Take Two: The Miami Reset

The engines went completely silent after Japan... and they stayed silent. Formula 1 is a sport defined by relentless, unforgiving momentum, a globe-trotting circus that operates at three hundred kilometers per hour both on the asphalt and in the corporate boardrooms. But for the last five weeks, the paddock has been locked in a forced, anxious hibernation. It is finally race week again. The Miami Grand Prix is set for this coming Sunday, bringing with it a Saturday Sprint Race and an atmosphere so thick with political tension and engineering paranoia that you could cut it with a carbon-fiber winglet. This isn't just round four of the 2026 season. This is a hard, brutal reboot. The unexpected spring break, triggered by extreme geopolitical instability, has turned the circuit around Hard Rock Stadium into ground zero for an entirely new championship battle. Teams have spent over a month locked in their wind tunnels and simulator rooms, desperately trying to fix the fundamentally broken 2026 regulations while plotting ruthless political warfare against their rivals. It is time to dive deep into every rumor, every technical development, and every bitter paddock rivalry going into a weekend that will define the future of the sport.

The harsh reality of global conflict crashed violently into the Formula 1 bubble in early March. Following the escalation of the US-Israeli war on Iran, the Middle East became entirely untenable for a traveling sporting event of this magnitude. Violence spread rapidly across the Gulf region following the late February elimination of Iran's supreme leader Ayatollah Ali Khamenei, with retaliatory strikes targeting multiple nations, including Bahrain. The logistical deadlines for the Bahrain and Saudi Arabian Grands Prix, originally scheduled for April, forced the hands of the sport's executives. There was absolutely no debate to be had. The airspace was compromised... insurance policies for the predominantly UK-based teams evaporated overnight... and the safety of thousands of traveling mechanics, engineers, and media personnel couldn't be guaranteed. Formula 1 and the governing FIA officially pulled the plug, leaving a gaping five-week hole in the calendar between the Japanese Grand Prix at the end of March and this weekend's Miami race. Stefano Domenicali, President and CEO of Formula 1, made the grim announcement. "While this was a difficult decision to take, it is unfortunately the right one at this stage considering the current situation in the Middle East," Domenicali stated. FIA President Mohammed Ben Sulayem echoed the somber sentiment, adding, "The FIA will always place the safety and wellbeing of our community and colleagues first". For the racing teams, however, this sudden pause was a massive double-edged sword. It abruptly halted the momentum of the early championship leaders, but it simultaneously handed struggling engineering departments an absolute lifeline. A five-week break in the modern cost-cap era is essentially a second winter testing period. The factory lights in Woking, Maranello, Brackley, and Milton Keynes have burned late into the night for thirty-five straight days. They have been analyzing the deeply flawed 2026 power unit regulations, redesigning aerodynamic concepts from scratch, and preparing for a massive development war that will kick off the second the pit lane turns green in Florida.

Before diving into the chaotic technical overhauls and bitter paddock politics, it is crucial to understand exactly where the grid stands as we pack our bags for Miami. Mercedes came out swinging in this new regulatory era, establishing a commanding lead in the Constructors' Championship with 135 points, leaving Ferrari trailing in the dust with 90 points, followed by McLaren with 46. But the Brackley squad isn't being led by the seasoned veteran everyone expected. Instead, a teenage prodigy is rewriting the history books and completely upending the established hierarchy. Kimi Antonelli is nineteen years old. He is in only his second season of Formula 1. And he is currently leading the World Championship. The Italian youngster has taken the paddock by storm, securing two grand prix victories in the opening three rounds to establish a nine-point lead over his highly experienced teammate, George Russell, who currently sits on 63 points.

