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  • THIS MORNING BACKLASH: Furious Viewers SLAM Peter Andre’s Wife Emily During Live Appearance — Fans Shout ‘Get Her OFF! 👇

    THIS MORNING BACKLASH: Furious Viewers SLAM Peter Andre’s Wife Emily During Live Appearance — Fans Shout ‘Get Her OFF! 👇

    This Morning viewers divided as Peter Andre’s wife Emily promotes new children’s book

    Emily is no stranger to publishing a children’s book

    Fans of This Morning were left with mixed opinions after Peter Andre’s wife Emily appeared on the ITV show.

    On Tuesday morning (August 19), Emily Andre joined hosts Craig Doyle and Sian Welby to promote her new children’s book, Incredible Things Your Body Can Do!.

    After splitting from Katie Price in 2009, Peter found love in doctor Emily, who he married in 2015. They have since started a family of their own, welcoming daughters Amelia, 11, and Arabella, one, and son Theo, eight.


    Emily and Peter Andre have been married since 2015 (Credit: Splashnews.com)

    36-year-old Emily is no stranger to writing a children’s book, having published Growing Up for Girls and Growing Up for Boys. She also wrote a book to help young kids with their mental health, Healthy Mind, Happy You: How to Take Care of Your Mental Health.

    Her latest, however, is a book for girls on what to expect when growing up as their bodies evolve and change.

    Despite her experience of being a children’s author, it appears not all viewers were sold.


    Viewers were divided over Emily’s This Morning appearance (Credit: ITV)

    ‘It’s unfair how many talented writers go unnoticed’

    “Great, a children’s book ‘written’ by a non-famous person,” one user wrote on X.

    “Another one who has got a book deal because of who they are, not on merit,” another person shared.

    “It’s unfair how many talented writers go unnoticed simply because they don’t have celebrity status. Countless authors are struggling to get published or recognised, while celebrity books get all the spotlight,” a third remarked.

    “Get her off she’s boring me,” a fourth said.

    “Oh god, she’s so boring Dr Emily,” a fifth person expressed.

    ‘She’s a different class’

    However, many also appeared to be fans.

    “Wish I could have a doc like doctor Emily. I wonder what star sign she is,” one person said, to which someone replied: “She’s a Leo, August 16th, like myself. She’s honest, which is a good thing.”

    “Peter Andre’s wife is different class isn’t she,” another echoed.

    “Just realised. Princess is her stepdaughter. She must be so proud,” a third stated.

  • SHOCK: Vera’s Brenda Blethyn teases surprise ITV comeback as she drops major career bombshell 👇

    SHOCK: Vera’s Brenda Blethyn teases surprise ITV comeback as she drops major career bombshell 👇

    Lorrine: Riley Jones on how Brenda Blethyn ‘changed his lif

    Vera’s Brenda Blethyn has revealed she almost rejected her latest major role following her exit from the beloved ITV series. The 79-year-old actress completed her final scenes for the programme last summer – though she has now hinted at a possible comeback.

    The farewell was witnessed by millions of viewers in January, with the series distributed to nearly 200 territories worldwide.

    Brenda has now secured a fresh role as she prepares to feature in the captivating new thriller Dragonfly, a significant departure from her legendary character DCI Vera Stanhope.

    Yet during her stint on ITV’s popular daytime programme This Morning with presenters Dermot O’Leary and Alison Hammond, the actress disclosed that she nearly rejected the opportunity, reports Chronicle Live.

    The performer confessed that she desired a much-needed rest following Vera but simply “couldn’t resist”. Dermot pointed out: “We had you on the sofa around Christmas time and you were like you know what I’m done with Vera, I’m having a break with Jack (her dog).”

    Brenda Blethyn appeared on This Morning (Image: ITV)

    He continued: “I’m going to take the dog for a walk and we will have a lovely time in Kent and then this happens.”

    Brenda admitted: “Well I said no to start with I said ‘no, I’m going to make sand castles on the beach’ but I read it and it is so well observed, so tender and beautifully written so I couldn’t resist.”

    Dermot asked: “Do you know quite quickly when you read a script?” She replied: “Pretty much, yes. If it’s engaging, thought provoking and if it might make you change your mind about something then yes.”

    Alison couldn’t help but ask: “There are rumours on the street that Vera could come back. Would you ever go back to it and is it true, these rumours?”

    Brenda is set to star in the gripping new thriller Dragonfly (Image: Tribeca Film Festival)

    Brenda confirmed: “Well no, I don’t think so because I think they’re got rid of the set. If someone asked me if I would ever go back.. If they were doing a special, certainly I’d leap at it but it’s unlikely to happen. I’m too busy.”

    Directed by Paul Andrew Williams, Dragonfly follows the story of Colleen, played by Andrea Riseborough, who takes it upon herself to care for her elderly neighbour Elise, portrayed by Blethyn, amidst concerns that the professionals are not doing an adequate job.

