This change is being discussed due to concerns that the original plan could lead to performance issues during races, including possible power shortages.

Mercedes Criticizes Sudden Changes While McLaren Supports Practical Steps To Improve Racing

Mercedes has reacted harshly to the suggestion, calling the entire situation a “farce.” Team boss Toto Wolff criticized the process, expressing disbelief that the topic has resurfaced shortly after a dedicated engine meeting had seemingly finalized plans. He implied that such last-minute agenda items damage the credibility of the sport’s regulatory process and dismissed the proposal as poorly timed and unnecessary.

On the other hand, McLaren has shown willingness to consider the changes if they help improve the sport. Team Principal Andrea Stella emphasized that all stakeholders have a responsibility to ensure the success of the 2026 regulations.

While he does not support altering the fundamental materials or technologies, Stella believes that practical adjustments—especially those related to power delivery and overtaking—can make the races more competitive and enjoyable.

Balancing Technical Regulations With Race Quality To Secure Formula 1’s Competitive Future

Stella’s remarks reflect a belief that the future of Formula 1 depends on the quality of the product on track. He pointed out that race enjoyment hinges on several technical factors, including energy recovery and how power is delivered during overtaking situations.

For McLaren, the sport must be open to ongoing dialogue and cooperation between F1, the FIA, and the teams, prioritizing the overall experience for fans and maintaining strong competition.

The proposal will be addressed at the next F1 Commission meeting, where teams will discuss whether the shift to a 66/34 power ratio should go ahead. The contrasting positions of Mercedes and McLaren highlight the broader tension between sticking to the original plan and adapting it for better on-track results.

The outcome of this discussion will play a key role in shaping how the 2026 season unfolds and how technical regulations support the quality of racing.

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While Red Bull eyes this as a potential opportunity, Max Verstappen remains cautious about speculating on how the restrictions might influence the title race. He emphasizes that his focus is on improving Red Bull’s car rather than hoping rivals are slowed down by rule changes.

Verstappen Stays Focused Amid Wing Rule Changes and McLaren Rear Wing Controversy

Verstappen is not entertaining thoughts of how these upcoming changes could tip the championship battle in Red Bull’s favor. Despite team boss Christian Horner suggesting McLaren might lose ground post-Barcelona, Verstappen insists there’s little point in thinking about that until Red Bull is back on par performance-wise. “We have to get there first,” he said, brushing aside strategic speculation and reiterating his commitment to focusing solely on his team’s development.

While attention is on the front wing regulations, a new controversy surrounding rear wing flexibility has surfaced. Video comparisons from the Japanese Grand Prix at Suzuka show McLaren’s rear wing flexing more noticeably than Red Bull’s.

This footage gained traction online and was even reposted by Jos Verstappen, Max’s father, suggesting potential irregularities in McLaren’s rear wing design. The implication is that McLaren may still be pushing the limits of aerodynamic regulations.

FIA Holds Back as Tensions Rise Over McLaren’s Wing and Barcelona Shake-Up

Despite the growing online buzz and the apparent evidence from the videos, the FIA has not launched a formal investigation into McLaren’s rear wing. It clarified that unless a team files a formal complaint or there’s a clear breach of the rules, no action will be taken.

As of now, McLaren’s car has passed all technical checks. This highlights the complexity of enforcing aerodynamic regulations, especially when innovations push right to the edge of what’s permissible.

With the Spanish Grand Prix looming as a potential turning point, tensions are simmering. McLaren’s rise in performance and aggressive wing designs have clearly caught Red Bull’s attention.

Meanwhile, McLaren’s Lando Norris has teased the rivalry, suggesting he’d be curious to see Verstappen’s reaction if he ever drove the MCL39. The title battle is intensifying, and many in the paddock believe the “real” start to the season could come in Barcelona, where regulatory changes might shake up the grid.

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Gasly and Doohan Aim for Redemption and Points at Familiar Bahrain Circuit

Pierre Gasly remains optimistic about Alpine’s potential, pointing out that the car felt balanced during the last race at Suzuka, even though overtaking proved difficult. He stressed the importance of qualifying due to the tight margins between teams, noting that even small improvements could make a big difference. Gasly hopes the team can draw on their strong showing during pre-season testing in Bahrain to secure a much-needed top-ten finish.

Australian driver Jack Doohan retains his seat for Bahrain despite an error in Suzuka that saw him sustain a minor arm injury. Under medical supervision, Doohan has been cleared to race and is eager to bounce back. He highlighted the team’s improved race pace in Japan as a positive and believes his familiarity with the Bahrain circuit, gained through previous Formula 2 experience, could give him an edge.

Alpine Hopes Bahrain Conditions Unlock Potential as F1 Weekend Drama Unfolds Elsewhere

Both drivers are looking to replicate the performance Alpine demonstrated during the pre-season testing at Bahrain, where they showed decent pace despite cold weather conditions. With warmer and more predictable weather expected for the Grand Prix weekend, Alpine hopes to leverage its earlier data and experience to close the gap and compete more effectively with the midfield pack.

Outside the Alpine garage, the Bahrain Grand Prix weekend is also drawing attention for other reasons. Red Bull is reportedly frustrated with a new Pirelli tyre experiment, and Max Verstappen will miss Free Practice 1 in Sakhir. While these developments don’t directly impact Alpine, they add a layer of intrigue to what could be a crucial weekend for the French team as they aim to finally break into the points.

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Hamilton Requested Black F40 To Reflect Values, But Ferrari Chose Tradition Over Change

Despite the image’s widespread praise, reports from Corriere della Sera and Autosprint reveal Hamilton had initially requested a different vision for the shoot. He wanted the F40 — traditionally shown in Ferrari’s signature red — to appear in black. The request was reportedly made to better align with Hamilton’s long-standing advocacy for social justice, inclusion, and anti-discrimination efforts.

While Ferrari did have a black F40 in its collection, the Maranello team ultimately declined Hamilton’s request. According to Autosprint journalist Fulvio Solms, the decision wasn’t due to a lack of availability, but rather based on deeper principles upheld by the Ferrari brand. It was not simply about aesthetics or logistics—it was about tradition and brand identity.

Ferrari Upholds Legacy And Heritage Despite Hamilton’s Push For Personalized Symbolic Change

Ferrari’s refusal to accommodate the change came down to a matter of heritage and symbolism. The red F40 represents more than just a car—it’s a reflection of Ferrari’s deeply rooted legacy in motorsport. Even with a personality as influential and celebrated as Lewis Hamilton, the brand emphasized that at Ferrari, the team and its traditions will always come first.

Though his request was turned down, Hamilton’s impact on and off the track continues to be significant. His presence at Ferrari is already reshaping narratives, sparking global attention and conversation. While Ferrari stood firm on its principles, the collaboration between one of F1’s most successful drivers and one of motorsport’s most storied teams promises to be a compelling journey ahead.

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The decision is expected to be officially announced later this week once all details are finalized. With this change, Tsunoda will become Max Verstappen’s third different teammate in the past four races, following Lawson’s brief stint as a replacement for Sergio Perez.

Lawson’s Struggles Prompt Red Bull’s Bold Decision to Promote Tsunoda for Japan

The decision to replace Lawson appears to stem from his poor performances in the last two races. In Australia, the Kiwi driver struggled with qualifying, placing 18th before crashing out in wet conditions. His struggles continued in China, where he qualified last for both the sprint and the main race, finishing well outside the points.

Given these underwhelming results, Red Bull’s leadership deemed it necessary to make an immediate change. Although the decision was officially made in a meeting at the start of the week, sources suggest Lawson already had a sense of what was coming before leaving the Shanghai circuit.

Yuki Tsunoda’s promotion is particularly significant given Red Bull’s history of making bold and sometimes ruthless driver decisions. Tsunoda, who has been a part of Red Bull’s junior team since 2021, has long been supported by Honda, Red Bull’s outgoing engine partner.

His promotion to the senior team for his home race in Japan is a storybook moment. However, Red Bull’s willingness to make such drastic moves highlights their relentless approach to securing the best possible driver lineup. Many in the Formula 1 community believed that Tsunoda should have been given the opportunity instead of Lawson at the start of the season.

Tsunoda’s Promotion Offers Redemption, While Lawson Faces a Challenging Return to Racing Bulls

Despite Racing Bulls’ strategic mistakes costing him points, Tsunoda has impressed with his strong performances in the early races of the season. Red Bull team principal Christian Horner, who had previously been reluctant to promote the Japanese driver, has been convinced by Tsunoda’s consistent form.

His performances have made him a logical choice for Red Bull as they seek to strengthen their driver lineup alongside Verstappen. This decision gives Tsunoda a significant opportunity to prove himself at the highest level, particularly in front of his home fans in Japan.

With Tsunoda’s promotion, Lawson will return to Racing Bulls, Red Bull’s junior team, where he will race alongside fellow rookie Isack Hadjar. Despite his brief and unsuccessful run with the senior team, Lawson remains a promising talent, though he will need to prove himself again to regain a shot at Red Bull in the future.

Officially classified as a rookie this season, he now faces the challenge of rebuilding his reputation in a highly competitive environment. Meanwhile, Tsunoda’s elevation marks a crucial moment in his career as he steps into a more competitive role within the Red Bull organization.

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Piastri expressed his excitement about leading the grid on Sunday but acknowledged that tire management would be a crucial challenge. Starting two places ahead of his teammate Lando Norris, Piastri made a bold final lap decision that ultimately paid off.

Piastri Takes Historic Pole as Russell Overcomes Challenges to Secure Front Row Spot

Reflecting on his performance, Piastri admitted that his first lap in Q3 felt stronger, though he lost time at the back straight and hairpin. On his second lap, he found himself trailing by two-tenths but took a risk by attacking the final corners aggressively. This decision allowed him to regain lost time and clinch the pole position.

Despite briefly considering aborting the lap, Piastri was relieved that he pushed through to secure the best grid position. His pole is also historic for Australia, marking the first time since Daniel Ricciardo’s 2018 pole in Mexico that an Australian has led the grid.

Mercedes’ George Russell will start alongside Piastri on the front row, securing his best qualifying position since Qatar last year. Russell was pleased to split the McLarens despite previously noting Mercedes’ pace deficit. He described the session as one of the most challenging of his career due to tire management issues.

After initially believing he would qualify in P5, Russell found significant time on his final lap, moving up to second place. His strong qualifying performance puts him in a prime position for Sunday’s race.

Norris Struggles as Rookies Shine, Setting Up an Unpredictable Chinese Grand Prix

Lando Norris, who led the initial qualifying sessions, was disappointed with his final performance, describing it as a “terrible job.” He pitted on his last lap after making mistakes and admitted to struggling with front tire graining.

Despite this, Norris will start ahead of Red Bull’s Max Verstappen, who qualified fourth. Sprint race winner Lewis Hamilton secured fifth place for Ferrari, while his teammate Charles Leclerc will start sixth. The mixed results among top contenders set the stage for an unpredictable race.

Red Bull’s junior team, Racing Bulls, continued their strong form, with rookie Isack Hadjar qualifying seventh. However, Hadjar received a €5,000 fine for an unsafe pit release that obstructed Verstappen. Another rookie, Andrea Kimi Antonelli, secured eighth place for Mercedes, further proving the talent of young drivers in F1.

Yuki Tsunoda and Williams’ Alex Albon rounded out the top 10, while Carlos Sainz Jr. struggled, starting from 15th. With the race set to begin at 3 p.m. local time, all eyes will be on Piastri as he aims for his first Grand Prix victory.

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Zak Brown, CEO of McLaren Racing, expressed optimism, commending both the team and the drivers for their exceptional performance. With such a promising start, questions arise about whether McLaren currently holds the most dominant car on the grid.

McLaren Maintains Confidence While Addressing Car Handling Challenges for Continued Success

McLaren’s strong performance raises the question of whether the team has shifted its mindset from being challengers to defending their position at the front. However, Zak Brown dismisses this notion, emphasizing that the team’s confidence has carried over from last season.

He highlights how the drivers and the pit wall remained composed under pressure in Australia, handling unpredictable weather conditions, multiple race restarts, and strategic challenges. Brown believes this level-headed approach will be crucial in sustaining their momentum throughout the season.

Despite the car’s undeniable speed, McLaren faces a notable challenge: the car is difficult to drive, a concern raised by Lando Norris. Brown acknowledges this issue, explaining that while efforts are being made to make the car more forgiving, the team does not want to compromise its speed.

He reassures that Norris is still adapting to the car’s characteristics, while also emphasizing that both drivers are pushing each other to improve performance. As the season progresses, McLaren expects to gain further clarity on their true standing among rivals.

Piastri’s Progress and McLaren’s Intense Rivalry with Red Bull and Verstappen

Brown firmly dismisses any suggestion that Oscar Piastri is lagging behind Norris, praising the young driver for his preparation, composure, and talent. He highlights Piastri’s resilience in Australia, where he recovered well from an unfortunate incident.

McLaren’s decision to secure Piastri on a long-term contract reflects their confidence in his potential. The competition between Norris and Piastri remains healthy, and their strong work ethic is evident in their off-season preparation and commitment to understanding car developments.

As McLaren aims to establish itself at the front, Red Bull and Max Verstappen are expected to be their primary rivals. Brown acknowledges Red Bull’s impressive track record over the past two decades, recognizing their consistent success in the sport.

While he refrains from directly praising Christian Horner, his remarks underline the respect McLaren has for Red Bull’s achievements. With the season just beginning, the battle between McLaren and Red Bull is set to be one of the most thrilling aspects of 2025 Formula 1.

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Despite this improvement, the seven-time world champion admitted he still had not fully grasped the car’s behavior and performance nuances. He recognized Leclerc’s natural mastery of the SF-25, particularly in high-speed sections, from the very start of the weekend.

Hamilton Studies Leclerc’s Technique, Quickly Adjusts His Driving Style for Improvement

Hamilton spent considerable time studying Leclerc’s driving lines, aiming to understand the differences in their styles. On the first day of track action, Hamilton’s approach was noticeably different, particularly in braking zones, where he braked later and harder than Leclerc, resulting in a slower mid-corner phase.

While he was able to rotate the car efficiently and get back on the throttle quickly, he consistently lost a few hundredths of a second in slow and medium-speed corners. This was a shift from his struggles last year, where he often lost time to George Russell due to oversteer issues or an aggressive corner entry that the Mercedes car couldn’t handle.

One of the most remarkable aspects of Hamilton’s adaptation was how quickly he adjusted his driving approach throughout the weekend. By Saturday’s FP3 session, he had already begun mirroring Leclerc’s style, especially in sections like Turns 1, 2, and 3, where he started braking slightly earlier instead of relying on late braking.

During qualifying, his speed profile aligned more closely with Leclerc’s, demonstrating a more consistent minimum speed through corners rather than a sharp deceleration before entry. This rapid adaptation showed Hamilton’s ability to learn and evolve, even when faced with a car that still felt unfamiliar.

Hamilton Faces Learning Curve in Ferrari Transition, Relies on Engineers for Guidance

Despite his progress, Hamilton admitted that fully adapting to the Ferrari SF-25 would take more time. He was surprised by how much he still had to learn after FP1, realizing there were many tools and settings he was yet to explore.

He mentioned how Leclerc seemed to have an intuitive understanding of the car’s intricate features, whereas he was still in the process of discovering them. This learning curve extended beyond just driving style—it also included understanding the technical aspects of Ferrari’s setup and finding the right adjustments for different scenarios.

Hamilton acknowledged that, for the first time in his career, he was relying more heavily on his engineers for guidance. Unlike in the past, where he would dictate specific setup changes based on experience, he now found himself unsure about which parameters to adjust.

