Daily News 19

Tag: Madring

  • Yuki Tsunoda Reveals Why He Failed to Master Red Bull’s 2025 F1 Car

    Yuki Tsunoda Reveals Why He Failed to Master Red Bull’s 2025 F1 Car

    Key Highlights

    • Yuki Tsunoda finished 17th in the 2025 drivers’ standings with 30 points, while teammate Max Verstappen won eight grands prix and scored 385 points during their time together.
    • Tsunoda admits attempting to replicate Verstappen’s car set-ups was his “biggest mistake,” as the RB21’s characteristics remained elusive despite his prior experience with Red Bull’s philosophy.
    • Red Bull informed Tsunoda he would not be retained for 2026 at the Qatar Grand Prix; he described the news as a relief after a “so stressful” second half of the season.

    The Unprecedented Gap: Tsunoda’s 2025 Red Bull Ordeal

    It seems almost unfathomable for a title contender’s team-mate to end up 17th in the Formula 1 drivers’ standings, yet that is precisely what happened to Yuki Tsunoda alongside Max Verstappen at Red Bull in 2025. In a way, it was unprecedented; the closest modern parallel was perhaps Felipe Massa lying 16th eight rounds into the 2012 season while Ferrari team-mate Fernando Alonso comfortably led the championship, though the Brazilian managed to turn that situation around. Tsunoda’s case was unique. Having decided to release an underperforming Sergio Perez, Red Bull initially picked Liam Lawson over Tsunoda for a 2025 promotion, believing the New Zealander’s lack of experience would be offset by his allegedly higher potential. Lawson did not get much time to prove himself. After two grands prix in which he was eliminated in Q1 and failed to score any points, he was sent back to Racing Bulls, with Tsunoda finally getting his chance at the main team.

    Pre-Season Optimism Meets RB21 Reality

    At the time, the Japanese driver was quite bullish about his odds of succeeding where so many others had failed. “People often say Red Bull cars tend to have strong front-end grip. I personally love cars that turn aggressively, and in the past, I adapted my driving style to that kind of set-up,” Tsunoda said ahead of his Red Bull debut. “Racing Bulls traditionally had cars that understeered a bit more, which was challenging for me at first, but I got used to it, and it eventually became my norm. Now, the key will be adjusting to Red Bull’s characteristics again, but considering my past experience, I’m not too worried about it.”

    Perhaps he should have been. While Verstappen won eight grands prix—more than anyone, including 2025 champion Lando Norris—Tsunoda failed to take a single podium finish, with his highest result an underwhelming sixth in Baku; he scored 30 points to his team-mate’s 385 over their time together. In 27 qualifying sessions (sprints included), Tsunoda made it to Q3 eight times, was out in Q2 on nine occasions, and was eliminated as early as Q1 on 10 occurrences. He outqualified his team-mate just once and was 0.6s slower on average. So, what was the problem with Red Bull’s RB21 F1 car? To some extent, Tsunoda remains at a loss to explain it. “Normally I’m able to understand the car, what I’m driving, what kind of characteristic,” Tsunoda detailed on the Beyond The Grid podcast, “but it feels like even after Abu Dhabi, I didn’t know what kind of car I was driving. I still don’t understand what was the issue and what things made me very struggle to learn about this car and get used to the car. I thought confidence was there, but some race I just somehow lost the confidence. I still don’t understand the car, to be honest.”

    The Setup Trap: Replicating Verstappen’s Philosophy

    Still, Tsunoda has fascinating insight to provide. He openly admits he refrained from tweaking his driving style, believing that is just what works for him. However, he did end up trying out Verstappen’s set-ups—and that experiment just failed. “One thing about myself: I have big enough ego to not change my driving style,” Tsunoda admitted. “I know what I’m doing in terms of driving and I believe in myself. So, I never try to change my driving style to another driver’s, even though the driver is competitive and fast. Obviously for Max, it’s a different case. He’s a world champion, he proves a lot of things and I still learn a lot of things from his driving. My core driving is the same. And at some time, probably the first year out of any years since I started, I thought about changing driving style and trying to do something similar to Max. But in my perspective, if I just look at data, I didn’t really see a huge difference in terms of driving. What I did most—and what I think now was the biggest mistake last year—was to try to replicate the set-up, what he’s doing; even knowing that sometimes, if I feel the car very oversteer, Max’s [set-up] in theory makes the car worse, more sensitive in the direction change, or makes the car slide more. I tend to choose the set-up, even though I’m already struggling with oversteer. It can happen sometimes the opposite way as well: even though I’m struggling with understeer, his car is more understeer. I try to replicate that.”