    However, it remains to be seen whether Colleen has ulterior motives or if those around her are simply making unfounded judgments.

    The film has been hailed as a “stark, fierce and wonderfully acted film” by The Guardian and has already achieved an impressive 92% approval rating

  • 🔥BREAKING: BBC EYES Rylan Clark to Replace Tess and Claudia After SHOCK EXIT!🔥

    🔥BREAKING: BBC EYES Rylan Clark to Replace Tess and Claudia After SHOCK EXIT!🔥

    ‘Strictly Rylan!’ Fans Beg BBC to Hire Rylan Clark as Tess Daly and Claudia Winkleman Bow Out — “It HAS to be him!”

    Strictly Come Dancing could be heading for a major shake-up as TV favourite Rylan Clark is now the hot favourite to replace long-time hosts Tess Daly and Claudia Winkleman, following their shock decision to step away from the hit BBC show.

    The former It Takes Two host sent fans into meltdown this week after leaving a cheeky comment on Claudia’s farewell post that all but set the rumour mill spinning.

    Rylan wrote:

    “Shoes as big as the fringe to fill. Love you.”

    Within minutes, Strictly fans flooded the comments with emotional pleas for him to take the job, with hundreds writing messages like “Please let it be you!” and “Start putting those shoes on, Rylan!” 👠

    BBC bosses keeping tight-lipped — but insiders say Rylan’s in the running

    Sources close to the show say that while no official announcement has been made, Rylan’s name keeps coming up in production discussions. Having co-hosted It Takes Two for four years, he’s already seen as a natural fit — charming, quick-witted, and adored by fans.

    An insider revealed:

    “Rylan knows Strictly inside out. He’s got the sparkle, the sense of humour, and that effortless warmth viewers love. He’d slide into that role perfectly.”

    BBC executives are reportedly considering a shortlist of big personalities, including Zoe BallAlan Carr, and Fleur East, but Rylan’s connection to the show and massive fanbase have pushed him to the top of many people’s wish lists.

    A natural showman

    Rylan, 36, has long been one of British TV’s most charismatic faces, known for his infectious laugh, larger-than-life personality, and ability to balance humour with genuine warmth.

    Since rising to fame on The X Factor, he’s become a BBC regular — from This Morning to The One Show — and has often been praised for his professionalism and natural hosting flair.

    Strictly insiders believe his energy could bring a fresh, modern feel to the ballroom show while still honouring its glamorous tradition.

    A Strictly shake-up on the horizon

    Tess Daly and Claudia Winkleman’s decision to step down after this series has left fans heartbroken — and producers with a daunting task: finding the perfect replacements for one of TV’s most beloved duos.

    BBC bosses are said to be taking their time to make the “right choice,” determined to ensure the next presenters capture the same magic that Tess and Claudia brought to Saturday nights for years.

    Who will take the ballroom spotlight?

    While Rylan hasn’t confirmed anything, fans are already convinced he’s the man for the job. One wrote:

    “He’s funny, genuine and loves Strictly — give him the mic already!”

    Another added:

    “Rylan and Fleur East together would be a dream team!”

    For now, though, the BBC remains tight-lipped — and fans can only cross their fingers as the countdown to a new Strictly era begins.

  • “BRITONS ARE NOW DOING WHAT THEY SAY THE GOVERNMENT WON’T.” ⚡🔥 Virɑl new footɑge showing English volunteers trɑvelling to Frɑnce hɑs ignited ɑ politicɑl firestorm — the clips ɑre exploding online ɑnd the bɑcklɑsh is growing by the hour.

    “BRITONS ARE NOW DOING WHAT THEY SAY THE GOVERNMENT WON’T.” ⚡🔥 Virɑl new footɑge showing English volunteers trɑvelling to Frɑnce hɑs ignited ɑ politicɑl firestorm — the clips ɑre exploding online ɑnd the bɑcklɑsh is growing by the hour.

    British vigilantes slash small migrant boats on French coastline

    Britons have been filming themselves travelling to beaches in France and ‘destroying’ small boats – gaining thousands of views in the process


     

    British vigilantes who spearheaded efforts to fly England flags across the country have launched a new anti-migrant protest – attempting to block illegal Channel crossings.

    Using the term “Operation Stop The Boats”, members of the group have been filming themselves slashing small boats before they are used by migrants to cross the English Channel from France.

    Posts on social media show members calling for other British men to join them in France, including making a direct appeal to football hooligans, saying “we need to make a stand”.

    In one video message shared this week by a member of the Raise the Colours group – the grassroots movement that has seen flags fixed to lampposts, motorway bridges and roundabouts across England – two men are seen evoking military language and the spirit of the British fight against the Nazis in the Second World War.

    Claiming to be recording from the northern French coast, one said: “Just like in the 1940s, we must take a stand, and it starts with the men of England and Britain.”

