Coronation Street legend and Loose Women star Sue Cleaver addresses the ‘depressing’ talk of co-star feuds, as well as her Corrie exit and search for new horizons

Sue has a strong opinion on all the talk of the Loose Women ‘feuds'(Image: Ken McKay/ITV/REX/Shutterstock)

Sue Cleaver is looking forward to a summer of countryside strolls and new experiences after walking out of Weatherfield for the final time. The Hertfordshire-born actress’s final scenes as Coronation Street ’s Eileen Grimshaw aired on 6 June and, as she’s quick to tell Love Sunday during our exclusive chat, she is very much about “embracing change and living fearlessly”.

Now 61, and after 25 years on Corrie , the Loose Women regular is on a mission to learn – or to be more specific, learn about herself. “I’ve made massive decisions to reinvent myself and embrace change. This is the time of life when society wants you to just go away quietly,” says Sue.

Sue was part of the Coronation Street cast for an incredible 25 years(Image: ITV)

She continues, “But this is the period, for a lot of women who have put themselves second – because they’ve brought up families, had mortgages, etcetera – when we hit an age and think, ‘What now? Who am I?’

“Everything I’ve done in the last year has been about reinvention and discovery. I’d like to say I’m one of life’s learners, and I never stop learning. I’m just getting really interested in me, and challenging all the beliefs I had about myself.”

Her next professional reinvention will be from screen to stage, as she takes on a new role in Theatr Clwyd and Bolton Octagon’s co-production of Snake In The Grass later this summer. It’s especially exciting, she explains, because it’s a “full circle” moment.

“The Octagon Theatre in Bolton is where I got my first equity card. I must’ve been in eight or nine plays there. So to be going back there at this stage in my life feels sort of full circle, it’s quite lovely.”

Sue is a regular on the daily ITV panel show(Image: Ken McKay/ITV/REX/Shutterstock)

Of course, we also see the star as an occasional panellist on Loose Women , which is set for some big changes – including losing the studio audience – come January, amid a raft of ITV cuts.

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“I love that show. It’s brilliant. I’ve known all the girls for years, so, yeah,” she says, when we ask if she’s hoping for more appearances now that her work calendar is less full. And what of the speculation about women at war and in-fighting?

“They always like to say ‘catfights’, but they only say that about women, don’t they? They wouldn’t dream of saying that when it’s blokes presenting something. Actually we’re very tight. But it happens a lot when Denise [Welch] and I are on together.

“We’ve known each other for 25 years – we’re close friends and have a sort of shorthand in the way we communicate. The press will say ‘massive fallout’, but I’ve never fallen out with Denise in my life! It’s quite awful, we’ve still got so far to go that it’s depressing.”

Sue says she finds the talk of the Loose Women feuding depressing(Image: Ken McKay/ITV/REX/Shutterstock)

Off-screen, Sue’s been fighting her own quiet health battle. She has lived with Type 2 diabetes for 29 years, and describes its effect on her as running “a mental marathon, every single day”.

In the last three years, she’s relieved some of the mental load by wearing a Dexcom Continuous Glucose Monitor, which provides automatic glucose readings without the need for a finger prick.

“I can’t explain the mental fatigue you get, it’s like an app running in the background of your brain, a constant noise of ‘What’s my sugar? Did I take my meds? What can I eat to avoid a spike?’

“It’s like constant brain drain from making decisions, and the stress affects people because, unlike a diet, diabetes management is lifelong and that decision fatigue manifests in skipped medications and poor food choices. It’s not about being lazy, people get totally overwhelmed and I really relate to that.”

Sue says access to accurate readings taken every few minutes means she doesn’t have to constantly debate her eating habits and activity levels.

She also praises recent Race Across The World competitor, teenager Fin Gough, who was diagnosed with Type 1 diabetes aged 11 and navigated his way from northeastern China to southern India with girlfriend Sioned Cray.

Fin took part in Race Across the World with a CGM to manage his diabetes(Image: BBC/Studio Lambert)

“One of the biggest things for me was when I was about to do a live performance, go on a chat show or on stage, the inner stress and cortisol running through my body would have an impact on my sugars. So, I’d be thinking, ‘God, are my sugar levels enough to get me through this without having a hypo [hypoglycemic event]?’

“I’d have to get out my blood test kit and check I was going to be able to get through the first half without having to top up. That noise is dialled down now. I can get on with what I’m supposed to be doing.”

Another unwelcome side effect of her diabetes – and also of being on television – has been the spotlight on her appearance, more specifically, her weight. Sue has become the subject of many “body transformation” headlines, especially in recent years, as she lost significant weight.

What does she make of all the talk? “I tend to refuse to get involved in those conversations because I don’t like anybody to look to me for advice. The reality is I was very ill a few years ago, it’s had huge ramifications on my body and I’ve made huge changes in my life.

“I gave up drinking for two years, I try to go to the gym every day during the week, I’ve changed how I view the world. I always thought I hated the gym – then I realised that was just a thought. I don’t hate the gym, I just thought I did.”

Sue has a theory; that fear is the biggest barrier to change, which is why she’s “very much about living fearlessly”.

One of her greatest demonstrations of this was agreeing to take part in the 22nd series of I’m A  Celebrity in 2022, with Boy George, Matt Hancock, Mike Tindall and eventual winner, Jill Scott.

Sue finally said yes to joining the jungle(Image: ITV/REX/Shutterstock)

“I’d been asked several times and always said no,” she laughs. “Then I thought, ‘Why am I saying no?’ And my reason was fear. I was terrified. I decided that wasn’t a good enough excuse.

“And when I got there, I couldn’t believe I might’ve missed it because I was frightened of taking a chance. I had the best experience and I’m thrilled I did it. There were great people in the group, we bonded really well and we all behaved like grown-ups.”

