With the Miami Grand Prix officially having run its course, it's time to assess the changes to the controversial Formula 1 regulations.
Tweaks were made following backlash from the drivers, with the electric batteries impacting their ability to race effectively.
Former Team Manager at Williams and former GM at Ferrari, Peter Windsor told Mike Hosking quite a few people spoke out against the new regulations when they were first implemented.
“I think there was a lot wrong with them, but I think in Miami, we are 75% towards addressing most of the issues.”
However, there are still flaws, and Windsor believes they’re still keeping great drivers from doing as much with the car as they used to going into reasonably fast corners.
“We’re not seeing the best of a Charles Leclerc or a Max Verstappen yet, but we’re getting there.”
But he doesn’t believe F1 will be able to iron out the flaws with the current regulations entirely, which is why people seem to be turning towards V8 engines for 2030.
“I think the general feeling is that we went too far,” Windsor told Hosking.
“We can make it work reasonably well, pretty well certainly by year two, probably year three, but it’s still not where Formula 1 really wants to be.”
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Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:00):
Now the Formula one is back.
Speaker 2 (00:01):
When we hit to Canada, we should tap into the
expertise of Peter Windsor and get his take on the
changes to these cars and what we learned yesterday in Miami.
Peter former team manager of course at William's, former general
manager at Ferrari, and he's back.
Speaker 1 (00:12):
Whether there's Pete morning, good morning. Let's talk the new car.
Speaker 2 (00:15):
So far from what we've seen in Melbourne through to
what we've seen in Miami.
Speaker 1 (00:19):
Are you liking the changes?
Speaker 3 (00:23):
I like the changes they made before Miami definitely, And
I think those changes were made by the FIA because
quite a lot of us spoke out against the new
REGs when they first appeared in the first three races.
Speaker 4 (00:37):
And I think there was a lot wrong with them.
Speaker 3 (00:38):
But I think in Miami we are seventy five percent
towards addressing most of the issues. The one thing that
I'm not very comfortable with right now sounds a little
bit arrogant, I suppose, but I don't think the great
drivers can still do as much with the car going
into reasonably fast corners the old REGs. So we're not
(01:01):
seeing the best of a Charlotte Clerk or a maxistaffan yet,
but we're getting there that they can certainly do more
than they could in Melbourne.
Speaker 2 (01:10):
Will all that be ironed out as the season goes
on in year two and year three of these new
regulations will actually turn out to be reasonably good or not.
Speaker 4 (01:18):
I don't think it'll be fully ironed out.
Speaker 3 (01:20):
No, And that's why I think there's an undercurrent now
even amongst the teams to go towards the eight normally
aspirated internal combustion engines for twenty thirty, the next set
of regulations with some electric elements. But I think the
general feeling is that we went too far.
Speaker 4 (01:39):
We can make it.
Speaker 3 (01:40):
Work reasonably well, pretty well, certainly by year two, probably
year three, but it's still not where Formula one really
wants to be. I think that's the general undercurrent.
Speaker 2 (01:50):
I noticed the FIA presidentcy just this morning. I don't
follow the regulations to this level, but he's talking about
the return of the V eights or the V tens
by twenty third one. They think they can bring it
back by twenty thirty, and the manufacturers at that point
don't necessarily have a vote.
Speaker 1 (02:05):
Is all of that realistic?
Speaker 3 (02:07):
Well, the FIA president himself can't dictate exactly what happens,
and so it is always the teams, it's the commercial
rights holder liberty, and the FIA will administrate the decision
making process. So it's complicated and there will be lots
of vested interests and within two years there'll probably be
(02:29):
more electric cars in the world than there are today,
and there'll be a lot of commercial factions. For me,
the big thing is how much power has been given
to the commercial rights holder i e.
Speaker 4 (02:43):
Liberty in order in drawing up these regulations.
Speaker 3 (02:46):
Because in the past, really the technical regulations have been
drawn up by the teams and in the previous era
by Bernie Eckelson, and he's made Max Mosley at the FIA.
But now this is the first time in the history
of Formula one the significant technical rule changes have been
made by the commercial rights holder for mainly commercial reasons.
(03:08):
I eat to have more car manufacturers in the sport.
Speaker 2 (03:11):
So who am I supposed to I'm thinking about all
the people. I mean, your nuts and bolts, and you're
an expert in the field, But what about all those
people who watch Drive to Survive who have been introduced
to Formula one in the last handful of years and
they're watching this and going what their hell is going
on here?
