really be anything else.

Yet ‘Mosley: It’s Complicated,’ which is released in cinemas next month, manages to cover the life of former FIA president Max Mosley in a way which not only highlights the convictions that he carried throughout, but also the fascinating conflicts and contradictions that were always with him.

And just as Mosley’s life was not just about one topic or one theme, so too the film does not overemphasise a specific aspect.

It ebbs and flows around the different chapters that Mosley experienced: his upbringing, his father’s politics, the March years, the FISA/FOCA war, the FIA presidency, his road safety push and the battle with the media.

As director/producer Michael Shevloff said: “It's not a F1 movie, just as Max makes a comment in the film when he won a book award for sports for his autobiography and he said: it's not really a sports book.”

Beginning and ending with the fallout of the News of the World scandal that defined the final chapter of Mosley’s life, the foundations of the film are rooted in his road safety push, and in particular his role in creating Euro and Global NCAP safety ratings, which have since saved thousands and thousands of lives.

But while not an F1 movie as such, there is still plenty of F1 in it. Sure, there may not be the kind of dramatic fly-on-the-wall sensational moments that have become the norm with Netflix: Drive to Survive, but the stories of the early days of March or the behind-the-scenes politics of the FISA/FOCA war are fascinating.

Interviews with the late March co-founder Robin Herd, F1's late race director Charlie Whiting, former Autosport editor and F1 commercial guru Ian Phillips, Gerhard Berger, former Williams CEO Adam Parr and former Ferrari and F1/FIA figure Marco Piccinini are all thrown into the mix.

But while the film may not have time to dig deep into some of the F1 controversies that took place under Mosley’s presidency, what it does offer is the insight into his personality and drive – which makes it easier to understand the approach he took to his role as FIA president.

He was someone who especially thrived on winning arguments – which inevitably came as the trigger point for conflict.

Whether it was successfully arguing against a policeman in court who had arrested him over a fight at one of his father’s fascist rallies, or pushing back at F1 teams, or battling car manufacturers who initially railed against the Euro NCAP push before being won over that it could actually help boost car sales.

But that love of conflict, and fighting for what he wanted, always had behind it a sense that Mosley equally loved a bit of cheeky mischief – and that he had a clear sense of humour.

Of the News of the World scandal, he recalls having to tell his wife about the story on the morning it came out, and she initially thinking he had got the paper to print the story itself as a joke.

But while ‘Mosley: It’s complicated’ is not fully devoted to F1, that’s not to say motor racing fans will be disappointed. There are some eye-opening moments too when it covers aspects of the sport’s history.

Mosley’s disdain for former FIA/FISA president Jean-Marie Balestre is clear, and there is his cold-hearted recollection of how he and Ecclestone set about burying the race promoters during the early FOCA years.

The art of negotiation was that if you set a deadline for race hosting fees to be made, just like in a hostage situation, you had to stick with it. “The body has to come out of the door at 11.01 or you lose all credibility,” Mosley says at one point.

He also makes clear that the famous legendary quote of McLaren’s $100 million Spygate fine, where $5 million was supposedly for the offence and $95 million for team boss Ron Dennis being a c**t – was very much Ecclestone’s doing...

There is also an astonishing apology from Ecclestone about the way he abandoned Mosley amid the fallout from the News of the World scandal, rather than backing up his long-term ally to the hilt.

It is perhaps the first time that Ecclestone has been so remorseful over it – saying it is the one thing in life he is ‘ashamed’ of. And it was something that Shevloff only came to realise the significance of when he came to editing the film.

“When you interview Bernie, you sort of come away from it thinking you have an awful interview,” he said. “And then you begin to pull it apart and you realise actually, it's just Bernie, and he has given you lots of really good bits.

“So, in that moment I don't think I really realised that that was such a big moment. We actually put it in the film and maybe I'm just not as inside F1 as other people, but it certainly gets attention and people notice it. He doesn't apologise much.“

The film doesn’t whitewash over some of the darker elements of Mosley’s life either. The reference to Hitler being at his parents’ wedding is there; and there is no shying away from the fact that his own political career never achieved what he hoped it might because of the shadow cast by his father Oswald.

Shevloff is clear that the film could not be one-sided and ignore such aspects if it wanted the audience to better understand who Mosley really was.

“I think if you glossed over them, you wouldn't be able to get to the heart of Max,” he said. “Those are big components of his character and his life, and so I didn't want to shy away from anything. I tried to put all the things in there.

“I respected the work that he did in Global NCAP, so I was really intrigued to find out why there was this continual desire to try and hurt him. But I think it's really important to show those parts, and those parts make people human. If you don't show them, then people will distrust the story.”