    Making an appeal to “firms” – a phrase that refers to football hooligan groups – the other man added: “Our country is doing nothing. Weak government, weaker borders.

    “They are doing nothing, so we need to make a stand, boys. Get the lads together, get your firms together, get the lads in the pub, get the lads down the bars, if you’re talking about it and you agree with what we are doing, give us a hand.”
    The Government is under pressure to act after more than 36,000 people have crossed the English Channel in small boats (Photo: raisethecolours.org.uk/Instagram)
    The Government is under pressure to tackle the issue of migration amid a record number of asylum applications, surging small boat crossings and protests at hotels housing asylum seekers.

    On Monday, Home Secretary Shabana Mahmood set out a package of reforms to asylum policies aimed at tackling illegal migration, telling MPs the current situation is “out of control and unfair”.

    The latest videos shared by those linked to the Raise the Colours group have separately been referred to as “Operation Overlord”.

    Earlier clips showed two men saying they were taking matters of illegal migration into their own hands and filming themselves stamping on and smashing a small boat’s engine.

    In the clips, they refer to themselves as “patriots” and make a number of claims without evidence, such as that they are stopping “rapists and murderers” from “coming to a town near you”.
    One video shared by the group (Photo: raisethecolours.org.uk/nstagram)
    The flag-raising group, who have a combined 100,000 followers on X and Instagram, also posted a plea on X for donations last week, writing that they are: “STOPPING The Boats, whether the migrants or government like it or not!”

    Two videos from the group have recently been shared to the 1.7 million X followers of Tommy Robinson. The far-right figure and former leader of the English Defence League, whose real name is Stephen Yaxley-Lennon, has previously been accused of mobilising football hooligan firms in an attempt to launch anti-Muslim rallies across the country.

    Separately, French media reports that the Dunkirk Public Prosecutor’s office has opened a preliminary investigation into “aggravated violence” against migrants by suspected British far-right figures.

    One of the details being examined by the French prosecutor is the claim that in September, four men waving British and UK flags verbally and physically attacked migrants on the French coast. It is alleged that they told the migrants they were not welcome in England and proceeded to steal some of their belongings.

    The men are not the first anti-migrant figures to travel to France in a bid to take matters into their own hands.

    Article thumbnail image

    In September, Ukip, Nigel Farage’s former political party, posted a video to their X account showing what appeared to be sleeping migrants in France being woken by people flashing strobe lights in their faces and shouting at them.

    Nick Tenconi, Ukip’s current leader, also posted a video captioned: “In Calais hunting for illegal invaders trying to cross into Britain.”

  • ‘Heɑrtbroken’ Sir Richɑrd Brɑnson Pɑys Tribute ɑfter Wife Joɑn Dies — Virgin Tycoon Mourns His “Best Friend” of 50 Yeɑrs

    ‘Heɑrtbroken’ Sir Richɑrd Brɑnson Pɑys Tribute ɑfter Wife Joɑn Dies — Virgin Tycoon Mourns His “Best Friend” of 50 Yeɑrs

    Sir Richard Branson today announced the death of Joan, his beloved wife of 50 years

    Sir Richard Branson has revealed the devastating loss of Lady Joan, his cherished wife and life partner of five decades.

    In a post earlier this month, the Virgin tycoon posted a photograph, showing him kissing his wife’s head

    Announcing her death at age 80 in an emotional message shared to social media on Tuesday, the Virgin founder wrote:
    “Heartbroken to share that Joan, my wife and partner for 50 years, has passed away. She was the most wonderful mum and grandmum our kids and grandkids could have ever wished for. She was my best friend, my rock, my guiding light, my world. Love you forever, Joan x.”

    The couple on their wedding day on Necker Island in the British Virgin Islands

    Long regarded as the billionaire’s “anchor” and source of clarity, Lady Joan had always stayed out of the spotlight — a private but deeply influential presence behind one of the world’s most recognisable entrepreneurs.

    Just last month, Branson shared a tender photograph of himself kissing her on the head, captioned with the words: “Everyone needs a Joan in their life.”

    The earliest picture of Richard and Joan. Lady Joan, who shares two children with Sir Richard, has long been credited as the billionaire’s ‘rock’

    Lady Joan had appeared to be in strong spirits when she celebrated her 80th birthday this summer. At the time, Branson posted a heartfelt tribute, thanking her for standing beside him through “the highs, the lows, and all the quiet, peaceful moments in between.”

    Sir Richard shared this photo of Lady Joan on his social media accounts to announce his wife’s death

    The couple had been eagerly anticipating their 50th wedding anniversary on February 7 — only months away.

    Lady Joan and Sir Richard pictured at the Boodles Boxing Ball in 2013

    They first met in 1976 at The Manor, Virgin Records’ residential recording studio, where Branson says he fell in love “at first sight.” Joan, then working in a bric-a-brac shop in Westbourne Grove, quickly captured his attention with her warmth, wit and unshakeable authenticity.