This internal dynamic is rapidly becoming the defining psychological battle of the 2026 season. Russell has spent years waiting for his opportunity to be the undisputed number one at Mercedes following the departure of Lewis Hamilton to Ferrari. He finally got the keys to the kingdom, only to find a teenager immediately changing the locks. Paddock insiders are already drawing quiet comparisons to the legendary, toxic rivalry between Nico Rosberg and Lewis Hamilton a decade ago, though the current Mercedes drivers are at vastly different stages of their respective careers. Antonelli isn't shying away from the fight. He recently issued a quietly defiant statement regarding his title credentials. "Experience is my biggest weakness compared to drivers like George, no question. You can’t buy that," Antonelli admitted. "But I’m confident that I’d still have a chance if the opportunity arose... my first victory showed that I can beat anyone if I perform to my potential". It is a terrifying prospect for the rest of the grid... a teenager with the raw speed of a generational talent, backed by the operational might of the Mercedes machine. To manage the sudden, suffocating pressure of an early title charge, Antonelli revealed he completely avoids social media during race weekends. "It’s easy to lose focus and get carried away when everyone’s celebrating you... But I’ve also noticed that expectations of me have changed drastically," he noted. Antonelli relies heavily on his core team to keep him grounded, stating, "To do that, I need to get the basics right. My team and I constantly remind ourselves of that". For Russell, the Miami Grand Prix is a critical, career-defining juncture. He can't allow Antonelli to dictate the terms of engagement. The British driver has been handed a massive wake-up call, and the paddock is waiting with bated breath to see if he possesses the ruthless edge required to strike back and reassert his dominance within the team.

While the intra-team battles provide the human drama, the actual racing product produced by the 2026 regulations has provided pure, unadulterated terror. The new power units feature a strict fifty-fifty split between internal combustion and electrical energy, and the resulting aerodynamic and deployment characteristics have been nothing short of catastrophic. The sport was playing with fire with these extreme energy management profiles, and in Suzuka, somebody finally got burned. During the Japanese Grand Prix, Haas driver Oliver Bearman slammed violently into the barriers at the iconic Spoon Curve at over 308 kilometers per hour, pulling a staggering 50G in the impact. Bearman was taking desperate evasive action to avoid the much slower Alpine of Franco Colapinto. Bearman miraculously walked away with just a bruised right knee, but the incident triggered massive, immediate outrage from the drivers and team bosses. McLaren Team Principal Andrea Stella bluntly stated the crash came as no surprise, given the extreme closing speeds created when one car is lifting or in a super clip phase while others are still deploying energy... a scenario teams had already flagged during testing. Stella stressed that action should be taken proactively rather than waiting for further incidents. The terrifying speed delta, estimated at somewhere between thirty and fifty kilometers per hour, left Bearman with zero reaction time.

The five-week Middle East hiatus gave the FIA no excuse to delay their response. Following crunch meetings with team principals, drivers, and power unit manufacturers, a massive slate of mid-season regulation changes was pushed through an e-vote by the World Motor Sport Council, taking effect immediately here in Miami. These aren't minor technical tweaks... they are fundamental alterations to how the cars generate, store, and deploy power. First, the FIA addressed the lethal closing speeds. The maximum permitted energy recharge per lap has been slashed from 8MJ to 7MJ. This highly technical adjustment forces a reduction in excessive harvesting, encouraging drivers to stay flat-out rather than dramatically lifting off the throttle on the long straights. To complement this, the peak superclip power has been increased from 250kW to 350kW, allowing the cars to harvest their required energy much faster, capping the dangerous superclip duration to just two to four seconds per lap.

The deployment rules have also been completely rewritten to prevent a repeat of the Suzuka horror show. During the race, the maximum boost power is now strictly capped at 150kW, preventing sudden, massive speed differentials when a trailing driver hits the overtake button. Furthermore, the MGU-K deployment is now heavily regulated based on specific track position. Drivers can still use the full 350kW in key acceleration zones... like corner exits leading onto long straights and traditional overtaking zones... but deployment is brutally limited to just 250kW in the twisty, technical parts of the lap. This ensures cars aren't carrying wildly different speeds through high-risk corners where evasive action is physically impossible.

The rule changes don't stop with energy deployment on the straights. Race starts under the 2026 regulations have been an absolute lottery, with drivers repeatedly suffering terrifying power drop-offs right off the line as the complex hybrid systems fail to sync with the clutch release. In Melbourne, Liam Lawson barely avoided a catastrophic rear-end shunt when his car bogged down and Colapinto had to rely on lightning-fast reflexes to swerve around him, an incident that deeply rattled the grid. To fix this glaring safety issue, the FIA is utilizing the Miami Grand Prix to trial a brand-new safety mechanism known as the low power start detection system. This advanced software is designed to instantly identify any car suffering abnormally low acceleration immediately after clutch release. If a stall or significant bog is detected, the system automatically triggers a massive dump of MGU-K electrical deployment, forcing the car forward to a minimum acceleration threshold to prevent a chaotic grid pile-up. Crucially, the FIA insists this safety net won't provide a sporting advantage... it simply converts a potentially disastrous, race-ending start into a predictably bad one. To further protect the trailing pack in the frantic seconds after the lights go out, an automatic visual warning system is also being introduced. If the low power start system activates, the rear and lateral lights on the affected car will aggressively flash, instantly warning the drivers behind that a slow-moving obstacle is directly ahead.