The film also exposes the wealth of contradictions that were at the heart of Mosley’s life. For he was a man who thrived in being front of stage but equally loved being able to operate under the radar.

“His character is interesting because again it shows some contradictions and some opposites, and the duality of man as it were," Shevloff explained.

“There are contradictions in a man who was part of the establishment and trying to build things that lived very much in the establishment, but was really anti-establishment, and, I think, really hated authority in some terms and yet embraced it wholly in others.”

Ultimately, for all the impact Mosley made in F1 and in the media landscape as he took on the tabloids, it was almost the unseen side of his work with Global NCAP that proved to be his biggest success – and perhaps the most under the radar one.

Shevloff added: “I don't mean to overstate it, but the thing I find amazing about Global NCAP, and it is what intrigued me about making this movie, was that you could go down into the paddock of people who knew Max for 20 years and they barely knew what Global NCAP was.

“And yet, the statistics that I had read at the time about how many lives it has impacted was staggering. So, it was again this weird contradiction in reputation versus what he was doing.”

The poster for the Mosley film carries the phrase: ‘One life. It’s worth fighting for.’ That perfectly sums him up: both in terms of him as an individual, but also the work he did to save thousands of lives through road safety.

Mosley points out several times Euro NCAP prevented 78,000 deaths in Europe, and even more people from injury. That’s more ‘lives saved than the hopeless politicians’ have done, he says at one point.

For Shevloff, this was the defining aspect of Mosley’s thought process: the impetus to drive the huge numbers of lives saved but knowing how important each individual was.

“He continually quotes, in a positive way, Stalin saying that one life has a meaning, a million lives is a statistic,” he explained. “So, he always, in terms of road safety and all of the things that he was trying to achieve, he did distil it down to one person always.

“I'd like people to enjoy the film and I'd like people to be able to learn about a complicated man. And, perhaps, if there is someone within F1 or within those people that maybe criticise him without knowing why, that they will learn something new. And, if not, simply get to know Max.”

Mosley: It’s Complicated will be in UK Cinemas from 9 July and on Digital Download from 19 July

Red Bull has been warned by the FIA that a repeat of Max Verstappen’s victory celebration burnout as he took the chequered flag at Formula 1’s Styrian Grand Prix will not be tolerated again.

Verstappen was in dominant form at the Red Bull Ring earlier, leading comfortably from pole position and grabbing a victory that extended his lead at the head of F1’s points standings.

As the Dutchman celebrated his victory across the line at the circuit, however, he slowed right by his Red Bull crew on the pitwall and then performed a burn out – leaving tyre tracks on the circuit as he sped away.

But while drivers are allowed to celebrate after the races – and some have even performed donuts in the past – the location of Verstappen’s move did not impress F1 race director Michael Masi.

Being so close to the chequered flag line, Verstappen put himself in close proximity to cars that were arriving at that part of the track at high speed – and that risked an accident if something went wrong.

Speaking after the race, Masi made clear that he was instantly unhappy with what Verstappen did and warned Red Bull that such a thing must not happen again.

Asked if the matter was looked at by race control, Masi said: “Yes I did, as soon as it happened.

“It was not an ideal situation, which is why I spoke to the team immediately and told them accordingly, that it’s something that would not be tolerated in the future.”

Article 43.3 of F1’s Sporting Regulations is clear that any post-race celebrations that drivers do must be done within strict limits.

The rule says that any celebration from the winning driver must be:

a) Performed safely and does not endanger other drivers or any officials.

b) Does not call into question the legality of his car.

c) Does not delay the podium ceremony

Verstappen’s win in the Styrian Grand Prix was his third in four races and comes ahead of a golden chance to repeat his success when F1 races at the same Red Bull Ring venue next weekend.

Several teams have voiced their concerns about clutch use heading into the first running of sprint qualifying at Silverstone – with the possibility of needing to skip practice as a result.

Aston Martin, Alpine and McLaren in particular are worried about the state of their clutches heading into the British Grand Prix weekend, with the change of schedule seemingly set to play havoc with how the car is set up and put together for each session.

After Friday practice, a regular qualifying session will take place on Friday afternoon instead of its traditional Saturday slot, which means the cars will go into Parc Ferme conditions a day earlier than usual. Only very limited parts of the car can be changed in Parc Ferme, and the clutch is not one of them.

As a result, due to the limited capacity of how far the clutches can run on certain cars, some teams may forgo practice running in order to preserve their part – which will in turn have a negative impact on the time the teams can take to set up their car for the weekend.