    In a 2015 birthday blog celebrating her 70th, he recalled persistently visiting the shop and buying endless trinkets just to spend time near her — a story he later joked left his houseboat overwhelmed with vintage signs and memorabilia.

    Lady Joan was thought to be in good health when she celebrated her 80th birthday this summer

    “Behind every man there’s a great woman — and Joan is the greatest woman of all,” he wrote.

    Their relationship would go on to span more than four decades, producing two children, Holly and Sam, and five grandchildren: Etta, Artie, Lola, Eva-Deia and Bluey Rafe Richard.

    Sir Richard pictured with Lady Joan and their daughter Holly in 2003

    Born Joan Templman in Glasgow in 1945, she came from modest beginnings, raised alongside six siblings by a ship-carpenter father. Her quiet strength steadily became the backbone of Branson’s life, even influencing some of his most important decisions — including purchasing the now-famous Necker Island.

    The couple pictured in 1996 during a charity dinner at Harrods

    In 2016, Branson revealed that he originally attempted to buy the island purely to impress Joan. Offered a free visit to the tropical retreat in the late 1970s, he convinced the agent to allow him to bring her along — despite having no real ability to meet the asking price. Still, his persistence paid off: after returning a year later with a much lower offer, the purchase was accepted.

    Sir Richard and Lady Joan pictured at the engagement party of Holly Branson to Fred Andrews in 2011

    The pair eventually married on Necker Island in 1989, when their children were eight and four.

    Over the years, Lady Joan remained staunchly private, rarely giving interviews. Yet her presence was unmistakable — praised repeatedly as an extraordinary mother, the “perfect” grandmother, and Branson’s unshakable confidante.

    The couple pictured in 1991. Their relationship spanned more than four decades

    The proud parents pictured with Holly. The pair were wed in 1989 when their two children, Holly and Sam, were eight and four

    In 2016, Sir Richard revealed how he only bought Necker Island in a bid to impress Joan

    The couple share a kiss as Sir Richard is honoured with a star on the Hollywood Walk of Fame in 2018

    She was described as the ‘most amazing mother’ to her children as well as the ‘perfect grandmother’ to her five grandchildren, Etta, Artie, Lola, Eva-Deia and Bluey Rafe Richard

    Lady Joan pictured on holiday with daughter Holly

    In a 2020 anniversary message, he wrote:
    “Far beyond record titles, I owe a lot to Joan… she has always been a steady source of wisdom and has played no small part in some of my better life decisions.”

    The pair pictured on their wedding day in 1989 with their children, Holly and Sam

    The couple pictured in 2024. In 2020, Sir Richard said: ‘Joan has always been a steady source of wisdom and has played no small part in some of my better life decisions’

    Photographs shared today show decades of memories: early snapshots of the young couple, family celebrations, charity events, and moments of quiet affection — each now taking on new, heartbreaking significance.

    As tributes pour in, Branson’s message stands as a deeply personal farewell to the woman he built his world around.

  • I’m A Celebrity star Shona McGarty on ‘horrible’ health issue she’s battled for five years

    I’m A Celebrity star Shona McGarty on ‘horrible’ health issue she’s battled for five years

    I’m A Celebrity star Shona McGarty has opened up about her five-year battle with depression and anxiety.

    The actress shot to fame as Whitney Dean on BBC’s EastEnders back in 2008 before leaving in 2024. Currently, she is roughing it up in the Aussie jungle for the new series of I’m A Celebrity – that returns today (November 29).

    However, behind the scenes, Shona struggles with anxiety and depression, with the soap star revealing she is helped by taking medication and attending therapy.


    The I’m A Celebrity star has candidly opened up (Credit: ITV)

    I’m A Celebrity’s Shona McGarty on ‘horrible’ depression battle

    Shona was just a teen when she was catapulted to stardom thanks to her role on BBC’s EastEnders. But according to Shona, growing up on TV was “hard” because “your life changes”.

    The soap star also admitted that trying to hide her emotions and feelings as a youngster ‘took a toll on her’.

    In a candid interview from earlier this month, Shona lifted the lid on her “horrible” battle with depression. She told The Sun: “It’s been horrible. It’s been quite hard sometimes, and I’m sure a lot of people can relate.”


    She now takes medication (Credit: ITV)

    Shona’s depression ‘has been pretty bad’

    Shona then noted that since she entered the industry as a youngster, she was “taught” to “just say, ‘fine’ and you fake it till you make it, kind of thing”.

    However, the TV star added: “But that can take its toll on you, and I think it did. I’ve had a little bit of therapy, I take anxiety and depression medication, which has really helped me. Growing up on the telly, it is hard because your life changes.”

    I don’t want to let the anxiety win.