This shift in approach highlights the challenges of moving to a new team after years of familiarity with Mercedes. However, Hamilton praised his engineers for their support in helping him bridge the gap. While he remains confident in his ability to master the car, he understands that it will be a gradual process of gaining experience and refining his technique.

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Norris and Piastri faced challenges during their Q3 runs, making errors on their initial laps. However, both drivers recovered in their final attempts, with Piastri initially setting the fastest time before Norris edged ahead with a lap time of 1m15.096s, beating his teammate by 0.084 seconds. The rest of the grid failed to match McLaren’s pace, with Verstappen finishing 0.385s off the lead.

Tsunoda and Albon Shine as Midfield Battle Intensifies in Qualifying

Outside the dominant McLaren duo, the rest of the field saw impressive surprises. Williams’ Alex Albon and Racing Bulls’ Yuki Tsunoda put in outstanding Q3 performances, securing sixth and fifth places, respectively. George Russell managed fourth for Mercedes, while Ferrari’s Charles Leclerc took seventh, leading teammate Carlos Sainz in tenth.

Pierre Gasly slotted into ninth, just behind Hamilton, as all three ended their sessions with personal best laps. Despite missing coverage in the world feed broadcast, Tsunoda’s late push secured a remarkable top-five finish.

In Q2, multiple drivers fought hard to progress to the final stage but fell short. Isack Hadjar set a personal best late in the session but failed to advance. Aston Martin faced setbacks as Fernando Alonso and Lance Stroll were both eliminated. Alonso’s early off-track excursion at Turn 10 damaged his car’s floor, limiting his performance.

Jack Doohan secured 14th place after a strong late lap, while Ferrari’s drivers struggled with aging soft tires. Gabriel Bortoleto, though failing to progress past Q2, left a lasting impression with a dramatic save at Turn 4.

Shock Q1 Eliminations for Antonelli and Lawson Amid Struggles and Mechanical Issues

Q1 saw some surprising exits, including new Mercedes driver Andrea Kimi Antonelli and Red Bull’s Liam Lawson. Antonelli produced a strong final effort but was knocked out by Bortoleto’s last-gasp improvement. His earlier lap featured his Mercedes scraping along the track due to floor damage.

Sauber’s Nico Hulkenberg and Haas’ Esteban Ocon were also eliminated, finishing in 17th and 19th, respectively. Lawson’s struggles continued as he suffered multiple off-track moments before ultimately aborting his lap.

Liam Lawson endured a tough qualifying session after missing FP3 due to engine troubles. Despite heading out immediately in Q1, he failed to set a competitive lap, making costly mistakes before aborting his run. As a result, he only qualified ahead of the Haas duo of Ocon and Oliver Bearman.

Bearman’s struggles continued as he reported a gearbox issue on his Q1 out-lap, compounding his problems following a crash in FP1, a missed FP2 session, and a gravel excursion in FP3. Both drivers will have significant work to do in the race to recover from their lowly grid positions.

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His journey in Formula 1 offers a story of perseverance, adaptability, and dedication, which may not always make headlines but speaks volumes about his contribution to the sport.

Bottas was born on August 28, 1989, in Nastola, Finland. He was introduced to motorsport at a young age, and his talents quickly shone through. Starting in karting, Bottas climbed through the ranks of various junior formulae, eventually making his Formula 1 debut in 2013 with Williams.

His time at Williams may not have resulted in any podium finishes, but it was clear that he had raw speed and potential. Bottas quickly earned a reputation for being a solid driver who could consistently extract the maximum performance from the car, even when the machinery was not always the best on the grid.

Bottas’s big break came in 2017, when he joined Mercedes as a full-time driver, replacing Nico Rosberg after the latter’s shock retirement. His transition to Mercedes marked a pivotal moment in his career, offering him the chance to race for one of the most successful teams in Formula 1 history.

Team man and an invaluable asset

From the moment he joined the team, Bottas proved to be an invaluable asset. In his first season with Mercedes, he secured three Grand Prix wins and finished on the podium multiple times. His performances were solid, and he quickly established himself as a team player who was willing to sacrifice his own results for the greater good of the team.

This ability to support the team’s championship aspirations while still delivering strong individual results made him a key figure in Mercedes’ dominance during that era.

Despite the team’s focus being squarely on Hamilton, Bottas consistently delivered competitive performances. He was often the second-best driver in terms of pace, but the pressure of competing against a seven-time world champion like Hamilton was immense. While Bottas may not have had the same level of success as Hamilton, his results speak for themselves.

He secured 10 Grand Prix wins during his time at Mercedes, often pulling off impressive drives, especially in tricky conditions. Bottas was known for his consistency and was a reliable points scorer, consistently finishing within the top positions. In 2019, he came close to winning the World Championship, finishing second in the standings behind Hamilton, a feat that highlighted his capabilities.

However, Bottas’s role at Mercedes wasn’t solely about competing for the championship. He was often asked to play a supporting role, helping Mercedes secure constructors’ championships. His ability to execute team orders without complaint, as well as his professional attitude, was crucial in helping Mercedes maintain its dominance over the years.

Bottas’s maturity and adaptability in these situations showed his dedication to the sport and his team. While many fans and pundits were quick to criticize Bottas for not challenging Hamilton more directly, few appreciated the challenging nature of his role. The pressure of being Hamilton’s teammate was unlike anything faced by most drivers, and Bottas never let that pressure affect his performance.

In 2022, Bottas made the move to Alfa Romeo, a team that was in the process of rebuilding. His arrival at Alfa Romeo marked the end of a significant chapter in his career, but it was also the beginning of a new challenge. Bottas, now with more experience, was tasked with helping Alfa Romeo develop their car and fight for better positions on the grid.

Limited resources did not stop him

Despite the team’s limited resources, Bottas has proven to be a key asset, providing feedback and pushing the team to greater heights. His work ethic and professional approach to his new role have been evident, and he has continued to be a strong contender in mid-field battles.

Bottas may not have the flashy statistics or the headlines of some of his fellow drivers, but his value in Formula 1 is undeniable. His consistency, ability to perform under pressure, and professional demeanor have made him one of the most respected drivers in the paddock. Bottas’s journey is a testament to the importance of perseverance in Formula 1, where the margins between success and failure can be razor-thin.

He has faced his challenges and never wavered in his commitment to the sport. Even if he never achieved the same level of fame as some of his peers, his contributions to the sport are invaluable.

In the years to come, Valtteri Bottas’s legacy will likely be viewed in a different light. The recognition of his skill and dedication might grow as time passes, with many realizing just how significant his role was in shaping some of Formula 1’s most successful teams in recent years. While not always the center of attention, Bottas’s place in the history of the sport is secured.

He may not have become a world champion, but his career will be remembered for the incredible professionalism, speed, and consistency he brought to the Formula 1 grid.

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At just 26 years old, Verstappen has already claimed two consecutive World Drivers’ Championships, with a third looking increasingly likely. But what makes Verstappen’s legacy so unique, and how is he crafting a new narrative for Formula 1 from his roots in Amsterdam?

Born in Belgium but raised in the Netherlands, Verstappen’s connection to the city of Amsterdam runs deep. The Dutch capital has long been an iconic place of culture, art, and innovation, and it seems only fitting that a driver with such a distinctive racing style would have Amsterdam as his home base. As Verstappen’s star continues to rise, the question arises: is he shaping the future of F1 in a way that will leave a lasting imprint on the sport?

Could his legacy extend beyond his impressive title wins and into the very DNA of F1 itself?

Max Verstappen entered Formula 1 at a young age, and it wasn’t long before he captured the world’s attention. He made his debut with Scuderia Toro Rosso (now AlphaTauri) in 2015 at the tender age of 17. However, it was his promotion to Red Bull Racing in 2016 that truly allowed Verstappen to show the world what he was capable of.

His victory at the Spanish Grand Prix in 2016, at just 18 years old, made him the youngest driver ever to win a Formula 1 race. Since then, Verstappen has never looked back, constantly pushing the boundaries of what was thought possible on the racetrack.

The 2021 season marked a pivotal point in Verstappen’s career. His intense battle with Lewis Hamilton for the championship title went down to the wire, and many fans considered it one of the most thrilling seasons in F1 history. Verstappen’s gritty determination, fearlessness, and razor-sharp focus were on full display as he fought to claim his first World Championship.

In the final race of the season in Abu Dhabi, Verstappen and Hamilton clashed in a dramatic showdown, but it was Verstappen who emerged victorious. The young Dutchman’s triumph was symbolic of a new era in F1 – one where the old guard of Hamilton, Sebastian Vettel, and others were slowly being replaced by a new generation of racing talent.

The 2022 and 2023 seasons further confirmed Verstappen’s dominance. With a superior car at his disposal, Verstappen’s consistency and sheer talent allowed him to rack up victories in almost every race.

He set numerous records, including the most wins in a single season, and his 2023 title defense seemed almost inevitable given his unwavering speed and adaptability on any track. Verstappen’s ability to maintain peak performance across such a long and demanding season highlighted just how well-rounded and committed he is to his craft.

Verstappen helped the F1 grow

In many ways, Verstappen’s success has allowed the sport of Formula 1 to grow in new and exciting directions. His dominance has created a wave of interest in the sport, particularly in the Netherlands, where Verstappen’s fan base has exploded. The Dutch Grand Prix, held at Zandvoort, has become a sell-out event in recent years, and Verstappen’s connection to his home country has undoubtedly boosted F1’s popularity. His influence has also helped the sport attract new sponsorship deals and partnerships, making F1 even more of a global spectacle.

Verstappen’s legacy, however, goes beyond the number of race wins or titles he collects. It’s about how he’s reshaping the sport in his image. The intensity and precision that he brings to every race, paired with his confidence and fearlessness, have set new standards for young drivers entering the sport. Verstappen is proving that success in F1 doesn’t require the traditional “veteran” path; instead, a mix of raw talent, a willingness to take risks, and a relentless pursuit of excellence can lead to glory.

His rise to prominence also speaks volumes about the changing dynamics in Formula 1. Historically, F1 has been a sport dominated by teams and drivers with years of experience. However, Verstappen has shown that talent is just as important as experience. His ability to challenge seasoned drivers from the moment he entered F1, as well as his adaptability to new car designs and rule changes, positions him as a new kind of champion in the sport’s history.

How does the road look ahead?

While Verstappen’s future looks incredibly bright, questions linger about how long he can continue to dominate F1. His unmatched performances and constant improvement year after year point to a career that could stretch well into his 30s, if not longer. He has the drive, the passion, and the mental fortitude to continue challenging for titles for many years to come.

The lasting legacy of Max Verstappen in Formula 1 will be measured not only by the number of championships and records he achieves but by the way he has inspired the next generation of drivers and fans. His success has demonstrated that greatness can come from anywhere, even from a young man with a bold racing style and the courage to defy expectations.

As Verstappen continues to build on his F1 career, it is clear that he is not just creating a legacy in Amsterdam; he is creating a new chapter in the sport’s history.

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Born in 1985, Hamilton’s talent was evident from a young age. At eight, he approached McLaren team principal Ron Dennis at an awards ceremony and declared his intention to race for the team one day. By 13, he was part of McLaren’s developmental program, a rare opportunity that underscored his potential.

Hamilton’s progression through the ranks was swift. After dominating in GP2, he made his F1 debut with McLaren in 2007, nearly winning the championship in his rookie season. The following year, he clinched his first title in a dramatic final corner of the season’s last race, becoming the youngest champion at the time.

Setting the records and breaking them

Hamilton’s move to Mercedes in 2013 marked the start of an era defined by dominance. Partnered with a team that mastered hybrid engine technology, he secured six drivers’ titles between 2014 and 2020. In 2020, he surpassed Michael Schumacher’s record of 91 Grand Prix wins, a milestone many considered untouchable.

By 2023, Hamilton had amassed 103 victories and 104 pole positions, figures that cement his status as one of the sport’s greatest competitors. His ability to adapt to evolving regulations, extract performance from his car, and deliver under pressure has set a benchmark for future generations.

Beyond numbers, Hamilton’s driving style—a blend of precision, racecraft, and strategic intelligence—has redefined modern F1. His battles with rivals like Nico Rosberg and Max Verstappen have produced some of the sport’s most thrilling moments, showcasing his tenacity and skill.

He has been constantly steering in the right direction

Hamilton’s influence extends far beyond racing. As the first Black driver in F1, he has confronted the sport’s lack of diversity head-on. In 2020, he founded the Hamilton Commission to address systemic barriers preventing Black students from pursuing careers in motorsport. The commission’s findings led to initiatives such as Ignite, a partnership with Mercedes to create scholarships and apprenticeships for underrepresented groups.

His advocacy for environmental and social causes has also reshaped F1’s priorities. Hamilton has been vocal about the need for sustainability, pushing for carbon-neutral practices and promoting plant-based lifestyles. His efforts contributed to F1’s commitment to achieving net-zero carbon emissions by 2030.

He has been a cultural icon

Hamilton’s impact transcends sport. His collaborations with fashion houses like Tommy Hilfiger and activism in spaces like Black Lives Matter reflect his determination to use his platform for broader cultural change. He has challenged stereotypes in a traditionally conservative sport, embracing self-expression through bold fashion choices and speaking openly about issues like racial inequality and LGBTQ+ rights.

What about his future?

At 39, Hamilton remains a formidable competitor. His recent contract extension with Mercedes signals his desire to continue competing at the highest level, while his upcoming move to Ferrari in 2025 adds a new chapter to his storied career. Beyond racing, his focus on building a more inclusive and sustainable future for motorsport underscores a legacy that transcends trophies.

Hamilton’s journey is a testament to the power of perseverance and purpose. He has broken records once thought unbreakable and challenged a sport to evolve beyond its historical limitations.

His story inspires not just aspiring drivers but anyone striving to overcome barriers and create meaningful change. In an arena where speed defines success, Hamilton’s greatest achievement may be proving that true greatness lies in the courage to drive forward—both on the track and in the pursuit of a better world.

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Norris represents the new generation of drivers who are making the most of social media and e-sports to connect with their audience and share their journey. In this article, we’ll look at Lando Norris’s life and career and what makes him stand out.

Lando Norris was born on November 13, 1999, in Bristol, UK. His parents, Cisca and Adam Norris, played an important role in his life. Adam Norris, Lando’s father, is known for his success in finance and is listed as the 501st richest person in the UK. He became wealthy by creating one of the top pension advisory firms, and he retired at the age of 35. Now, Adam invests in new companies through his firm, Horatio Investments.

Norris’s Racing Career

Lando’s interest in racing started when he was young. Originally into motocross, he switched to kart racing at the age of 7. By the time he was 14, he became the World Karting Champion. A year later, he made history by becoming the youngest-ever CIK-FIA KF World Karting Champion in 2013. This marked the beginning of his rise in motorsport.

Lando’s racing career moved quickly. In 2014, when he was 15, he competed in Ginetta Juniors, and from there, he moved to bigger events like ADAC Formula 4, Formula Renault 2.0, and the European Formula 3 Championship. His success in these series helped him land a spot in FIA Formula 2, where he raced for a season before making his way to Formula 1 in 2019 with McLaren at just 20 years old.

McLaren saw Lando’s potential early on. They quickly promoted him to F1 and praised his talent, calling him a “firecracker” who excelled in pole positions and racing side by side with other drivers. In his rookie season, Norris was paired with Carlos Sainz, a more experienced driver, but Lando held his own. He earned points in 11 races that season, showing his ability to compete at the highest level.