The 100km sprint qualifying event adds extra running to the weekend, which Aston and Alpine feel may take the clutch beyond its usable life.

“These clutches were built for a different purpose,” said Aston Martin team manager Andy Stevenson, quoted by Auto Motor und Sport. “They need new shims and servicing after 300 kilometres. If we had known before the season what to expect, we would have built different clutches.

“If we have to drive the whole weekend with a clutch without refreshing it, we can’t guarantee if it will last.

“If the FIA doesn’t give in, we might have to skip a practice session. That can’t be in the spirit of the invention.”

So far, the FIA has dismissed requests from these teams to reconsider the regulations surrounding clutch changes for the sprint races, but the pleas have reportedly been swept aside by FIA delegates, who say: “Then just do fewer practice starts.”

Alpine’s head of operations Alan Permane holds a different view to the FIA’s assessment, however, and hopes they will allow fresh clutches to be put on their car to account for their increased usage.

“It has nothing to do with the number of starts,” he said. “It’s simply wear and tear. The clutch is in use all the time. The gear changes are the problem, not the starts.”

Putting a Formula 1 engine in a road car is not an easy job - but it’s not impossible. We’ve seen a number of very decent examples of street-legal vehicles powered by engines made for the world’s fastest and most intense motorsport series. Mercedes-AMG even has a phenomenal factory effort, and if the whole idea inspires you, we have a very interesting proposal for you.

Someone in Bramham, United Kingdom, is selling a 3.5-liter V10 engine that Alfa Romeo built for the Ligier JS33 race car for the 1990 Formula 1 season. Codenamed V1035, the motor was never actually used for racing, though, as the agreement between Ligier and Alfa Romeo failed and the engine never made it to the starting grid. Nevertheless, it was designed and built to the exact specifications of Formula 1 at the time.

It is believed that just about 15 units were assembled and Alfa used at least one of these engines to power the 154 Pro-Car (see the video below) set to enter an F1 supporting Pro-Car racing series. The Italians constructed an Alfa 164 sedan with the V10 engine under the hood but, unfortunately, the series was canceled due to low interest from other manufacturers. The manufacturer made a demonstrational run at the 1988 Monza Grand Prix where the 164 Pro-Car was actually faster than the F1 cars that day.

As far as this particular engine is concerned, it was recently inspected by Alfa Romeo technicians and it’s reportedly in perfect condition. More importantly, it’s been barely used based on the existence of the original cross-hatching in the cylinders. With 620 horsepower (462 kilowatts) on tap, it has more than enough power for your weekend project car.
How much does it cost? You have just two days until the auction’s end and the current price is £4,850 or approximately $6,710 at the current exchange rates. We doubt the winning bid will be anything below $10,000 but even at that price, it’s well worth the money.

Russell sat 10th entering the closing stages of Sunday’s race at the Red Bull Ring, putting him on the cusp of Williams' first points since the 2019 German GP and his maiden score with the team.

But the British driver faced a late attack from Alonso, who recovered from 14th on the grid to enter the fight for 10th with less than 10 laps to go.

Russell managed to keep Alonso behind on a number of occasions at Turn 4, as well as defending from the Alpine driver when they went side-by-side at Turn 6, only to finally be overtaken with five laps remaining.

Russell said after the race that he was glad to have held his own against Alonso, but felt he was powerless to stop the two-time F1 world champion from passing due to the pace difference between the Williams and Alpine.

Alonso has previously spoken highly of Russell, labelling him as a future world champion, and broke into a smile when asked about the fight after the race by Autosport.

"It was very intense, unfortunately for only one point, but it felt like it was the last lap of the championship for us,” Alonso said.

“At one point it was gold for him and for ourselves after starting 14th. It was nice.

“In a way when I saw it was George, I felt a little bit sad the battle had to be with him.

“I think he will have the opportunity to stand on the podium and fight for race wins, I guess in the future, if he goes to Mercedes.

“I enjoyed today. One point starting 14th was not expected, as our simulations this morning, they were a little more pessimistic than P10. I will take the point.”

Alonso’s recovery to 10th marked his fourth consecutive points finish, and came after a frustrating qualifying session that saw the Spaniard lose his final effort in Q2 after hitting traffic in the final sector.

“The pace was very good today in the race,” Alonso said.

“It was not only yesterday that the car was performing well. I think it was also today, so this weekend, for different reasons, we seem more competitive.

“If you start on your real position in qualifying, I think P5 or P6 was possible. And today starting 14th, if you are P11 on lap one or P12 you can still finish P8 or P7, so it was positive to see that.”

