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Featured Replies

#52

So...talk to me like I'm 5. Isn't that a big deal? Is this a precursor to Max to merc or no?

#53
9 hours ago, pops said:

So...talk to me like I'm 5. Isn't that a big deal? Is this a precursor to Max to merc or no?

It's not not a big deal. Could be a precursor of Max to Merc, but wouldn't call it a leading indicator or anything.

Now, if in these new cars RBR shits the bed and produces a dog, while Merc knocks it out of the park from the get go? Then that relationship would mean a hell of a lot more. But if it's the other way around, then it's a massive nothing burger.

#54
10 hours ago, pops said:

So...talk to me like I'm 5. Isn't that a big deal? Is this a precursor to Max to merc or no?

I think the bigger question to me is whether or not we see Max make a move to other types of racing if RB can't put together a competitive car with the power unit which will be their first attempt to build one if I recall correctly.

Not sure if he can find another team in F1 that will give him the freedom and autonomy as he has at RB and I could see him moving into other types of racing.

#55

Re: Alonso, this is pretty cool. Seems like he still belongs in F1 to me ...

In Wet Qualys in the Ground-Effect Era, only one driver featured in every Q3

Q3 appearences list:

ALO: 10/10

VER: 9/10

NOR: 9/10

SAI: 9/10

LEC: 8/10

RUS: 8/10

HAM: 6/10

PER: 6/9

PIA: 5/5

OCO: 5/10

#57

I watched a podcast this morning that was about the engine regs for this year. The compression ratio is 16:1 and measured when the engine is cold. That was lowered from 18:1 to make it easier on new engine manufacturers. The hosts claimed that Mercedes and Red Bull have figured out how to increase that ratio when the engine warms up. It's supposed to be worth around .3 to .4 seconds a lap.

Edited by kevwun

#58
6 hours ago, kevwun said:

I watched a podcast this morning that was about the engine regs for this year. The compression ratio is 16:1 and measured when the engine is cold. That was lowered from 18:1 to make it easier on new engine manufacturers. The hosts claimed that Mercedes and Red Bull have figured out how to increase that ratio when the engine warms up. It's supposed to be worth around .3 to .4 seconds a lap.

Yeah some ppl think they've found a way to basically increase the piston stroke at operating temp, by making the connecting rods from some alloy that will shorten on the downstroke and lengthen on the upstroke, thus drawing in more air on the downstroke and compressing it more on the upstroke. Of course, as always with F1, It doesn't end there. It seems theFIA (Tombazis) screwed the pooch when asked for clarification about it, and didn't make all the teams aware of the clarification that would allow that. I'm not sure if he's supposed to do that or not. Just passing along what I've been reading.

ETA: However, some are saying homologation isn't until March ... which means, afaik, this is not all settled yet.

Edited by wood

#59
2 hours ago, wood said:

Yeah some ppl think they've found a way to basically increase the piston stroke at operating temp, by making the connecting rods from some alloy that will shorten on the downstroke and lengthen on the upstroke, thus drawing in more air on the downstroke and compressing it more on the upstroke. Of course, as always with F1, It doesn't end there. It seems theFIA (Tombazis) screwed the pooch when asked for clarification about it, and didn't make all the teams aware of the clarification that would allow that. I'm not sure if he's supposed to do that or not. Just passing along what I've been reading.

ETA: However, afaik the engine regs still aren't even 100% set in stone yet, as amazing as that sounds, which means, afaik, that it's not all settled yet.

Heard this talked about 2 or 3 places early last week and it goes back to the trying to control everything through a fucking rule book.

Read too many people involved with either car design or teams that said as soon as they were given something in writing they started finding ways around the written rules. Much like our daughter the CPA and the tax code.

#60
6 minutes ago, PGFrog said:

Heard this talked about 2 or 3 places early last week and it goes back to the trying to control everything through a fucking rule book.

Read too many people involved with either car design or teams that said as soon as they were given something in writing they started finding ways around the written rules. Much like our daughter the CPA and the tax code.

Yeah, of course. But they don't really have a choice.