Now, in 2023, Lando is entering his fifth season with McLaren. He will be racing alongside rookie Oscar Piastri. Norris has become a key figure at McLaren, and he believes that the strong relationship he has with the team helps them bring out the best in each other.

As a “homegrown” driver, Lando has played an important role in developing the McLaren car over the years, giving him a deep connection with the team and the car he drives.

In just a few years, Lando Norris has proven that he is not only a talented driver but also someone who has a strong future in Formula 1. His journey from karting champion to F1 star has been impressive, and fans are excited to see what he will achieve next in his career.

Race Achievements and Car Crashes

Lando Norris has had an impressive career in Formula 1 so far, earning many achievements and awards. He scored his first F1 points in just his second race, the 2019 Bahrain Grand Prix, finishing 6th. His first podium finish came in the 2020 Austrian Grand Prix, where he finished third and became the third-youngest driver to stand on an F1 podium.

In the 2021 season, he secured his first pole position at the Russian Grand Prix and finished the season in a career-high fourth place in the championship. Even though his 2023 season started off a bit rough, Lando Norris has stood on the podium seven times, with second-place finishes at the British Grand Prix and the Hungarian Grand Prix.

The 2024 season was a major milestone for Lando. He achieved his first-ever win at the 2024 Miami Grand Prix and went on to win four races, claim eight pole positions, set six fastest laps, and earn 13 podiums. He finished second in the World Driver’s Championship and played a key role in helping McLaren secure the World Constructors Championship alongside teammate Oscar Piastri.

However, Lando’s career hasn’t been without a few crashes and incidents. One of the more crashes happened during the 2021 Belgian Grand Prix qualifying, when he lost control of his car in the wet conditions and hit the barriers.

Thankfully, he walked away unhurt. Another incident took place at the 2021 Azerbaijan Grand Prix, where Norris received a three-place grid penalty for not following the red flag rules during the qualifying session. Despite these setbacks, Norris has continued to grow as a driver and show his strength on the track.

Norris has been an amazing athlete

Lando Norris, with his youthful look and charming personality, stands out among the other drivers in the paddock. In terms of height, Norris is shorter compared to many other Formula 1 drivers, standing at about 1.70 meters (5 feet 7 inches). While not exceptionally tall, his height is quite common in motorsports, where being smaller can actually be helpful for fitting into the tight space inside a race car and maintaining a lighter weight.

Norris is in great physical shape, which is essential for all Formula 1 drivers. The physical challenges of driving an F1 car at high speeds for long periods require a strict fitness routine. Norris focuses on improving his endurance, strength, and reflexes, which helps him handle the intense physical stress during races.

His smaller, athletic build, combined with his physical training, makes him well-suited for the demands of the sport. Despite his youthful appearance, Norris’s physical fitness plays a key role in his success on the track.

Future of Lando Norris

As of 2024, Lando Norris is considered one of the top young talents in Formula 1. His exceptional driving skills, technical knowledge, and ability to push the McLaren team to its limits have made him a standout driver in the sport.

Norris’s contract extension with McLaren until 2025, with options for further extensions, reflects the team’s confidence in his abilities. As McLaren continues to improve and become more competitive, Norris is expected to play a key role in their efforts to achieve championship success.

In addition to his driving talent, Norris has built strong relationships within his team and the wider F1 community, making him a popular figure among fans. His ability to engage with fans on social media platforms, like Twitch, sets him apart from many of his peers and may influence the future of fan interaction in the sport.

For his personal development, Norris will focus on minimizing mistakes, improving his qualifying performance, and sharpening his race craft. If he continues to grow and improve at his current pace, it wouldn’t be a surprise to see him win his first F1 World Championship in the future. His career is still unfolding, and the upcoming seasons are sure to bring exciting moments as Norris makes his mark in Formula 1.

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From his early days in Formula 1 to his eventual retirement, Kimi’s career has been marked by both remarkable success and moments of raw unpredictability. This article reflects on the life and career of Kimi Räikkönen, a man whose passion for racing was matched only by his iconic reputation.

Early Life and Entry into Formula 1

Kimi Räikkönen was born on October 17, 1979, in Espoo, Finland. His journey to Formula 1 began, where he quickly made a name for himself with his raw speed and natural talent behind the wheel. By the time he was in his early teens, Kimi was already on the radar of motorsport scouts. After progressing through various junior categories, including Formula Renault and Formula 3, he made his breakthrough into Formula 1 in 2001, joining Sauber as a full-time driver.

Räikkönen’s debut season in Formula 1 was impressive, with many noting his ability to perform on par with more experienced drivers. His potential was evident, and by 2002, Kimi was offered a seat at McLaren, a team that would provide him with the tools to showcase his true talent. His time with McLaren was the start of something special, as Kimi became known for his blistering pace, quiet demeanor, and ability to stay focused under pressure.

The 2003 Season was a Near Miss

Kimi’s 2003 season with McLaren was one of the most defining in his career. That year, he came incredibly close to securing his first World Championship. In a dramatic season finale at the Japanese Grand Prix, Kimi lost the title to Michael Schumacher by just two points.

While it was a devastating defeat, it was clear that Kimi had the talent and composure to compete at the highest level. The 2003 season marked the beginning of a long and competitive journey, where Kimi would challenge some of the greatest drivers in the sport, including Schumacher, Fernando Alonso, and Lewis Hamilton.

A Championship at Last with Ferrari

In 2007, Kimi Räikkönen made the bold move to Ferrari, a team with a storied history in Formula 1. It was with Ferrari that Kimi would achieve his greatest success: the 2007 World Championship. The 2007 season was a nail-biting affair, with Kimi overcoming a significant deficit in points in the final races of the season to clinch the title.

His win at the Brazilian Grand Prix, where he sealed the championship by just one point over Lewis Hamilton and Fernando Alonso, is considered one of the most thrilling moments in Formula 1 history.

Kimi’s time with Ferrari, however, was not without its ups and downs. While he remained one of the fastest and most consistent drivers on the grid, there were moments of tension within the team, particularly with teammate Felipe Massa. Despite these challenges, Kimi’s relaxed attitude and quiet confidence were key factors in his success, and he earned the respect of both his teammates and competitors alike.

The Return to Ferrari and a Second Stint in F1

After a two-year hiatus from Formula 1, Kimi Räikkönen made his return to the sport in 2012, joining Ferrari once again. His second stint with the team was marked by strong performances, including a victory at the 2013 Australian Grand Prix, his first win since returning to the sport. Despite his success, Kimi’s relationship with Ferrari was strained at times, as the team continued to struggle in its battle against the dominant Red Bull Racing team.

In 2014, Kimi faced a new challenge: adapting to a new set of technical regulations introduced by Formula 1. The shift to turbocharged engines and hybrid technology presented a learning curve for many drivers, and Kimi was no exception. While his results were not as consistent as before, his skill and determination were never in question. The Iceman’s legendary ability to stay calm under pressure remained a key attribute throughout his second tenure with Ferrari.

Transfer to Sauber and Retirement

In 2014, Kimi’s time with Ferrari came to an end when the team announced a driver change for the 2015 season. Kimi’s next move saw him return to Sauber for a brief stint in the final years of his career. At Sauber, Kimi helped to guide the team through a difficult period, and despite being far from the championship contender he had once been, Kimi continued to show the same passion for racing that had defined his career.

After the 2021 season, Kimi Räikkönen decided to retire from Formula 1. The decision was met with mixed emotions from fans, who had followed his career for nearly two decades. Kimi’s departure marked the end of an era in Formula 1, as the sport lost one of its most enigmatic and entertaining figures. His legacy, however, lives on.

Räikkönen’s Impact has been bigger than the track

Kimi Räikkönen’s legacy is not just defined by his driving skill, but by his distinctive personality. The Finnish driver became a fan favorite not only for his success on the track but for his no-nonsense attitude and deadpan humor.

Kimi’s often hilarious and blunt interviews became a staple of the Formula 1 season, making him a favorite among the media and fans alike. His famous “leave me alone, I know what I’m doing” radio message during the 2012 Abu Dhabi Grand Prix became an instant classic, his personality in a single sentence.

Kimi’s impact on Formula 1 is felt beyond his championship win in 2007. He inspired a generation of fans and drivers with his laid-back approach to racing, his ability to stay focused in the heat of competition, and his determination to stay true to himself. His legacy is one of authenticity, skill, and passion for the sport.

The Iceman’s Lasting Legacy

Kimi Räikkönen’s career in Formula 1 may have come to an end, but his influence remains. His relaxed demeanor, fast driving, and witty one-liners have made him a beloved figure in the sport. Kimi’s ability to compete at the highest level for so many years speaks to his skill and commitment, even when faced with challenges. While many of his contemporaries have come and gone, Kimi’s enduring presence in Formula 1 will never be forgotten.

Kimi Räikkönen’s Formula 1 career is one of the most memorable and unique in the history of the sport. His legacy as one of the most skilled and charismatic drivers, combined with his calm and composed attitude, ensures that the Iceman’s name will forever be etched in Formula 1 lore. As the years go by, Kimi’s impact on the sport remains undeniable, and his unforgettable career will continue to be celebrated by fans around the world.

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Fernando Alonso’s journey into Formula 1 began at a very young age. Born on July 29, 1981, in the Spanish city of Oviiedo, Alonso showed early promise in motorsport. He started karting at the age of three, and by the age of 17, he had already made his debut in single-seater racing. His raw talent was evident, and it wasn’t long before he was recruited by Renault to join its Formula 1 team.

In 2001, at the age of 19, Alonso made his Formula 1 debut with Minardi, a small and underfunded team. Although he was with a backmarker team, his skill was apparent, and his performances caught the attention of Renault. In 2003, he was promoted to Renault as a full-time driver, and in 2005, his talent truly shone.

Alonso became the youngest driver to win a Formula 1 World Championship at the time, securing back-to-back titles in 2005 and 2006. His aggressive driving style, strategic mind, and ability to extract the maximum performance from his car made him a force to be reckoned with.

The Ferrari Era: Success and Struggles

After leaving Renault in 2007, Alonso joined Ferrari, one of the most storied teams in Formula 1. This move marked the beginning of a new chapter in Alonso’s career. His time at Ferrari was defined by both highs and lows. In 2010, he came close to winning his third World Championship, narrowly losing out to Sebastian Vettel in a controversial final race.

In 2012, Alonso again showed his brilliance by challenging for the title despite driving a car that was not considered the fastest on the grid.

Throughout his time at Ferrari, Alonso demonstrated his tactical brilliance and ability to compete at the highest level, even when the car was not the fastest. However, despite his efforts, he could not secure another World Championship with Ferrari. The constant struggle to overcome the performance gap between Ferrari and its rivals left Alonso frustrated, and in 2014, he made the decision to leave the team after five seasons.

The McLaren Return and Departure

After his time at Ferrari, Alonso returned to McLaren in 2015, hoping to rekindle his championship-winning potential. McLaren had been struggling to find its form in recent years, and Alonso’s return was aimed at bringing his experience to help the team improve. Unfortunately, McLaren was still in a rebuilding phase, and the partnership with Honda for engine supply proved to be problematic. Despite Alonso’s undeniable skill, the car’s lack of performance made it difficult for him to challenge for podiums or wins.

The struggles continued, and after a difficult few years, Alonso decided to step away from Formula 1 at the end of 2018. This decision shocked many, as Alonso had just turned 37 years old and was still regarded as one of the best drivers in the sport. His departure was seen as the end of an era, but Alonso’s passion for racing remained strong.

The Return to Formula 1

In 2021, Fernando Alonso made a remarkable return to Formula 1, joining the Alpine team, which was formerly Renault. His comeback was met with much excitement, as fans and pundits alike wondered how Alonso would perform after a two-year break from the sport. Despite being away for some time, Alonso quickly proved that he still had the hunger and skill that had made him a two-time World Champion.

His return to Formula 1 was characterized by impressive performances, showcasing his ability to adapt to new cars, work with his team, and compete against the younger drivers on the grid.

Alpine was not consistently one of the fastest teams, but Alonso’s presence and his experience proved invaluable for the team. He was able to extract performances from the car that others could not, and his strategic mind allowed him to achieve strong results despite the team’s limitations.

His remarkable performances, particularly in the 2021 Hungarian Grand Prix, where he held off Lewis Hamilton and other competitors, reminded everyone why he is regarded as one of the best drivers in the history of the sport.

Passion for Racing Beyond Formula 1

What sets Fernando Alonso apart from many of his contemporaries is his deep passion for motorsport in all its forms. Even during his time away from Formula 1, Alonso kept himself busy with various motorsport endeavors.

In 2018, he made his debut at the prestigious 24 Hours of Le Mans, winning the race with Toyota and claiming the World Endurance Championship. His success in endurance racing further cemented his reputation as a versatile driver capable of excelling in multiple disciplines.

Alonso’s love for racing extends beyond Formula 1, and he continues to compete in various forms of motorsport. His willingness to explore new challenges, such as his bid to compete in the Indianapolis 500, highlights his desire to push beyond the limits and test himself in different environments. For Alonso, racing is more than just a career—it is a lifelong passion that continues to drive him to succeed.

The Legacy of Fernando Alonso

As Fernando Alonso continues to compete in Formula 1 and beyond, his legacy is firmly established. His two World Championships, remarkable driving skills, and ability to extract performance from any car he drives make him one of the sport’s most respected figures.

But beyond the accolades and trophies, Alonso’s passion for racing is what truly defines him. He is a driver who never stops pushing, never stops striving for greatness, and never stops loving the sport that has been his life’s work.

Fernando Alonso’s journey is a testament to the power of passion, perseverance, and the relentless pursuit of excellence. From his breakthrough win in 2005 to his return to Formula 1 with Alpine, Alonso has proven time and again that his love for racing knows no bounds.

As he continues to compete in Formula 1 and explore new challenges in motorsport, his legacy will continue to inspire future generations of drivers. Fernando Alonso’s passion for racing is truly never-ending, and he remains one of the sport’s most beloved and respected figures.

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Williams Secures Santander as Key Sponsor for 2025

This deal follows Williams’ acquisition of Spanish banking firm Santander as a key sponsor in December 2024. Santander previously sponsored Ferrari during Carlos Sainz’s tenure with the Italian team. However, with Sainz moving to Williams for the 2025 season, the financial institution chose to follow its countryman to his new team. This shift highlights the growing appeal of Williams under its current leadership and its ability to attract top-tier sponsorship deals.

Under the leadership of James Vowles, Williams has been working to regain competitiveness in Formula 1. Vowles, who took over in 2022, has been steering the team through a challenging period, including dealing with an overweight FW46 car and on-track incidents that hindered progress. Despite these obstacles, the team has been able to secure high-profile deals, signaling confidence in its long-term project.

Carlos Sainz’s Arrival and Immediate Impact

Carlos Sainz’s decision to join Williams, despite interest from Alpine and Sauber/Audi, reflects the growing ambition of the team. Sainz has already begun integrating with his new squad, having tested the 2024 car in Abu Dhabi and the 2022-spec FW45 in Barcelona. His experience and talent are expected to play a key role in Williams’ resurgence, further boosted by the financial backing from new sponsors.

Williams is set to present its 2025 car, the FW47, at Silverstone on February 14. This will be followed by the all-team F1 75 launch event at the O2 in London, where Williams will showcase its new livery. With Atlassian’s potential sponsorship and the arrival of Sainz, the team is positioning itself for a stronger season, aiming to return to the front of the F1 grid under Vowles’ leadership.

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The team secured only one victory in 2022 and failed to win a single race in 2023. Last season brought four wins, but the W15’s unpredictable performance made it difficult to maximize its potential.