    Meanwhile talking to MailOnline, Shona also explained: “My anxiety and my depression has been pretty bad over the last, I’d say, at least four or five years. That has stopped me from doing a lot of things I’ve always wanted to do, and I’ve come to a point in my life where I don’t want to let the anxiety win.”

  • Kimi Antonelli claims Oscar Piastri gave him same ‘feeling’ as having Max Verstappen in his mirrors

    Kimi Antonelli claims Oscar Piastri gave him same ‘feeling’ as having Max Verstappen in his mirrors

    Mercedes driver Andrea Kimi Antonelli enjoyed a few battles with McLaren star Oscar Piastri and Red Bull racer Max Verstappen during his rookie Formula 1 season in 2025.

    The 19-year-old was not always flawless during his first season on the F1 grid after replacing Lewis Hamilton at the Silver Arrows. But Antonelli overcame his mid-season struggles to end the year with three Grand Prix podiums, which was three more than Hamilton had for Ferrari.

    Antonelli also set the fastest lap during three of his 24 Grand Prix appearances, and the first instance in Japan marked a new record for the youngest driver to do so. Mercedes even saw Antonelli become the youngest-ever F1 polesitter in the Miami Sprint during round six of 24.

    The Japanese Grand Prix during round three was also the first race in which Antonelli started to feel comfortable in his Mercedes W16, as the Italian became the youngest driver to lead a Grand Prix. Antonelli broke the record that Verstappen previously held by a mere three days.

    Oscar Piastri gave Kimi Antonelli the same feeling as Max Verstappen of not being able to make a mistake

    Antonelli also started to feel more at ease after scoring his debut F1 podium in the Canadian Grand Prix in round 10, as he withstood the pressure from McLaren racers Piastri and Lando Norris to secure P3. Piastri failed to overtake Antonelli in Canada after losing P3 at the start.


    Photo by Mark Sutton – Formula 1/Formula 1 via Getty Images
    Holding off Piastri to earn a podium in Canada was a key part of Antonelli’s rookie season, as he knew what it felt like to know that he could not make “any” mistakes. Antonelli also got a similar “feeling” when Verstappen tried to catch him for P2 during the Sao Paulo Grand Prix.

    Antonelli told Motorsport.com: “In Japan, in the second stint of the race, I felt really good. Then in Canada, I had the pressure of the McLarens behind me, and I knew I couldn’t afford to make any mistakes to aim for the podium.

    “I had a similar feeling in Brazil, especially when Max appeared in my mirrors. And then Las Vegas… For the first time, I felt a unique sensation.

    “I had to come back after a disappointing qualifying session, and the only way to do that was to do a very long stint. I found my rhythm, and I started to feel like I was in a tunnel.”

    Kimi Antonelli was ‘almost annoyed’ by Peter Bonnington’s radio messages in Las Vegas

    The Sao Paulo GP was by far Antonelli’s strongest weekend of his rookie season in 2025 with Mercedes, as the Bologna boy scored P2 finishes in the F1 Sprint and the Grand Prix. He also finished only 0.845 seconds behind Norris after their late fight for the F1 Sprint win in Brazil.

    Also, Verstappen finished the Sao Paulo GP 0.362s behind Antonelli, as he managed the gap to perfection to avoid the Red Bull ace breezing past with DRS after being caught in the final laps. But Antonelli was the most at one with his Mercedes during the Las Vegas Grand Prix.

    After qualifying P17 in Sin City, Mercedes put Antonelli on a long one-stop strategy by pitting him on Lap 2/50. The Italian then felt like he was driving on autopilot en route to securing a P3 finish, but Peter ‘Bono’ Bonnington’s radio messages regularly took him out of the zone.

    Antonelli continued: “I was doing everything automatically, without thinking too much. It was like putting the car on autopilot. I was driving and I didn’t have a precise perception of every movement. Everything came naturally, automatically.

    “I remember that while I was experiencing that very particular sensation, I almost felt annoyed by Bono’s radio messages, because they brought me back to reality.

    “They were obviously useful information, but they helped me get out of that tunnel. It was a wonderful feeling, I was driving without thinking about anything else, just instinct.”

  • The Rubber War: How Nine Tire Giants Shaped the High-Stakes History of Formula 1

    The Rubber War: How Nine Tire Giants Shaped the High-Stakes History of Formula 1

    In the high-octane world of Formula 1, fans often obsess over engine horsepower, aerodynamic wings, and the supernatural reflexes of drivers. Yet, there is a singular component that bridges the gap between mechanical genius and the asphalt: the tires. Often dismissed as mere “black circles,” the history of tire manufacturing in F1 is a gripping saga of innovation, corporate warfare, and occasionally, tragedy. Since the championship’s inception in 1950, nine different manufacturers have stepped into the ring, each leaving an indelible mark on the sport.

