The first example of this was seen in 1989 when Alain Prost hit Ayrton Senna on the first lap of the final race at Suzuka. While Senna carried on and won the race, he was disqualified for cutting the chicane and thus handing the championship to Prost. Twelve months later, at the same venue, Senna took redemption by deliberately crashing into Prost to win his first F1 championship.

While F1 took note of the incident, little was done to avoid further incidents, and thus, in 1994, things repeated with Michael Schumacher turning in on Damon Hill to clinch the championship by one point. Schumacher repeated this attempt on Jacques Villeneuve three years later, only to be disqualified from the championship for deliberately hitting another driver. These incidents forced then FIA president Max Mosley to intervene and set up rules to stop drivers from taking out each other. But two decades since the Schumacher incident, no driver has tried to put the rules to the test, barring the 2016 season when tensions were running high between teammates Nico Rosberg and Lewis Hamilton, leading to multiple collisions through the season. But looking at the 2021 season, it seems like the rule will be finally implemented. The heated battle between Hamilton and Max Verstappen is through the roof, with the duo colliding on two occasions in the 2021 season. 

Coming into the 2021 season, things looked heated as Red Bull finally fielded a competitive car that is considered the best on the grid. On the other hand, affected by the recent rules change, Mercedes started on the backfoot during pre-season testing. With protagonists from both teams gunning to clinch the title, things began to heat up from the first race in Bahrain, where the Mercedes and Hamilton won the race after a close wheel to wheel battle with Verstappen. Determined to win the title, Verstappen and Red Bull adopted every tactic in the book to win the next round in Italy and swing the championship in their favour.

With Verstappen aiming for his maiden title and Lewis for his eighth, both drivers gave their 100 percent on the track, resulting in fantastic wheel-to-wheel racing in Bahrain, Imola, Portimao, Barcelona and France that was missing from F1 for over a decade. This close wheel to wheel racing has resulted in the championship swinging both ways, race after race. During the initial phase of the championship, both drivers raced with mutual respect. But just before the summer break, during round 10 of the championship at Silverstone, the rivalry took an ugly turn. Verstappen and Hamilton collided at the Corpse corner on the first lap of the race, resulting in a 51G crash that saw Verstappen spinning into the tyre barrier. This was the spark that ignited it all.

Following the crash, Lewis was handed a 10-sec time penalty which in no way affected the result of the race. In the end, Lewis won his eighth British GP and celebrated in style. This trigged Red Bull team principal Christian Horner, who accused Hamilton of ‘dirty racing’. While the drivers refused to engage in a war of words, the team principals were going at each other. F1 went for its summer break, with Lewis leading the championship by just six points.

Coming back from the summer break, Verstappen won back to back at the Spa-Franco champs and at his home track in the Netherlands.

Just when the war of words had started to settle down and the championship had swung in Red Bull and Verstappen’s favour, the two championship rivals collided on lap 26 of the Italian GP at Monza. Frustrated by an 11.1-second pit stop which put him directly into Hamilton’s path, Verstappen was pushing hard on a fresh set of hard tyres. On lap 26, Hamilton pitted for a new set of tyres and caught McLaren’s Lando Norris and Verstappen at the pit exit. After letting Norris pass, Hamilton stuck to the racing line into the Variante chicane. Seizing the opportunity, Verstappen attacked to the outside of Hamilton. Not yielding, both drivers stuck to their racing lines and collided. The collision saw Verstappen’s car bounce off the sausage kerbs and pitched onto Hamilton’s car, clipping the rear wing and roll hoop of the Mercedes before landing heavily onto the Halo. Both the cars got beached in the gravel with one on top of the other.

A disgruntled Verstappen got off the car and walked away, blaming Hamilton for the crash. Talking post-race, Verstappen complained, “He kept on squeezing me to the left. I expected him to give me space going into turn 2, but he left me without enough road.” Reacting to it, Hamilton, said, “I left him a car’s width going into the first corner and I was ahead going into the corner. The next thing I know, Max was over me. He obviously knew at that point he wasn’t going to make the corner and drove into me.”

After the race, the stewards reviewed the incident and handed Verstappen a three-place grid drop for the Russian GP. The stewards found that Verstappen was never in front of Hamilton and hence was predominantly to blame for the collision. Reacting to the penalty, Mercedes team principal Toto Wolff accused Verstappen of a tactical foul.

Verstappen will be ready for redemption at the Russian GP. Eager to bounce back from his three-place grid penalty and win at the Sochi Autodromo and break Mercedes dominance at a circuit that suits the Mercedes car the best. While the blame game continues, F1 pundits predict that the two title rivals will clash again before the end of the championship. With eight rounds left in the championship, Verstappen leads Hamilton by just five points. It’s all to play for in the championship, with either driver giving it their 100 percent.