    Echoes of Albon: A Familiar Red Bull Struggle

    Tsunoda is not the first driver to unsuccessfully attempt to use Verstappen’s set-up. Alex Albon too struggled alongside the Dutchman, for a year and a half, in 2019-20. Back in 2023, the Anglo-Thai reminisced in the High Performance Podcast: “[Verstappen] has quite a unique driving style, it’s not that easy to get along with. Everyone has a driving style; I would say my driving style is a bit more on the smooth side, but I like a car that has a good front end, so quite sharp, quite direct. Max does too, but his level of sharp and direct is a whole different level—it’s eye-wateringly sharp. To give people kind of maybe an explanation of what that might feel like, if you bump up the sensitivity [on a computer game] completely to the max and you move that mouse and it’s just darting across the screen everywhere, that’s kind of how it feels. It becomes so sharp that it makes you a little bit tense.”

    This metaphor was brought up to Tsunoda, but he was not convinced it was particularly relevant to the RB21. Asked if he could relate, the Japanese racer said: “Yes and no. First, the car is a lot different to when Alex was driving. And I’ve never driven Alex’s car. I tend to force the car how I want to drive. It’s sensitive, but I didn’t feel that sensitive. But at the same time, like I said, it was very up and down. Some tracks I’m driving more sensitive car than him, some tracks he was driving more sensitive. On average, probably he was driving a bit more sensitive car, more like a sharper car than me. What he was definitely better at was, even though the car was sensitive or even numb… In a corner, there’s always one phase or one moment that the car naturally reacts to, or tries to kind of respect its own behaviour. You know what I mean? Like, always in the corner, as soon as I turn in or whatever, that car does its own thing. That can be like a sensitive, sharp rotation or, I don’t know, the front slides or something. He’s able to use that and he can smell that kind of behaviour probably much faster than me. And he was able to maximise that kind of behaviour throughout the corner. It’s not necessarily my driving style that I’m doing, but if I have that kind of moments, sharp turn-in or rotation or the front slide, I tend to force the car how I want to drive. I normally respect how the car wants to drive through the corner, or I’m able to use that kind of natural behavior from the car. But I wasn’t able to use that ability much in the Red Bull.”

    From Suzoka Optimism to Season-Long Ordeal

    As soon as he first drove the RB21 in free practice at Suzuka, Tsunoda’s early optimism gave way to caution; he reported the car was “feeling a bit more tricky” than on the simulator. With hindsight, it was a sign of the ordeal to come. “Even though I said, yeah, I thought I had confidence, probably it was not enough, as much as the VCARB car that I drove for four years,” Tsunoda said. “Red Bull is still a car that was completely different, which I felt as soon as I stepped into that car in Suzuka. There’s some confidence level I was able to build up, but to maximise that whole performance, I think that was probably something I was missing, and trying to find that confidence throughout the year.”

    The End of the Road: Relief Amid Disappointment

    Tsunoda eventually found out in Qatar, at the penultimate round of the season, that he would not be retained as a race driver and would act as a reserve in 2026—no huge surprise given his results, and the campaign had been so draining that the news actually was a relief to him. “I still remember the moments,” he recounted. “Initially, what I got told was from Helmut [Marko, then Red Bull’s motorsport advisor]. In the end, Helmut is the person that brought me into Formula 1, brought me even to the Red Bull junior programme. We were together since when I was 17, 18. I remember he was also pretty disappointed about that. And when I got told, I still remember, I didn’t feel that much of huge disappointment or devastated feeling. Obviously I was still disappointed and pretty sad that I’m not driving next year. But not as I expected because I don’t know why, somehow in a way, I fought really hard. I fought more than ever in that 2025 year. And even if I look back now, I don’t have much regret. I gave everything. In a way, honestly, my heart was just saying, ‘Okay, now I can be relaxed’. Because it was so stressful, the second half of the 2025 season, where I fought hard with a lot of pressure. Like I was never able to kind of breathe out much.”