Speaker 3 (03:25):
Yeah, well exactly, And I don't think they're the only ones.
I think got a lot of people in the pit
la are saying the same thing. And it's a very
good point you make, because all of a sudden, the
word purists is being used to get Oh, the purists
are always complaining about this, and they don't like this
because it's not like the old days. But they've got
to get a life and move with the move with
the times.
Speaker 4 (03:44):
Well, guess what.
Speaker 3 (03:45):
Most of the people that want to move with the
times and get a life are the next young generation,
and they actually seem not to care whether or not
the cars have fifty percent electricity or zero percent electricity.
Speaker 4 (03:57):
What they want is a show. They want to see
their heroes.
Speaker 3 (04:00):
They want to see Formula one in all its different
platforms in which it's visible now, whether it be digitally,
whether it be in the movie theater, whether it be
live television. They love all that. But we don't actually
hear many of them saying, wow, what a spectacle. Can't
believe those cars drove that lap with fifty percent electrification.
That regeneration was amazing to watch. No, they don't say that.
(04:22):
They say, wow, did you see Maxim stapp and three
sixty degree spin?
Speaker 4 (04:25):
Don't they? I mean, that's the bottom line to the
whole thing.
Speaker 3 (04:28):
And so I think Formula One is at the moment
technically and in that commercial sense taking itself too seriously,
and it's forgotten that it just can be a show
and it can survive as a show. It can survive
brilliantly as a show, maybe the best show on earth.
Speaker 2 (04:41):
Yeah, no, fair enough specific teams, Peter, if you wouldn't
mind Esther Martin having a hell of a time the
season so far, cadlack, although knew they're still at the
back of the field. So what I mean, just explain
when these changes come, how come some do well and
some are just hopeless.
Speaker 4 (04:57):
I like your use of the word hopeless there. How
do we explain that? Well? But the only only real
explanation is that it is.
Speaker 3 (05:06):
All about building blocks, and if you've got a pretty
good foundation of what it takes to build a nice
quick Grand Prix car, you can build on that and
you can take it from one technical era to another,
sort of within reason.
Speaker 4 (05:21):
And that's the reason.
Speaker 3 (05:22):
The same teams are dominating and the and the teams
at the back are struggling.
Speaker 4 (05:27):
I have to say, though maybe I've been in, maybe
I've been around too long.
Speaker 3 (05:31):
I think it's inexcusable how how poorly some of the
teams are doing at the back of the grid.
Speaker 4 (05:36):
It's it can't be that difficult to get it right.
Speaker 3 (05:39):
And you know, for Williams not to be a bit
quicker as absurd if helping can be that quick. While Williams,
that's one point. Cadillac, you know they've got Ferrari drive train,
Ferrari engines. They build a car around the regulations, has
defined by the regulations. But should it be that slow,
Aston Martin, they've got all that money, all those people
(06:00):
that got Adrian Ui.
Speaker 4 (06:01):
Why didn't anybody go over to Japan.
Speaker 3 (06:05):
Last April to make sure that Honda were on the
right track in terms of everything they wanted to do
with the engine. Bearing in mind McClaren made the mistake
of not keeping on top of Honda when they first
returned with Honda engines, and everybody should have.
Speaker 4 (06:18):
Learnt with that.
Speaker 3 (06:19):
But it seems that nobody Martin actually had their eyes
open and thought that through, and they just let Honda
get on with it and the engine arrived. It's a
massive vibration. But that would never have happened. If there'd
been a sort of Aston Martin on Clay built alongside
the Honda factory in Japan and they were managing it
along the way, that would not have happened. How do
you have only now they're getting you a test ring
(06:40):
sort of out. It seems ridiculous. It was my team,
Laurence Stroll. You should have been out in Japan setting
all that up.
Speaker 1 (06:46):
It's interesting.
Speaker 2 (06:47):
I saw you on a podcast and you were arguing
in favor of Adrian Nui being a genius and the
genius would somehow shut through.
Speaker 1 (06:53):
Have you changed your view on that?
Speaker 4 (06:55):
Is it not? Well? I haven't.