    The Early Pioneers: Continental and Engelbert

    The story begins in the mid-1950s with the arrival of Continental. Entering alongside the legendary Mercedes-Benz “Silver Arrows,” Continental achieved immediate, staggering success. Under the guidance of Juan Manuel Fangio, the German manufacturer powered the team to multiple victories in just two seasons, securing world titles with clinical efficiency. However, the 1955 Le Mans disaster—a horrific accident that claimed 84 lives—prompted Mercedes to withdraw from motorsport, ending Continental’s brief but dominant stint.

    Simultaneously, the Belgian firm Engelbert was making its mark. Having pioneered zigzag tread designs, Engelbert became the supplier for Ferrari during a pivotal era. While they enjoyed championship glory with Mike Hawthorn, the partnership ended in darkness. During the 1957 Mille Miglia, a tire explosion on Alfonso de Portago’s Ferrari killed the driver, his co-driver, and nine spectators. The resulting legal battle saw Enzo Ferrari and Engelbert executives facing manslaughter charges, a grim reminder of the stakes involved when rubber meets the road.

    The American Invasion and the Birth of Slicks

    As the sport evolved, American giant Firestone entered the fray. Originally tied to the Indianapolis 500—which was a championship round in the early days—Firestone eventually made a formal full-season entry. They were the architects of one of F1’s greatest revolutions: the introduction of the “slick” tire. By removing the tread, they provided drivers with unprecedented levels of grip on dry tracks, fundamentally changing how cars cornered at high speeds.

    However, Firestone’s dominance was challenged by their Ohio neighbors, Goodyear. What followed was the first true “tire war.” Goodyear eventually outlasted Firestone and Dunlop, the latter of which had been the sport’s first exclusive supplier in the early 1960s. Dunlop’s exit was a turning point, as they felt the extreme technology required for racing no longer translated directly to the tires they sold to the general public.

    Goodyear’s Reign and the Radial Revolution

    For decades, Goodyear was the gold standard, eventually becoming the most successful manufacturer in F1 history with hundreds of wins and dozens of driver titles. But their monopoly was shattered in the late 70s when a French company named Michelin arrived with a radical new idea: the radial tire.

    Unlike the traditional cross-ply tires, Michelin’s radial technology featured cord plies at a 90-degree angle to the direction of travel, offering better durability and fuel economy. This sparked a technological arms race that forced Goodyear to reinvent its entire production process. The “tire war” of the late 70s and early 80s saw Michelin and Goodyear trade blows until Michelin’s sudden withdrawal in the mid-80s, leaving Goodyear to dominate once again for most of the 1990s.

    The Modern Titans: Bridgestone and the Michelin Fiasco

    In the late 90s, the Japanese firm Bridgestone entered F1, specifically tailoring their development to the needs of Michael Schumacher and Ferrari. This partnership ushered in an era of unprecedented dominance, but it also reignited the rivalry with Michelin, who returned to the sport at the turn of the millennium.

    This rivalry reached its absolute nadir at the 2005 United States Grand Prix. Due to the abrasive new surface at the Indianapolis Motor Speedway, Michelin’s tires were failing under the extreme loads of the banked final turn. When the FIA refused to install a temporary chicane to slow the cars, all seven Michelin-shod teams withdrew after the formation lap. Only six cars—the Bridgestone runners—started the race, leaving thousands of fans booing in the grandstands. It remains one of the most controversial moments in sporting history and ultimately led to Michelin leaving F1 again shortly after.

    The Pirelli Era: Engineering Unpredictability

    For over a decade now, Pirelli has been the sole supplier of the Formula 1 grid. Unlike their predecessors, Pirelli was given a unique and difficult task: to intentionally build tires that degrade. The goal was to spice up the show by mandating multiple pit stops and creating “unpredictable” racing through strategic variety.

    This philosophy has not been without its critics. High-speed blowouts at tracks like Silverstone forced the manufacturer to constantly update their internal structures and increase tire pressures. From the introduction of the “Hypersoft” to the modern 18-inch rims, Pirelli has had to navigate the transition to hybrid engines and massive increases in aerodynamic downforce. Today, the sport relies on a simplified color-coded system—Red (Soft), Yellow (Medium), and White (Hard)—to help fans track the complex strategies that often decide the winner.

    Conclusion

    From the early days of natural rubber and cotton fabrics to the carbon-fiber-reinforced, sensor-laden compounds of today, the tire manufacturers of Formula 1 have been the unsung heroes and occasional villains of the paddock. Whether it is Goodyear’s record-breaking longevity, Michelin’s radial revolution, or Pirelli’s quest for tactical variety, these companies have proved that in the world’s fastest sport, the most important component is the one that stays in contact with the earth. As the sport moves toward new technical regulations, the battle for grip, durability, and safety continues, proving that the “Rubber War” is far from over.