Now, one could argue that leaving Coronation Street after a quarter of a century was a huge decision – but it’s one she’s equally pleased about.

Unusually, although maybe not surprising given her status as a Weatherfield legend, Sue was invited to be involved in the conversations about Eileen’s exit, which essentially started with a question of life or death.

“They said, ‘What kind of exit would you like? Dramatic? Do you want a final death?’ And I said I didn’t. I said I really wanted Eileen’s son, Jason, to come back, and for it to mirror what I’m doing in my own life. For Eileen to get out there, live fearlessly, live bravely.”

Sue didn’t want a grisly end, so Eileen left the Cobbles for bigger and better things(Image: ITV)

She filmed her final scenes with her on-screen son Ryan Thomas at the end of May and after a post-work celebratory meal with cast and crew, bid her final farewell to the Manchester set the following day.

An early train to London, she explains, meant she didn’t have time to sit and mope, and with her husband Brian Owen still working behind-the-scenes on the show, it’s certainly not a permanent goodbye.

“That show’s always been about the people, the sense of family and community, and I don’t feel I’ve lost that. I had absolutely no doubt I was doing the right thing, and I’m not somebody who dwells on the past. Past thoughts are dead thoughts, I try to live in the present and enjoy every single moment.”

Within hours, hashtags like #StandWithRylan and #YoureNotAloneRylan swept through social media, as thousands of people sent him words of encouragement. One fan wrote that Rylan had “given us years of joy — now it’s our turn to give that back,” while another reminded, “Behind the smile, he’s human. Stay strong, Rylan — we love you.”

Celebrities have joined the chorus of support too. Rob Rinder called him “a man of resilience and kindness who deserves the world’s support,” and Strictly Come Dancing’s Giovanni Pernice shared a heartfelt message: “Brother, you’ve carried so many others. Let us carry you now.”

Despite facing public scrutiny — including backlash over his comments on This Morning — Rylan remains one of the most sought-after names in British entertainment. Insiders from both the BBC and Channel 4 revealed that producers continue to see him as “a face of honesty and connection” in television.

Rylan has long been open about heartbreak, mental health struggles, and the pressures of fame — the very honesty that has made audiences love him. As one media analyst put it: “People don’t just watch Rylan — they feel connected to him. That’s why the words ‘You’re not alone’ strike such a deep chord.”

Those close to Rylan say the immense wave of love has moved him to tears and reignited his determination to keep going. One fan summed up the sentiment perfectly: “He’s lifted us with joy for years. Now it’s our turn to lift him. Rylan, you’re not alone — not today, not ever.”

Strictly Come Dancing‘s Ellie Goldstein has revealed she is dancing to K-Pop Demon Hunters’ biggest hit this weekend.

Model and actress Ellie and her professional partner, Vito Coppola, have been given the smash-hit tune Golden for their next dance.

It comes just a week after social media star George Clarke and Alexis Warr performed a Couple’s Choice to K-Pop Demon Hunters’ Soda Pop. And viewers have expressed concerns for Ellie over the decision to dance another K-Pop Couple’s Choice so soon after George and Alexis’…
Ellie Goldstein is dancing to K-Pop Demon Hunters’ biggest hit on Strictly Come Dancing this weekend (Credit: BBC)

Strictly Come Dancing: Ellie’s K-Pop Demon Hunters reveal

Ellie and Vito revealed their song choice on Monday night’s Strictly: It Takes Two (October 13). As Golden began playing in the studio, the pair danced in their seats.

Host Fleur East then asked for a sneak peek at their routine. The only trouble was, Ellie began giving too much away and Vito had to step in!

Vito told Fleur: “It’s going to be an Ellie celebration. We are going to celebrate Ellie. Can we give away some steps?” Vito and Ellie then proceeded to show Fleur their ‘Snake Step’ and our ‘Peacock Step’. But as Ellie continued showing more movements with her arms, Vito wrapped his own arms around her and said: “No, we don’t want to give it away all the choreography!”

Ellie then told Fleur they have some “twerking moments”, before standing up and proceeding to twerk. Vito exclaimed: “We don’t want to give it away!” Ellie added: “It’s not a spoiler, just a dance move that I know!”

More K-Pop Demon Hunters?!

However, Strictly fans expressed their worries for Ellie, sharing concerns that her Couple’s Choice will be directly compared to George’s, given that she too is dancing to a K-Pop Demon Hunters song. One said: “Two K-Pop songs is a row is a massive risk.”

Others complained that the BBC needs to stop pushing the film on the show…

“Two weeks running now a Couple’s Choice has been done to this K-Pop Demons Hunters thing (which alot of people don’t know). #Strictly needs to stop trying to push it down our throats,” said one. “Maybe they should just rename Couple’s Choice K-Pop Demon Hunters,” said another.

“I’m sorry but why are we having Couple’s Choices to songs from K-Pop Demon Hunters two weeks running?” another asked. “Wait so Ellie and Vito are doing a Couple’s Choice to a K-Pop Demon Hunters song the week after george and alexis did Couple’s Choice to K-Pop Demon Hunters?!” said another.
Vito had to stop Ellie from revealing too much of their Couples’ Choice dance (Credit: BBC)

Ellie’s top score yet

Last Saturday, Ellie and Vito took on a Samba. Their dance was inspired by the Barbie Movie and they received their best score yet. They finished the leaderboard with 27 points, which placed them eighth from the top out of 13. Ellie said: “We cannot believe it!” Vito added: “We were pinching ourselves.”

When asked how much more they have to give, Vito added: “There is so much potential. We are working on so many skills Ellie has.” He added: “We are hiding some of it. We want to slowly, slowly give…but not too much away. We are like a blossoming flower and slowly showing out beautiful colours.”

Stefan confirms his return

Monday’s Strictly: It Takes Two also featured an appearance from Stefan Dennis and his pro partner, Dianne Buswell. Stefan was forced to pull out of Movie Week after falling ill. But he has now confirmed he will be back in the ballroom this Saturday.