Edited by wood

#61
8 hours ago, kevwun said:

I watched a podcast this morning that was about the engine regs for this year. The compression ratio is 16:1 and measured when the engine is cold. That was lowered from 18:1 to make it easier on new engine manufacturers. The hosts claimed that Mercedes and Red Bull have figured out how to increase that ratio when the engine warms up. It's supposed to be worth around .3 to .4 seconds a lap.

i think the important thing to note is that it has always been measured when cold. so its possible this has occured before

2 hours ago, wood said:

Yeah some ppl think they've found a way to basically increase the piston stroke at operating temp, by making the connecting rods from some alloy that will shorten on the downstroke and lengthen on the upstroke, thus drawing in more air on the downstroke and compressing it more on the upstroke. Of course, as always with F1, It doesn't end there. It seems theFIA (Tombazis) screwed the pooch when asked for clarification about it, and didn't make all the teams aware of the clarification that would allow that. I'm not sure if he's supposed to do that or not. Just passing along what I've been reading.

ETA: However, afaik the engine regs still aren't even 100% set in stone yet, as amazing as that sounds, which means, afaik, that it's not all settled yet.

would be easier to make an alloy that expands when hot and make the crankwebs out of it. i have no idea how you would make something expand and contract that quickly which is temperature regulated when the temperature isn't changing between those two things.

#62
Just now, wood said:

Yeah, of course. But they don't really have a choice.

Reward ingenuity by not doing a damn thing with Ferrari or whomever can replicated it.

If someone can find a loop hole under the cost cap more power to them.

#63
Just now, elfenix said:

i think the important thing to note is that it has always been measured when cold. so its possible this has occured before

would be easier to make an alloy that expands when hot and make the crankwebs out of it. i have no idea how you would make something expand and contract that quickly which is temperature regulated when the temperature isn't changing between those two things.

Yeah that was my exact reaction as well. How could that happen that quickly, over and over and over. Seems like even if they could do it, it would be a reliability nightmare, but what do I know? But lots of people have somehow come to that conclusion. To be clear though, there are also other theories going around about how the higher ratio 'trick' is being achieved. There is an apparent racing engineer on F1T who says it's not being done by expansion/changing geometry, but by something more elegant. IDK. The compression ratio stuff seems, at best, like all sorts of wild, unsubstantiated rumors flying in all directions imho. Who knows what's really going on there? And if anyone has pulled off some CR trick, for all we know, others may have done it too.

Edited by wood

#64
1 minute ago, PGFrog said:

Reward ingenuity by not doing a damn thing with Ferrari or whomever can replicated it.

If someone can find a loop hole under the cost cap more power to them.

OK, but in the previous post you seemed opposed to the rules that create the loopholes. I'm just saying they have no choice but to create a formula with rules. Lots of rules.

#65
1 minute ago, wood said:

OK, but in the previous post you seemed opposed to the rules that create the loopholes. I'm just saying they have no choice but to create a formula with rules. Lots of rules.

Sorry, I have no issue with teams finding loopholes and I think the tax code is a perfect example of why you can't cover every possibility via written text that has to be approved by a committee.

As far as I am concerned, there is nothing wrong with rules that are focused upon safety, but let the other shit go and may the most creative and best team win.

#66

Happy New Year, y'all! Hope y'all aren't hangin' too bad today, and I sure hope this year turns out a lot better than last year did.

On 12/1/2025 at 3:37 PM, wood said:

So, how would y'all like a new high-level OW series based on, say, a spec V10 & spec chassis the first season, with teams able to develop them independently going forward, under a cost cap? And let's say that series was going to start in 2028 ...

First Instagram post today, laid out some basics ...

01. An independent motorsport series
HybridV10 is built outside traditional motorsport structures, with its own governance, philosophy, and long-term vision. Events are delivered in collaboration with local partners and accordance with technical, sporting and safety requirements.

02. A festival-led racing experience – Global Touring Motorsport Festival
Each HybridV10 event is a national motorsport festival, combining:
• Competitive racing
• Technology and engineering showcases
• Culture, entertainment, and live experiences
• Education, STEM and skills engagement
• Fan participation
It is more than a race weekend – it is a destination event.

03. A return to sound, emotion, and spectacle
HybridV10 features visually dramatic single-seater race cars powered by naturally aspirated V10 and V8 hybrid power units.
• Loud and distinctive
• Instantly recognisable
• Designed to be felt and experienced by fans

04. Innovation with cost discipline
HybridV10 is not a spec series; it is a Controlled Innovation Championship.
The platform is cost-controlled at its core, while allowing creativity and new ideas.
• Multiple engineering approaches
• Team and manufacturer identity
• Technical problem-solving
This encourages innovation without unsustainable spending.