  • The Rubber War: How Nine Tire Giants Shaped the High-Stakes History of Formula 1

    The Rubber War: How Nine Tire Giants Shaped the High-Stakes History of Formula 1

    In the high-octane world of Formula 1, fans often obsess over engine horsepower, aerodynamic wings, and the supernatural reflexes of drivers. Yet, there is a singular component that bridges the gap between mechanical genius and the asphalt: the tires. Often dismissed as mere “black circles,” the history of tire manufacturing in F1 is a gripping saga of innovation, corporate warfare, and occasionally, tragedy. Since the championship’s inception in 1950, nine different manufacturers have stepped into the ring, each leaving an indelible mark on the sport.

    The Early Pioneers: Continental and Engelbert

    The story begins in the mid-1950s with the arrival of Continental. Entering alongside the legendary Mercedes-Benz “Silver Arrows,” Continental achieved immediate, staggering success. Under the guidance of Juan Manuel Fangio, the German manufacturer powered the team to multiple victories in just two seasons, securing world titles with clinical efficiency. However, the 1955 Le Mans disaster—a horrific accident that claimed 84 lives—prompted Mercedes to withdraw from motorsport, ending Continental’s brief but dominant stint.

    Simultaneously, the Belgian firm Engelbert was making its mark. Having pioneered zigzag tread designs, Engelbert became the supplier for Ferrari during a pivotal era. While they enjoyed championship glory with Mike Hawthorn, the partnership ended in darkness. During the 1957 Mille Miglia, a tire explosion on Alfonso de Portago’s Ferrari killed the driver, his co-driver, and nine spectators. The resulting legal battle saw Enzo Ferrari and Engelbert executives facing manslaughter charges, a grim reminder of the stakes involved when rubber meets the road.

    The American Invasion and the Birth of Slicks

    As the sport evolved, American giant Firestone entered the fray. Originally tied to the Indianapolis 500—which was a championship round in the early days—Firestone eventually made a formal full-season entry. They were the architects of one of F1’s greatest revolutions: the introduction of the “slick” tire. By removing the tread, they provided drivers with unprecedented levels of grip on dry tracks, fundamentally changing how cars cornered at high speeds.

    However, Firestone’s dominance was challenged by their Ohio neighbors, Goodyear. What followed was the first true “tire war.” Goodyear eventually outlasted Firestone and Dunlop, the latter of which had been the sport’s first exclusive supplier in the early 1960s. Dunlop’s exit was a turning point, as they felt the extreme technology required for racing no longer translated directly to the tires they sold to the general public.

    Goodyear’s Reign and the Radial Revolution

    For decades, Goodyear was the gold standard, eventually becoming the most successful manufacturer in F1 history with hundreds of wins and dozens of driver titles. But their monopoly was shattered in the late 70s when a French company named Michelin arrived with a radical new idea: the radial tire.

    Unlike the traditional cross-ply tires, Michelin’s radial technology featured cord plies at a 90-degree angle to the direction of travel, offering better durability and fuel economy. This sparked a technological arms race that forced Goodyear to reinvent its entire production process. The “tire war” of the late 70s and early 80s saw Michelin and Goodyear trade blows until Michelin’s sudden withdrawal in the mid-80s, leaving Goodyear to dominate once again for most of the 1990s.

    The Modern Titans: Bridgestone and the Michelin Fiasco

    In the late 90s, the Japanese firm Bridgestone entered F1, specifically tailoring their development to the needs of Michael Schumacher and Ferrari. This partnership ushered in an era of unprecedented dominance, but it also reignited the rivalry with Michelin, who returned to the sport at the turn of the millennium.

    This rivalry reached its absolute nadir at the 2005 United States Grand Prix. Due to the abrasive new surface at the Indianapolis Motor Speedway, Michelin’s tires were failing under the extreme loads of the banked final turn. When the FIA refused to install a temporary chicane to slow the cars, all seven Michelin-shod teams withdrew after the formation lap. Only six cars—the Bridgestone runners—started the race, leaving thousands of fans booing in the grandstands. It remains one of the most controversial moments in sporting history and ultimately led to Michelin leaving F1 again shortly after.

    The Pirelli Era: Engineering Unpredictability

    For over a decade now, Pirelli has been the sole supplier of the Formula 1 grid. Unlike their predecessors, Pirelli was given a unique and difficult task: to intentionally build tires that degrade. The goal was to spice up the show by mandating multiple pit stops and creating “unpredictable” racing through strategic variety.

    This philosophy has not been without its critics. High-speed blowouts at tracks like Silverstone forced the manufacturer to constantly update their internal structures and increase tire pressures. From the introduction of the “Hypersoft” to the modern 18-inch rims, Pirelli has had to navigate the transition to hybrid engines and massive increases in aerodynamic downforce. Today, the sport relies on a simplified color-coded system—Red (Soft), Yellow (Medium), and White (Hard)—to help fans track the complex strategies that often decide the winner.