Mercedes Struggles With Performance Consistency

Issues with ride height and track temperature fluctuations created inconsistent results, making the car challenging to manage. Mercedes found success under specific conditions, particularly in cooler weather with fresh track surfaces.

The Las Vegas Grand Prix was a prime example, where George Russell secured a dominant victory from pole position, and former teammate Lewis Hamilton crossed the line in second place.

With a new campaign on the horizon, Wolff remains measured in his approach, choosing not to make bold predictions about how the team will perform.

“These cars are incredibly tricky to fine-tune perfectly, and we’ve only managed to do it on rare occasions,” Wolff told reporters, including those from RacingNews365. “In Las Vegas, we had a dominant performance, but at other venues, we struggled to even contend for a podium finish.

“That’s why I’d prefer to say less and focus on our performance in testing. We need to determine if we’ve addressed some of the balance issues, gained better control over tire management, and improved every consistency. Once testing is complete, we’ll have a clearer idea of where we stand.

Preparing for a Championship Fight

“George is prepared to compete for the championship, and our job is to ensure that both he and Kimi [Antonelli] have a car capable of fighting at the front.”

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However, drivers and others in the sport are reportedly surprised by these new punishments being introduced without further discussions.

According to the new rules, the first time a driver offends, they will get a €40,000 fine. The second offence will lead to an €80,000 fine and a possible one-month suspension. The third offence would result in a €120,000 fine, a one-month suspension, and a loss of championship points.

In addition to swearing, other actions that could lead to punishment include causing harm to the FIA’s reputation, encouraging violence or hatred, making political, religious, or personal comments that go against the FIA’s neutral stance, or not following FIA instructions at official ceremonies.

For a second or third offence to count, it must happen within two years. This season has 24 races, so depending on when the third offence happens, a driver could miss up to three races.

The FIA points out that other organizations, such as FIFA, the NFL, and the International Olympic Committee, also have rules that fine competitors for various types of misconduct. The FIA believes that this new addition to its sporting code will help make decision-making clearer and more consistent.

Last season, Max Verstappen, the world champion, was given a community-service type punishment for swearing in a press conference, which he served in Rwanda. Charles Leclerc, Lewis Hamilton’s teammate at Ferrari, was only fined after apologizing for swearing in a similar situation.

While the new rules do bring some clarity, sources say there are still concerns about how much is open to interpretation. For example, it’s unclear what exactly counts as “any words, deeds or writings that have caused moral injury or loss to the FIA,” or what would be considered crossing the line with political statements.

Christian Mansell, a Formula 2 driver who has publicly supported the transgender community, posted on X: “I’ll never stop fighting for what I believe in. This just makes it harder, but don’t think for a second I’ll be shying away.”

Swearing on the team radio during a race, where there is a lot of pressure, will likely be punished less harshly than swearing in a press conference or outside the car. Appendix B of the FIA code says: “Stewards retain the discretion to take into account any mitigating and/or aggravating circumstances as well as the nature and location of the event, to tailor the penalty to the specific situation.”

Max Verstappen, who was not the only driver to swear during races, had his outbursts last season draw attention to the issue.

The topic of penalties for bad language and similar matters was discussed at the annual drivers’ briefing in Qatar last year. Still, it’s said that many were shocked by these new punishments being introduced without any prior discussion.

It’s reported that Stefano Domenicali, the CEO of Formula One Group, didn’t vote on the changes. Formula 1 chose not to comment when asked.

The use of e-votes has also caused division, with some people believing that a matter like this, which has wide effects, should have been talked about in person at the World Motor Sport Council meeting next month.

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In response to these criticisms, Formula One has committed to achieving net zero carbon emissions by 2030, guided by three key pillars: the use of 100% sustainable fuels, leaving a positive legacy at race locations, and fostering diversity and inclusivity. While this goal was established in 2019, the sport only released its first “Sustainability Impact Report” in 2023. The report revealed that F1 has reduced its carbon footprint by only 13% so far, against a target of 50% by 2030. Promising developments include the planned introduction of 100% sustainable fuels and further reductions in fuel loads by the 2026 season.

However, emissions from on-track racing represent just 0.7% of F1’s overall footprint. The majority of emissions stem from logistics, business travel, event operations, and facilities. In 2022, logistics alone accounted for nearly half of the sport’s carbon emissions. Efforts to regionalize the race calendar and increase the use of sea freight over air freight aim to reduce these impacts. Additionally, the use of biofuel-powered trucks during the European season has helped lower logistics-related emissions significantly.

Beyond logistics, F1 has implemented innovative sustainability measures at individual Grand Prix events. For instance, the Austrian Grand Prix in 2023 employed low-carbon energy systems, reducing emissions from 198 tonnes in 2022 to just 12 tonnes. Similarly, the British Grand Prix at Silverstone utilized green energy alternatives like solar panels and HVO fuel and introduced electric vehicles for personnel transport. These initiatives showcase F1’s commitment to greening its operations, both on and off the track.

Extreme weather events have underscored the urgency of F1’s sustainability goals. The 2023 Emilia-Romagna Grand Prix was canceled due to devastating flooding in the region, highlighting the vulnerabilities posed by climate change. Other recent races, such as the rain-soaked 2021 Belgian Grand Prix, further illustrate the risks associated with extreme weather. These challenges have reinforced F1’s drive to reduce its environmental impact and build a championship that aligns with a more sustainable future.

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Jordan is known for speaking his mind, and his views on these topics have sparked plenty of discussion. One of the key points he raised is about DRS, which has been in use since 2011. This system gives an advantage to the driver who is trailing, by opening a flap on the rear wing of the car to reduce drag and improve aerodynamics.

This helps the trailing driver close the gap and attempt an overtaking maneuver, but it has also led to arguments about whether it takes away from the true nature of racing.

Jordan, 76, called DRS a “farce” and argued that it unfairly helps the car behind. He compared it to a boxer fighting with one hand tied behind their back. Speaking on the Formula For Success podcast with former driver David Coulthard, he said:

“DRS is fundamentally false.

“We saw an outrageous race in Brazil. Let’s assume Lando gets the jump at the start of the race.

“Lap three, he hasn’t quite broken the one-second mark, and let’s say it’s Leclerc who is close enough to him, he’s got the DRS, and he comes bounding up the hill and suddenly, bang – he’s through.

“That’s not a fight. That’s like having a boxer with one hand tied behind his back for that particular moment. It’s an unfair advantage, isn’t it?

“He hasn’t got all the facilities to be able to defend himself. I’m of the opinion, if you can’t do it fairly and squarely, why punish a good driver for just giving up a spot?

“[It is] because that stupid rule, DRS, is in play. I’m not in favour of it. I’m old-fashioned, call me what you like.”

Jordan also criticized the sprint races introduced in Formula 1 in 2021. These shorter races added extra qualifying sessions and a condensed version of Sunday’s Grand Prix, making the weekends more crowded and rushed. He described the sprint races as a “con” and said:

“The sprint races, for me, are a complete con, a complete sham.

“They do nothing for me and I haven’t seen a decent one yet.

“I think it’s time – we’ve had it, we’ve seen it. Make sure those sprint races are for the rookies coming through, but for the main drivers, [it’s] absolutely shambolic.”

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Max Verstappen’s Influence on Red Bull’s Decision to Keep Perez

PlanetF1.com reported before the Abu Dhabi Grand Prix that Perez is likely to be dropped by Red Bull for the 2025 F1 season after a disappointing 2024 performance.

Perez finished 7 places and 285 points behind Verstappen in the Drivers’ standings, and hasn’t reached the podium since the Chinese Grand Prix in April.

Despite Verstappen winning his fourth consecutive Drivers’ Championship in 2024, Perez’s lack of success contributed to Red Bull finishing third in the Constructors’ Championship, with McLaren securing their first teams’ title in 26 years.

Perez, who signed a two-year contract in June, is expected to leave Red Bull before next season, with Racing Bulls driver Liam Lawson likely to replace him.

Red Bull’s decision to renew Perez’s contract last summer came even though Sainz, who was told by Ferrari in the winter he would be let go at the end of 2024 to make room for Lewis Hamilton, was available.

Sainz, who came from Red Bull’s driver academy and was Verstappen’s teammate in 2015, struggled to secure a spot with top teams and eventually signed a multi-year deal with Williams in July.

On the “Formula For Success” podcast, Jordan claimed that Verstappen pressured Red Bull’s management to keep Perez instead of signing Sainz.

Jordan said, “I’m embarrassed for Checo, because I like the guy. He’s a smashing person to be with.

“But are you telling me he’s angling and fighting for a place in the team for next year? I would say that it’s not a chance, but I put some blame on the team and I put some blame on Max.

“I know that Max put pressure on Christian. He did not want Carlos Sainz in the car. He wanted Checo in the car, because he knew he could beat him.

“And to be fair, Max has to just think about that a little bit. Christian has to think about that.

“They will deny it, but it’s just my belief that there was a situation where it was easier to keep Checo in the car rather than consider a position where it might be better for the team where they would get a Constructors’ title next year.”

Jordan’s comments followed Verstappen expressing support for Perez during the Abu Dhabi GP weekend, saying Perez had been treated too harshly during the 2024 season.

Verstappen commented on Perez’s future, saying, “This is up to the team.

“I’ve always worked really well with Checo. He’s a great guy, honestly. It’s very rare that you have a teammate like him who has always been very good and just a nice guy to us.

“I work with him every weekend, week in, week out. I find people have been very harsh on him.

“Of course, some weekends maybe could have been better, but sometimes people have been very harsh on him because he’s not an idiot.

“He’s always been regarded as a great driver and it’s been tough, but it’s been tough for everyone in the team because sometimes it was just very difficult to drive.”

Verstappen’s history with Sainz at Toro Rosso has been closely followed, with Red Bull believed to be cautious about bringing the two together again because of their tensions in 2015-16.

A book released last year revealed that tensions between the drivers stemmed from Verstappen and his engineers being given “cart blanche” by Red Bull’s Helmut Marko to make their own strategic decisions, even if it meant ignoring Toro Rosso’s team orders.

The conflict reached its peak at the 2016 Russian Grand Prix, Verstappen’s last race for Toro Rosso before his promotion to Red Bull, when he returned to the track for qualifying before Sainz, going against a pre-arranged team plan. While Verstappen made it to the top 10, Sainz was eliminated after facing traffic during his final run.

The resulting argument with Toro Rosso team principal Franz Tost led to several people from Verstappen’s side of the garage, including race engineer Xevi Pujolar, leaving the team. Marko was said to have played a key role in helping Pujolar get a new position at Sauber, where he continues to work as racing director.

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Colapinto impressed many after stepping in for Logan Sargeant at Williams in August, scoring points in two of his first four races in Azerbaijan and the United States.

The Argentine’s quick impact caught the attention of some major F1 teams, including Red Bull, where Colapinto was briefly considered as a possible replacement for Sergio Perez.

While Alpine confirmed their driver lineup for the 2025 season with Pierre Gasly and Jack Doohan at the Dutch Grand Prix, there were rumors that the team might still be interested in Colapinto.

A photo taken at the Qatar Grand Prix showed Colapinto and his manager, Maria Catarineu of Bullet Sports Management, talking to Briatore in the paddock.

Despite these rumors, Alpine’s focus shifted after Doohan made his F1 debut at the Abu Dhabi Grand Prix, and it’s believed that Alpine’s interest in Colapinto for next season has cooled following some costly on-track mistakes.

Colapinto is expected to remain as Williams’ reserve driver for the start of the 2025 season, as the team has already committed to Carlos Sainz and Alex Albon as their race drivers.

However, Briatore has raised the possibility that Alpine could renew their interest in Colapinto for the 2026 season, saying that the team must consider every chance to sign the talented young driver.

He told German publication Auto Motor und Sport: “I’m interested in any driver who is fast. Colapinto surprised everyone, but we have contracts with Gasly, Doohan, and [Paul] Aron for next season. If there was an opportunity to get Colapinto for 2026, you have to think about it. Nevertheless, you always have to be careful when assessing drivers. In this sport, you quickly get hyped up after a good race. Then the price rises, and suddenly we’re talking about 20 or 30 million dollars.”

Briatore also discussed the growing pool of promising drivers in F1, saying, “Today, there are six to seven promising drivers in Formula 2 and Formula 3. We want to concentrate on the good ones in our academy and no longer run around with a watering can. It will probably come down to three drivers: Aron, [Gabriele] Mini, and [Victor] Martins.”

The F1 scene is going through a generational shift with veteran drivers like Valtteri Bottas and Kevin Magnussen leaving, and potentially Sergio Perez as well. In 2025, Doohan will be one of four rookies on the grid, along with Andrea Kimi Antonelli (Mercedes), Oliver Bearman (Haas), and Gabriel Bortoleto (Sauber/Audi F1).

Red Bull junior Isack Hadjar, who finished second in the F2 standings behind Bortoleto, could also earn a race seat for 2025 if Perez is replaced by Liam Lawson, leaving a spot open at Red Bull.

Briatore sees the difficulties faced by Sainz in securing a top seat for 2025 as part of this generational change. He credits former Alpine junior Oscar Piastri’s success at McLaren for making teams more willing to trust young drivers.

He explained: “It is now time for a generational change. Sainz is a very good driver, but when he was on the market, none of the top teams took him on. They prefer to go for young drivers.

Toto Wolff on Antonelli, Christian Horner on Lawson. Young drivers are hungrier than someone who has a wife and two children and €30-40million in the bank. Even Enzo Ferrari said that drivers slow down when they have children. I think the rise of Piastri has made people think.

Bearman jumps into a Ferrari overnight [in Saudi Arabia] and drives a great race. The young drivers are much better trained and the competitive pressure is higher.”

Reflecting on his brief stint with Williams in Abu Dhabi, Colapinto said he thought he had done a “pretty good job” after being unexpectedly promoted to a race seat.

He told media, including PlanetF1.com: “It was very exciting. It was my dream come true. And since I started in Monza, I knew a lot of things had to happen and I had to learn a lot and I had to keep moving forward. And I think when you look at the bigger picture that doesn’t happen many times in F1. You are as good as your last race and I think that’s how Formula 1 works.

Looking at the bigger picture, I think I did a pretty good job. I tried to maximize the opportunity that Williams gave me. It was an incredible chance and I think something I respect a lot. James [Vowles, team principal] and Sven [Smeets, sporting director], everyone in the team, put the confidence and the trust to give me a seat and to give me that opportunity.

I think Vegas was quite tough. Being tough on me, I think, it was a pretty big mistake going for it in the last lap in quali, trying to put the car in Q3. That’s where I look back and I just think that some mistakes could have been avoided, but I think looking at the overall picture and the experience was my dream come true. Very excited to see where the future departs.”

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Lando Norris took pole position for the season’s final race on Saturday, alongside his teammate Oscar Piastri, putting McLaren close to winning the constructors’ championship for the first time since 1998.

Although Norris couldn’t prevent Max Verstappen from securing the drivers’ title, he emphasized how much winning the constructors’ championship would mean for McLaren.

“It was hard just to break that barrier of getting close to Ferrari, Mercedes, and Red Bull, because for such a long period of time they’ve been the guys who have dominated Formula 1,” Norris said.

Norris has been with McLaren since he debuted in F1 in 2019, and he didn’t win a race until this year.

On Saturday, he mentioned that he had received offers from other teams that might have given him a better chance of winning earlier, but he chose to stay with McLaren and help turn the team around.

“I had those opportunities, but I believed and I wanted to simply do it with McLaren. I wanted to do it with the guys who gave me my opportunity in Formula 1,” Norris said.