05. Engineering as part of the story
Every team starts with the same foundation.
Every team builds something different.
Performance is not just measured by results, but by how it is achieved.
• Design philosophy
• Energy management
• Technical ingenuity
• Human ingenuity
HybridV10 makes engineering visible and understandable again.

06. A platform for new teams and manufacturers
HybridV10 is structured to welcome:
• New team owners
• Independent entrants
• Established and emerging manufacturers
• Nations seeking meaningful motorsport engagement
Entry is transparent, scalable, and long-term focused.

07. A fan-first approach
HybridV10 aims to unlock creativity, identity, and opportunity.
Fans are treated as the customer.
• Greater access and transparency
• Meaningful participation
• Membership-driven engagement
HybridV10 is built with fans, not at a distance from them.

08. Clear pathways into motorsport
Through structured development and talent systems, HybridV10 creates opportunities for:
• Drivers
• Engineers
• Mechanics
• Technologists
• Creators and operators
Talent, commitment, and potential matter more than background.

09. Global in reach, local in character
Each festival reflects the host nation by engaging:
• Local culture and identity
• Education and skills partners
• Regional industry
• National talent
Motorsport becomes locally relevant wherever it appears.

10. A balanced approach to sustainability
HybridV10 addresses sustainability through:
• Sensible hybrid technology
• Modern fuel strategies
• Lifecycle-based engineering
• Smarter logistics and operations
Without removing sound, spectacle, or excitement.

11. Designed for trust and longevity
The platform operates under an independent, commission-style governance model inspired by the World Commission ethos.
• Clear roles and accountability
• Transparent decision-making
• Long-term stewardship
Built to endure, not chase short-term outcomes.

12. A modern reset
HybridV10 rejects the hybrid World Commission’s excesses to modernise motorsport by making it:
• More open
• More engaging
• More innovative
• More connected to fans and communities
• More fun

13. Focused on the future
HybridV10 offers true constructor DNA – without the financial arms race that has destroyed independent teams elsewhere.
This is not a cost-cap championship.
This is a common-sense innovation platform.
HybridV10 is built to:
• Inspire the next generation
• Encourage innovation
• Reconnect fans
• Restore motorsport’s cultural impact

Edited by wood

#67

That sounds incredible and hope they can get it off the ground and grow it. I wonder how they are going to finance this because it seems like a huge barrier to entry for such a lofty goal.

#69

The first car will run tomorrow, and the rules still aren't set in stone. Truly unreal, F1. Please, please, please ... get your fucking shit together.

'How will F1’s new overtake mode work – and why are its rules still not finished? Not every aspect of the 2026 regulations are set in stone yet, and the FIA has several ways to react after F1 testing in Barcelona - if the on-track picture requires it'

No image preview

How will F1’s new overtake mode work – and why are its ru...

Not every aspect of the 2026 regulations are set in stone yet, and the FIA has several ways to react after F1 testing in Barcelona - if the on-track picture requires it
#70
3 hours ago, wood said:

The first car will run tomorrow, and the rules still aren't set in stone. Truly unreal, F1. Please, please, please ... get your fucking shit together.

'How will F1’s new overtake mode work – and why are its rules still not finished? Not every aspect of the 2026 regulations are set in stone yet, and the FIA has several ways to react after F1 testing in Barcelona - if the on-track picture requires it'

No image preview

How will F1’s new overtake mode work – and why are its ru...

Not every aspect of the 2026 regulations are set in stone yet, and the FIA has several ways to react after F1 testing in Barcelona - if the on-track picture requires it

Listened to a few podcast this week in preparation and it was mentioned many, many, many times how there was areas that just weren't covered in the regs that could result in some creative teams rolling out some cars that most likely are a long way away from what the FIA and F1 intended.

#71
14 hours ago, PGFrog said:

Listened to a few podcast this week in preparation and it was mentioned many, many, many times how there was areas that just weren't covered in the regs that could result in some creative teams rolling out some cars that most likely are a long way away from what the FIA and F1 intended.

I think that could actually be a good thing. Maybe we'll end up with a Ross Brawn/Jenson Button kind of situation. 🙂

#72
15 hours ago, PGFrog said:

Listened to a few podcast this week in preparation and it was mentioned many, many, many times how there was areas that just weren't covered in the regs that could result in some creative teams rolling out some cars that most likely are a long way away from what the FIA and F1 intended.

image.jpeg

#73
On 1/8/2026 at 7:01 PM, PGFrog said:

Listened to a few podcast this week in preparation and it was mentioned many, many, many times how there was areas that just weren't covered in the regs that could result in some creative teams rolling out some cars that most likely are a long way away from what the FIA and F1 intended.