The FIA's single-seater director Nikolas Tombazis laid down the law during a recent media briefing, explicitly warning teams that any attempt to exploit this safety software for a competitive launch advantage will be met with severe sporting penalties. "We made it clear that, first of all, this is not supposed to be a mechanism whereby people would be, let's say, even tempted to do it on purpose to come up better off," said Tombazis. "What this would convert is a disastrous start to a bad one. It would not convert a bad one to a good one". The rule makers also threw a bone to the drivers regarding wet weather conditions. Following relentless complaints about a terrifying lack of grip in the rain, the mandated tire blanket temperatures for intermediate rubber have been significantly increased following direct driver feedback. Additionally, maximum ERS deployment will be automatically reduced in wet conditions to limit violent torque snaps and improve drivability on low-grip surfaces, while the rear light systems have been simplified to offer clearer visual cues through the spray. It is a massive, unprecedented technical overhaul, completely resetting the operational parameters of the sport just four races into the season.

With the rules changing beneath their feet, the development war between the constructors has escalated to a fever pitch. The cancellation of the Middle Eastern rounds turned Miami into an unofficial season opener for car upgrades, and no team has been more aggressive during the break than McLaren. The Woking-based outfit started the 2026 campaign on the absolute back foot, struggling to adapt their chassis to the complex new Mercedes power unit after a grueling, season-long championship fight in 2025. They suffered the ultimate embarrassment in China, failing to even start the race with either Lando Norris or Oscar Piastri due to terminal system failures. But Andrea Stella isn't a man who panics under pressure. He is a deeply methodical operator, and he used the five-week pause to orchestrate a staggering technical turnaround that has the paddock buzzing. Stella confirmed that McLaren is rolling out a completely new car across the Miami and Canadian Grands Prix. "In our intent, there was always the idea to deliver a completely new car... especially from an aerodynamic upgrades point of view... for the North American races so we could keep up with this plan," Stella stated. This isn't just a tweaked front wing or a slightly refined floor... this is essentially the debut of the MCL40, an entirely revamped aerodynamic package.

Stella noted that the unexpected gap in the calendar allowed McLaren to streamline their manufacturing process, pushing the aerodynamic upgrades forward to ensure they arrived in North America ready to fight at the sharp end of the grid. Speaking on the official F1 Nation podcast, former IndyCar driver and F1 analyst James Hinchcliffe believes this weekend is McLaren's best opportunity to finally dethrone Mercedes. "It's almost like a restart to the season," Hinchcliffe said. "With this amount of time off, the information, all the data that the teams have from the first three rounds, we know that everybody is bringing a lot of upgrades". Former F1 driver Jolyon Palmer echoed this exact sentiment on the podcast, suggesting the paddock is looking at a massive, high-stakes upgrade-off. "They feel confident heading to this race," Palmer explained. "All the talk is new car. They've preset Miami as an upgrade chance anyway, which they did a couple of years ago when Norris got his first win with a massively upgraded car". Woking has drawn a line in the sand. The excuses of early-season integration are entirely gone. The MCL40 has to deliver immediately, or their championship aspirations are over before the European leg even begins.