Speaker 3 (07:00):
I haven't changed my belief that he is an extremely
good race car designer. I don't think that he has
the all round eyesight, peripheral vision, whatever you want to
call it, to be able to imagine the things that
(07:20):
can go wrong, because he's lived in a world where
things like that have been sorted out by other people
at Red Bull, by Christian Horner and.
Speaker 4 (07:27):
Others real racers.
Speaker 3 (07:29):
Ron Dennis, if you like, at McLaren in his era
and Frank Williams and Patrick Head when he was there,
and I think at Ashton he just obviously assumed that
those things would be sorted out by other people in
the team and he would focus on the car.
Speaker 4 (07:45):
And now, of course he realizes that he needed to
spoon feed everybody. And it's too late because now the
cars you know, it is what it is.
Speaker 3 (07:54):
But I mean, there was a guy called Andy Cowe there,
he's still there and he was team principal at the
time when all this was happening.
Speaker 4 (08:00):
He's an ex Mercedes engine guy. You know, why.
Speaker 3 (08:04):
Didn't he realize that he needed to be out in
Japan keeping on top of Honda.
Speaker 4 (08:08):
It's not a difficult thing to think through.
Speaker 3 (08:11):
And that's why when you ask me, you know, why
are some teams not able to adapt, it's it's not
that complicated. I think they just overcomplicated a lot of
the time. And there's so much money at asked Martin.
There's so many egos flying around obviously because of the money,
that everybody's tripping over themselves. That's what it seems like
to me. I mean, you could also argue why didn't
Nandel Lonso get this sorted because I mean, he went
(08:32):
through that whole hond agony with McLaren. He would have
known that the important thing is to keep.
Speaker 4 (08:37):
On top of Honda. And you know he didn't quit
didn't do that either. You're in a position to sort
of that up.
Speaker 3 (08:44):
And I'm sorry to bang on about it, but the
reason I keep going on about keeping on top of
Honda is that I wasn't Williams when we did run
Honds and we won the world championship with Honda. But
we only turn it around when we ensure that Honda
built their own engine Dinos in our factory in England,
so that Patrick Head could be watching over every step
on the development of the engine and to be done
(09:05):
in a logical way rather than in the sort of
Honda way, which is just to throw a lot of
people at the project and hope that it goes in
the right directions sort of thing. I'm exaggerating slightly, and
so everybody knows that.
Speaker 4 (09:15):
In Formula one.
Speaker 3 (09:16):
Anyone with a Formula one history would know that Adrian
should have known that, and I'm.
Speaker 4 (09:20):
Staggering that he didn't do that. But I haven't changed
my opinion that he's still an extremely good car designer.
Speaker 2 (09:26):
It's the season then unfolds Peter. We see Mercedes, we
see Ferrari, we see McLaren. Is that how the thing
ends at the end of the year, you know, first, second,
or third in one way, shape or form.
Speaker 4 (09:37):
No.
Speaker 3 (09:37):
I think you'll see Max Mustaff and winning races this
year as well, maybe not in the running for the championship.
Speaker 4 (09:42):
And I'm you know.
Speaker 3 (09:43):
With four races to go, but I think you'll see
Red Bull starting to flex their muscles as well. And Max,
as I saying, I think I'm pretty sure he's going
to win some races. I think Charlotte Clerk will win
a racer too. I think Lewis could.
Speaker 4 (09:54):
Even win a race. It's going to be quite open.
Speaker 3 (09:57):
I think from here on in Mercedes train looks very good.
But there's one significant difference between the Mercedes engine in
the factory cars and the Mercedes engine in the McLaren
and that is McLaren have opted for a much shorter
pop gear eight gear and I think that has helped
them with the reduction in power that we saw from
Miami onwards. And that's an interesting little wrinkle. You can
(10:20):
make one change to the ratio during the course of
the year, so that could be addressed, but at the
moment I think McLaren has got a little bit when
they've been helped a little bit by these regulations in
an unforeseen way with that gear ratio.
Speaker 2 (10:32):
Think Peter, I could talk to you forever. I appreciate
it very much. Peter Windsor, I think we got there
with the quality of the line and the end and
we Peter Windsor, former two manager at William's, former general
manager at ferrari As. We hid in a week in
a bit to Montreal in Canada.
Speaker 3 (10:46):
For more from the mic Asking Breakfast, listen live to
news talks.
Speaker 2 (10:49):
It'd be from six am weekdays, or follow the podcast
on iHeartRadio.
Now the Formula one is back.
