The business of elite motorsport stands at a critical strategic inflection point. A regulatory proposal put forward by Federation Internationale de l'Automobile (FIA) President Mohammed Ben Sulayem to introduce an FIA-approved independent engine supplier starting in the 2031 season represents a major technical and political shift for Formula One.
In the boardroom, the "Fifty-Fifty" hybrid model was hailed as a sustainable masterstroke. On the track at Suzuka, it became a 50G disaster. By mandating a power split that left drivers powerless on the fastest straights, the FIA didn't just compromise racing safety—they detonated a financial landmine.
When a Ferrari Formula 1 car crosses its final finish line, most teams see a museum piece; Maranello sees a multi-million euro strategic asset. Through its F1 Clienti programme, Ferrari maintains a rotating fleet of up to 200 retired chassis for the world’s elite—but the real profit isn’t just found in the €20,000-per-weekend track fees or the $6 million price tags for historic cars.