Norris’ final lap was .209 of a second faster than Piastri, with Ferrari’s Carlos Sainz Jr. .020 further behind. Nico Hulkenberg surprised everyone by qualifying fourth for Haas but later received a three-place grid penalty for overtaking in the pit exit tunnel. Max Verstappen, the champion, qualified fifth.

Sainz’s teammate Charles Leclerc was 14th in the second part of qualifying and already had a 10-place grid penalty, making it unlikely for Ferrari to catch McLaren’s 21-point lead in the constructors’ standings.

Sainz acknowledged that it was always going to be difficult for Ferrari to win the title, even before Leclerc’s problems. “But until the checkered flag comes down tomorrow, anything can happen, and I’m going to keep fighting for whatever comes,” he said.

The constructors’ title also brings a significant financial reward, typically worth around $140 million.

Hamilton’s difficult day
Seven-time F1 champion Hamilton qualified 18th for his final race with Mercedes after an unusual incident ruined his final lap. He will start 16th on Sunday due to penalties for other drivers.

During qualifying, a plastic pole marking a corner was knocked loose by Kevin Magnussen’s Haas car, and Hamilton drove over it, causing the pole to get stuck under his car.

Hamilton had already been one of the slower drivers in the first part of qualifying and was eliminated soon after the incident.

“I messed that up big time, guys,” Hamilton told the team over the radio.

Hamilton is set to join Ferrari in 2025 after 12 years with Mercedes, where he won six drivers’ titles.

This season, Hamilton has won two races, including an emotional victory at his home British Grand Prix. However, he has been frustrated by a series of poor results. In recent races, he has been outperformed by his teammate George Russell and struggled with penalties and a puncture in Qatar.

Jack Doohan, the newest driver on the grid, qualified last in his debut for Alpine after replacing Esteban Ocon. He will race a full season with Alpine next year.

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Ferrari announced on Friday that the team had to replace the battery pack on Leclerc’s car during the first practice session in Abu Dhabi. As a result, Ferrari expects Leclerc to receive a 10-place grid penalty for Sunday’s race.

Leclerc was the fastest in the first practice session, with a time .221 seconds quicker than McLaren’s Lando Norris. Lewis Hamilton was third fastest for Mercedes. Leclerc’s brother, Arthur, took over Carlos Sainz Jr.’s car and finished in 18th place.

In the second practice session, Norris was the fastest, .234 seconds ahead of teammate Oscar Piastri. Nico Hulkenberg surprised everyone by finishing third fastest for Haas, .462 seconds behind Norris. Sainz was the fastest Ferrari driver in fourth.

McLaren heads into the race with a 21-point lead over Ferrari in the constructors’ standings.

Leclerc’s teammate, Sainz, said on Thursday that either he or Leclerc would need to win the Abu Dhabi race, with the other finishing on the podium, for Ferrari to have a chance at the title, unless something “very disastrous happened” to McLaren.

Either McLaren or Ferrari will win the F1 constructors’ title on Sunday. McLaren hasn’t won the title since 1998, and Ferrari’s last win was in 2008.

McLaren team principal Andrea Stella said, “I think even with the penalty, I wouldn’t be surprised if we can see [Ferrari] very rapidly fighting for the front. So nothing changes. We keep remaining calm, focused, and full of energy.”

Tension has also been growing in the paddock. Two of Formula 1’s top drivers, Max Verstappen and George Russell, have been exchanging personal attacks. Verstappen secured his fourth driver title two weeks ago in Las Vegas, but he is still at the center of attention due to a feud with Russell.

Russell called Verstappen a “bully” and accused him of threatening behavior following a dispute during qualifying at the Qatar Grand Prix. Verstappen was pushed off pole position by Russell and claimed that his rival lied to get him penalized.

Red Bull team principal Christian Horner said on Friday, “Max is a very straight shooter. He just tells you exactly how he sees it. And obviously, he had a large amount of frustration last weekend, the way things played out in a scenario that we haven’t seen before and a subsequent grid penalty.”

Verstappen was only 17th fastest in his only practice session on Friday as he aims for his 10th race win of the season in Abu Dhabi.

The weekend is also a long goodbye for Hamilton, who is leaving Mercedes to join Ferrari in 2025. Hamilton is driving in Abu Dhabi with the names of 150 fans on his car as part of Mercedes’ “Thank you, Lewis” campaign.

Hamilton admitted on Thursday that the prolonged farewell has been harder on his emotions than he expected. He has struggled with form and was pessimistic about finishing his career with Mercedes on a high, after penalties and a puncture ruined his race in Qatar.

Next year, F1 will see the largest influx of young drivers in years due to changes in teams and driver retirements. One of the new faces in Abu Dhabi is Jack Doohan, who is replacing Esteban Ocon for the final race of the season. Doohan, a 21-year-old Australian and the son of motorcycle legend Mick Doohan, was 19th fastest in both practice sessions on Friday.

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Lowdon has been named team principal of the two-car team, which is set to join Formula 1 in 2026 as the sport expands to 11 teams to make room for the American team.

“I would like to thank everyone involved for placing their trust in me,” Lowdon said. “I believe that Formula 1 is the greatest team sport in the world, and teams are all about people. This is a team with a real love for, and desire to go, racing, and we have the experience and expertise to do just that.”

Lowdon has been advising the project for the last two years as Michael Andretti worked to get an Andretti Global entry with General Motors approved for F1. After Andretti stepped aside last month, the expansion was confirmed last week.

Lowdon brings a lot of experience in team management, engineering, and operations in top-level motorsports, including F1 and the World Endurance Championship. He’s also attended many F1 races over the past two years, advocating for the American team.

“His experience on both the technical and managerial sides of Formula 1 and other motorsports ventures will serve him well as he builds the Cadillac Formula 1 team,” said Dan Towriss, CEO of TWG Global’s motorsport business.

Lowdon has also worked closely with GM, which will partner with the team under its Cadillac brand. However, Cadillac F1 will not have its own engine for competition until 2028, so they will likely lease engines from Ferrari for the first two years.

“Graeme has been a pleasure to work with over the past two years, and we’re excited he will lead our journey to the 2026 Formula 1 grid as team principal,” General Motors President Mark Reuss said. “He has great racing expertise, he knows how to assemble a high-performing team, and he embodies the values the Cadillac Formula 1 Team will represent in all its endeavors, on or off the track.”

Cadillac F1 will be the first new team to join F1 since 2016. Lowdon has already led efforts in aerodynamics, chassis and component development, software, and vehicle dynamics simulation. The team has operations in Fishers, Indiana; Charlotte, North Carolina; Warren, Michigan; and Silverstone, England.

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Charles Leclerc and his younger brother Arthur drove together in matching Ferraris at the end of the first practice session on Friday for the Abu Dhabi Grand Prix.

“Just saying hello to my brother,” Arthur said over the team radio after Charles waved at him during their cooldown lap at the Yas Marina Circuit.

While brothers have raced in F1 before, like Michael and Ralf Schumacher, F1 stated that the Leclerc brothers from Monaco were the first to be teammates in an official session as part of a championship race weekend.

Arthur Leclerc, 24, who previously raced in Formula 2, was driving Carlos Sainz Jr.’s Ferrari because of a rule that requires teams to give practice time to younger, less experienced drivers at least twice per season.

Charles Leclerc shared that his family was flying in to Abu Dhabi to watch them. “It will be a very special moment,” he said in a team statement on Thursday. “Because to a certain extent, it means that all the sacrifices my family made will have served a purpose.”

At one point, the family reportedly had to pause Arthur’s racing career when he was a teenager because of the financial demands of supporting Charles as he rose through the ranks toward F1.

Charles was the fastest in the first practice, but his session started with a big issue. Ferrari had to replace the battery pack on his car, which led to an expected 10-place grid penalty for Sunday’s race, damaging the team’s chances of beating McLaren for the constructors’ title.

Arthur spent the early part of the session driving with a car fitted with an “aero rake,” a frame with sensors that measure air flow. By the end of the session, he was 18th fastest of the 20 drivers, 1.858 seconds behind his brother.

As the final race of the season, Abu Dhabi is a popular choice to test younger drivers since teams are usually more familiar with car setups for various conditions, regardless of driver feedback.

Five other teams also gave practice time to drivers who won’t be racing on Sunday, including F2 driver Isack Hadjar in Max Verstappen’s Red Bull and former F2 champion Felipe Drugovich, who drove Lance Stroll’s Aston Martin.

Alpine driver Jack Doohan is also set to make his race debut on Sunday.

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“As the pinnacle of motorsports, F1 demands boundary-pushing innovation and excellence. It’s an honor for General Motors and Cadillac to join the world’s premier racing series, and we’re committed to competing with passion and integrity to elevate the sport for race fans around the world,” GM President Mark Reuss said. “This is a global stage for us to demonstrate GM’s engineering expertise and technology leadership at an entirely new level.”

The approval ends years of discussions that led to a U.S. Justice Department investigation into why Colorado-based Liberty Media, the commercial rights holder of F1, initially blocked the team started by Michael Andretti.

Andretti stepped back from leading his organization in September, and the 11th F1 team will be called Cadillac F1. It will be run by new Andretti Global majority owners Dan Towriss and Mark Walter. The team will use Ferrari engines for the first two years, until GM builds a Cadillac engine for competition in time for the 2028 season.

Towriss is the CEO and president of Group 1001, and he became involved in motorsports through Andretti’s IndyCar team when he signed Gainbridge as a sponsor. Towriss now has stakes in both Spire Motorsports’ NASCAR team and Wayne Taylor Racing’s sports car team.

Walter is the CEO of financial services firm Guggenheim Partners and the controlling owner of the World Series champion Los Angeles Dodgers and Premier League club Chelsea.

“We’re excited to partner with General Motors in bringing a dynamic presence to Formula 1,” Towriss said. “Together, we’re assembling a world-class team that will embody American innovation and deliver unforgettable moments to race fans around the world.”

Mario Andretti, the 1978 F1 world champion, will serve as an ambassador for Cadillac F1. His son, Michael, will not have an official role with the team after scaling back his involvement with Andretti Global.

“The Cadillac F1 Team is made up of a strong group of people that have worked tirelessly to build an American works team,” Michael Andretti posted on social media. “I’m very proud of the hard work they have put in and congratulate all involved on this momentous next step. I will be cheering for you!”

The approval had been in the works for weeks but was held until after last weekend’s Las Vegas Grand Prix, to avoid overshadowing the event. Max Verstappen won his fourth consecutive championship in the Saturday race, the third and final stop in the U.S. for the top motorsports series.

Expanding the F1 grid is rare and often unsuccessful. In 2010, four teams were added, which was supposed to push the grid to 13 teams and 26 cars for the first time since 1995. However, one team never made it, and the other three disappeared by 2017.

There is currently only one American team in F1, owned by California businessman Gene Haas, but it is not competitive and does not have American drivers. Andretti’s goal was to have a truly American team with American drivers.

The push to add this new team has been ongoing for more than three years. F1 initially rejected the application despite the support from the FIA. The existing 10 teams were mostly opposed to expanding, fearing a dilution in prize money and the billions they’ve invested in the series.

In 2020, Andretti tried to buy the Sauber team but was unsuccessful. He then applied for grid expansion and partnered with GM, the top-selling manufacturer in the U.S. The inclusion of GM was backed by the FIA and its president Mohammed Ben Sulayem, who said Michael Andretti’s application was the only one of seven that met all the requirements to expand F1’s grid.

“General Motors is a huge global brand and powerhouse in the OEM world and is working with impressive partners,” Ben Sulayem said Monday. “I am fully supportive of the efforts made by the FIA, Formula 1, GM and the team to maintain dialogue and work towards this outcome of an agreement in principle to progress this application.”

Although the FIA supported Andretti and GM from the beginning, F1 was initially uninterested in Andretti, but they wanted GM. At one point, F1 asked GM to find another team to partner with, but GM refused, and F1 said it would reconsider Andretti’s application when Cadillac had an engine ready.

“Formula 1 has maintained a dialogue with General Motors, and its partners at TWG Global, regarding the viability of an entry following the commercial assessment and decision made by Formula 1 in January 2024,” F1 said in a statement.

“Over the course of this year, they have achieved operational milestones and made clear their commitment to brand the 11th team GM/Cadillac, and that GM will enter as an engine supplier at a later time. Formula 1 is therefore pleased to move forward with this application process.”

Another significant shift in the grid expansion debate occurred earlier this month when Liberty Media CEO Greg Maffei, who had been one of the biggest opponents of the Andretti entry, announced his resignation.

“With Formula 1’s continued growth plans in the US, we have always believed that welcoming an impressive US brand like GM/Cadillac to the grid and GM as a future power unit supplier could bring additional value and interest to the sport,” Maffei said. “We credit the leadership of General Motors and their partners with significant progress in their readiness to enter Formula 1.”

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Verstappen only needed to finish ahead of McLaren’s Lando Norris to claim the championship for Red Bull. Verstappen started in fifth but moved up to second by the 10th lap on the Las Vegas street circuit, which includes the famous Las Vegas Strip.

Norris, who needed to score at least three more points than Verstappen to keep the championship race going, finished in sixth. Verstappen just needed to finish ahead of Norris to win the title, which he did with two races still remaining in the season.

“Max Verstappen you are a four-time world champion,” said Red Bull team principal Christian Horner on the radio. “That is a phenomenal, phenomenal achievement. You can be incredibly proud of yourself as we are.”

Verstappen, only the sixth driver in F1 history to win at least four titles, sounded emotional on the radio.

“Oh my God, what a season. Four times. Thank you, thank you guys,” he said. “We gave it all.”

Meanwhile, George Russell won the race, followed by Lewis Hamilton, marking the first 1-2 finish for Mercedes drivers since 2022. Hamilton came from 10th on the grid, just two weeks after a difficult race in Brazil, to finish on the podium.

Carlos Sainz Jr. finished third for Ferrari, as the battle for the constructor championship remains tight between McLaren and Ferrari. Ferrari’s Charles Leclerc was fourth. Red Bull had won the constructor title in the last two seasons, but they’ve slipped to third in the standings.

The constructor championship is expected to be decided at the season finale in Abu Dhabi next month. McLaren leads Ferrari by 24 points heading into this weekend’s race in Qatar.

For Verstappen, the race was relatively easy, as Norris had pushed him harder than anyone since Verstappen’s first title in 2021.

“To stand here as a four-time world champion is something I never thought would be possible,” Verstappen told actor Terry Crews, who hosted the podium news conference in front of the Bellagio fountains. “It was a very challenging season and I had to be calm. I think this season taught me a lot of lessons and we handled it well as a team, so that of course makes it a very special and beautiful season.”

Verstappen, who is 27, won 19 races last year. He started this season strong but had a long winless streak from June until Brazil two weeks ago, leaving him with only eight wins, his fewest since 2020.

At the Bellagio, Verstappen asked what time it was, saying he was in Las Vegas and “I’m very thirsty,” with a champagne celebration waiting for him.

He was cruising in third with about 20 laps to go and was not pushing too hard when Red Bull reminded him to stay focused on the goal. “Max, just don’t lose sight of our aim today, yeah?” he was told.

Verstappen replied, “Yeah, yeah. I’m doing my race.” When he saw the Ferrari drivers behind him, he asked if he should try to hold them off, as it could affect the constructor championship.

“Do you want me to try to keep them behind or what?” Verstappen asked about Sainz and Leclerc. “I think you should, yeah,” Red Bull replied.

Verstappen couldn’t hold them off, but it didn’t matter as his season had been strong enough to match former Red Bull driver Sebastian Vettel with four titles for the team.

