Formula 1's busy 2025 schedule saw the sport return to its European heartland this past weekend. Italy has two races on the calendar this year, and this was the first, the (deep breath) "Formula 1 AWS Gran Premio Del Made in Italy e Dell'Emilia-Romagna," which took place at the scenic and historic (another deep breath) Autodromo Enzo e Dino Ferrari, better known as Imola. It's another of F1's old-school circuits where overtaking is far from easy, particularly when the grid is as closely matched as it is. But Sunday's race was no snoozer, and for a couple of teams, there was a welcome change in form.

Red Bull was one. The team has looked a bit shambolic at times this season, with some wondering whether this change in form was the result of a number of high-profile staff departures toward the end of last season. Things looked pretty bleak during the first of three qualifying sessions, when Yuki Tsunoda got too aggressive with a curb and, rather than finding lap time, found himself in a violent crash that tore all four corners off the car and relegated him to starting the race last from the pit lane.

2025 has also been trying for Ferrari. Italy expects a lot from the red team, and the replacement of Mattia Binotto with Frédéric Vasseur as team principal was supposed to result in Maranello challenging for championships. Signing Lewis Hamilton, a bona fide superstar with seven titles already on his CV, hasn't exactly reduced the amount of pressure on Scuderia Ferrari, either.

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After a brief reprieve, Formula 1's teams were back at it this past weekend at the Miami Grand Prix. It was the first of three stops in the US and five in North America as F1 capitalizes on its current wave of popularity here. The sport evidently believes something is going right—it just announced a contract extension that will see the event remain on the calendar for another 16 years.

The Miami race is among the latest of F1's new breed of Grands Prix. It was originally supposed to be more of a true street circuit like Baku or Singapore or Las Vegas, with a route that crossed over a bridge into South Beach. But the track is laid out around the various parking lots of Miami's Hard Rock Stadium, like a 21st-century version of the early '80s Caesars Palace Grands Prix or the now-defunct Sochi race that wound its way around Vladimir Putin's favorite sea-side theme park.

Ticket prices appear to have come down a little now that the race is in its third year, but the "beach club" and Potemkin marina remain, even if they didn't look particularly busy on any of the overhead shots. Despite what looked like sparse attendance on Friday and Saturday, we're told that 275,000 people attended across the weekend.

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The Formula 1 race in Saudi Arabia last night was the fifth race in six weeks. The latest venue is a temporary street circuit of a breed with Las Vegas. It's a nighttime race set against a backdrop of bright-colored lights and sponsor-clad concrete walls lining the track. Except in Jeddah, many of the corners are blind, and most are very fast. As at Suzuka, qualifying was very important here, with just a few milliseconds making the difference.

Although it's far from the only autocratic petrostate on the F1 calendar, some people remain uncomfortable with F1 racing in Saudi Arabia, given that country's record of human rights abuses. I've not been, nor do I have any plans to attend a race there, but I had my eyes opened to a broader perspective by a couple of very thoughtful pieces written by motorsport journalist and sometime Ars contributor Hazel Southwell, who has attended several races in the kingdom, including as an independent journalist. Feel free to blast the sport in the comments, but do give Hazel's pieces a read.

Fireworks, drones, lasers, floodlights, LEDs... you'd think this was compensating for something. Credit: Clive Mason/Getty Images

Red Bull really doesn’t want next year’s engine rules

Despite a meeting last week that was meant to put the matter to bed, the ongoing saga of changes to next year's powertrain rules just won't go away. From 2026 until 2030, the new powertrains will use a V6 that provides 55 percent of the car's power and an electric hybrid motor that provides the other 45 percent. So that means an F1 car will only be able to make its full 1,000 hp (750 kW) if there's charge in the battery. If the pack is depleted or derates, the car will have just 536 hp (400 kW) from its V6 engine.

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What a difference a week makes. This past weekend, Formula 1 went back to Bahrain, the site of this year's preseason test, for round four of the 2025 season. Last week's race in Japan sent many to sleep, but that was definitely not the case on Sunday. The overtaking was frenetic, the sparks didn't set anything on fire, and the title fight just got that little bit more complicated. It was a heck of a race.

V10s? Not any time soon

Before the racing got underway, the sport got some clarity on future powertrain rules. An ambitious new ruleset goes into effect next year, with an all-new, small-capacity turbocharged V6 engine working together with an electric motor that powers the rear wheels. Just under half the total power comes from the hybrid system, much more than the two hybrid systems on current F1 cars, and developing them is no easy task. Nor is it cheap.

F1 is also moving to supposedly carbon-neutral synthetic fuels next year, and that has prompted some to wonder—increasingly loudly—if instead of the expensive hybrids lasting for four years, maybe they could be replaced with a cheaper non-hybrid engine instead, like a naturally aspirated V10.

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Formula 1 held the third round of its 2025 season at Suzuka in Japan yesterday. The race used to be held toward the end of the calendar, but F1 now visits while the cherry blossoms are blooming, which certainly makes for some good visuals. With a hefty timezone difference between Suzuka and fans in Europe and the US, a difficult decision must be made: Do I stay up all night to watch it live? Let's just say I was glad I did that for qualifying on Friday night—and I was equally glad I slept in the following night and watched the race on Sunday morning.