The Neighbours legend told viewers in a video message: “We’re back in the training room and, if all goes well – which it will – I’m going to be back on the floor with the lovely Dianne this Saturday. I’m looking forward to it.”

Stefan and Dianne confirmed they will be doing the Charleston, but they did not reveal their song choice.

FOUR iconic Strictly celebrities will return to the show for a spectacular Blackpool group dance next week.

Former Strictly champion and The Wanted star Jay McGuiness, 35, will be returning to the dancefloor, 10 years after he lifted the Glitterball Trophy.

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Strictly welcomes back FOUR iconic celebrities to the show next weekCredit: PA
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The iconic stars will return to the show for a spectacular Blackpool group danceCredit: Getty
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Strictly champ Jay McGuiness will return to the dancefloorCredit: PA
While not one but THREE finalists will also be making a comeback.

Pussycat Dolls singer Ashley Roberts, ex-Hollyoaks’ Danny Mac and former Waterloo Road star Layton Williams will join forces with the Strictly pros for a dazzling routine at The Blackpool Tower Ballroom.

It will see them each revisit one of their most famous Strictly moments.

Jay McGuiness was crowned Strictly champion in 2015, with Danny Mac and Ashley Roberts reaching the finals of their Strictly series in 2016 and 2018 respectively, and Layton becoming a Strictly finalist most recently, in 2023.

All four danced in Blackpool as part of their series.

The new routine will feature elements of Jay and Ashley’s iconic Jives, Danny’s famous Samba, and Layton’s showstopping Quickstep.

Strictly Come Dancing‘s 2025 Blackpool specials will air on the weekend of 22-23 November.

Blackpool’s Saturday live show will open with a huge performance from Steps of their biggest hits, accompanied by the pros, celebrities and the four judges.

The returning finalists’ routine, choreographed by Jason Gilkinson, will air as part of Blackpool’s Sunday results show, which will also feature a very special performance from Lewis Capaldi.

On returning to Strictly, Ashley Roberts said: “I’m so excited and grateful to be back on the shiny floor in Blackpool again. Nearly a decade later, let’s see if these jive legs can still do their thing! Sequins always help, I’m sure.”

Danny Mac shared: “Dancing in Blackpool was an absolute highlight of my time on Strictly. To be heading back up to The Tower Ballroom once again is as thrilling as it is terrifying, but I can’t wait to be reunited with all the wonderful people who make this show.”

Jay McGuiness said: “I feel extremely lucky to be part of the Strictly alumni that are going to shake our booties again. I’m ready to have some fun with the old gang and the new gang.”

Layton Williams added: “I’m absolutely buzzing to be back on THE most iconic dance floor there is. Blackpool brings back so many fab memories and it’s a true honour to be invited back… Let’s hope I’ve still got it, eh?!”

Strictly Come Dancing continues this weekend on BBC One and BBC iPlayer, where the eight remaining couples will fight for their place in Blackpool.

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Layton Williams is also set to dazzle on the dancefloor once againCredit: PA
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Ex-Hollyoaks’ Danny Mac will also be returningCredit: PA
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Pussycat Dolls singer Ashley Roberts will be performing in the group numberCredit: PA

THE MAN WHO MAKES BRITAIN LAUGH
Every evening, millions of viewers switch on The Chase for one reason — Bradley Walsh.

His warmth, his mischief, his unstoppable laughter — they’ve made him a national treasure. He’s the man who can turn a simple quiz question into a comedy routine, the TV host whose laugh feels like a hug from a friend

But behind that laugh is a truth few have ever seen: a man fighting a relentless, private battle with pain.

And now, that secret has quietly surfaced — not from Bradley himself, but from someone who loves him most.

“Dad’s condition is really bad,” his son confessed. “He hides it from the cameras… but not from me.”

BEHIND THE SMILE — A DAILY BATTLE
To the public, Bradley Walsh is unstoppable — always smiling, always shining. But off-screen, he has been living with blepharitis, a chronic eye condition that causes constant burning, swelling, and pain.

What fans thought was tiredness or age has, in truth, been years of silent suffering.

“People don’t realise how much he endures,” his son revealed. “He takes medication every day. If he misses even one dose, the swelling gets so bad he can barely open his eyes.”

And yet, every morning, he wakes up, takes his medicine, and walks onto the studio floor — ready to make Britain laugh.

“HE COMES HOME, RUBS HIS EYES… AND SAYS NOTHING”
Behind the laughter lies a man of quiet endurance.

“He comes home late,” his son shared. “He sits down, rubs his eyes, and tries to hide the pain. Then he’ll joke, ‘Not bad for an old bloke falling apart, eh?’ Everyone laughs — but I can see how much it hurts.”

To millions, he’s the life of the show. To his family, he’s the man who keeps smiling through agony — not for fame, but out of love for his audience.

“He’s old-school,” an ITV colleague explained. “He believes the show must go on. Pain, age, exhaustion — none of it stops him. That’s Bradley.”

THE HEART OF A WORKING-CLASS HERO
Born in Watford, Bradley grew up in a modest home. Before fame, he was a footballer, then a factory worker, before finding his calling in comedy. Every laugh he earned came from grit, not glamour.

“He’s proud,” his son said. “He never wants pity. He just wants to make people smile. He always says, ‘There are worse things in the world, son. I’m lucky.’”

Doctors have warned that surgery may soon be needed, but he shrugs it off.

“We’ll cross that bridge when we get to it,” he tells friends, ever the optimist.

“HE REFUSES TO LET THE PAIN WIN”
For years, colleagues have noticed the signs.

“Some days, his eyes were red and sore under the lights,” one crew member recalled. “We’d ask if he was okay, and he’d laugh — ‘Bit tired, mate!’ Then he’d step in front of the camera and light up the room.”