Following a summit of major manufacturers – including Mercedes, Ferrari, Renault, Audi and Porsche – at last weekend’s Austrian Grand Prix to discuss the new rules, an outline concept of what F1 should look at was discussed.

And while the specifics will take many months to formulate, Wolff says that F1 is doing the right thing in sticking with turbo hybrid power units that run on fully sustainable fuel.

Speaking at the FIA Conference in Monaco on Monday, Wolff said that there was consensus that F1 could not go back to loud combustion engines.

“The discussion was ‘what are we doing in the future in terms of engine’, because we want to save costs, so we don't want to reinvent the wheel,” he said.

“But we also want to have an engine that is relevant from 2025 to 2030, and we can't be old petrol heads with screaming engines when everybody expects us to be going electric.

“So these engines are still going to be fuelled. We are staying with the current V6 format, but the electric component is going to massively increase.”

F1's current power units feature both an MGU-K and an MGU-H, but there have suggestions the sport may abandon the MGU-H because of its cost and complexity. That would then open the door for a more powerful kinetic component to be used.

One of the core components of the new hybrid generation of engines will be running on sustainable fuels, which car manufacturers believe will be hugely important with cars continuing to use combustion engines for many years to come.

Wolff added: “Why we are staying with the internal combustion engine is that we believe that the fuel is going to be with us for a long time.

“In Europe we may have the ambitious targets of having electrical mobility as part of our daily life by 2030, and I can see at Mercedes how ambitious the targets are, but in the rest of the world, we will have millions of vehicles that would still run on fuel.

“For Mercedes cars itself, we believe that we will have several million vehicles in the world that will still run on fuels. So what we can contribute with our innovation is to help them to develop sustainable fuels: be it biofuels or be it synthetic fuels.

“Our cars will run on 100 percent sustainable fuels by 2025, and this is how we will contribute to the reduction to the world's CO2 emissions.”

Wolff said that there was growing evidence that F1’s innovation in finding sustainable solutions and driving the technology forward was something that was attractive to the younger generation of fans.

“If you look at F1 today and large audiences that follow us, especially the younger audiences, our strongest growing group is the 15 to 35-years-old,” he said.

“I was in Austria this last weekend, it wasn't so great on the track, but it was impressive to see a full house. We had 115,000 spectators. And what I've seen is a younger audience like never before in Formula 1.

“And I believe for these younger audiences, Formula 1, and we made a survey, stands for innovation and high tech. We may be going a little bit away from gladiators.

“But the kids in the younger generation see it as flying fighter jets around the racetrack, so we must never forget that high tech innovation is part of our DNA.”

In the wake of discussions between major manufacturers at last weekend’s Austrian Grand Prix, an outline concept for a future hybrid – featuring more electric power and running on fully sustainable fuel – is being worked on.

Red Bull, which is taking over the Honda engine project next year and will build its own power unit for the new rules era, was part of those discussions in Austria.

Horner thinks that F1 has a golden opportunity to do a much better job with these engine rules than it managed with the current turbo hybrids, which have proved to be expensive, complicated and criticised for being too quiet.

But he thinks it essential that the noise factor is made a key consideration, as spectators need to get some back of the emotion they had from the years of screaming V10 and V8 engines.

“We see that costs of the current engine are extremely prohibitive,” explained Horner.

“It was not thought of when this engine was conceived, and I think there's a fantastic opportunity for what could arguably be the engine for 10 years, when it's introduced, to do something a little bit different.

“I think it has to address the emotion, the sounds, and yes, of course, it has to tick the sustainable boxes.

“But, I think it still needs to be entertaining - otherwise, we should all go and do Formula E.

“Hopefully, the collective minds can come up with something attractive for 2025, or what would be more sensible is do the job properly for 2026.”

Ways to increase the noise from the future power units could include removing the MGU-H system, or increasing the maximum revs and fuel flow so the engines are pushed harder.

With all the current F1 manufacturers, plus outside parties Audi and Porsche, involved in discussions about framing future rules, Horner thinks it vital that as much good input is made to create the best design idea.

“I think it was a constructive dialogue,” said Horner about about the meeting. “It's important we find the right solution, both in cost and product, for the future of F1. So I think all the right stakeholders are involved in that discussion, and it's important to work collectively for the benefit of the sport.”

F1 CEO Stefano Domenicali, who helped chair the meeting in Austria, felt that the meeting was a ‘good step’ in coming up with what was needed for 2025 and beyond.

He confirmed the turbo hybrid idea will definitely be staying.

“Hybrid will be there, of course,” he said. “The focus on the future will be more on the hybridisation of our engine. The fundamentals of all this engine will stay.”