Speaker 2 (00:01):
When we hit to Canada, we should tap into the
expertise of Peter Windsor and get his take on the
changes to these cars and what we learned yesterday in Miami.
Peter former team manager of course at William's, former general
manager at Ferrari, and he's back.
Speaker 1 (00:12):
Whether there's Pete morning, good morning. Let's talk the new car.
Speaker 2 (00:15):
So far from what we've seen in Melbourne through to
what we've seen in Miami.
Speaker 1 (00:19):
Are you liking the changes?
Speaker 3 (00:23):
I like the changes they made before Miami definitely, And
I think those changes were made by the FIA because
quite a lot of us spoke out against the new
REGs when they first appeared in the first three races.
Speaker 4 (00:37):
And I think there was a lot wrong with them.
Speaker 3 (00:38):
But I think in Miami we are seventy five percent
towards addressing most of the issues. The one thing that
I'm not very comfortable with right now sounds a little
bit arrogant, I suppose, but I don't think the great
drivers can still do as much with the car going
into reasonably fast corners the old REGs. So we're not
(01:01):
seeing the best of a Charlotte Clerk or a maxistaffan yet,
but we're getting there that they can certainly do more
than they could in Melbourne.
Speaker 2 (01:10):
Will all that be ironed out as the season goes
on in year two and year three of these new
regulations will actually turn out to be reasonably good or not.
Speaker 4 (01:18):
I don't think it'll be fully ironed out.
Speaker 3 (01:20):
No, And that's why I think there's an undercurrent now
even amongst the teams to go towards the eight normally
aspirated internal combustion engines for twenty thirty, the next set
of regulations with some electric elements. But I think the
general feeling is that we went too far.
Speaker 4 (01:39):
We can make it.
Speaker 3 (01:40):
Work reasonably well, pretty well, certainly by year two, probably
year three, but it's still not where Formula one really
wants to be. I think that's the general undercurrent.
Speaker 2 (01:50):
I noticed the FIA presidentcy just this morning. I don't
follow the regulations to this level, but he's talking about
the return of the V eights or the V tens
by twenty third one. They think they can bring it
back by twenty thirty, and the manufacturers at that point
don't necessarily have a vote.
Speaker 1 (02:05):
Is all of that realistic?
Speaker 3 (02:07):
Well, the FIA president himself can't dictate exactly what happens,
and so it is always the teams, it's the commercial
rights holder liberty, and the FIA will administrate the decision
making process. So it's complicated and there will be lots
of vested interests and within two years there'll probably be
(02:29):
more electric cars in the world than there are today,
and there'll be a lot of commercial factions. For me,
the big thing is how much power has been given
to the commercial rights holder i e.
Speaker 4 (02:43):
Liberty in order in drawing up these regulations.
Speaker 3 (02:46):
Because in the past, really the technical regulations have been
drawn up by the teams and in the previous era
by Bernie Eckelson, and he's made Max Mosley at the FIA.
But now this is the first time in the history
of Formula one the significant technical rule changes have been
made by the commercial rights holder for mainly commercial reasons.
(03:08):
I eat to have more car manufacturers in the sport.
Speaker 2 (03:11):
So who am I supposed to I'm thinking about all
the people. I mean, your nuts and bolts, and you're
an expert in the field, But what about all those
people who watch Drive to Survive who have been introduced
to Formula one in the last handful of years and
they're watching this and going what their hell is going
on here?
Speaker 3 (03:25):
Yeah, well exactly, And I don't think they're the only ones.
I think got a lot of people in the pit
la are saying the same thing. And it's a very
good point you make, because all of a sudden, the
word purists is being used to get Oh, the purists
are always complaining about this, and they don't like this
because it's not like the old days. But they've got
to get a life and move with the move with
the times.
Speaker 4 (03:44):
Well, guess what.
Speaker 3 (03:45):
Most of the people that want to move with the
times and get a life are the next young generation,
and they actually seem not to care whether or not
the cars have fifty percent electricity or zero percent electricity.
Speaker 4 (03:57):
What they want is a show. They want to see
their heroes.
Speaker 3 (04:00):
They want to see Formula one in all its different
platforms in which it's visible now, whether it be digitally,
whether it be in the movie theater, whether it be
live television. They love all that. But we don't actually
hear many of them saying, wow, what a spectacle. Can't
believe those cars drove that lap with fifty percent electrification.