With a three-place grid penalty to serve at a track that does not favour the Red Bull Car, will the Milton Keynes-based team opt to take engine penalty and push during the race with a new engine, or will they postpone the new engine for another race? Will Verstappen adopt a more polite approach towards his driving? Will the teams and drivers race fair with mutual respect? We have to wait and watch. But for the fans, this championship is an exciting one that will go down to the wire and enter the record books as the most entertaining season in the recent past. (TT)

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Continental is set to make a significant impact at the upcoming Tire Technology Expo in Hannover with a strong presence at the technical conference scheduled for 3 March 2026. The company will kick off the event with a major presentation centred on the evolution of tyre technologies designed to meet the demands of autonomous driving. Dr Andreas Topp, who leads Platform Development and Industrialisation for passenger car tyres at Continental, will illustrate how the vision of autonomous vehicles is transitioning into everyday reality and how the tyre manufacturer is proactively developing innovative solutions to support this shift.

In addition to the opening session, Continental experts will deliver three further presentations, each addressing critical areas of tyre science and environmental regulation. One of these will explore the use of recovered carbon black derived from end-of-life tyres as a filler material. Professor Jorge Lacayo-Pineda, a specialist in materials evaluation, will delve into the complexities of identifying this material within vulcanised rubber compounds. Recovered carbon black, primarily obtained through pyrolysis, represents a milestone as the first industrially scalable filler sourced from discarded tyres. It is not considered a direct substitute for conventional carbon black but rather a distinct category of filler due to its unique composition, which includes carbon residues and a specific thermal background. Professor Lacayo-Pineda will examine the technological and regulatory possibilities that arise from detecting this material in new tyre compounds, focusing on reliable identification techniques such as electron microscopy and molecular spectroscopy.

Another key presentation will broaden the conversation around tyre emissions. Dr Frank Schmerwitz, a senior test engineer specialising in tyre wear, will address the limitations of current discussions that predominantly focus on tyre and road wear particles. He will highlight additional pathways of mass loss that are not captured by conventional measurements. His talk will consider the release of nanoparticles, the persistence of wear residue on road surfaces and the chemical degradation of this material due to environmental factors like oxygen and ultraviolet light, aiming for a more complete scientific picture.

The final presentation will tackle the complexities of modern tyre development in the context of new regulatory frameworks. Dr Pavel Ignatyev, an expert in rubber friction and wear physics, will discuss how the introduction of standardised abrasion limits and measurement methods under the Euro 7 regulation is reshaping innovation in the industry. He will explain the various parameters influencing tyre wear and how they interact with these new requirements. Through simplified models, he intends to demonstrate the intricate nature of tyre wear and outline the collective challenges that remain for the industry, emphasising that a deep understanding of these dynamics is crucial for translating regulatory mandates into effective technological advancements.

Dr Topp said, “The future of self-driving vehicles has begun. We are developing tyre technologies and products that meet the unique technical requirements of these vehicles. This includes topics such as interaction with smart vehicle dynamic controls, optimised fleet operations and tailored solutions for specific use profiles.”

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The concluding day of 2026 F1 Pre-Season Testing at the Bahrain International Circuit saw Charles Leclerc set the overall fastest lap of the entire six-day programme. The Ferrari driver delivered a time of 1:31.992s on the C4 compound Pirelli tyres during the final hour of running, improving by eight-tenths of a second on the previous benchmark established by Kimi Antonelli. This performance placed him ahead of Lando Norris in the McLaren, who recorded a 1:32.871s on the C3 tyre. Max Verstappen and George Russell followed, with times of 1:33.109s and 1:33.197s, respectively, both also set on the C3 compound. Notably, none surpassed Leclerc's own leading time on that particular compound, a 1:32.655s. Pierre Gasly rounded out the top times, utilising the softest C5 tyres to post a 1:33.421s.

The C5 compound saw limited use on the final day, employed only by Alpine and Williams for short-run simulations. Aston Martin, despite having the tyre available, opted not to run it and instead completed just six laps on C3s before their session was curtailed. In contrast, teams focused on different aspects of performance. Gabriel Bortoleto and Arvin Lindblad set the pace on the harder C1 and C2 compounds, respectively. The day was also notable for the absence of several drivers, including Fernando Alonso, Lewis Hamilton and Alex Albon, who did not participate in any track action.

Beyond outright speed, teams dedicated significant effort to long-distance evaluation. Gabriel Bortoleto completed 25 laps on the C2 compound for Audi, while Esteban Ocon undertook 24 laps on C1s for Haas. Ocon was also the sole driver to run intermediate tyres, completing four laps to assess front wing behaviour. Over the entire six-day test, a total of 41,366 kilometres were covered across all 11 teams, a distance exceeding the Earth's circumference. The C3 compound proved the most popular, accounting for 61 percent of all laps. In total, 591 sets of slick tyres were utilised throughout the pre-season, with 326 of those deployed in the final three days alone.

Mario Isola, Pirelli’s Motorsport Director, said, “The radical changes introduced to the cars have inevitably shifted the teams’ focus towards power units and aerodynamics rather than tyres over the last few days. The final stages of testing are usually dedicated to optimising the car-tyre package, but it is clear some teams haven’t reached that point yet. Generally speaking, track feedback has been consistent with our simulation expectations. Drivers were able to gain confidence with the entire Pirelli range through both performance trials and long runs, even using the C4 and C5 compounds which aren’t particularly suited to a circuit like Sakhir.