    Why This Matters

    Tsunoda’s 2025 season serves as a stark case study in the difficulty of adapting to a Red Bull Racing car tailored around Max Verstappen’s singular driving style and set-up preferences. The RB21’s “eye-wateringly sharp” front-end sensitivity—described previously by Alex Albon as akin to maximizing mouse sensitivity in a video game—created a vehicle that rewarded a specific, highly reactive driving approach. Tsunoda’s admission that he “forced the car how I want to drive” rather than respecting its natural rotation highlights a fundamental philosophical clash: the car demanded a driver who could anticipate and utilize its nervous behaviour, while Tsunoda’s instinct was to impose his own rhythm. The experiment of copying Verstappen’s set-ups despite suffering opposite balance issues (oversteer vs. understeer) underscores the trap teammates fall into when chasing the benchmark’s data rather than their own confidence. With Tsunoda moving to a reserve role for 2026 and Liam Lawson returning to Racing Bulls, Red Bull’s driver development pipeline faces scrutiny over its ability to cultivate a viable second seat alongside a generational talent whose car demands remain uniquely extreme.

    Frequently Asked Questions

    Why did Yuki Tsunoda struggle so much relative to Max Verstappen in the 2025 Red Bull RB21?
    Tsunoda could not adapt to the RB21’s specific handling characteristics, describing the car as elusive even after the season ended. He admitted his “biggest mistake” was replicating Verstappen’s set-ups despite those set-ups often worsening the balance issues (oversteer or understeer) he was experiencing, and he acknowledged he “forced the car” rather than utilizing its natural rotation through corners as Verstappen could.
    How did Tsunoda’s 2025 statistics compare to Verstappen’s during their time as teammates?
    Over their stint together, Verstappen won eight grands prix and scored 385 points, while Tsunoda scored 30 points with a best finish of sixth in Baku. In 27 qualifying sessions (including sprints), Tsunoda reached Q3 eight times, exited in Q2 nine times, and was eliminated in Q1 on 10 occasions. He outqualified Verstappen once and trailed by 0.6 seconds on average.
    What was Tsunoda’s reaction to being dropped for the 2026 season?
    Tsunoda revealed the news—delivered by Helmut Marko at the Qatar Grand Prix—brought a sense of relief rather than devastation. He stated he “fought more than ever in that 2025 year” with no regrets, but acknowledged the second half of the season was “so stressful” and that his heart felt “okay, now I can be relaxed” upon learning he would move to a reserve role.
  • “I’m not enjoying life” – How Yuki Tsunoda’s Red Bull F1 stint “exhausted” him

    “I’m not enjoying life” – How Yuki Tsunoda’s Red Bull F1 stint “exhausted” him

    Key Highlights

    • Yuki Tsunoda described his 2025 Red Bull Racing season as the “toughest year” of his career, revealing severe mental exhaustion and a loss of enjoyment in Formula 1 while struggling to match Max Verstappen’s performance.
    • Tsunoda lost his race seat after the summer break when Isack Hadjar was promoted and Arvid Lindblad debuted, but returned to Racing Bulls for the final three grands prix following Hadjar’s wrist injury and Liam Lawson’s temporary Red Bull call-up.
    • The Japanese driver stated he emerged from the ordeal mentally stronger, declaring he now feels “very comfortable” under pressure and believes nothing in his future career will match the difficulty of his 2025 experience.

    Tsunoda’s Brutal Red Bull Audition: A Midseason Promotion With No Preparation

    Yuki Tsunoda’s 2025 Formula 1 campaign stands as a case study in the unforgiving nature of Red Bull Racing’s second seat. Promoted from Racing Bulls midseason to partner four-time world champion Max Verstappen, Tsunoda stepped into the RB21 without a single prior lap in the machinery—a disadvantage compounded by the team’s condensed development cycle. While Sergio Perez endured four seasons in the role and Liam Lawson lasted merely two grands prix, Tsunoda received a nearly full campaign to prove his worth. He finished 17th in the drivers’ championship, while Verstappen narrowly missed a fifth consecutive title by two points, underscoring the performance gap that has defined the Milton Keynes squad’s driver lineup dynamics for years.

    Mental Toll: Exhaustion, Isolation, and a Loss of Passion

    Speaking candidly on the Beyond The Grid podcast, Tsunoda laid bare the psychological erosion that accompanied his on-track struggles. The 26-year-old described a progressive breakdown of his usual coping mechanisms, where familiar reset rituals—good food, downtime at home—ceased to restore his energy as the season wore on.