This was the second year of the Las Vegas Grand Prix. Last year’s debut was a bit of a disaster, as locals were upset about ongoing construction, traffic delays, and high prices. There was also an issue with a loose valve cover that nearly destroyed Sainz’s Ferrari during practice, causing a long delay and late-night practice sessions.

This year, however, things were smoother, partly because the major infrastructure problems had been sorted out, and last year’s race had been one of the best of the F1 season.

Russell started on pole ahead of Sainz, who sought redemption after last year’s issues. Sainz had to serve a penalty because of damage to his car from last year’s race.

“I was hoping Vegas had something to offer me after last year, but I will take a podium,” Sainz said. “I was looking at every manhole, avoiding them this time.”

The race was the final U.S. stop for F1, which has gained popularity in the U.S. over the last five years. The three races in Miami, Austin, Texas, and Las Vegas are more than any other country.

After the race, F1 is expected to announce the addition of an 11th team, an American team backed by General Motors’ Cadillac brand. The team was started by Michael Andretti, but he could not get F1’s approval for the expansion.

Andretti has since handed over ownership to Dan Towriss, an Indiana businessman, and Mark Walter, who controls the Los Angeles Dodgers. The Cadillac F1 team could join in 2026.

The announcement of the American team was delayed to avoid overshadowing the Las Vegas Grand Prix, which is a key event for Liberty Media.

The debut event last year was thought to have cost nearly $1 billion, but expenses were down this year, though Liberty still put on a glamorous show with nightclubs, ice-skating rinks, live music, and a late start to give it that big Saturday night feel.

Race-winner Russell said he would skip his scheduled flight home to celebrate his victory with actor Crews.

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Under Maffei’s leadership, Liberty Media achieved significant milestones, notably acquiring Formula 1 in 2017. This acquisition proved transformative, as Maffei oversaw the expansion of the sport’s global presence and increased viewership. Key to this success was the growth of Formula 1’s race calendar and the popularity of Netflix’s Drive to Survive series, which helped bring the sport to a broader, more diverse audience. Additionally, Liberty Media’s recent acquisition of MotoGP further bolstered its dominance in motorsports.

In his statement, Maffei reflected on his two decades at Liberty Media, describing his tenure as rewarding and eventful. He pointed out that during his time, the company’s corporate structure had been optimized, and its portfolio of companies was now in strong positions with talented leadership teams. Maffei noted that although leaving was not easy, he felt it was the right time to step down, confident that Liberty Media is well-prepared for its next phase.

John Malone, Chairman of Liberty Media, praised Maffei for his leadership and vision. He credited Maffei with significantly growing the company’s asset base and enhancing its value for shareholders. Malone highlighted Maffei’s ability to manage multiple public companies simultaneously, which contributed to Liberty Media’s success. He also emphasized that the company’s current structure, following recent changes, is simpler and more focused than ever, making it an ideal time for Maffei’s departure.

With Malone stepping in as interim CEO, Liberty Media is poised to continue its growth and focus on its key assets, including Formula 1 and MotoGP. The company is entering a new chapter, but Maffei’s legacy will remain evident in the global expansion and success of its motorsports properties. His transition out of the CEO role reflects a carefully planned and well-executed shift, ensuring that Liberty Media’s leadership remains strong as it moves forward.

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Netflix was particularly interested in the Tyson-Paul bout, carefully tracking its viewership data. The platform has recently entered the live sports market with notable deals, including agreements to air WWE events and a limited number of NFL games. If the Tyson-Paul event turned out to be a success, it could lead to a more competitive environment for live sports rights among streaming platforms. On the other hand, if the event did not resonate with Netflix’s audience, it could deter further investments in live sports, impacting the future of such ventures.

Formula One also saw significant developments, as Greg Maffei, CEO of Liberty Media, announced he would step down at the end of the year. Liberty Media, which owns Formula One, is restructuring its operations to focus on motorsports, including MotoGP, and is separating its live events division into a publicly traded company. Although rumors about a potential sale of Formula One circulated, these were quickly downplayed by insiders. In discussions with NFL Commissioner Roger Goodell, Maffei shared how Liberty Media had been working to shape Formula One’s brand similarly to the NFL, particularly in areas like merchandising and global outreach.

Maffei also discussed the challenges both the NFL and Formula One face in maintaining fan engagement, as both sports are limited in the number of live events they offer. To overcome this, both have invested in additional content, such as Drive to Survive, which has successfully drawn new fans to Formula One. Maffei compared this strategy to the NFL’s Hard Knocks, a reality show that provides an inside look at players and coaches. These behind-the-scenes programs have become crucial in building stronger relationships with fans, demonstrating how both sports are focusing on providing extra content to keep their audiences engaged.

Richard Thompson, chair of the England and Wales Cricket Board (ECB), discussed how sports are adapting to compete for attention in today’s entertainment environment. He pointed to Drive to Survive as an example of how entertainment content can help attract new sports fans. Thompson also highlighted the importance of star athletes in driving interest, noting how players like Ben Stokes have helped boost cricket’s visibility. Additionally, Thompson noted the growing popularity of women’s sports, pointing to major events like the Women’s Euros and the upcoming Women’s T20 Cricket World Cup, both of which are expected to capture significant attention.

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Heading into the Brazilian Grand Prix weekend, Norris was 47 points behind Max Verstappen in the 2024 F1 World Championship. By the end of Saturday’s Sprint, he had reduced the gap to 44 points.

Although Norris was the fastest in the first two sessions of Sprint qualifying, it was Piastri who took pole position by just 0.029 seconds. McLaren was clear about their intentions for the Sprint, with Piastri confirming that he would give the win to Norris if it came down to it.

“I’ve said I would from when we first had these discussions,” Piastri said. “It would be nice to win, but it’s one point different and it’s not the main race, so we’ll see.”

Piastri led at the start and even started to pull away from Norris. But after being asked to help Norris by giving him DRS assistance to defend against Charles Leclerc and Verstappen, Piastri obeyed the team orders.

When Verstappen overtook Leclerc and a Virtual Safety Car (VSC) was called for Nico Hulkenberg’s stranded car, McLaren made the decision to have the two drivers swap positions. Norris crossed the line to win, with Piastri in second place. Verstappen was penalized for a VSC violation and dropped to fourth, behind Leclerc.

Norris admitted after the race, “Oscar drove well and he deserved to win. I’m not proud of winning a Sprint race – or any race – like this, so I thank Oscar and the team. But that’s our objective. It’s what we have to work towards as a team. We get the points in the Constructors’ and I get the points in the Drivers’ and that’s our target.”

Webber, who manages Piastri, said it was a tough decision for the young driver but the right one for the team. “It’s always tricky when you get the phone call from the team, right?

Like you’ve got to start moving things around,” Webber explained to Channel 4. “So of course, Oscar down to Turn 4, lifts out of the throttle, gives Lando the victory, and tries to maximize his chance to get back into this fight. Obviously, every point counts for him.”

Webber praised Piastri for being generous in giving up the position and acknowledged the importance of the result for McLaren, helping them to a one-two finish.

“Oscar was magnanimous in giving that position up, and then also for the championship, it helps them get the one-two. Of course, that’s crucial for McLaren as well. So the result was good for the team and great for Lando.”

Webber went on to call the Sprint a “cracker little race” but added, “Obviously with Lando having to get a little bit of a charity victory, it’s all part of the sport.”

However, Norris’ championship hopes took a major hit in the Grand Prix itself. Despite starting from pole position, he finished in sixth place, while Verstappen made an incredible recovery, racing from 17th on the grid to win the race.

Verstappen extended his lead in the standings to 62 points with only 86 points still available. Meanwhile, McLaren continues to lead the Constructors’ Championship with 593 points. Ferrari is in second place, 36 points behind, and Red Bull is in third, another 13 points behind Ferrari.

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Before the season began, both Leclerc and Norris had signed contract extensions, but their announcements were quickly overshadowed by the surprise news that Hamilton would be leaving Mercedes. Wolff believes the delay in Hamilton’s decision meant he missed the chance to approach those drivers to bring them to Mercedes.

Hamilton’s move to Ferrari was confirmed on February 1, just one day after he met with Wolff at his home in Oxford to share his decision.

But just days earlier, it had been announced that both Leclerc and Norris had signed contract extensions with their teams. Wolff feels that the timing of Hamilton’s departure meant he lost out on the opportunity to speak to those drivers before they committed to their teams.

“I absolutely had it on my radar that Lewis would go,” Wolff said in the book *Inside Mercedes F1: Life in the Fast Lane*. “I just couldn’t understand why he’d change to another team before we knew if we were going to be competitive.”

He went on, “It also didn’t give me any time to react. I had to emergency call our partners, and I possibly missed out on negotiating with other drivers who had signed contracts a few weeks earlier like Charles Leclerc and Lando Norris. It put us on the back foot, and that had a commercial impact. But do I take that personally? This was a business decision.”

Wolff added that despite the setback, he wasn’t upset by the move. “We’ve enjoyed such a successful journey together, and now we have our own objectives. This didn’t even move the needle for me. I’m thick-skinned, you know? I’ve had some pretty tough moments in my life, and this doesn’t compare.”

For Hamilton, leaving Mercedes was a difficult decision, and he described it as feeling like he was “ending a relationship,” though he insisted he still had love and respect for the team.

“I feel like I’m ending a relationship that’s perfectly fine,” said Hamilton. “We’re still in love. I haven’t lost faith in the team. I’m leaving for myself.”

Hamilton also felt it was important to tell Wolff about his decision in person, something he said was necessary for integrity. He hoped their friendship would remain strong even after he moved to Ferrari.

“I needed to do it in person because that’s what integrity is all about. But I knew it would be difficult. As humans we’re hurt when things end. But I also know that our friendship goes beyond business. That’s how I view it and I hope Toto does, too.”

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At the start of the season, Alpine’s A524 car struggled with both weight and a lack of power, leaving the team near the back of the grid for much of the year. Despite gradual improvements, they were still far from competing for top positions, managing just 14 points in the first 20 races of the season.

But then came Brazil.

The rain played a huge role in the Brazilian Grand Prix, and while a free pit stop during the red flag situation—caused by a crash involving Franco Colapinto—helped the top three, including winner Max Verstappen, every driver had to be in the right place at the right time to take advantage of it.

Esteban Ocon, Pierre Gasly, and Verstappen did just that.

After the restart, with Ocon in the lead and Verstappen behind him, the Red Bull driver quickly passed Ocon. From there, the goal was simply to hold onto the podium positions, which Ocon and Gasly managed to do, finishing second and third. This result could lead to a major financial reward for Alpine.

With 33 points from the race, plus two points from the Sprint race the day before, Alpine jumped from ninth to sixth in the Constructors’ standings. If they can hold on to that position, which is still uncertain given that Haas is just three points behind and has been more consistent with scoring, it could mean an estimated $30 million in prize money.

However, Briatore clarified the amount, saying it was “29.2 million” and joked that it was the first thing he asked about.

While Alpine celebrated their success, Briatore also acknowledged they had some luck on their side that day. He noted that their car seemed to perform better in wet conditions but was doubtful that the next three races—Las Vegas, Qatar, and Abu Dhabi—would have similar weather.

He also pointed out that experience still plays a huge role in Formula 1, especially with the rise of younger drivers. “Without taking anything away from an incredible Ocon in the wet and Gasly, who did his job well, we were also lucky,” he said. “I think we have a car that is better in the wet. Unfortunately, I don’t think the next three races will be wet.”

Alpine’s team boss, Oliver Oakes, downplayed the idea of luck playing a major role. “No, I think obviously, since Austin we’ve had a bit of pace with this upgrade,” he said.

“Credit to everyone really, because the drivers didn’t put a foot wrong in tricky conditions, and also strategy, those calls, everything is a good day. And even the pace in the race.”

He added, “I think sweet is the right word. It is a really big result. But I was thinking you’ve got to enjoy the moment, but also be humble because there are still quite a few races left, isn’t there?

But I think more for the team as a whole, beginning of the season they got a lot of mudsling at them, I guess you could say or a bit of stick, and I think you can see how much it means to them.”

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Although both Lawson and Tsunoda came through Red Bull’s junior program and raced in Formula 3 together in 2019, Lawson took a bit longer to make it to Formula 1. Lawson’s career included two years in F3, a stint in F2, and time spent in Japan’s Super Formula, while Tsunoda only spent one year in F3, then moved up to F2 before joining F1 in 2021.

Today, the two drivers are team-mates at Red Bull’s junior team VCARB, both hoping for a chance to race for the senior team. While Lawson is considered a potential candidate, Tsunoda is not expected to move up, despite his upcoming post-season tests with the RB20.

Having been rivals in the junior categories, they know each other’s strategies well. Lawson recently revealed one of Tsunoda’s tactics on the Red Flag podcast. “Yuki used to do this thing, the first year that we were team-mates was 2019,” Lawson explained. “In FIA F3 we weren’t team-mates, but we did Euroformula Open at the same time, and we were team-mates in that.

I got to know him pretty well. All year, in a practice session or a qualifying session, whenever I was on a cool-down lap, Yuki would come past me, he would always insist on just getting as close to me as possible. I don’t know if he was trying to scare me or what. He did this all year.”

The tactic came back to bite Tsunoda during the 2019 Macau Grand Prix. Lawson recalled, “We went to Macau, it’s insane, really bumpy and borderline can’t-believe-they-race-there. We both get phone calls from Helmut [Marko] and he says, ‘Whatever you do, do not crash in the first session because you need the time on the track to build up for the qualifying. Don’t crash!’”

Lawson continued, “The very first lap I go out, I complete it, I cool down and I see Yuki coming in the rearview. I’m like, trying to get out of his way, I’m up against a brick wall. And as he comes past me, he just clips my front wheel, goes flying and straight into the barrier.

The gearbox is off the back, [he] destroys the car. He breaks my front suspension as well, so I’m out of the session. I remember thinking ‘I know exactly what you did’. Nobody else knows. Everyone just thinks that we’ve had a clumsy little crash. But I know what he’s done. I know that he’s tried to get close, and he’s obviously hit a f***ing bump because it’s Macau and he misjudged it.”

Tsunoda didn’t apologize for the incident. Lawson said, “I saw him in the elevator that night. I remember the elevator doors opening the first time I saw him, and he’s standing there, and I looked at him. He smiled at me, and I knew straight away that he knew exactly what he had done.”

Lawson has scored four points in his first three races with VCARB and is expected to stay with the junior team next season unless he is called up to replace Sergio Perez in the senior Red Bull team.

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Horner believes Hamilton’s decision shows that he sees something beneficial for his future at Ferrari. He stated, “He’s obviously seen something there that he believes in that serves him better than staying where he is. I think for F1, a Lewis-Ferrari tie-up is really exciting.”

However, Mercedes team boss Toto Wolff quickly dismissed the idea that Hamilton left because of any dissatisfaction with the W15 car. Wolff said that Hamilton had just driven the car in the simulator shortly before the announcement and that the team was still progressing well.

Mercedes has had a better season compared to the past two years, with Hamilton winning two races, at Silverstone and Spa, marking his first wins since his 2021 title battle with Max Verstappen.

Despite Mercedes’ improved performance, Horner believes Hamilton is making his move at the right time. “It will be very interesting to see how Lewis acclimatises to life at Ferrari,” Horner said on TalkSPORT.

“He’s obviously coming out of a very comfortable environment, one that he knows very well over the last 10 years, or more than 10 years. So that’ll be a change for him.”