    Conclusion

    From the early days of natural rubber and cotton fabrics to the carbon-fiber-reinforced, sensor-laden compounds of today, the tire manufacturers of Formula 1 have been the unsung heroes and occasional villains of the paddock. Whether it is Goodyear’s record-breaking longevity, Michelin’s radial revolution, or Pirelli’s quest for tactical variety, these companies have proved that in the world’s fastest sport, the most important component is the one that stays in contact with the earth. As the sport moves toward new technical regulations, the battle for grip, durability, and safety continues, proving that the “Rubber War” is far from over.

  • Useless Advice? How Ferrari’s Rigid Hierarchy is Repeating the Vettel Disaster with Lewis Hamilton

    Useless Advice? How Ferrari’s Rigid Hierarchy is Repeating the Vettel Disaster with Lewis Hamilton

    The world of Formula 1 was set ablaze when Lewis Hamilton announced his move to Ferrari. It was the ultimate “fairytale” narrative: the most successful driver in the sport’s history joining forces with its most iconic team to restore a faded legacy. Fans envisioned a new renaissance in Maranello, fueled by Hamilton’s unparalleled experience and the Prancing Horse’s legendary resources. However, as the initial euphoria settles, a much darker reality is beginning to emerge from behind the garage doors. This isn’t a story of slow lap times; it is a story of a deep-seated, institutional dysfunction that threatens to swallow Lewis Hamilton whole—just as it did Sebastian Vettel.

    Recent revelations and comments from former Ferrari team principal Maurizio Arrivabene have pulled back the curtain on a troubling philosophy at Maranello. Arrivabene’s blunt dismissal of technical feedback from world champions has sent shockwaves through the paddock. He famously compared Hamilton’s current technical contributions to the extensive reports once provided by Sebastian Vettel, essentially labeling both as “useless.” The message from the top was chillingly clear: “Drivers do not have to be engineers.” In the high-stakes, driven world of modern F1, this mindset is nothing short of prehistoric.

    To understand why this is a catastrophe for Hamilton, one must look at his success at Mercedes. In the Silver Arrows’ ecosystem, Hamilton was more than just the man behind the wheel; he was a central pillar of the technical development team. His feedback influenced aerodynamic design, suspension geometry, and the overall evolution of the car. It was a horizontal collaboration where the driver and engineer worked as one. At Ferrari, however, the structure remains stubbornly vertical. There is a rigid hierarchy where the “experts” design the car in the wind tunnel, and the driver is expected to simply execute on track. When Hamilton brings the sophisticated, collaborative work ethic that won him six titles at Mercedes to Italy, he is met with a wall of institutional pride.

    This pattern is a haunting “déjà vu” for anyone who followed Sebastian Vettel’s tenure at Ferrari. Vettel, known for his obsessive attention to detail and deep technical understanding, arrived at Maranello with the same hunger to build a winning machine. He wrote meticulously long reports and spent countless hours in meetings, attempting to steer the car’s development based on his real-world feel. Yet, as history shows, his recommendations were frequently shelved. The car continued to evolve according to a pre-determined schedule set by factory engineers who, at times, seemed disconnected from the driver’s struggles on the track. Vettel’s frustration eventually turned into a cycle of errors and a loss of confidence, leading to a bitter exit.

    Now, Lewis Hamilton finds himself in the same bureaucratic limbo. He is driving the SF25, a car that has been described not just as slow, but as conceptually compromised. The vehicle suffers from extreme “ride height hypersensitivity,” meaning the slightest change in the chassis causes a massive loss in downforce. It is a car that can be fast for a single qualifying lap but falls apart the moment it enters a race stint. Hamilton, with his vast experience, knows exactly what is wrong. He provides the data, he offers the solutions, and he waits for change. But at Ferrari, listening is not the same as hearing. They may receive his reports with courtesy, but the internal culture remains impermeable to external influence.

    The tragedy of this situation is that it highlights a chronic inability to evolve. While teams like McLaren and Red Bull thrive on “agility”—the ability to listen to drivers like Lando Norris or Max Verstappen and pivot development in real-time—Ferrari remains anchored to the past. They have become a team where the brand is bigger than the performance, and the hierarchy is more important than the result. It is a structure that has failed Fernando Alonso, failed Sebastian Vettel, and is now on the verge of failing Lewis Hamilton.

    If Ferrari does not break this cycle of rigidity, even a talent as immense as Hamilton’s will be wasted. A driver cannot win alone; they need a machine that responds to their touch and a team that values their intellect. As the season progresses, the question is no longer whether Hamilton can win an eighth title with Ferrari, but whether he can survive the weight of their history without losing his spark. For the sake of the sport and the legacy of its greatest champion, one can only hope that Maranello finally learns that a driver is not just an executive—they are the heartbeat of the car. Without their voice, the Prancing Horse is simply running in circles.