    “Definitely, 2025 was the toughest year in my career, and I learned heaps of things,” Tsunoda said. “I’m the kind of person, as soon as I had good food or whatever, I was able to reset myself between the race weeks. But I started to really struggle, towards the second half of the season especially; somehow when I came back to my house, I felt very exhausted.”

    The exhaustion deepened into existential doubt. Tsunoda recounted a growing inability to recharge, a relentless schedule that offered no respite, and a creeping realization that the joy driving his career had evaporated.

    “Normally I’m able to reset myself, get back this energy after I had something that I really like, if I do something that I really like. But I didn’t feel that energy, [it] never came back, and the races just kept going and going, going, going. I had so much up and down, and at some point I just recognised myself that I’m not really enjoying my life, I would say, like I’m not really enjoying the situation, not really enjoying driving Formula 1 probably as much as I was doing the first three years.”

    Confronting the Root Cause: Distance from Home and Professional Support

    Tsunoda traced the crisis to a factor he had overlooked since his formative European racing years: geographic and emotional separation from his support network in Japan.

    “So, it was a very tough time, and outside of racing, try to solve this issue, right? What can I do to help that? And if I look back, is there something else other than eating food or this stuff? What makes me happy? And normally it’s friends, but mostly friends in Japan and… Okay, I really recognised, actually I’m away from Japan. That I really never thought about since probably my first year in F3.”

    He sought professional intervention—psychological support, trainer guidance—but the punishing second-half calendar limited the space needed for recovery. “Okay, this is tough, something that I have to resolve myself. I got help quite a lot with psychology, trainer and a lot of things, but the race [schedule] was pretty busy in the second half, so it was a pretty tough time. But at the same time, the year gave me the opportunity to look myself through a lot more than any other years.”

    Demotion, Reserve Role, and an Unexpected Return

    The organizational fallout was swift. Ahead of the 2026 season, Red Bull promoted Isack Hadjar to the senior team and handed Arvid Lindblad his Formula 1 debut at Racing Bulls, relegating Tsunoda to a reserve driver role across both squads. Fortune intervened during the summer break when Hadjar sustained a wrist injury, prompting Lawson’s temporary elevation to Red Bull and creating a vacancy at Racing Bulls. Tsunoda seized the opportunity, contesting the final three grands prix starting at Zandvoort.

    The reprieve revealed a transformed competitor. Tsunoda reported a newfound comfort under pressure, crediting the 2025 crucible for recalibrating his mental framework.

    “Not sure I’m gonna have that much pressure and struggle, difficult times, as much as I had in 2025,” he added. “So everything comes so far with big challenges. Somehow I’m able to enjoy that kind of pressure moments and I feel very comfortable. Jumping into the car that I’ve never driven, spring qualifying format, VCARB team’s doing really well, running P5 in the teams’ championship – you can’t really mess up for the race, you want to have points. Somehow I was like, I really feel okay, I didn’t feel that much pressure.”

    Asked whether any future challenge could match 2025’s intensity, his answer was definitive: “I don’t think so.”

    Why This Matters

    Tsunoda’s experience illuminates the human cost of Red Bull’s high-stakes driver development model, where the second seat has become a revolving door of talent unable to withstand the Verstappen benchmark. The team’s 2026 lineup shuffle—elevating Hadjar and Lindblad while retaining Tsunoda in a reserve capacity—signals a continued willingness to cycle through candidates rather than stabilize the pairing. For Tsunoda, the season represents a pivotal career inflection: a driver who confronted the limits of his resilience, sought structured psychological support, and emerged claiming a durable mental upgrade. His return to Racing Bulls for the season’s closing rounds, where he operated without the paralyzing pressure that defined his Red Bull stint, offers a tangible measure of that growth. The broader paddock will watch closely whether this psychological recalibration translates into sustained on-track performance in 2026, particularly if Tsunoda secures a full-time drive again.