If McLaren is bringing a new car, Ferrari is bringing a completely new aerodynamic philosophy. Ferrari team boss Fred Vasseur isn't backing down from the challenge, boldly declaring that the Miami Grand Prix is the start of a completely new championship. "Everyone will bring updates to Miami, they'll have time to work on the software, and that's why I said a new championship will begin," Vasseur declared. "We won't be the only ones working between Japan and Miami, so we need to pay attention to that... All the teams on the grid are pushing like crazy to improve, and there will be a step forward for everyone". Ferrari isn't just updating the SF-26... they are pushing the absolute extreme limits of the technical regulations with an innovation that has the entire paddock talking and rival engineers scrambling to their drawing boards. It has been affectionately dubbed the Macarena pivoting rear wing by those inside the Maranello walls. Unveiled initially during private testing, this radical aerodynamic concept abandons traditional DRS mechanics entirely. Instead of a standard flap opening, Sky Sports F1's Ted Kravitz and Bernie Collins analyzed how Ferrari uses two side actuators instead of a central one to flip the entire rear wing flap 180 degrees on the straights. This effectively mimics the aerodynamic profile of an aircraft wing, generating lift rather than downforce to aggressively shed drag and boost top speed. Kravitz and Collins noted Ferrari expects this solution to provide a five kilometer per hour advantage at the end of straights, while maintaining a better overall balance with high downforce in corners. Crucially, the Sky Sports F1 analysts confirmed the design is completely legal under the current regulations, pointing out that other teams haven't copied it yet primarily due to fears over the reliability of the complex rotating mechanism. If the wing works as intended around the long, sweeping straights of the Miami International Autodrome, Charles Leclerc and Lewis Hamilton could find themselves right back in the fight for pole position. It is exactly the kind of brilliant, outside-the-box engineering gamble Ferrari desperately needs to stay relevant in a championship that threatens to rapidly run away from them.

While Mercedes, McLaren, and Ferrari are fiercely battling for supremacy at the front of the pack, the sport's former kings are tearing themselves apart from the inside. Red Bull Racing is in an absolute state of crisis. The RB22 is a deeply flawed machine, struggling with severe weight issues and a fundamentally unstable aerodynamic concept that has left the engineering team completely baffled. They are reportedly bringing a desperate recovery package to Miami, attempting to shed crucial kilograms and fix the handling characteristics that have plagued them since round one, but the mood in the garage is incredibly grim. But the real crisis isn't the car... it is the man driving it. Max Verstappen is miserable. The Dutchman has never hidden his disdain for the 2026 regulations, and the reality of driving these heavy, energy-limited cars has pushed him to the absolute brink of his patience. His quotes following the opening rounds were chillingly blunt and completely devoid of his usual competitive fire. "I'm not enjoying it at all," Verstappen stated. "But like I said, I don't care where I qualify. Whether it was at the front or where I am now. In terms of emotion and feeling, it's completely empty". Those are the words of a man who is ready to walk away. Verstappen has consistently maintained that Formula 1 isn't the only racing series he cares about, frequently talking up his GT3 team ambitions and his burning desire to compete in endurance racing while he is still in his prime. With a car he absolutely hates driving and a championship slipping further out of reach with every passing weekend, the rumors of an imminent, shocking mid-season retirement are spreading like wildfire through the paddock.

If Verstappen is looking for a final excuse to pull the ripcord, the complete implosion of the Red Bull engineering team provides a perfect exit strategy. In a move that sent seismic shockwaves through the sport, it was confirmed that Verstappen's legendary race engineer, Gianpiero Lambiase, is jumping ship. The man affectionately known as GP has been the voice in Verstappen's ear for all of his world championships, acting as the ultimate calming influence on the famously fiery Dutchman during his most difficult moments. The partnership was considered the ultimate dream team, rivaling the legendary bond between Lewis Hamilton and Peter Bonnington. Presenters Betty Glover and Alex Jacques recently broke down the massive implications of this move on the official Formula 1 YouTube channel, confirming Lambiase's departure to McLaren as Chief Racing Officer in 2028 and noting the irreplaceable void it leaves at Red Bull. Because of stringent gardening leave requirements, Lambiase is expected to step away from his duties at Red Bull at the end of the current 2026 season before officially donning papaya colors. This means if Verstappen decides to grit his teeth and race in 2027... a prospect he already despises... he will have to do it with a brand new race engineer. The timing of this departure is absolutely catastrophic for Christian Horner's squad. The defection of Lambiase leaves yet another massive void in a technical department that has been continuously bleeding elite talent to rival teams for over a year.

In a desperate attempt to plug the holes and stabilize the sinking ship, Red Bull's senior management initiated a sudden, aggressive technical reshuffle. Ben Waterhouse has been promoted to the role of chief performance and design engineer, attempting to bridge the widening gap between vehicle performance and pure aerodynamics. More controversially, Red Bull reached directly into their sister team, Racing Bulls, to poach Andrea Landi. Landi, a former Ferrari engineer who was serving as the highly respected deputy technical director for Racing Bulls, has been immediately parachuted into the senior squad as the new head of performance. The move is officially designed to support Red Bull's long-term technical ambitions, but to the rest of the paddock, it reeks of a team desperately cannibalizing its own junior outfit to survive.