13 hours ago, utee94 said:

I think that could actually be a good thing.

Exactly, I mean, isn’t that what “the pinnacle of motorsport and engineering” should be about?

#74

F1 manufacturers to discuss 2026 engine loophole in FIA meeting

Ahead of F1 winter testing at Barcelona, the FIA will hold a meeting with technical experts, with all eyes on an alleged engine loophole used by Mercedes and Red Bull

No image preview

F1 manufacturers to discuss 2026 engine loophole in FIA m...

Ahead of F1 winter testing at Barcelona, the FIA will hold a meeting with technical experts, with all eyes on an alleged engine loophole used by Mercedes and Red Bull

Even before the first collective on-track Formula 1 action of 2026, there has been talk about the new engine regulations. More specifically, the focus is on the compression ratio of the internal combustion engine (ICE) – the ratio between the cylinder's maximum and minimum volume.

Under the previous regulations, this ratio was 18:1, but for 2026 it has been reduced to 16:1 – partly to make the engine regulations more accessible for newcomers.

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The controversy arose after it emerged that Mercedes, and to a lesser extent Red Bull Powertrains, would comply with static tests, but in practice – at higher temperatures while running – could achieve a higher ratio.

Article C5.4.3 stipulates that the FIA check is carried out solely under static conditions and at ambient temperature: “No cylinder of the engine may have a geometric compression ratio higher than 16.0. The procedure to measure this value will be detailed by each PU manufacturer according to the guidance document FIA-F1-DOC-C042 and executed at ambient temperature. This procedure must be approved by the FIA technical department and included in the PU manufacturer homologation dossier.”

Those who comply with this and achieve a higher ratio while running can therefore argue that they are simply operating within the regulations. Other engine manufacturers – Audi, Ferrari and Honda – however point to a different section of the 2026 regulations, namely Article C1.5: “Formula 1 cars must comply with these regulations in their entirety at all times during a competition.”

Since the 16:1 compression ratio is explicitly stated in the rules, those manufacturers argue that all engines must also comply with it while running.

In the short term, the FIA appears set to stick with the current checks and therefore the current wording of the regulations, although the governing body has left the door open for changes later on if required.

The topic will be discussed again on 22 January, when a meeting with technical experts is scheduled ahead of the first day of pre-season testing at Barcelona.

“As is customary with the introduction of new regulations, discussions on the 2026 iteration covering power unit and chassis are ongoing,” an FIA spokesperson said.

“The meeting planned for 22 January is between technical experts. As always, the FIA assesses the situation in order to make sure the regulations are understood and applied in the same manner between all the participants.”

The FIA has clarified to Autosport that this meeting had already been planned and is not solely about the engine loophole controversy. The meeting has a broader scope, also covering the new chassis regulations, although it is logical that most attention will be on the compression ratio.

As is often the case, those who have found a potential loophole naturally deem it to be within the legal boundaries, while others lobby for more clarity, at least longer term. Because the FIA is not intervening at present, little change is expected to occur before the start of the season. Any tweaks are more likely to be aimed at 2027 or, in the earliest scenario, around the summer break.

However, the Additional Development and Upgrade Opportunities (ADUO) mechanism already provides a safety net in the regulations for manufacturers that are behind in terms of the combustion engine. Power is measured every six races (1-6, 7-12, 13-18), with manufacturers that are between 2% and 4% down on the best ICE receiving one additional upgrade. Manufacturers that are more than 4% behind are allowed two additional upgrades.

#75

Missed this a couple of days ago. Anthony Hamilton has dropped some more info about Hybrid V10 & V8.

At the end of the articles Hamilton talks about being able to do this own his own but instead he'd rather get input from people who want to help shape it. I can confirm this, as the way I found out about it was from a friend who he contacted for input and advice, who in turn asked me for my thoughts. So I got that goin' for me ... which is nice. Let's just say that the way they view today's F1 is very much in sync with much of what we say on this board.

In the articles, they touch lightly on some of the development stuff I mentioned earlier. The stuff about how a weekend would be run is interesting, with 24 teams & 48 cars across two divisions - HybridV8 running on Saturdays and HybridV10 running on Sunday. Sounds like each team would run 1 car in each division. And there's plenty more in the articles ...