    Frequently Asked Questions

    Why did Yuki Tsunoda struggle so severely during his 2025 Red Bull Racing stint?
    Tsunoda was promoted midseason without any prior experience driving the RB21, placing him at an immediate technical disadvantage against four-time champion Max Verstappen. The performance gap, combined with a relentless race schedule and isolation from his Japan-based support network, triggered profound mental exhaustion and a loss of enjoyment in racing.
    How did Tsunoda return to a race seat after being demoted to reserve driver?
    Isack Hadjar, who had been promoted to Red Bull Racing for 2026, suffered a wrist injury during the summer break. Liam Lawson filled in for Hadjar at Red Bull, vacating his Racing Bulls seat and allowing Tsunoda to compete in the final three grands prix starting at Zandvoort.
    Does Tsunoda believe he is mentally stronger after the 2025 season?
    Yes. Tsunoda explicitly stated that he now feels “very comfortable” under pressure, enjoys high-pressure moments, and does not expect any future career challenge to match the difficulty of his 2025 experience. He credited psychological support and self-reflection during the season for the transformation.
  • Was Cadillac “faster” than Williams in Madring F1 Race?

    Was Cadillac “faster” than Williams in Madring F1 Race?

    Key Highlights

    • Sergio Perez showed strong race pace at the Spanish Grand Prix, matching and briefly surpassing Alexander Albon’s Williams before a water leak forced his retirement.
    • Teammate Valtteri Bottas struggled with significant tire degradation and brake management, highlighting a performance disparity within the Cadillac squad.
    • Cadillac targets improvement at the Azerbaijan Grand Prix, where the Baku circuit’s low-downforce nature may mask the MAC-26’s current aerodynamic deficiencies.

    Perez Finds Encouraging Pace Amid Reliability Woes

    Cadillac’s maiden Formula 1 campaign has largely been defined by backmarker status, but the Spanish Grand Prix at the new Madrid circuit—referred to as Madring—offered a glimmer of competitiveness from Sergio Perez. The Mexican driver qualified 18th but made a lively start, jumping past Yuki Tsunoda and Carlos Sainz to sit 16th. More importantly, his race pace proved genuinely competitive against the midfield benchmark.

    Perez spent the entirety of his race shadowing Alexander Albon’s Williams, running a near-identical strategy of mediums to hards under the Virtual Safety Car. “I was pretty much the same pace as [Alexander] Albon all the way through,” Perez commented. “I was within a second or two until we had the issue. So a really strong weekend for the team in terms of pace. We pushed everything, we were on the limit with the brakes, but we pushed to the very limit, and [I’m] happy with that.” Telemetry backed his assessment: while Perez was 0.403 seconds per lap slower on the medium compound over 11 representative laps, he turned the tables on the hard tire, lapping 0.351 seconds quicker than Albon over eight laps before a terminal water leak and blue flags ended his challenge.

    Bottas Highlights Degradation and Durability Deficits

    The picture was starkly different for Valtteri Bottas. The Finn languished at the rear of the field, managing excessive brake temperatures with persistent lift-and-coast throughout the afternoon. “We know we need to improve,” the Finn nervously chuckled. “The car is still not robust enough, and we need to make it a lot faster. And the deg today highlights how much we’re lacking, it’s like way more than the competition.” Cadillac’s reliability record underscores the struggle: the team has suffered 11 retirements or non-starts in the 2026 season, fewer than Aston Martin’s 15 but significantly more than Williams’ seven.

    When presented with Perez’s positive comparison to Albon, Bottas offered a nuanced counterpoint. “In the beginning we can be there, we’ve seen, but as the race progresses, the deg gets worse. But actually for the next event, I’m more hopeful that we can be there. Baku, the only high-speed corners, they are flat out; otherwise it’s slow- or medium-speed.” His assessment points to a fundamental aerodynamic inefficiency on the MAC-26 that punishes the car disproportionately on conventional circuits.

    Why This Matters: A Two-Tier Trajectory for a Rookie Team

    The divergent weekends of Perez and Bottas expose the volatile nature of Cadillac’s development curve. Perez’s ability to match a race-winning midfield outfit like Williams—albeit over a limited sample—suggests the underlying potential of the chassis and power unit package exists, provided the car is in its optimal window. Conversely, Bottas’s experience confirms that the operational window remains dangerously narrow, with tire degradation and thermal management acting as primary performance limiters. With 11 DNFs already on the board, reliability is not merely a statistical blemish but a barrier to data accumulation. The upcoming Azerbaijan Grand Prix represents a critical calibration opportunity: Baku’s unique layout, dominated by long straights and low-speed corners, reduces the downforce demand that currently plagues the MAC-26. A strong showing there would validate the team’s aerodynamic diagnosis and provide momentum heading into the European swing, but it would not solve the fundamental lack of robustness that Bottas emphasized.

    Frequently Asked Questions

    How did Sergio Perez’s pace compare to Alexander Albon at the Spanish Grand Prix?