Red Bull's controversial decision to seamlessly yank a top engineer from Racing Bulls without any standard gardening leave has absolutely infuriated McLaren CEO Zak Brown. The American executive has been on a relentless, years-long crusade against the concept of co-ownership in Formula 1, and the Miami Grand Prix has become the latest battleground for his aggressive political warfare. Brown firmly believes that A/B team relationships... where one massive corporate entity controls two separate entries on the grid... completely compromises the sporting and financial integrity of the championship. "I've been saying for 10 years, I don't like co-ownership," Brown stated. "I don't like AB teams. I think it runs a high risk of compromising the sporting integrity of the sport". He views the immediate transfer of personnel like Andrea Landi or former boss Laurent Mekies between Red Bull and Racing Bulls as an unfair circumvention of the cost cap, allowing the massive energy drink empire to shuffle elite talent overnight without paying the financial penalties or enduring the waiting periods that independent teams like McLaren are subjected to. But Brown's anger isn't just about the movement of engineers and intellectual property. He hasn't forgotten the blatant sporting manipulations of the recent past. He specifically pointed to the 2024 Singapore Grand Prix, where Daniel Ricciardo, driving for the Red Bull-owned junior squad, was ordered to pit late in the race for soft tires explicitly to steal the fastest lap point away from Lando Norris. "We've seen fastest laps from one team. You know, Daniel Ricardo take a point away from McLaren to help Max Verstappen and Red Bull," Brown argued. Brown labeled the move "a nice A/B-team sporting thing that I didn't think was allowed," adding, "But this isn't the first time we've seen it, and it probably won't be the last".

Brown's crusade has gained massive, urgent momentum this week following explosive rumors that Mercedes is attempting to establish its own sister team operation. Flavio Briatore, acting as the incredibly powerful de facto boss of the struggling Alpine outfit, confirmed that Mercedes is in active negotiations to purchase the 24 percent stake in the Enstone team currently held by Otro Capital. While Briatore insisted the negotiations are with the Mercedes corporation rather than team principal Toto Wolff personally, the implications are staggering. If the deal goes through, Mercedes would become a dual owner in the sport, massively expanding their political voting block and technical influence. Brown insists his criticism isn't personal against Wolff or Horner, but rather a fierce defense of the sport's fundamental integrity, comparing the deeply flawed situation to a Premier League soccer match where two competing clubs share the exact same ownership group, leading to inevitable conflicts of interest. It is a massive political storm brewing just beneath the surface, and the team principals' press conferences in Miami are guaranteed to be utterly explosive as the lines are drawn.

While the top teams fight tooth and nail for marginal aerodynamic gains and crucial political leverage, Aston Martin is simply fighting to keep their car running. The Silverstone-based team, backed by the seemingly bottomless pockets of billionaire Lawrence Stroll, was universally expected to take a massive leap forward in 2026 after heavily investing in state-of-the-art facilities and poaching elite engineering talent from across the grid. Instead, they have delivered an unmitigated disaster that has shocked the entire paddock. The AMR26 has failed to score a single championship point across the first three rounds, languishing at the very bottom of the standings alongside Cadillac. The root of this existential crisis lies deep within their highly publicized new factory power unit supply agreement with Honda. The Japanese manufacturer simply hasn't cracked the incredibly complex 2026 regulations. During the pre-season tests in Bahrain, the AMR26 was completely crippled by extreme engine vibrations and catastrophic reliability issues that kept the car trapped in the garage. On the final, crucial day of testing, Lance Stroll and Fernando Alonso managed a pitiful six combined laps. The technical reality behind closed doors is incredibly grim. Legendary designer Adrian Newey, who was brought in at immense expense to elevate the team to championship contenders, admitted during a tense F1 commission meeting that the Honda power unit is fundamentally incapable of recovering energy at the lower 250kW limit, let alone reaching the 350kW superclip benchmark required to be competitive. Without the vital ability to harvest energy efficiently, the car is essentially an aerodynamic brick. It suffers from brutal understeer on corner entry and snaps into violent, unpredictable oversteer on corner exit, making it impossible for the drivers to push the limits. Former F1 driver and highly respected Sky Sports analyst Martin Brundle didn't mince words, delivering a devastating verdict on the team's immediate prospects. Brundle labeled Aston Martin's start to the season an absolute horror show, warning that the fundamental flaws of the chassis and engine package are so severe that the situation "won't improve before 2027". While Honda is desperately lobbying the FIA for Additional Development and Upgrade Opportunities to close the massive gap, Aston Martin faces the very real prospect of a completely lost year. It is a brutal, expensive reality check for a team that genuinely believed they could brute-force their way to the front of the grid with raw financial power.