The Race

Hamilton's planned new V8/V10s series: What you should know

Jan 8, 2026

by Jon Noble

While Formula 1 has hit the pause button on the idea of a switch to V8/V10 hybrids in the future, the emergence of an interesting new project that aims to put the spectacular engines right at its heart has stirred interest.

Amid a widespread acceptance that emotive power units are a core attraction in motorsport, the first hints of plans for a HybridV10 category emerged late last year when a webpage was launched.

Although sparse on details at the time, the link promised: "Real Racing. Real Talent. Real Skill. Proper Sound."

With private development work on the concept having been underway for months, and further outlines of its vision being posted on social media pages, efforts are accelerating in a bid to bring the category to life.

Now the full plans for the new independent motorsport series being put together by Anthony Hamilton, the father of seven-time Formula 1 world champion Lewis Hamilton, have been revealed.

Here is everything we know so far about what HybridV10 is all about.

The cars

HybridV10 will be built around two headline single-seater categories.

The first will feature cars powered by hybrid V8 engines, with the premier event showcasing a naturally-aspirated hybrid V10 class designed to deliver the kind of visceral impact that defined grand prix racing in the mid-2000s.

Each of the two series is planned to feature grids of 24 cars, with up to 24 teams involved. Teams would run only one car in each category.

The cars are to be single-make in format, with carefully managed aerodynamic developments allowed within approved limits. The goal is to produce reliable, high-performance machines that enable drivers to race flat-out, with minimal dependence on driver-assisted systems.

“My intention is to strip away complexity and put the focus back on the driver,” Hamilton told The Race.

“That means no artificial performance management – just real racing. Ultimately, I want pure, authentic racing focused on driver talent.”

While the V8/V10 presence is central, the hybrid element of the package will be important, too.

Concepts under evaluation include modern rapid-energy pitstops and innovative simple hybrid technologies that could add a strategic layer without compromising the racing spectacle.

It is proposed that the entire series will operate from a dedicated HybridV10 Campus and Centre of Excellence. This hub will provide facilities for all 24 teams, simulators, driver training programmes, STEM labs, apprenticeship initiatives and partnerships with universities and technology companies.

The drivers

HybridV10 hopes to attract the best drivers available, with the platform built around the principle that seats should be earned rather than purchased.

Drivers will be paid professionals, and the category does not intend to use pay drivers.

To manage selection fairly, Hamilton is establishing a Motorsport Draft League, designed to channel proven talent from a wide range of disciplines into the 48 available seats across the V8 and V10 categories.

To qualify for a seat in the main V10 class, drivers must be aged 20 or over and hold what will be known as a 'hybrid super licence' issued by its own 'Hybrid World Commission (HWC)'.

Eligibility for that licence will recognise outstanding results in established professional championships and categories, alongside additional criteria including simulator performance, technical understanding, fitness, discipline and professional behaviour.

This opens the door to drivers to come from varied backgrounds.

Hamilton has suggested match-ups that could, in theory, include figures from the World Rally Championship, IndyCar, NASCAR and sportscars – as well as the best of European single-seater talent.

Alongside the headline categories, HybridV10 also intends to invest heavily in the next generation.

Young drivers will be encouraged to remain in full-time education and have access to what has been labelled a ‘Sim-to-Seat’ pathway, which will offer an alternative entry route for those without access to traditional junior karting or racing budgets.

To protect prospective talents and their families, the HWC will also introduce a driver agent licensing framework. This system will regulate and accredit managers and representatives so that they follow a clear code of conduct, obey conflict-of-interest rules and operate with transparency.

The events

The initial plan is for around 12 HybridV10 festivals per year, scheduled where possible to avoid clashes with major global motorsport championships, including F1.

No circuits have yet been formally confirmed, but the idea is to focus on FIA Grade 1-standard venues and leading international tracks - particularly those outside the current Formula 1 calendar.

Options could include circuits such as Sepang, Paul Ricard, Fuji, Istanbul Park, Mugello and Kyalami, among many others.

Hamilton wants the calendar to run in a logical geographical sequence - the 'Eco Loop'. This approach is designed to minimise wasteful travel and help open doors for new and emerging markets.

The outline idea is Hybrid V10 will travel in one direction around the globe - Middle East → Asia → Europe → Africa → Americas → Australia.

Each festival would run over three days - Friday to Sunday.

Fridays will host Technology & Innovation Showcases, Saturdays will feature the hybrid V8 race plus STEM initiatives, and Sundays will stage the premier hybrid V10 event.