McLaren team principal Andreas Seidl says the team has an agreement in place with Mercedes to borrow a reserve driver should Lando Norris pick up a one-race ban this season.

The Briton sits on 10 penalty points after picking up another two following his contentious battle with Sergio Perez at the Austrian GP. That number will drop to eight before the British GP, however Norris will carry that number until the middle of November as the points count across a rolling 12-month period. In the event Norris is banned, Seidl says McLaren already have a plan in place.

"We have an agreement with Mercedes regarding the reserve drivers," Seidl told RTL.

Stoffel Vandoorne is believed to be the most likely option, having previously driven for McLaren full-time in 2017 and 2018. The other option is Nico Hulkenberg, who could return to the F1 grid in 2022. Either way, Seidl thanks F1 should revisit its point system for penalties.

"It is not reassuring," Seidl added. "There is a fundamental risk.

"It cannot be in the spirit of F1 that a driver has to sit out a race for the kind of incident we saw in Spielberg."

George Russell might leave Williams at the end of the season. The Englishman is in the hot seat of Mercedes who see him as a replacement for Valtteri Bottas. It means that Williams might have to look for a new driver in the coming months.

According to several media, Bottas is high on the list of Williams. Not only did the Finnish driver race at a high level in recent years, but he also gained a lot of experience with other teams. Bottas, therefore, seems to be the ideal driver for Williams to get the most out of the car next season, but according to Lawrence Barretto, there are several candidates.

The reporter of the official website of Formula 1 tells that Williams also have Nico Hülkenberg and Daniil Kvyat on the list as possible replacements. Both drivers are not active in Formula 1 this season but gained enough experience in the past to take their place in the Williams seat.

"I understand that there are several other drivers on the shortlist below Bottas, including ex-Williams driver Nico Hulkenberg and former Red Bull and Toro Rosso/AlphaTauri driver Daniil Kvyat," Lawrence Barretto

Mercedes' decision on Bottas

Mercedes has not made a decision on Bottas' future for the time being. The German formation states that the Finn is doing well, but also seems to be looking at the performance of Russell. Toto Wolff previously stated that the team will make a decision about next season during the summer break.

The iconic name of Alfa Romeo will remain in Formula 1 beyond this season, after the famous Italian marque announced a multi-year agreement with Sauber which will have “yearly assessments”…

Alfa Romeo returned to Formula 1 after a hiatus of more than 30 years in 2018, signing a multi-year technical and commercial partnership with Sauber, before rebranding the team as Alfa Romeo for 2019. They then extended the arrangement for this season.

And on the eve of the British Grand Prix, Sauber and Alfa Romeo said they will continue with the renewal representing “a new exciting chapter in the long and prestigious motorsport history for two brands with an impressive racing heritage”.

The team add they have set “ambitious objectives” for year-on-year development with the new regulations for 2022 providing them with an opportunity to “make a substantial step forward” given the have a “lean and agile” operation and they have already long operated underneath the budget cap, which was introduced this year.

The new arrangement will continue to extend beyond the race track, with Sauber Motorsport and Sauber Technology fusing with the road car side of the Alfa Romeo business.

“We are delighted to be announcing the extension of this partnership. Alfa Romeo have been an incredible companion over the last few years, and we are even more excited about the chapters that are yet to come,” said Alfa Romeo Team Principal Vasseur.

“The new regulations are giving us the chance to make another step forward and I firmly believe we are perfectly placed to make big gains together. We are looking forward to our future together and to keeping moving towards the front of the grid.

“This relationship is also very important for our company as a whole, beyond the track: the work we have done in the automotive world has shown the extent of the technology and manufacturing skills of Sauber Engineering and we are confident we can continue working for Alfa Romeo on new and exciting projects that will shape the future of the car industry.”

Alfa Romeo CEO Jean-Philippe Imparato added: “As an historic Italian automotive brand, Alfa Romeo was born on the racetrack. Today we are proud to continue honoring that racing DNA by placing it at heart of the future of our Brand.

"We are driven by passion and excellence. Formula 1 represents a cutting-edge laboratory for the future electrification of our range, fully coherent with our vision for the coming years. Furthermore, motorsport brings the incomparable global exposure we wish to leverage for a successful future.”

Alfa Romeo, who along with all their rivals signed the new Concorde to race in F1 until at least the end of 2025, currently sit eighth in the constructors’ championship after nine Grands Prix, with Kimi Raikkonen and Antonio Giovinazzi racing for them this season.

The iconic name of Alfa Romeo will remain in Formula 1 beyond this season, after the famous Italian marque announced a multi-year agreement with Sauber which will have “yearly assessments”…