That resilience — that refusal to let pain define him — has become his signature.

“He doesn’t want people to feel sorry for him,” another insider said. “He wants to be remembered for the joy he gives, not the pain he hides.”

And thanks to his son’s quiet confession, the world now sees that joy in a new light.

“HE’S MY HERO — EVEN WHEN HE CAN BARELY SEE”
Perhaps the most touching words came from his son:

“He’s my hero. Even when he’s in pain, he still makes everyone laugh. I’ve watched him sit there with ice on his eyes before filming — then walk out and give 100%. He’s tougher than anyone realises.”

The family’s love for him runs deep — part pride, part heartbreak.

“He’d rather suffer in silence than make anyone worry,” his son admitted. “He hides it from the world, but not from us.”

A NATION’S OUTPOURING OF LOVE
Since the revelation, fans have flooded social media with messages of support.

“Bradley Walsh has given us years of laughter — now it’s our turn to send love back,” one fan wrote.
“He makes millions smile through pain — that’s real courage,” another said.

Celebrities have also reached out privately. Lorraine Kelly, Ruth Langsford, and Eamonn Holmes sent heartfelt messages, calling him “the kindest man in television.”

Even his Chasers co-stars shared tributes. Mark Labbett — “The Beast” — wrote, “You’re the heart of the show, mate. Don’t push yourself too hard.”

A FATHER’S LOVE, A SON’S FAITH
Their father-son bond has always been adored — especially through their travel series Breaking Dad. But now, fans see something deeper: two men bound by laughter, strength, and love.

“Dad doesn’t realise how much he inspires people,” his son said softly. “He shows up, even when it hurts. That’s what strength really looks like.”

“I tell him I’m proud,” he added. “He’ll just laugh and say, ‘Don’t get soppy, boy.’ But I know he feels it.”

THE FEAR HE WON’T ADMIT
Behind closed doors, though, there’s fear.

“He worries he won’t be able to keep doing what he loves,” his son revealed. “He’s scared one day his eyes won’t let him continue — but he never says it out loud.”

Doctors warn he needs rest. But rest, for Bradley, means simply less work — never none.

“His idea of slowing down is doing two shows instead of three,” one friend joked. “He’s unstoppable.”

BRITAIN’S GENTLE GIANT
Bradley Walsh isn’t just a presenter — he’s a reminder of what it means to be human.

He’s humble. He’s kind. And he’s quietly enduring more than most people know — not out of pride, but out of love for others.

“He always says humour is healing,” one producer said. “And maybe it’s true — because he never stops laughing, no matter how much it hurts.”

That laughter, once seen as entertainment, now feels like something sacred — a symbol of strength wrapped in warmth.

THE SHOW GOES ON
When filming ends and the studio empties, Bradley often lingers a moment — rubbing his eyes before standing up.

Someone will call, “Great show, Brad!”
He’ll grin, reply, “Not bad for a bloke falling apart!” — and everyone bursts out laughing.

It’s classic Bradley: turning pain into punchlines, hardship into heart.

Because for him, laughter isn’t just his job.
It’s his way of fighting back.

“HE HIDES IT FROM THE CAMERAS… BUT NOT FROM ME.”
Those words, spoken quietly by his son, have now become a national echo — a reminder that even the brightest smiles can hide the deepest struggles.

To the world, he’s an entertainer.
To his family, he’s a fighter.
To all of us, he’s proof that courage doesn’t always roar — sometimes, it simply smiles.

The 2025 Formula 1 season may have officially concluded, but the real drama was just beginning behind the closed doors of the Yas Marina Circuit garages. While the paddock exhaled a collective sigh of relief and nostalgia, Ferrari was quietly conducting a post-season test that was anything but routine. What was billed publicly as a standard session to test Pirelli’s 2026 tire compounds was, in reality, a covert operation to validate a theory that Lewis Hamilton had been screaming about for months.

The results? A stunning vindication for the seven-time world champion and a sobering reality check for the Prancing Horse.

The “Ghost” in the Machine

For the better part of the season, Lewis Hamilton had been reporting a series of bizarre anomalies in the SF25’s behavior. He described them as “imperceptible sensations”—intermittent vibrations, sudden instability in high-speed corners, and a mysterious loss of rear load that followed no logical pattern. To a layman, these might sound like standard gripes, but for a driver with Hamilton’s surgical precision, they were alarm bells.

However, the response from inside Maranello was one of skepticism. Engineers pointed to the simulator data, which showed nothing out of the ordinary. They suggested Hamilton simply needed to adjust his driving style to the new car. It was a classic case of gaslighting in high-performance engineering: believing the computer over the human.

But Hamilton refused to back down. Internally, he was convinced that the problem was not him. And in Abu Dhabi, he finally got his proof.

The Experimental “Mule”

Ferrari arrived at the post-season test with a “mule” car—an experimental version of the SF25 that had been deeply revised in key areas of the chassis and flat bottom. The goal was to cross-reference data from the race cars against this new experimental baseline under controlled conditions.

When the engineers analyzed the airflow and structural micro-vibrations, the room went silent. They found a “physical incongruity” between the sensors and the driver’s feedback. The discrepancy was real, measurable, and dangerous.

The technical diagnosis is complex but terrifying for any driver. The SF25 suffered from an intermittent interruption of laminar airflow under the flat bottom. In specific circumstances—such as long high-speed corners or elevation changes causing rear-end compression—the “ground effect seal” would break for a fraction of a second.

In layman’s terms? The car literally stopped sticking to the track for thousandths of a second. It was a structural failure masked by an overly sensitive aerodynamic architecture. No wind tunnel had replicated it, and no standard simulation had caught it. But Hamilton had felt it from day one.