    On the opening medium stint, Perez lapped 0.403 seconds slower per lap than Albon. After both switched to hard tires under the Virtual Safety Car, Perez was 0.351 seconds per lap quicker over eight representative laps before a water leak and blue flags intervened.

    What are Cadillac’s main technical issues according to Valtteri Bottas?

    Bottas cited insufficient car robustness, excessive tire degradation relative to rivals, and persistent brake temperature management issues requiring significant lift-and-coast throughout the race.

    Why is the Azerbaijan Grand Prix seen as a better opportunity for Cadillac?

    The Baku circuit features predominantly slow- and medium-speed corners with only flat-out high-speed sections, reducing the downforce demand that currently exposes the MAC-26’s aerodynamic deficiencies on conventional tracks.

  • Kimi Antonelli and Mercedes Make Their Own Luck in Madrid

    Kimi Antonelli and Mercedes Make Their Own Luck in Madrid

    How Kimi Antonelli and Mercedes Mastered the VSC to Win the Spanish Grand Prix

    Kimi Antonelli’s victory at the Formula 1 Spanish Grand Prix appeared to hinge on a stroke of luck when a Virtual Safety Car (VSC) was triggered by Lance Stroll’s retirement. However, a deeper look at the telemetry and team radio reveals a calculated masterclass in racecraft and strategy from the Mercedes rookie and his pitwall.

    The VSC Moment That Changed the Race

    The neutralisation period arrived at the precise moment to flip the script on a race that Lando Norris seemed destined to win. Norris had already passed the pitlane entry when the VSC was deployed, eliminating his chance to stop. Antonelli, conversely, managed to dive into the pits at the last second. He emerged with the “virtual” lead, slotting in just behind Charles Leclerc, who had yet to make his stop.

    While the timing was fortunate, it was not accidental. Mercedes had anticipated the neutralisation, and Antonelli manipulated his pace to buy the team the critical seconds required to execute the stop.

    Telemetry Reveals Deliberate Pace Management

    Data analysis highlights exactly how Antonelli created his own opportunity. The moment yellow flags flew for Stroll’s stranded Aston Martin at Turn 20, race engineer Peter Bonnington alerted the Italian. Antonelli immediately backed off—significantly more than required by the regulations.

    Comparing Lap 13 vs. Lap 14

    • Turn 19: Antonelli entered 29 km/h slower than on the previous lap.
    • Turn 20 Braking Zone: He arrived 24 km/h slower, lifting off the throttle much earlier.

    This deliberate deceleration cost him several tenths against Norris and Max Verstappen on track, but it gifted his strategists the time window needed to confirm the VSC and call him in.

    Antonelli vs. Verstappen Under Identical Conditions

    The contrast is stark when comparing Antonelli’s telemetry to Verstappen, who was running six seconds behind under the same yellow flags before the VSC was officially deployed:

    • Verstappen was 15 km/h faster through Turn 19.
    • Verstappen reached the Turn 20 braking point 18 km/h quicker, lifting later.

    Antonelli was not merely adhering to the yellow flag delta; he was actively managing the gap to the pit entry to ensure he would be in position if—and when—the race was neutralised.

    Driver and Pitwall in Perfect Sync

    Antonelli confirmed the pre-emptive nature of his actions after the race, crediting the early warning from his engineer.

    “In my case, the timing was perfect: Bono warned me in the final sector that a virtual safety car might come out, so I lifted off,” Antonelli said after the race. “I slowed down a bit on purpose to see if I could catch the VSC right before the pit entry, and it worked out great.”

    The Mercedes pitwall had already flagged a high probability of a VSC based on real-time analysis of Stroll’s incident. This foresight allowed the strategy group to initiate the communication chain before Race Control made the official call.

    Three-Second Decision Making

    Team principal Toto Wolff praised the speed of the internal process, estimating the entire chain—from strategy identification to driver execution—took roughly three seconds.

    “The chain of command, the process was great,” Wolff said. “The strategy group had it on their mind, obviously, and then someone said, ‘That’s not going to clear quickly with the Aston Martin in the wall’. And then it was strategy to Bono, Bono double-checked, Bono to Kimi, and that was all. We’re talking about three seconds.”