'This isn't right' mechanism

HybridV10 is being overseen by an independent governing and integrity body called the Hybrid World Commission (HWC).

The platform is to work alongside national sporting authorities while remaining commercially and structurally independent.

One interesting element put forward to increase the fan engagement is a real-time integrity channel called the “this isn’t right” mechanism.

The idea is to provide a formal pathway through which fans can raise concerns during any festival event regarding sporting fairness, safety or procedural integrity.

What happens next

While significant groundwork has already been completed, HybridV10 remains an early-stage project.

The next few months will focus on engaging prospective team owners, manufacturers, universities and strategic partners, and on growing the founding fan membership.

If strong progress is achieved in early 2026, detailed car design and validation will begin with partners throughout the year, with testing and pilot activity to follow in 2027.

The target window for the first HybridV10 festivals is currently 2028 or 2029 depending on car and engine developments.

Hamilton says the motivation behind the project is simple – with investors in place ready to back the project. Critical now for him to make sure it is something that fans will engage with.

“I could have attempted to keep this quiet for the next two years, then announced it, but what matters most to me is making sure this is something the fans truly want to follow,” he said.

“The investors are excited. I am excited. I want to build this with the fans. If they subscribe to what we are doing and are interested from the beginning, then we will make it happen together.”

https://www.the-race.com/single-seater-open-wheel/anthony-hamilton-hybridv10-formula-series-project-v8/#

Autosport

Anthony Hamilton, father of seven-time Formula 1 champion Lewis, has unveiled plans for a new motorsport series - known as HybridV10 - to "expand opportunity and accessibility" at the top level of racing.

The series promises two different divisions in a HybridV10 championship and a parallel HybridV8 category. There are plans for 24 teams across the two categories, potentially offering opportunities for 48 race seats; a start date for the championship has been pencilled in for either 2028 or 2029.

Plans for the series also demonstrate a desire to increase the value of fan feedback, along with providing educational and employment opportunities, an entry route for sim racers to move into real-world racing, and prioritising driver talent over funding opportunities.

Although a technical format has yet to be determined other than the outline of the powertrains in each car, the championships promise cost controls and the ability for manufacturers to become involved.

Reading between the lines, its statement that every team will begin with "the same foundation" suggests a centralised chassis with the ability for teams to implement their own advancements, without proceeding into a technology war.

The series promises to develop a central "HybridV10 Campus" containing a "Centre of Excellence" - which contains facilities for all teams, engineering programmes, simulators and driver training tools, plus education pathways and apprenticeships for those looking to start their career in motorsport.

A draft system is part of the proposal, not only to select drivers, but also for team personnel. Like F1, drivers need to accrue enough "Hybrid Super Licence" points to gain access to the draft. The entry barrier has been set at a high level, requiring any drivers to be over 20 and have either finished in the top three in any top-level racing category, hold an F1 superlicence, or have fulfilled an F1 reserve driver role.

However, the in-house superlicence structure also allows drivers to earn points in other ways, either through race results or in simulator/testing performances, education/technical knowledge, fitness, and professionalism.

The series is also looking to implement its own governance system, labelled the Hybrid World Commission, to oversee all elements from the regulations, stewarding, safety standards, and to manage the other add-ons that the series aims to provide.

Furthermore, there is scope for fan interaction using the series' "This Isn’t Right" mechanism: allowing fans to "constructively raise concerns regarding sporting fairness, safety, or procedural integrity during any HybridV10 festival event".

The release from the series also outlines a three-day "festival" event, using Friday to showcase technology, innovation, and education opportunities, Saturday for the HybridV8 series' running, and Sunday for the HybridV10 category.

It has suggested that a 12-round calendar will be implemented around the world, visiting all major continents in a loop to include new or emerging motorsport markets, and build its profile and interest globally.

"This is an early-stage build, being developed deliberately and properly," Hamilton stated. "More detail including how people can be involved from the beginning will be shared throughout January.

"I can build this alone, but I'd rather build it together with the fans and those who want to shape the future of a new motorsport platform."

The series will work throughout 2026 in attempting to build its audience and make progress with prospective team owners, before finalising the overall technical package ahead of a projected testing period in 2027.

No image preview

Anthony Hamilton launches HybridV10 racing series plans

Plans for a new series, sporting V10 and V8 engines, promises 'real racing' and 'proper sound' with a fan-focused outlook

Edited by wood

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