Hamilton’s Cold Vindication

The atmosphere in the garage shifted instantly from relaxed to urgent. Witnesses reported that Lewis’s face did not show anger but rather a mixture of resignation and certainty. There was no “I told you so.” There didn’t need to be. The data maps showing pressure fluctuations and lateral acceleration spikes were the only apology necessary.

For Hamilton, this wasn’t about revenge; it was about validation. Every moment of doubt, every scary corner entry where the car felt “dead,” was now scientifically explained. His reputation as a technical leader within the team has skyrocketed, his voice now carrying the undeniable weight of evidence.

Leclerc’s Shock and Awakening

If Hamilton felt vindicated, Charles Leclerc felt shell-shocked. The Monegasque driver was called into a private meeting in Maranello to review the findings. What he saw was an “emotional mirror” of his own season.

Leclerc had spent months internalizing the car’s erratic behavior, blaming his own driving or setup choices for the inconsistencies. When he saw the graphs overlapping Hamilton’s data with his own, the realization hit home: the car was broken from its base.

The report states that he understood that many of the inconsistencies he had felt on the track had not been the fault of his driving errors. While this absolves him of blame, it also leaves a bitter aftertaste. Leclerc had carried the emotional weight of the team’s struggles, only to find out the machinery was fundamentally compromised.

A Race Against Time

Now, Ferrari faces a nightmare scenario: they must redesign the car without ruining their timeline for the next season. The fix isn’t simple. It involves a complete overhaul of the subfloor, diffuser, and potentially the rear suspension geometry to ensure the aerodynamic flow remains stable.

Hamilton, empowered by the discovery, is already working directly with engineers on the alternative SF25 spec, which aims to debut as early as the Imola Grand Prix. But the damage to trust may take longer to repair.

Ferrari must now prove two things: that they can build a fast car, and perhaps more importantly, that they can learn to trust the pilots who risk their lives driving them.

As the paddock lights go out in Abu Dhabi for the final time this year, one thing is clear: The data might be king in modern Formula 1, but the driver is still the heart of the machine. And you ignore Lewis Hamilton at your own peril.

Formula 1 is often perceived through the lens of its drivers—the gladiators who wrestle high-tech machinery at breakneck speeds. However, the true stage for this drama is the asphalt itself. Over the past 75 years, the sport has traversed the globe, laying down rubber on 77 different circuits in 34 countries. From the windswept airfields of England to the neon-soaked streets of Las Vegas, the evolution of the Formula 1 racetrack is a saga of ambition, tragedy, political maneuvering, and engineering marvels.

The history of these circuits is not merely a list of locations; it is a mirror reflecting the changing face of the world and the sport’s desperate struggle to balance the spectacle of speed with the sanctity of human life. To understand F1, one must understand the pavement it drives on.

The Era of the Road Warriors and Death Traps

In the beginning, there were no “racetracks” as we know them today. The inaugural 1950 season relied heavily on public roads closed off for the weekend, creating venues that were as breathtaking as they were homicidal. The “Green Hell” of the Nürburgring Nordschleife in Germany stands as the ultimate testament to this era. Stretching over 14 miles through the Eifel mountains, it was less a circuit and more a endurance test of survival, claiming dozens of lives before safety concerns finally forced its removal from the calendar in 1976 following Niki Lauda’s fiery near-fatal crash.

Similarly, the original Spa-Francorchamps in Belgium was a terrifying 9-mile triangular blast through public villages, where telegraph poles and barns served as the track limits. It was a time when safety barriers were non-existent, and a mistake often meant colliding with a house or plummeting into a ravine. This raw, unfiltered danger defined the sport’s early identity, creating legends out of those brave—or mad—enough to push the limits.

Across the border in France, the Reims-Gueux circuit utilized long country straights, creating slipstream battles that are the stuff of legend. Today, the preserved pit buildings of Reims stand as ghostly monuments to a bygone era, silent witnesses to the speed and fury that once roared past their crumbling facades.

The Shift to Safety and the Rise of the Autodrome

As the death toll mounted in the 1960s and 70s, the sport began an awkward transition. The primitive road courses were slowly replaced or heavily modified. The majestic but lethal 16-mile Pescara circuit, the longest in F1 history, vanished. In their place came purpose-built facilities like Paul Ricard in France, which introduced the concept of extensive runoff areas.

However, this transition was not without its failures. The sheer desperation to tap into the American market led to some of the most bizarre venues in history. The Caesar’s Palace Grand Prix in Las Vegas remains a punchline in motorsport circles—a repetitive, physically grueling track laid out in the parking lot of a hotel. It was a far cry from the glamour of Monaco, yet it highlighted the commercial thirst that was beginning to drive the sport’s expansion.

This era also saw the birth of iconic tracks that balanced challenge with safety. Suzuka in Japan, designed by John Hugenholtz originally as a Honda test track, gifted the world its unique figure-eight layout. It became the site of legendary duels, most notably the collision between Ayrton Senna and Alain Prost, cementing its status as a driver favorite. Meanwhile, Interlagos in Brazil provided a chaotic, undulating stage for local heroes like Senna to showcase their brilliance amidst torrential tropical downpours.

The Tilke Revolution and the Billion-Dollar White Elephants

The turn of the millennium ushered in the age of Hermann Tilke, the German engineer commissioned to design the vast majority of modern F1 circuits. Beginning with Sepang in Malaysia, Tilke introduced a new philosophy: wide tracks, massive grandstands, and technical corners designed to encourage overtaking.

While Sepang and the Bahrain International Circuit were successes, bringing F1 to new regions in the Middle East and Asia, the “Tilke Era” also produced colossal failures. The Korea International Circuit, built 200 miles from Seoul in a swampy industrial area, was meant to anchor a new city that never materialized. It hosted just four rain-soaked, sparsely attended races before being abandoned to the elements.