The circuit at Suzuka is one of the few old-school tracks left on the calendar. Along with places like Monaco, Catalyunya, and Spa-Francorchamps, it's a real driver's track; anyone who's played it in Forza, Gran Turismo, or the racing franchise of your choice will know what I mean. The first corner is flat after a long straight. The left-right-left-right of turns 3–7 might be the best set of esses on any track in the world. It even crosses over itself in a figure-eight.

Like Spa, though, some bits have become less of a challenge for modern F1 cars with their immense amounts of power and grip. 130R used to be a test of nerve, but now the cars barely notice it as a corner.

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Honda's motorsport division must be doing some spring cleaning. Today, the Honda Racing Corporation announced that it's getting into the memorabilia business, offering up parts and even whole vehicles for fans and collectors. And to kick things off, it's going to auction some components from the RA100E V10 engines that powered the McLaren Honda MP4/5Bs of Ayrton Senna and Gerhard Berger to both F1 titles in 1990.

"We aim to make this a valuable business that allows fans who love F1, MotoGP and various other races to share in the history of Honda's challenges in racing since the 1950s," said Koi Watanabe, president of HRC, "including our fans to own a part of Honda's racing history is not intended to be a one-time endeavor, but rather a continuous business that we will nurture and grow."

The bits from Senna's and Berger's V10s will go up for auction at Monterey Car Week later this year, and the lots will include some of the parts seen in the photo above: cam covers, camshafts, pistons, and conrods, with a certificate of authenticity and a display case. And HRC is going through its collections to see what else it might part with, including "heritage machines and parts" from IndyCar, and "significant racing motorcycles."

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Formula 1's four-wheeled circus got underway this past weekend in Melbourne, Australia. Held on the roads around a lake in Albert Park, the track is one of F1's trickier challenges, made more so on Sunday thanks to rain that eased off before the start of the race, only to return with a vengeance a dozen or so laps before the end. It proved to be a tough day for four of the sport's six new drivers, as well as some more well-known names, and it gave us a clearer idea of the pecking order between the teams, at least for now.

True F1 junkies were probably following the preseason test earlier this month in Bahrain, as the sport now helpfully shows those three days of running on its streaming platform. But those devoted enough to watch the cars circulate for hours with nothing on the line also know you shouldn't read too much into a preseason test, especially one held at a circuit that is unrepresentative of most of the others that F1 visits—and in unseasonably cold weather, to boot.

Little has changed in the way of the technical regulations between the end of last year and the start of this one, other than an increasing scrutiny on the front and rear wings' ability to flex when they're not supposed to. Flexing or deflecting under load at opportune times reduces the drag and allows a car to go a little faster in a straight line for the same amount of power, giving that car an unfair advantage.

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High-revving naturally aspirated engines and their associated screaming soundtracks might be on their way back to Formula 1. Not with next year's rule changes—that will see even bigger lithium-ion batteries and an even more powerful electric motor, paired with a turbocharged V6. But the sport is starting to think more seriously about the technical rules that will go into effect in 2030, and in an Instagram post yesterday, the man in charge of those rules signaled that he's open to cars that might be louder, lighter, and less complicated.

Mohammed Ben Sulayem's tenure as president of the Federation Internationale de l'Automobile has been packed with controversy. The former rally driver has alienated many F1 drivers with clampdowns on jewelry and, most recently, swearing, as well as a refusal to explain what happens to the money the FIA collects as fines.

He also ruffled feathers when the FIA opened up the entry process for new teams into the sport and then approved an entry by Andretti Global. While the FIA said yes, the commercial side (which is owned by Liberty Media) and the teams wanted nothing to do with an 11th team—at least until the $200 million anti-dilution fee was more than doubled and Michael Andretti stepped aside.

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The Mercedes-AMG Petronas team is buying 5,500 metric tons worth of carbon credits from Chestnut Carbon.

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The United States will have a second team competing in Formula 1 from 2026, when Cadillac Formula 1 will join the sport as its 11th team. The result is a complete 180 for the sport's owner, which was highly resistant to the initial bid, first announced at the beginning of 2023.

"As the pinnacle of motorsports, F1 demands boundary-pushing innovation and excellence. It's an honor for General Motors and Cadillac to join the world's premier racing series, and we're committed to competing with passion and integrity to elevate the sport for race fans around the world," said GM President Mark Reuss. "This is a global stage for us to demonstrate GM's engineering expertise and technology leadership at an entirely new level."

Team first, engines later

We will have to wait until 2028 to see that full engineering potential on display. Even with the incoming changes to the technical regulations, it's far more than the work of a minute to develop a new F1 hybrid powertrain, let alone a competitive package. Audi has been working on its F1 powertrain since at least 2023, as has Red Bull, which decided to make its internal combustion engine in-house, like Ferrari or Mercedes, with partner Ford providing the electrification.

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