That regeneration was amazing to watch. No, they don't say that.
(04:22):
They say, wow, did you see Maxim stapp and three
sixty degree spin?
Speaker 4 (04:25):
Don't they? I mean, that's the bottom line to the
whole thing.
Speaker 3 (04:28):
And so I think Formula One is at the moment
technically and in that commercial sense taking itself too seriously,
and it's forgotten that it just can be a show
and it can survive as a show. It can survive
brilliantly as a show, maybe the best show on earth.
Speaker 2 (04:41):
Yeah, no, fair enough specific teams, Peter, if you wouldn't
mind Esther Martin having a hell of a time the
season so far, cadlack, although knew they're still at the
back of the field. So what I mean, just explain
when these changes come, how come some do well and
some are just hopeless.
Speaker 4 (04:57):
I like your use of the word hopeless there. How
do we explain that? Well? But the only only real
explanation is that it is.
Speaker 3 (05:06):
All about building blocks, and if you've got a pretty
good foundation of what it takes to build a nice
quick Grand Prix car, you can build on that and
you can take it from one technical era to another,
sort of within reason.
Speaker 4 (05:21):
And that's the reason.
Speaker 3 (05:22):
The same teams are dominating and the and the teams
at the back are struggling.
Speaker 4 (05:27):
I have to say, though maybe I've been in, maybe
I've been around too long.
Speaker 3 (05:31):
I think it's inexcusable how how poorly some of the
teams are doing at the back of the grid.
Speaker 4 (05:36):
It's it can't be that difficult to get it right.
Speaker 3 (05:39):
And you know, for Williams not to be a bit
quicker as absurd if helping can be that quick. While Williams,
that's one point. Cadillac, you know they've got Ferrari drive train,
Ferrari engines. They build a car around the regulations, has
defined by the regulations. But should it be that slow,
Aston Martin, they've got all that money, all those people
(06:00):
that got Adrian Ui.
Speaker 4 (06:01):
Why didn't anybody go over to Japan.
Speaker 3 (06:05):
Last April to make sure that Honda were on the
right track in terms of everything they wanted to do
with the engine. Bearing in mind McClaren made the mistake
of not keeping on top of Honda when they first
returned with Honda engines, and everybody should have.
Speaker 4 (06:18):
Learnt with that.
Speaker 3 (06:19):
But it seems that nobody Martin actually had their eyes
open and thought that through, and they just let Honda
get on with it and the engine arrived. It's a
massive vibration. But that would never have happened. If there'd
been a sort of Aston Martin on Clay built alongside
the Honda factory in Japan and they were managing it
along the way, that would not have happened. How do
you have only now they're getting you a test ring
(06:40):
sort of out. It seems ridiculous. It was my team,
Laurence Stroll. You should have been out in Japan setting
all that up.
Speaker 1 (06:46):
It's interesting.
Speaker 2 (06:47):
I saw you on a podcast and you were arguing
in favor of Adrian Nui being a genius and the
genius would somehow shut through.
Speaker 1 (06:53):
Have you changed your view on that?
Speaker 4 (06:55):
Is it not? Well? I haven't.
Speaker 3 (07:00):
I haven't changed my belief that he is an extremely
good race car designer. I don't think that he has
the all round eyesight, peripheral vision, whatever you want to
call it, to be able to imagine the things that
(07:20):
can go wrong, because he's lived in a world where
things like that have been sorted out by other people
at Red Bull, by Christian Horner and.
Speaker 4 (07:27):
Others real racers.
Speaker 3 (07:29):
Ron Dennis, if you like, at McLaren in his era
and Frank Williams and Patrick Head when he was there,
and I think at Ashton he just obviously assumed that
those things would be sorted out by other people in
the team and he would focus on the car.
Speaker 4 (07:45):
And now, of course he realizes that he needed to
spoon feed everybody. And it's too late because now the
cars you know, it is what it is.
Speaker 3 (07:54):
But I mean, there was a guy called Andy Cowe there,
he's still there and he was team principal at the
time when all this was happening.
Speaker 4 (08:00):
He's an ex Mercedes engine guy. You know, why.
Speaker 3 (08:04):
Didn't he realize that he needed to be out in
Japan keeping on top of Honda.
Speaker 4 (08:08):
It's not a difficult thing to think through.