Similarly, the Buddh International Circuit in India was a masterpiece of design that fell victim to bureaucracy. Despite being loved by drivers for its elevation changes and flow, a tax dispute with the local government—who classified F1 as “entertainment” rather than “sport”—strangled the event after just three years. These “White Elephants” serve as cautionary tales of what happens when ambition outstrips reality, leaving behind billion-dollar strips of tarmac that now host little more than track days and weeds.

The Modern Street Fight

In recent years, Formula 1 has circled back to its roots, but with a twist. The sport has aggressively pivoted towards street circuits, not on rural roads, but in the heart of global metropolises. The Baku City Circuit in Azerbaijan proved that modern street tracks could offer insane speeds, with a 2.2km straight that sees cars topping 220mph before diving into the tightest, medieval castle section on the calendar.

This philosophy reached its zenith—or perhaps its nadir, depending on your perspective—with the Jeddah Corniche Circuit in Saudi Arabia. Marketed as the “fastest street circuit in the world,” it is a dizzying, wall-lined tunnel of speed that has drawn sharp criticism for its danger. It represents the modern ethos of F1: high risk, high speed, and high dollar, set against the backdrop of glittering skylines.

The culmination of this journey is the return to Las Vegas in 2023. Unlike the parking lot of the 80s, the new Las Vegas Strip Circuit utilizes the famous boulevard itself. It is a spectacle of pure entertainment, prioritizing the show as much as the racing. It marks the complete transformation of the circuit from a mere sporting venue to a global entertainment hub.

A Legacy Written in Asphalt

From the banked concrete of Monza to the sterile runoff of Paul Ricard, and from the dusty heat of Dallas to the rainy gloom of Spa, these 77 circuits tell the story of a sport constantly reinventing itself. They are the silent partners in every championship won and lost.

While fans may mourn the loss of the historic road courses, the evolution of track design has undoubtedly saved countless lives. Yet, the sterile perfection of some modern tracks often leaves enthusiasts yearning for the character and unforgiving nature of the past. As Formula 1 continues to expand into new territories, the balance between heritage, safety, and spectacle will continue to shift. But one thing remains certain: whether it’s a dusty airfield or a neon-lit street, as long as there is asphalt, there will be racers willing to conquer it.

The roar of a Formula 1 engine is the sound of money—unimaginable, staggering amounts of money. When the lights go out on Sunday, we watch twenty of the world’s most elite athletes battle for glory, fueled by budgets that could run small nations. We see the champagne showers, the luxury watches, and the mega-yachts docked in Monaco. We see Lewis Hamilton making headlines with a historic move to Ferrari, and Max Verstappen dominating the asphalt. But what we don’t see is the desperate, silent struggle happening just one rung down the ladder.

Beneath the glittering surface of the pinnacle of motorsport lies a brutal, often bankrupting reality for the stars of tomorrow. While the kings of the grid are signing contracts worth nine figures, the hungry talents in Formula 2 and Formula 3 are mortgaging their futures, paying millions just for the privilege of working. This isn’t just a wage gap; it is a financial canyon that threatens to swallow the soul of the sport.

The Golden Grid: Where Billions Flow

To understand the disparity, we first have to look at the astronomical numbers at the top. Formula 1 is not merely a sport; it is a global business empire with over 1.5 billion viewers and team budgets that, historically, have soared past the $400 million mark. Even with the recent budget caps set around $135 million, the money flowing into driver pockets is uncapped and astronomical.

Take Lewis Hamilton’s earth-shattering move to Ferrari for the 2025 season. Reports suggest his base salary sits comfortably at $60 million, but with bonuses and image rights, his annual take-home could skyrocket to between $80 million and $100 million. He isn’t just a driver; he is a moving economy. When the news broke, Ferrari’s share price jumped 6%, adding billions to the company’s market value in hours. That is the power of an F1 superstar.

Then there is the current champion, Max Verstappen, commanding a $65 million salary from Red Bull, and Charles Leclerc securing his future at Ferrari for $34 million. Even the midfield isn’t suffering, with veterans like Fernando Alonzo taking home $20 million.

The money gets even wilder when you factor in performance bonuses. One of the most legendary stories in the paddock comes from 2012, when Kimi Raikkonen returned to F1 with Lotus. The team, perhaps underestimating the “Iceman,” offered him a massive bonus of €50,000 for every single championship point he scored. They didn’t expect him to perform like a legend. Kimi scored an incredible 207 points in year one and continued his form into year two. The result? He earned nearly €19.5 million in bonuses alone, a payout so large it reportedly almost bankrupted the team. It’s a hilarious anecdote for fans, but a testament to the sheer wealth available at the summit.

The Pay-to-Play Nightmare

Now, strip away the glamour. Turn off the Netflix cameras. Walk down the paddock to the Formula 2 and Formula 3 garages. Here, the future World Champions are suiting up, but their bank accounts tell a tragic story.

In a shocking reversal of the professional sports model, these athletes are not paid to play—they pay to work. The “pay-to-play” model is the dirty secret of junior motorsport. To secure a seat in Formula 2, the direct feeder series to F1, a driver (or their sponsors/family) must cough up between $1.5 million and $2 million per season. In Formula 3, the entry ticket is a staggering $750,000 to $1 million.

Why? because junior teams don’t have the massive broadcast revenue or manufacturer backing of Mercedes or Red Bull. They rely on the drivers’ funding to keep the lights on. That $2 million check from a driver pays for the mechanics’ salaries, the car parts, the travel, and the tires. The drivers are essentially the team’s investors.

If that wasn’t stressful enough, imagine the pressure of driving a car worth hundreds of thousands of dollars at 200 mph, knowing that if you crash, you get the bill. It is common practice in feeder series for drivers to be liable for crash damage. A clipped wing or a smashed suspension? That’s a €10,000 invoice waiting for you back in the motorhome. A major shunt can wipe out a family’s savings. This creates a terrifying psychological burden: how can you race at the limit, taking the risks required to impress F1 scouts, when a mistake could literally cost you your career?