All of these deeply intersecting storylines... the massive rule changes, the desperate upgrades, the internal civil wars, and the ruthless political maneuvering... are about to violently collide on the sweltering tarmac of the Miami International Autodrome. And the FIA has ensured the pressure on the teams will be absolutely agonizing by scheduling this highly anticipated event as a Sprint weekend. For the teams bringing massive, unproven upgrade packages like McLaren and Ferrari, the Sprint format is a terrifying prospect that offers zero margin for error. The traditional, luxurious luxury of three full practice sessions to dial in setups has been entirely stripped away. Instead, the teams are granted a single, high-stakes practice session on Friday afternoon to figure out their new cars. Acknowledging the extreme difficulty of adapting to the radical new energy deployment rules, the start detection systems, and the completely revamped aerodynamics, the FIA granted a minor, rare concession, extending this lone Free Practice 1 session from sixty minutes to a full ninety minutes. Once that ninety-minute window slams shut, strict parc fermé conditions lock the cars down, heavily restricting any further setup changes. Friday evening then immediately plunges the drivers into the chaotic intensity of Sprint Qualifying. This shootout is notoriously unforgiving, testing the raw nerve of the drivers. The session is split into three rapid-fire segments... twelve minutes for SQ1, ten minutes for SQ2, and a brutal eight-minute dash for SQ3. There is no room for strategic tire gambling or saving rubber for the race. The strict rules mandate the use of medium compound tires for the first two segments, forcing a jarring, difficult switch to the soft compound rubber for the final top-ten shootout.

Saturday is pure, unadulterated combat. The 100-kilometer Sprint Race offers no mandatory pit stops and no long-term tire management phases... it is a flat-out sprint to the checkered flag for crucial championship points. While the Sprint result no longer dictates the starting grid for Sunday's main event, it sets the psychological tone for the entire weekend and leaves drivers incredibly vulnerable to grid penalties for any on-track collisions, which must be served during the Grand Prix. Once the Sprint concludes and the adrenaline fades, the paddock barely has time to breathe before rolling straight into traditional Grand Prix qualifying on Saturday evening, leading into the main event on Sunday.

Formula 1 is a sport that never truly sleeps, but the deeply unsettling five-week Middle Eastern pause created an artificial silence that is about to be shattered by the deafening roar of the V6 hybrids in South Florida. The stakes have rarely been higher so early in a championship campaign. Mercedes must definitively prove that Kimi Antonelli's meteoric rise is sustainable while managing a deeply frustrated veteran in George Russell who is fighting for his professional pride and his future in the sport. McLaren has pushed all their chips into the center of the table, betting everything that Andrea Stella's radically redesigned MCL40 can instantly close the gap to the front and deliver victories. Ferrari is relying heavily on Fred Vasseur's aggressive, rule-bending Macarena wing to launch them into a new championship reality and neutralize the Mercedes engine advantage. Meanwhile, Red Bull is rapidly bleeding engineering talent, fielding a broken car, and relying on a historically brilliant driver who looks entirely ready to walk away from the sport he once conquered with ruthless efficiency. The escalating political war between Zak Brown and the massive A/B conglomerates threatens to tear the paddock apart off the track, while the FIA's desperate, unprecedented mid-season rule changes threaten to introduce absolute chaos on it. The innovative low power start detection systems are armed and ready to intervene. The complex energy deployment maps have been completely rewritten to keep the drivers safe. The flashing warning lights are active and waiting for a mistake. The endless paddock talking finally stops on Friday when the pit lane goes green for ninety minutes of frantic, desperate discovery. Welcome to the Miami Grand Prix. The reset button has been hit, the excuses are gone, and the real 2026 Formula 1 season starts right now.

Rudy Falco