Horner added that Charles Leclerc, Hamilton’s new teammate, is also a quick driver, and Ferrari seems to be gaining momentum. “For sure, a driver of Lewis’s quality is always going to be a challenger. And I think, Ferrari, he could be just jumping at the right time.

I think he’s obviously seen things that he’s chosen to change teams for because he believes in the future of Ferrari,” Horner explained. “So that’s going to be fascinating to see how that plays out.”

For Hamilton, joining Ferrari is a dream come true, as he has long admired the team, especially because of Michael Schumacher’s dominance. “I feel like… it was obviously the hardest decision that I think I’ve ever had to make,” Hamilton said after the announcement.

“Obviously I’ve been with Mercedes for, I think it’s like 26 years they’ve supported me, and we’ve had an absolutely incredible journey together. We’ve created history within the sport, and it’s something I take a lot of pride in and I’m very proud of what we’ve achieved. But I think… it was time to start a new chapter.”

This season, Mercedes has three wins but is sitting a distant fourth in the Constructors’ Championship. Ferrari, with five wins, is still in the fight to finish higher, with the chance to beat McLaren for the teams’ trophy. Ferrari is currently 36 points behind with 147 points still available. Red Bull is another 13 points behind Ferrari.

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After months of rumors, Sauber confirmed earlier this year that 20-year-old Bortoleto would join Nico Hulkenberg in their new driver lineup for the 2025 season.

Bortoleto becomes the first driver managed by Alonso to reach F1

A couple of months ago, as Sauber was still deciding between Valtteri Bottas and Mick Schumacher for the 2025 lineup, Alonso suggested Bortoleto as a potential candidate.

“Sauber has to make a decision,” Alonso said at the time. “Gabriel is extremely promising for everyone.”

Alonso also praised Bortoleto’s “pure talent” and emphasized the importance of placing him in the right team where he would have time to develop his skills. He mentioned that being a Brazilian F1 driver came with a lot of pressure, something Bortoleto would have to deal with carefully.

“Brazil has a lot of Formula 1 history and many great drivers. But perhaps a little too much pressure,” Alonso commented. “We have to give Gabriel time. His time in Formula 1 will come. We must not take any shortcuts that could harm his development.”

He stressed that Bortoleto needed to join F1 at the right time and be in an environment that balanced pressure with the right kind of motivation. Sauber met these criteria, and the team is expected to undergo a transition when it rebrands as Audi in 2026.

However, with Alonso’s involvement in Bortoleto’s career, some wondered if the Aston Martin driver had lobbied Audi F1 chief Mattia Binotto when they met in the paddock.

Binotto responds to questions about Alonso’s influence

When asked about Alonso’s involvement, Binotto was clear with his answer. “The answer is very easy: Very little, if not nothing,” he said.

“I know Fernando well from past experience. We met in the paddock, but he never influenced [the decision]. He never tried to come to me with a convincing argument. I think what convinced me was Gabriel, nothing else. So no, with Fernando, yes, I had one chat, but really, very, very little.”

Bortoleto’s signing with Sauber marks the first time a driver from Alonso’s A14 Management has made it to Formula 1. The 20-year-old, born three years after Alonso made his F1 debut, is excited about the opportunity to race alongside the two-time World Champion.

“We always joke about it to be honest, because I was born when he started racing in Formula 1, and now I’m getting there, I’m going to drive with him,” Bortoleto said.

“Hopefully, we have a good time in F1 together. He’s been helping me a lot on my journey, teaching me many things and supporting me. I think it will be very fun, and I will have good times with him.”

Alonso started A14 Management three years ago with the goal of selecting a small group of talented young drivers from karting, providing them with the right values and support to reach their goals in motorsport.

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This season, Piastri has found himself in the situation where he was asked to play second fiddle to Lando Norris as part of McLaren’s ‘papaya rules’. These team orders came into play when McLaren needed to prioritize Norris, who was the higher-placed driver in the standings.

‘Oscar Piastri can now say, ‘I don’t want to be number two driver’
At the start of the season, McLaren treated both drivers equally. But things changed when Lando Norris moved up to second place in the Drivers’ standings at the Spanish Grand Prix, overtaking Charles Leclerc.

Norris, in a fast McLaren MCL38, became Max Verstappen’s nearest challenger in both the standings and on the track.

However, questions about team strategy arose when Norris was told to let Piastri pass him at the Hungarian Grand Prix. This was before a pit stop that gave Norris an undercut, but it resulted in the loss of seven points. Then, at the Italian Grand Prix, Norris lost more points after Piastri passed him early in the race, which allowed Charles Leclerc to overtake Norris as well.

That marked a turning point, and McLaren made it clear that Norris would be the team’s preferred driver moving forward, as he had the better chance of challenging Verstappen for the title. With Norris 44 points ahead of Piastri, McLaren’s ‘papaya rules’ came into full effect.

But it wasn’t until the Brazilian Grand Prix that the team orders really made an impact. In Brazil, Piastri started on pole for the Sprint, with Norris in second, and McLaren ordered Piastri to give the win to Norris with just two laps to go.

However, Norris finished sixth in the main race the next day, and Verstappen took a dominant victory from 17th place, extending his lead over Norris to 62 points, making it clear that the championship was “most certainly” out of reach for Norris.

Now, with the Drivers’ Championship no longer a concern, Bernie Collins is keen to see how Piastri handles the final three races of the season.

“The interesting question is, the next three races,” Collins said on the Sky F1 podcast. “If we’re saying the Drivers’ Championship is done – it’s not mathematically but I understand it’s most certainly there – Piastri now has a chance to say, ‘I don’t want to be number two driver at race one next year’.”

“So there’ll be no more of this give up your position in the Sprint race, give up your position in the main race. So I’m quite excited to see how that progresses in the next three.”

Lengthy analysis awaits McLaren with points ‘lost’
Norris’ chance at the title wasn’t solely ruined by the events in Hungary, Monza, and Brazil. There are other factors at play as well.

McLaren had only two podiums before their major upgrade at the Miami Grand Prix, and Norris also struggled with poor starts, losing positions off the line. There were also strategy errors, such as the pit stop window being missed in Canada.

When the team reviews the season, they will examine where points were lost, whether through car performance, driver mistakes, or strategic decisions. “Just to give a little insight, the teams will track for each race where points were lost,” Collins explained.

“Be that the first few races in car performance, how many were lost with driver errors for want of a better word at the start of the race, how many were lost through strategy errors, be that Canada missing the pit stop window, and there’ll be a running tracker through the whole year of where points were lost in that championship and where points were lost for Red Bull as well.”

“So they will know what the biggest points loss through the year has been, where it’s come. And they will look at each of those categories, be it reliability, pit stop decisions, car pace, and they will try and fix bits from each of those. That tracker will be fully available to them.”

Collins added that she has worked with drivers in the past to analyze their biggest deficits and improve from there. She also pointed out that McLaren’s relationship with the drivers and the pit wall needs to improve in order to make faster, more confident decisions next season.

“I’ve done it so many times with drivers in the past and saying, ‘This was the race where you had your biggest deficit to the competition. Let’s look at, is it a specific corner, a specific driving of that event, specific track, roughness, tyre combined, whatever it is’. So there’ll be loads to work on over the winter.”

“The biggest thing for me seems to be this indecision or lack of trust between driver and pit wall that has caused hesitation at some decisions at some points in the year, and they’ll be working on that.”

In the meantime, McLaren is still in a strong position to challenge for the Constructors’ Championship. They are 36 points ahead of Ferrari and 13 points ahead of Red Bull.

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At the Brazilian Grand Prix in Interlagos, the wet weather made it difficult for drivers to maintain grip, and Alonso pointed out that the tyres provided were not up to standard.

Fernando Alonso hits out at Pirelli tyre quality
Since 2011, Pirelli has been the exclusive supplier of tyres for F1, but the full wet tyres are being used less frequently. While this is partly due to the FIA’s concerns about safety and the risk of crashes, Alonso also believes the tyres are simply not good enough for what he considers the “top class” level of the sport.

“It wasn’t ideal conditions, but we also don’t have the [right] tyres for the top class category of the sport,” Alonso told DAZN.

“When it rains a little bit we always have aquaplaning, there are always accidents…. I think Franco [Colapinto] even behind the safety car… sometimes you can’t even follow the safety car. We have to improve that.”

Brazil was a tough race for Alonso, as he has not finished in the top 10 since Singapore. Towards the end of the race, he told his team over the radio that he was only continuing to race to show respect for the mechanics.

“We had a better car in qualifying and then we had to change parts of the car and go to other components with less performance,” Alonso said.

“In the race we were already going bad again with different floors and other parts that we had already discovered worked worse, but we didn’t have any good spares. We were less fast in the race.”

“We also had problems with the brakes. Lance [Stroll] had it in the formation lap and I had it in all the restarts behind the safety car.”

“All the braking was going to the rear of the car and it was like pulling a handbrake.”

“The car in the second part of the race had a lot of porpoising. Under normal conditions I wouldn’t have finished the race.”

“But I had to do it for the mechanics, for me too because I suffered a bit before I got here, for the people in Valencia who are in much worse situations than the rebound I suffered.”

Alonso’s comments followed an earlier moment at the Brazilian Grand Prix when Lewis Hamilton confronted F1 CEO Stefano Domenicali during a live interview, pressing him about the poor quality of the wet tyres, which had caused qualifying to be delayed and not run in its usual Saturday time slot.

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The focus is particularly on the European races, with the idea of rotating circuits to host Grands Prix every other year. This comes as the demand to host a race has never been higher, while F1 is aiming to limit the calendar to 24 races per season.

F1 CEO confirms news on race rotation coming ‘very, very soon’
Seven tracks are set to end their current contracts with Formula 1 at the end of 2025, five of which are in Europe. These include Monaco, Monza, Spa-Francorchamps, Zandvoort, and Imola, all of which are trying to extend their agreements with the sport.

With this season reaching a record 24 races, and Madrid confirmed to join the calendar in 2026, Domenicali has previously talked about the possibility of rotating races to keep certain circuits involved in the sport without having them on the calendar every year.

Both Barcelona and Baku are also due to end their contracts in 2026, and with increased interest from other countries to host races—Argentina, for example, has expressed interest, partly due to the rise of Franco Colapinto—Domenicali said that there’s room to rotate races and add new venues to the calendar.

“We have some news to share very, very soon with regard to the possibility in the mid-term to have some rotational European Grands Prix and some other new options coming later,” Domenicali said during a recent Liberty Media investors call.

“This is something that, of course, we will clarify in the due course. It is true that we have a large demand of new possible venues that want to come in, and our choice will always be balanced between the right economic benefits that we can have as a system and also to leverage in the growth on the market that we can see potential that will be beneficial for us to grow even further our business.”

Half of the events on the current F1 calendar are tied to contracts that extend into the 2030s, including Madrid, which will have a 10-year deal. This means a large portion of the calendar is already set for the coming years.

While the current Concorde Agreement (which is set to be renegotiated next year) allows for up to 25 races per season, Domenicali reiterated that F1 believes 24 races is the right number. He pointed out that both team principals and drivers have raised concerns about the increasing travel demands on everyone involved.

“We believe that the balance we have in terms of numbers is the right one, so 24 is the balanced number that we feel is right,” Domenicali confirmed.

He added, “I do believe that all the propositions that are coming on our table is just giving us the possibility to make even better choices for our future. So as always, we need to be balanced, knowing that we cannot follow only the pure direct financial proposition, because that is different from region to region, but it’s up to us to propose to our stakeholders the right choice.”

Domenicali concluded, “I think that we are in a good momentum to make sure that the strategy for the future is even stronger, and that’s why we are so confident about the fact that this will help to enhance our platform on the sport, on social and business perspective.”

There is also growing interest in bringing F1 back to Africa, with Rwanda being considered as a potential host and a possible return to Kyalami in South Africa, though upgrades to the circuit are needed to meet FIA Grade 1 standards.

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The young Argentine driver has been linked with joining the Red Bull team next season, after showing strong performances in his limited time on the F1 grid. Red Bull team principal Christian Horner has reportedly met with Williams boss James Vowles to discuss Colapinto’s future.

Chandhok: Franco Colapinto to Red Bull ‘too soon’, VCARB the ‘sensible’ choice
PlanetF1.com understands that the talks between Horner and Vowles were about exploring options for Colapinto, with Vowles confirming that other teams have shown interest in the driver.

However, Vowles also mentioned he’s working on a solution that “protects Franco as well and protects all parties.”

Colapinto is expected to leave the F1 grid by 2025, with Carlos Sainz joining Williams next season and Alex Albon already under contract. However, Colapinto’s performances since replacing Logan Sargeant have impressed many, with Vowles mentioning that “multiple teams” are interested in him.

Red Bull is believed to be one of the teams considering Colapinto, but former Lotus and HRT driver Karun Chandhok thinks moving to Red Bull might be too big a step at this point in Colapinto’s career. Chandhok suggested a place at Red Bull’s sister team, VCARB, could be a better option if the team decides to part ways with Sergio Perez at the end of this year.

“He’s clearly very quick, clearly very talented,” Chandhok said about Colapinto on the Sky F1 podcast. “I think we’ll all admit, including Williams, that it’s been a bit of a surprise, because his junior formula record didn’t suggest he’s going to be as good as he has been, and maybe he is well suited to an F1 car or the style of driving. But I think it’d be a mistake to put him in a Red Bull.”

Chandhok continued, “I think it’s too early. I think if they were talking about putting him in an RB, I think that’ll be a good, sensible choice and a career progression for him.”

However, he added, “I think if they put him in a Red Bull alongside Max, it could destroy him. I think it’d be too soon.”

Chandhok’s preferred scenario would be for Perez to improve and stay in the Red Bull seat, which would avoid the need for a change. But if Perez’s performance doesn’t improve, he suggested that Red Bull might replace him with Liam Lawson and place Colapinto at VCARB.

Chandhok explained, “Because honestly, if you look at the run he’s had, it’s like a guy who has done the perfect job interview, right? He’s come there, made an impact, bang, quick straight away. Results [in] Singapore, Baku, amazing.”

But he noted, “But then as you’ve got into it and the races are unfolding, in Mexico, he was some way off Alex in qualifying, and Brazil, he was some way off Alex in qualifying, two big shunts – it’s still not the complete package in terms of his experience, I think.”

Chandhok concluded by saying, “I would think even for himself and his own management, I’d probably say, ‘let’s think of the long term here’.

And if there’s an option of RB instead of going to Red Bull, I think that would be better for him, and it’s probably a better choice for Red Bull to be making as well.”

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Williams team boss James Vowles agreed, saying these changes will be “good for the sport,” as the 2026 grid could feature cars with different designs, and their performance could be closer to the current cars.

F1 2026 car changes praised with two key achievements highlighted
Recent changes made by the FIA have resulted in an improvement that, according to FIA single-seater director Nikolas Tombazis, will make cars around two seconds per lap faster, bringing their performance “very close to the current cars” based on initial results.

With brand-new power units and a completely new chassis set for 2026, these changes are major ones that teams have been preparing for. Teams will officially be able to start working on their 2026 cars in the new year.

Stella noted that the recent regulation changes give teams more freedom in their designs and also improve the performance of the cars.

Stella explained to reporters in Brazil, “With the recent release of the car geometry, especially from an aerodynamic point of view, basically two main things have been achieved: One is a much higher downforce level and the second one is more freedom. We welcome both.

We welcome more freedom, I think this will give teams the possibility to just use their knowledge, use their methodologies, the knowledge that has been accrued over the years, even with different regulations, is a way of creating some differentiation.”

He added, “So we’ve always been advocating this kind of approach and we welcome the fact that there will be more freedom.”