Speaker 3 (08:11):
And that's why when you ask me, you know, why
are some teams not able to adapt, it's it's not
that complicated. I think they just overcomplicated a lot of
the time. And there's so much money at asked Martin.
There's so many egos flying around obviously because of the money,
that everybody's tripping over themselves. That's what it seems like
to me. I mean, you could also argue why didn't
Nandel Lonso get this sorted because I mean, he went
(08:32):
through that whole hond agony with McLaren. He would have
known that the important thing is to keep.
Speaker 4 (08:37):
On top of Honda. And you know he didn't quit
didn't do that either. You're in a position to sort
of that up.
Speaker 3 (08:44):
And I'm sorry to bang on about it, but the
reason I keep going on about keeping on top of
Honda is that I wasn't Williams when we did run
Honds and we won the world championship with Honda. But
we only turn it around when we ensure that Honda
built their own engine Dinos in our factory in England,
so that Patrick Head could be watching over every step
on the development of the engine and to be done
(09:05):
in a logical way rather than in the sort of
Honda way, which is just to throw a lot of
people at the project and hope that it goes in
the right directions sort of thing. I'm exaggerating slightly, and
so everybody knows that.
Speaker 4 (09:15):
In Formula one.
Speaker 3 (09:16):
Anyone with a Formula one history would know that Adrian
should have known that, and I'm.
Speaker 4 (09:20):
Staggering that he didn't do that. But I haven't changed
my opinion that he's still an extremely good car designer.
Speaker 2 (09:26):
It's the season then unfolds Peter. We see Mercedes, we
see Ferrari, we see McLaren. Is that how the thing
ends at the end of the year, you know, first, second,
or third in one way, shape or form.
Speaker 4 (09:37):
No.
Speaker 3 (09:37):
I think you'll see Max Mustaff and winning races this
year as well, maybe not in the running for the championship.
Speaker 4 (09:42):
And I'm you know.
Speaker 3 (09:43):
With four races to go, but I think you'll see
Red Bull starting to flex their muscles as well. And Max,
as I saying, I think I'm pretty sure he's going
to win some races. I think Charlotte Clerk will win
a racer too. I think Lewis could.
Speaker 4 (09:54):
Even win a race. It's going to be quite open.
Speaker 3 (09:57):
I think from here on in Mercedes train looks very good.
But there's one significant difference between the Mercedes engine in
the factory cars and the Mercedes engine in the McLaren
and that is McLaren have opted for a much shorter
pop gear eight gear and I think that has helped
them with the reduction in power that we saw from
Miami onwards. And that's an interesting little wrinkle. You can
(10:20):
make one change to the ratio during the course of
the year, so that could be addressed, but at the
moment I think McLaren has got a little bit when
they've been helped a little bit by these regulations in
an unforeseen way with that gear ratio.
Speaker 2 (10:32):
Think Peter, I could talk to you forever. I appreciate
it very much. Peter Windsor, I think we got there
with the quality of the line and the end and
we Peter Windsor, former two manager at William's, former general
manager at ferrari As. We hid in a week in
a bit to Montreal in Canada.
Speaker 3 (10:46):
For more from the mic Asking Breakfast, listen live to
news talks.
Speaker 2 (10:49):
It'd be from six am weekdays, or follow the podcast
on iHeartRadio.
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Hey Jonas!
Hey Jonas! The official Jonas Brothers podcast. Hosted by Kevin, Joe, and Nick Jonas. It’s the Jonas Brothers you know... musicians, actors, and well, yes, brothers. Now, they’re sharing another side of themselves in the playful, intimate, and irreverent way only they can. Spend time with the Jonas Brothers here and stay a little bit longer for deep conversations like never before.
Crime Junkie
Does hearing about a true crime case always leave you scouring the internet for the truth behind the story? Dive into your next mystery with Crime Junkie. Every Monday, join your host Ashley Flowers as she unravels all the details of infamous and underreported true crime cases with her best friend Brit Prawat. From cold cases to missing persons and heroes in our community who seek justice, Crime Junkie is your destination for theories and stories you won’t hear anywhere else. Whether you're a seasoned true crime enthusiast or new to the genre, you'll find yourself on the edge of your seat awaiting a new episode every Monday. If you can never get enough true crime... Congratulations, you’ve found your people. Follow to join a community of Crime Junkies! Crime Junkie is presented by Audiochuck Media Company.