“Mechanical resistance appeared strong across all options, with no signs of graining or blistering. Degradation levels are almost certainly higher now than what we expect for the Bahrain race, when temperatures will be lower and cars more developed. A central theme this season will certainly be balancing temperatures between the axles, especially ahead of the first race in Melbourne. The lower loads of a street circuit might require more intensive tyre preparation or differentiated tyre blanket temperatures, particularly in qualifying. In any case, it will be interesting to discover in Australia how much teams have been ‘sandbagging’ their engine power to avoid showing their hand. We only have to wait a couple of weeks to see the true pecking order.”

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Titan International, a global leader in off‑the‑road (OTR) tyre and wheel manufacturing and distribution, has entered into a significant 10-year exclusive distribution agreement with Triangle Tire USA. This strategic alliance grants Titan exclusive rights to distribute both Triangle and Diamondback branded OTR tyres across United States. By combining Triangle’s global manufacturing expertise with Titan’s extensive North American dealer network and the established recognition of the Diamondback brand, the partnership aims to deliver a comprehensive and unified portfolio of high-performance OTR solutions.

The collaboration enhances Titan’s product offering to include a diverse range of radial and bias tyres suited for the most demanding off-road environments. Customers across critical sectors such as mining, construction, earthmoving, aggregates, industrial operations and equipment rental will benefit from this expanded selection. The integrated portfolio supports a wide array of heavy machinery, including large earthmoving equipment, loaders, dozers, scrapers, haulage vehicles, mobile cranes and container handling machinery for ports, as well as industrial and rental fleets.

This initiative is designed to strengthen the market presence of the combined Titan, Triangle and Diamondback brands within the OTR sector. By leveraging Titan’s national sales and support infrastructure, the partnership aims to drive long-term performance through enhanced dealer adoption and improved customer satisfaction. The arrangement ensures that end users have access to a broader spectrum of mission-critical tyre solutions backed by reliable distribution and service support.

The initial rollout of Triangle and Diamondback OTR products is currently underway through Titan’s dealer network in United States. An expanded range of sizes and patterns is scheduled for release throughout the year, with dealers encouraged to consult their Titan representatives for detailed information on availability, specifications and ordering procedures.

Paul Reitz, CEO & President, Titan International, said, “This partnership combines Titan’s deep channel reach with Triangle’s expanding OTR portfolio to deliver a broader, more competitive offering to our customers – backed by Titan’s service, training and technical support. We’re excited to bring the Triangle and Diamondback families into our US distribution platform to improve availability, coverage, and value across critical OTR customers.”

Campbell Metcalfe, CEO, Triangle Tire USA, said, “Triangle is pleased to join forces with Titan to bring our OTR innovations to more US customers, faster. Titan’s scale, distribution strength and customer support capabilities will substantially enhance access to Triangle and Diamondback products across key industries.”

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Radar Tires, a globally recognised manufacturer known for its off-road and high-performance products, is broadening its footprint in the light truck and off-road vehicle segment with a major expansion of its popular Radar Renegade-X line. Responding directly to robust market demand and the model's sustained success among enthusiasts, the company will introduce nine new sizes featuring rim diameters from 18 to 26 inches. A key highlight of this expansion is the debut of 26-inch options, catering to the growing trend of customised and lifted trucks requiring larger wheel fitments.

Since its market introduction, the Renegade-X has built a strong reputation for delivering uncompromising off-road capability without sacrificing on-road civility. Consumer feedback consistently praises its superior traction in mud and rocky terrain, its robust durability and notably low road noise – a combination rarely achieved in the mud-terrain category. This balance of aggressive performance and refined driveability has solidified its appeal.

The tyre’s distinctive design is the result of a collaboration with the renowned Italian design house GFG Style, blending engineering rigor with premium aesthetics. Its technical features include a high void-to-lug ratio designed for effective self-cleaning in mud, alongside a specialised rock-crawl compound for enhanced grip on varied surfaces. Durability is addressed through a three-ply sidewall construction, while a strategic combination of stone ejectors and serrations protects the tyre casing. Furthermore, sidewall lugs inspired by stealth design not only contribute to a striking visual profile but also improve lateral traction in challenging conditions.

The newly added sizes are intended for a wide range of vehicles, including Jeeps, pickup trucks and full-size SUVs. Availability is scheduled to commence through authorised dealers in February 2026, with additional sizes arriving through April of that year.

Rob Montasser, Vice President, Radar Tires, said, “The response to the Radar Renegade-X has exceeded our expectations, and our dealer partners have consistently requested additional sizes to meet customer demand. This nine-size expansion, including our first 26-inch rim diameter sizes, demonstrates our commitment to providing dealers with a comprehensive product offering that supports sustained, profitable growth while giving consumers more choices for their vehicles.”

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