Vowles also praised the changes, saying the solution found between the teams and the FIA is “much better” than what was there before. He complimented the “really good work done” by everyone involved in quickly finding a solution to help improve the cars.

Regarding the designs, he said, “We now have more freedom where you could see a different direction that you’re going in. So there’s more flow controlling devices in place, which lead to downforce, but differentiation between teams.”

Vowles also noted, “What’s been really positive as well is there’s still some small areas of improvement around the diffuser. But again, what’s great to see is teams and the FIA working hand in hand in order to improve that, because every time you make a change like that, it has some consequences.”

He concluded, “But I think what you’re going to see now is instead of all teams working in the same few millimetres, there’ll be some different concepts. I personally think that is good for the sport.”

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Over the weekend, Hamilton drove Ayrton Senna’s 1990 McLaren MP4/5B in wet conditions at Interlagos. The car had an H-pattern manual gearbox, and driving it fulfilled a long-time dream of his.

Reflecting on the experience, Hamilton compared driving with a manual gearbox to the semi-automatic paddle-shift gearboxes that F1 drivers use today.

When asked about his heel-and-toe braking technique, since he would be using a full manual gearbox while current F1 cars use left-foot braking, Hamilton smiled and said, “I’m always heel and toeing, so it should be!”

He continued, “No, it used to be really good when I was younger, and when I did the [McLaren] MP4/4, I was able to do it back then.”

Hamilton added that he misses the challenge of manual gearboxes in Formula 1, saying, “It’s something I miss – I wish we had that in Formula 1. I mean, the two-pedal thing is just not exciting, and they need to bring back the H-Box. It was awesome.”

During the press conference, the seven-time World Champion was also asked if he felt Formula 1 had become more “aggressive” since he joined the sport. While he didn’t think the level of aggression had changed, he did note one significant difference in the sport that he would like to see addressed, if it’s safe to do so.

“The only difference is that the tracks now have these run-off areas,” Hamilton said. “I think when I joined, we didn’t have these big run-off areas, so when you first get in, you really had to build up to the limit. You couldn’t go beyond it, go off track and come back on – and that’s something I would say the thing I noticed the most.”

Hamilton explained that the introduction of large run-off areas, particularly around the time of drivers like Max Verstappen, allowed younger drivers to push the limits more easily without fear of damaging their cars.

“For example, around maybe Max [Verstappen]’s time or maybe just before, where they started having these big run-off areas, where the younger drivers were able to come in and really abuse those areas and not put the car on grass, for example. I think that gave them a real good cushion of bedding themselves into the sport and finding the limit.”

In contrast, he recalled that in the past, drivers like Fernando Alonso and others from his era couldn’t afford to make mistakes, as going off track meant being stuck in gravel.

He mentioned, “Pouhon, for example, Turn 10 in Spa, there used to be grass right beyond the kerb and gravel, which was definitely worrying when used to go into a corner like that.”

Hamilton said that the biggest shift in Formula 1 has been the run-off areas, and that it would be great to see the old-school way of racing return, with gravel traps, if possible. However, he acknowledged that it may not be safe to do so. “Maybe not safe, but we’ll see,” he added.

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Alpine reportedly interested in Franco Colapinto for 2025
In a surprising turn of events, Alpine executive advisor Flavio Briatore is said by the Italian newspaper *La Gazzetta dello Sport* to be interested in bringing Franco Colapinto to the team for the 2025 season, even though Alpine already has Pierre Gasly and rookie Jack Doohan under contract for that year.

Williams team principal James Vowles confirmed in Brazil that “multiple teams” have shown interest in Colapinto, who has impressed since stepping in for Logan Sargeant earlier this season.

Chandhok says it’s ‘too soon’ for Colapinto to join Red Bull
Colapinto’s name has also been linked to a possible move to Red Bull for next season, especially after team principal Christian Horner was seen leaving the Williams motorhome at the Brazilian Grand Prix.

However, former F1 driver Karun Chandhok believes it might be too early for Colapinto to join Red Bull, especially if he were to be paired alongside Max Verstappen. Chandhok feels that such a move could be damaging to the young driver’s career, given that he has only raced in a few F1 events so far.

On the Sky F1 podcast, Chandhok said, “He’s clearly very quick, clearly very talented. I think it’s too early. I think if they were talking about putting him in an RB, I think that’ll be a good, sensible choice and a career progression for him. I think if they put him in a Red Bull alongside Max, it could destroy him. I think it’d be too soon.”

F1 calendar update expected soon
Formula 1 CEO Stefano Domenicali confirmed that there will be news “very, very soon” about the possibility of rotating some European races in future seasons. With demand for Grand Prix events growing, the F1 calendar is becoming oversubscribed, and rotation could be a way to limit the number of races each year while still keeping countries represented.

Domenicali explained, “It is true that we have a large demand of new possible venues that want to come in and our choice will always be balanced between the right economical benefits that we can have as a system, and also to leverage in the growth on the market that we can see potential that will be beneficial for us to grow even further our business.”

Fernando Alonso’s small role in Gabriel Bortoleto’s Sauber move
Mattia Binotto has revealed that Fernando Alonso had little influence in his decision to sign Gabriel Bortoleto for next season. Bortoleto, who is part of Alonso’s A14 Management agency, will be racing against his manager on the grid next year. Binotto said that while he has known Alonso for a long time, the decision to sign Bortoleto was based on the Brazilian’s talent, not any advice from Alonso.

Binotto said, “I know very well Fernando from past experience. We met in the paddock but he never influenced. He never tried really to come to me with a convincing argument because I think what convinced me was Gabriel, nothing else. So no with Fernando. Yes, I had one chat, but really, very, very little.”

Christian Horner sets target for Sergio Perez
Red Bull team principal Christian Horner has set a target for Sergio Perez to perform well in the final three races of the season. Perez’s form has dropped since a strong start to 2024, and despite having a new contract, he has struggled to match Max Verstappen’s performance.

Horner told *talkSPORT*, “He’s not happy with how the season has gone for him, as you would expect. So, he’s big enough and old enough and wise enough to recognise that. But our focus is very much still on the Constructors’ Championship as well and we need Sergio to be up there scoring in these last couple of races, or last three races, if we are to have any chance of challenging either Ferrari or McLaren.”

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Backed by the support of General Motors, a prominent American automotive company, Andretti was poised to make an entry into the F1 World Championship as early as 2025. The initial plan involved utilizing a Renault customer engine before transitioning to a Cadillac unit in 2028.

The FIA granted approval to the team’s bid on October 2, initiating the second stage of scrutiny by the F1 organization and its CEO, Stefano Domenicali.

In a comprehensive explanation issued on Wednesday, F1 detailed the reasons behind rejecting Andretti, raising concerns about the potential competitiveness of the team. The statement concluded that the application to participate in the championship should not be successful.

Despite the setback, the door remains ajar for Andretti to reapply when the Cadillac power unit is prepared in 2028.

F1 expressed a willingness to consider an application for the entry of a team into the 2028 championship with a GM power unit, either as a GM works team or as a GM customer team designing all allowable components in-house.

In response, Andretti Cadillac issued a brief statement five hours after the F1 announcement, disputing the assertion that the team would lack competitiveness.

The statement emphasized that Andretti and Cadillac, two successful global motorsports organizations, are committed to establishing a genuine American works team in F1, competing with the world’s best.

The team expressed pride in the substantial progress made in developing a highly competitive car and power unit with an experienced team and affirmed that their work continues at a rapid pace. Andretti Cadillac also extended gratitude to the fans who have shown their support.

Earlier in the day, Mario Andretti, the patriarch of the team, conveyed his deep disappointment through a tweet: “I’m devastated. I won’t say anything else because I can’t find any other words besides devastated.”

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Despite no official confirmation from F1 on potential entry, the team continues its program, recognizing the need to move forward without delay. The active engagement in design and wind tunnel work signifies a serious project with substantial financial backing.

The project is intricate, involving operations across four sites in three countries, mirroring strategies employed by teams like Haas and the rebranded RB team.

Michael Andretti’s ambitious plans designate Silverstone for the race team and design departments, the Toyota wind tunnel in Cologne for aero work, and GM Motorsports facility in Charlotte for simulations, vehicle dynamics, and R&D.

Once the expansive Indianapolis base in Fishers is completed, it will house manufacturing, handled by external suppliers until then.

Andretti Global is actively recruiting F1 veterans, starting with technical director Nick Chester, who joined after a six-month gardening leave in March 2023. Other key hires include John Tomlinson as head of aerodynamics and John McQuilliam as chief designer.

With over 70 members, the team outgrew its initial space in Banbury and expanded to Silverstone in April, with plans to move to a larger unit in February 2024.

Building an F1 project from scratch is a gradual process. The focus initially is on aero programs, CFD, and tunnel programs. The team aims to progress with full-size prototype parts and eventually a complete chassis.

The Renault power unit supply is on hold until entry confirmation, limiting access to technical data. GM’s involvement extends beyond stickers, with 50 people already dedicated to the project.

Collaboration with GM is seen as crucial for success and lays the foundation for the GM power unit in 2028. GM’s tech center in Charlotte offers extensive resources.

Work has commenced on the Cadillac power unit, but building F1 expertise is a challenge for GM. The new Andretti Global facility in Fishers, spanning 600,000 square feet, will play a significant role in manufacturing.

Coordination across four sites in three countries within the FIA’s budget cap is acknowledged as a challenge. Recruitment and establishing efficient processes are top priorities.

Despite uncertainties about joining the grid, technical director Nick Chester expresses no regrets, enjoying the dynamic nature of the project and the opportunity to build a team from the ground up.

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While discussing his plans, Hamilton emphasized that clinching an eighth world championship wouldn’t necessarily mark the end of his journey in F1.

Hamilton’s F1 journey began in 2007 when he debuted with McLaren, nearly securing the drivers’ championship in his maiden season. However, he clinched the title in a thrilling finale in 2008. His move to Mercedes in 2013 proved pivotal, propelling both his career and the sport into a new era of dominance.

During Mercedes’ dominant stretch from 2014 to 2020, Hamilton secured an additional six world titles, matching the record for the most championships. Despite experiencing setbacks in 2022 and 2023, Hamilton feels a shifting perspective regarding his future in F1. In an interview with Formule1, he expressed:

“I never said that an eighth title would be the end point. And I don’t know what follows after driving in Formula 1. I don’t necessarily feel the desire to remain active in Formula 1 any longer, but as I said before: never say ‘never’.”

Hamilton also contemplated the possibility of taking a sabbatical to reassess his passion for the sport. He shared:

“I can’t imagine not riding anymore and still being in a pit box somewhere. I would probably think: ‘I could stick with it for another year, then I could still participate.’ So it would probably be better to take a sabbatical and then see if I would still like to come back.”

When asked about the trend of F1 legends returning from retirement, Hamilton admitted that it wasn’t surprising, citing examples like Fernando Alonso and Michael Schumacher. Reflecting on the emotional void left by retiring from a lifelong pursuit, Hamilton acknowledged:

“It didn’t surprise me, because you see it more often with retired drivers. Fernando Alonso came back, Michael Schumacher too… Then you can miss it and I can imagine that it is an incredible hole to fall into.”

As Mercedes aims to regain competitiveness for the upcoming season, Hamilton’s future remains a subject of intrigue, with his decision potentially influenced by the team’s performance on the track.

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In the previous year, Lawson, a Red Bull junior driver, had a significant opportunity when he was called up to substitute for the injured Daniel Ricciardo at Alpha Tauri.

Despite Lawson’s performance, Red Bull opted to retain both Ricciardo and Yuki Tsunoda for the 2024 season, leaving Lawson as a reserve driver.

Team owner Red Bull acknowledged Lawson’s deserving talent, and Dr. Helmut Marko, the top consultant, expressed that a full race seat is essentially promised for Lawson in 2025.

Marko stated in an interview with Osterreich newspaper, “Yes, and before that, he should at least drive a few more races so that we can see where his potential really lies.”

Former F1 driver Christijan Albers concurs with the expectation that Lawson might appear on the Grand Prix grid this year.

Albers suggested that if Sergio Perez’s performance is not up to par, there is a high probability that Red Bull might consider replacing him with Ricciardo. This scenario would potentially open up a seat for Lawson at Alpha Tauri.

Albers expressed regret that Lawson did not secure a contract for the current season, emphasizing Lawson’s commendable performance during the five weekends he filled in for Ricciardo. Albers believes that Lawson deserves a chance, especially at Alpha Tauri, which is known for nurturing young talent.

“It’s a shame he wasn’t offered a contract,” Albers added. “And Perez should be especially relieved that he extended his own contract for two years in 2022.”

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Interestingly, the actual drivers’ names do not adorn the car; instead, it showcases the names Sonny Hayes (Pitt’s character in the movie), C Kelso, and the veteran Porsche racer turned ambassador, Patrick Long. Geico Insurance and Peak Antifreeze are the sponsors for this cinematic racing venture.

This Porsche will play a crucial role in the yet-to-be-named Formula 1 movie produced by Apple Original Films. The film, spearheaded by director Joseph Kosinski (Top Gun: Maverick), Jerry Bruckheimer Films, Plan B Entertainment, and seven-time F1 world champion Lewis Hamilton’s Dawn Apollo Films, follows the narrative arc of a former driver’s return to F1, portrayed by Brad Pitt. Damson Idris joins the cast as his teammate on APXGP, a fictional 11th team on the grid.

Jerry Bruckheimer, known for his contributions to blockbuster films like Con Air, Black Hawk Down, and Armageddon, will have a special role as the Grand Marshal for the IMSA WeatherTech SportsCar Championship season opener, the 62nd running of the Rolex 24 At Daytona. This renowned producer, responsible for iconic franchises such as Top Gun, National Treasure, Pirates of the Caribbean, and Bad Boys, once again finds himself at Daytona, recalling his filming experiences for the 1990 movie Days of Thunder, starring Tom Cruise.

Daytona International Speedway President Frank Kelleher expressed enthusiasm about Bruckheimer’s involvement, acknowledging his track record of delivering entertaining and action-packed content. Bruckheimer, reciprocating the sentiment, recognized the iconic status of Daytona International Speedway and expressed his honor in commanding the start of the prestigious Rolex 24 At Daytona, having previously experienced the atmosphere during major NASCAR races at the venue.

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The decision to replace Gunther Steiner with Komatsu for the 2024 season was an unexpected move by team owner Gene Haas. Petrov reminisces about his time working with Komatsu, noting the Japanese professional’s knowledge and ease of collaboration. Petrov emphasizes that even in his earlier role as a race engineer, Komatsu demonstrated qualities that hinted at his potential for advancement in Formula 1.

Petrov acknowledges the challenges that Komatsu will face in his new role, particularly the increased responsibilities and the larger team reporting to him. Nevertheless, Petrov expresses confidence in Komatsu’s readiness for the position, highlighting his ability to perceive and comprehend various aspects of the team dynamics.

Komatsu, at 47, is optimistic about his new role as Haas’ team boss. His initial focus is on enhancing the operational efficiency between the team’s facilities in the UK and Italy. He acknowledges that, in hindsight, having two factories may not be the ideal structure for a new team. He points out that the regulations evolved between 2016 and 2018, and adjustments are necessary to align with the changes.

Despite Haas’ disappointing performance in 2023, Komatsu dismisses the notion that having multiple facilities was the primary reason for the team’s struggles. He concedes that improvements are imperative, emphasizing a gradual approach to avoid drastic changes that could lead to further setbacks. Komatsu sees 2024 as a pivotal year for learning and improvement, laying the foundation for the team’s future success in the coming years.

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