Most of these young drivers earn a “salary” from their teams of perhaps $80,000 to $200,000, but when you do the math against the millions they paid to be there, they are operating at a massive, life-altering loss.

A Sport for the Billionaire Boys’ Club?

This financial wall is creating a dangerous filter. It is no longer just about who is the fastest; it is about who has the deepest pockets. We are potentially losing the next Ayrton Senna or Michael Schumacher simply because their parents aren’t oligarchs or tycoons.

Lewis Hamilton, the sport’s only Black champion and a man from a working-class background, has been vocal about this crisis. He has stated plainly that he “could not have made it today.” The path his father forged—working multiple jobs to fund karting tires—is barely feasible in a modern era where a season of karting alone can cost six figures.

Even the team bosses admit the system is broken. Mercedes mastermind Toto Wolff has conceded that the prices demanded by the FIA and junior teams are “excessively high.” While driver academies from Red Bull, Ferrari, and Mercedes try to bridge the gap by covering up to 50% of the budget for their chosen few, the spots are incredibly limited. For every driver saved by an academy, dozens of talented racers are forced to hang up their helmets, their dreams crushed not by a lack of speed, but by a lack of funds.

The Checkered Flag

The contrast is dizzying. On one side of the paddock, Lewis Hamilton signs deals with Tommy Hilfiger and Sony, generating wealth that will last generations. On the other side, a 19-year-old prodigy is begging local businesses for sponsorship just to afford a new set of tires for the weekend.

Formula 1 is in a golden age of popularity, revenue, and expansion. But if the sport wants to ensure that its future champions are truly the best drivers in the world—and not just the richest—it must address the rotting financial foundation of its feeder series. Until then, the “Road to F1” remains a toll road, and the price of admission is getting dangerously high.

It is a date etched in sorrow for every Formula 1 fan: October 5, 2014. Under the torrential rain of Suzuka, the bright light that was Jules Bianchi was dimmed forever. But what if fate had intervened? What if the slippery asphalt of the Dunlop Curve had been just a little more forgiving? In a compelling exploration of “what could have been,” we dive into a detailed alternate timeline where the French prodigy survives, thrives, and reshapes the history of the sport we love.

The Survival and the Struggle

In this vision of a parallel universe, the 2014 Japanese Grand Prix proceeds with a heart-stopping near-miss. Adrian Sutil crashes, but Bianchi’s Marussia passes by unharmed. He finishes the race, and while the financial realities of F1 still see the Marussia team collapse, Bianchi’s career is far from over.

As a prized Ferrari junior, his path remains clear, though arduous. Instead of fading away, he finds refuge at Sauber for the 2015 season. Here, the alternate history begins to diverge in fascinating ways. Partnered with Marcus Ericsson, Bianchi becomes the reliable backbone of a struggling team. He fights tooth and nail in the midfield, extracting performance from cars that had no business scoring points. His tenacity earns him a move to the newly formed Haas team in 2017, where he partners with fellow Frenchman Romain Grosjean.

This period defines Bianchi not just as a talent, but as a grinder—a driver willing to wait for his moment while battling in the trenches of the midfield. He outperforms teammates, survives the chaotic politics of pay-drivers, and keeps his eyes firmly locked on the ultimate prize: the seat at Scuderia Ferrari.

The Prancing Horse Finally Calls

The dream finally becomes reality in 2019. After Kimi Räikkönen’s departure, Ferrari promotes their loyal son. Jules Bianchi finally dons the scarlet race suit alongside Sebastian Vettel. It is a moment of pure emotional payoff for fans who watched him rise through the ranks.

But the fairytale isn’t without its nightmares. In this timeline, the F1 world is rocked by a different tragedy. During the 2018 Belgian Grand Prix, it is Charles Leclerc—Bianchi’s godson and protégé—who suffers a horrific accident, struck by Fernando Alonso’s McLaren. The incident leaves Leclerc in a coma, a dark inversion of reality that shakes Bianchi to his core.

Fueled by this trauma, Bianchi becomes a crusader for safety. He works tirelessly with the FIA, personally testing and refining the “Halo” device. When it is introduced in 2020, it is largely thanks to Bianchi’s advocacy. The emotional payoff comes later that year in Bahrain, when Romain Grosjean survives his fiery crash. In this world, Grosjean has Jules Bianchi to thank for his life.

Triumphs and Betrayals

On the track, Bianchi proves his worth. He secures his first emotional victory at the Austrian Grand Prix in 2019, holding off Max Verstappen in a thriller. He follows it up with a win at Monaco in 2021—a home race victory that cements his status as a top-tier driver. Over his tenure at Ferrari, he racks up nine Grand Prix wins, battling against the dominance of Mercedes and the rising tide of Red Bull.

However, Formula 1 is a cruel business, even in fiction. The partnership with a recovered Charles Leclerc at Ferrari from 2022 onwards creates a “mentor vs. student” dynamic that eventually tips in favor of the younger star. As the team shifts its focus to the future, Bianchi finds himself in the role of the elder statesman—respected, but expendable.

The ultimate heartbreak arrives in early 2024. Just as Bianchi prepares for another campaign, the bombshell drops: Ferrari has signed Lewis Hamilton for 2025. After years of loyalty, development work, and race wins, Bianchi is cast aside. The feeling of betrayal is palpable. He is viewed as a “modern-day Jean Alesi”—a driver of immense passion and talent who gave his heart to the Scuderia, only to be left without a championship.

A Legacy Rewritten

The timeline concludes in 2025 with Bianchi moving to Kick Sauber (the future Audi team), partnering with Nico Hülkenberg. Now 35, married, and a father, his priorities have shifted. He didn’t win the World Championship, but his legacy in this alternate world is arguably greater.

He is the man who saved lives through the Halo. He is the driver who brought Ferrari back to the top step of the podium at Monaco. He is the godfather who raced alongside Charles Leclerc.

This alternate history serves as a bittersweet reminder of the potential that was lost in 2014. It paints a picture of a driver who was destined for greatness, not just for his speed, but for his character. While we cannot change the past, imagining this journey allows us to honor Jules Bianchi’s memory, reminding us that in our hearts, he will always be a champion.

For the vast majority of the 2025 Formula 1 season, the narrative was cruel, consistent, and—as we now know—completely false. Fans and critics alike watched as seven-time world champion Lewis Hamilton struggled to tame his Ferrari. The whispers in the paddock grew into a roar: perhaps the magic was gone. Maybe the transition to Maranello was one challenge too many. Week after week, Hamilton offered the same perplexed feedback: the car was unpredictable, the confidence was missing, and the machine simply did not behave as expected.

To the outside world, these sounded like the excuses of a driver past his prime. But in the high-stakes world of Formula 1, data is the only truth that matters. And in a shocking turn of events following the post-season tests in Abu Dhabi, that truth has finally come to light. The verdict is in, and it is a bombshell: Lewis Hamilton didn’t fail Ferrari. Ferrari’s technology failed Lewis Hamilton.

The Invisible Trap: The Simulator Scandal

The revelation that has shaken the foundations of Maranello involves a catastrophic disconnection between the virtual world and reality. For the entirety of the 2025 season, Hamilton was training on a simulator that was, in effect, lying to him.

The internal audit triggered after the season finale revealed that the simulator’s telemetry—specifically the stiffness maps, compression values, and dynamic response retardation—did not match the physical behavior of the SF25 on the track. In simpler terms, the virtual car Hamilton spent hundreds of hours perfecting was docile, compliant, and predictable. The real car, however, was a volatile beast, acting like an “invisible trap” that snapped without warning.

This discrepancy explains the bizarre inconsistencies seen throughout the year. Every time Hamilton corrected a slide, missed an apex, or locked a wheel, it wasn’t a lapse in concentration; it was a natural reaction to a car that was fundamentally sabotaging his inputs. He was driving a ghost car that existed only in the server rooms of Maranello, while fighting a mechanical monster on the asphalt.

The Abu Dhabi Revelation

The turning point came during the post-season tests at the Yas Marina Circuit. While most teams treated this as a routine tire test for Pirelli, Ferrari treated it as a covert operation. They arrived with what is known as a “Mule Car”—a chassis modified to hide the secrets of the upcoming 2026 challenger, the SF26.

Loaded with additional sensors and tracking equipment, the team finally cross-referenced the track data with the simulator data in real-time. The results were damning. The correlation error was glaring. But alongside this realization came a moment of engineering brilliance that may have saved the partnership.

Ferrari utilized the test to trial a completely redesigned front suspension geometry. This wasn’t just an evolution; it was a correction born from months of Hamilton’s disregarded feedback. He had insisted the car lacked neutrality between braking and acceleration. The new push-rod system, with revised anchor points and progressive flexibility, was designed to fix exactly that.

“Now We Can Fight”

The effect was instantaneous and transformative. For the first time in over a year, the data from the steering wheel inputs matched the side-loading telemetry with surgical precision. The car went where Hamilton pointed it. The erratic micro-imbalances that had plagued his braking zones vanished.

Insiders at the track reported a shift in Hamilton’s body language that was palpable. Gone was the frustration and the slumped shoulders. He climbed out of the cockpit calm, satisfied, and in control. During the technical debrief that evening, Hamilton delivered a phrase that has since echoed through the halls of the Ferrari factory: “Now we can fight.”

This wasn’t just relief; it was validation. The test proved that when given a predictable tool, Hamilton could still deliver machine-like consistency, repeating identical racing lines lap after lap—something the erratic SF25 had made impossible.

Project 676: The Schumacher Approach

The fallout from this discovery has triggered a complete overhaul of Ferrari’s development philosophy. The team has admitted—internally, at least—that the system failed. As a result, the development of the 2026 car, codenamed Project 676, has shifted from a theoretical approach to a driver-centric one.

For the first time since the golden era of Michael Schumacher, Rory Byrne, and Ross Brawn, Ferrari is building a car specifically around the needs of its lead driver. The SF26 is no longer being designed solely to satisfy wind tunnel numbers or CFD simulations. It is being sculpted around the unique sensitivity and “brutal technical honesty” of Lewis Hamilton.

The changes are comprehensive. The new suspension architecture tested in Abu Dhabi is being taken to an extreme, with hybrid systems and micro-flex elements designed to maintain constant tire contact even on aggressive slopes. A massive redesign of the cooling system and aerodynamic flow aims to stabilize the car in high-speed lateral transitions—the very area where the SF25 lost the most time.

Furthermore, Ferrari is redefining the car’s dynamic center of gravity, moving battery elements to improve longitudinal weight distribution. This directly addresses the “snap oversteer” that punished drivers under deep braking in 2025.

Redemption and the Road Ahead

To ensure this never happens again, Ferrari is integrating a predictive AI module into their simulation software. This tool will compare real-time driver sensations with dynamic models to flag correlation errors before they reach the track.

But beyond the nuts and bolts, the emotional weight of this discovery cannot be overstated. The 2025 season was a deep wound for the team, but the Abu Dhabi test has begun the healing process. It has restored the mutual trust that is essential for a championship bid.

For Lewis Hamilton, this is absolute vindication. He wasn’t fighting a decline in his own abilities; he was fighting a broken system. He trusted his body, his memory of what a championship car feels like, and his intuition when the computers said he was wrong. Now, the numbers finally agree with him.

As the F1 world looks toward 2026, the grid should be worried. Ferrari is no longer just guessing. They have fixed the tool, they have calibrated the weapon, and most importantly, they have reawakened the fighter. The lie is over. The real race is just beginning.