    Racecraft Beyond the Years

    It remains impossible to quantify exactly how many tenths Antonelli’s deliberate lifting contributed to the successful stop versus the VSC timing itself. However, the episode serves as a compelling case study in the 18-year-old’s ability to read a race dynamically. By anticipating the neutralisation and adjusting his speed proactively, he handed his team the margin required to execute a race-winning strategy.

  • Haas F1 Confident 2027 Budget Will Approach Cap as New Partner Talks Progress

    Haas F1 Confident 2027 Budget Will Approach Cap as New Partner Talks Progress

    Haas F1 Team Principal Komatsu Reports Positive Sponsorship Progress as Budget Nears Cap

    Haas Formula 1 team principal Ayao Komatsu has confirmed the American squad is making significant progress in its search for additional sponsorship as it works to push its annual budget toward the $215 million cost cap.

    Current Sponsorship Landscape

    As F1’s smallest team, Haas employs just over 400 personnel and has historically operated well below the budget cap in both of its regulatory iterations. The team secured a title sponsorship deal with Toyota’s Gazoo Racing division for the current season, replacing money transfer company MoneyGram. However, Haas continues to actively expand its commercial portfolio to close the financial gap to its competitors.

    Recent speculation has linked Haas with Austrian water technology company BWT, currently the title sponsor of Alpine. BWT is expected to depart the French squad at the end of this season as Alpine prepares to launch a new title partnership with fashion house Gucci for 2027. This is not the first time Haas has been connected with BWT; the company was previously considered a potential partner after ending its deal with Aston Martin in late 2021 before ultimately joining Alpine in search of more prominent pink livery exposure.

    Komatsu Provides Budget Update

    Earlier this year, Komatsu told Sky Sports that budget constraints were preventing the team from expanding its headcount and upgrading its tooling and infrastructure. He emphasized that his primary responsibility was generating additional revenue by attracting new commercial partners.

    Speaking during the Madrid Grand Prix weekend, Komatsu offered a positive assessment of ongoing negotiations with multiple prospective sponsors.

    “We’re talking to so many prospects; it’s getting there. I’d say very positive about next year’s budget,” Komatsu stated.

    “It just helps massively. But I think slowly and surely we are getting our story out there and finding great people. So, yeah, it’s good so far.”

    BWT Rumors Addressed

    When questioned directly about the BWT speculation, Komatsu was unequivocal about the visual identity of next year’s cars.

    “we’re not going to have pink cars, if that’s what you are saying!”

    Driver Selection Remains Performance-Focused

    Komatsu also clarified that commercial considerations would not drive the team’s 2027 driver line-up decisions. Haas has been evaluating several candidates through testing programs in previous-specification machinery, including Ryo Hirakawa, Leonardo Fornaroli, and Rafael Camara. Komatsu estimated five drivers remain in contention, presumably including current race driver Esteban Ocon—whose form has improved recently—and Yuki Tsunoda.

    Asked whether commercial backing would influence the final choice, Komatsu stated it would only become a factor if two candidates were virtually inseparable on pure pace.

    “If it’s within a tenth, for instance, very, very close, then affiliation package does come into play for sure. I don’t think [that will be the scenario]. I think we can choose by performance; we haven’t finished the whole programme yet.”

    Komatsu reinforced that securing the fastest possible driver pairing remains the team’s overriding priority, regardless of academy affiliations.

    “We really want two fast drivers because that’s the best way to grow this team. It doesn’t matter if it’s two Ferrari drivers or two Toyota drivers or two McLaren drivers.”

    “I mean, Fornaroli, he’s a McLaren driver, right? But honestly, it doesn’t matter. Whoever is the fastest, that’s the best for the team.”

    Team Morale and Championship Implications

    The team principal emphasized the motivational impact of performance-based selection on the workforce, while also highlighting the substantial financial value of each constructors’ championship position.

    “Again, for everybody, 400 people working here, they need to know that we’ve got the best driver choice that we can get hold of so that these two drivers are getting the best out of the car. Imagine taking somebody half a second off, but extra money. That’s not going to be very motivating.”

    “And also, one position in the championship. That’s quite a lot of money, right? For us, like I said, I’m staying consistent. I’ve always said we take drivers by performance. That’s what we’re doing.”

    Ayao Komatsu, Haas F1 Team Principal. Photo by Simon Galloway / LAT Images via Getty Images
  • Sebastian Vettel: “I’d be very happy” for Kimi Antonelli to become F1’s youngest champion

    Sebastian Vettel: “I’d be very happy” for Kimi Antonelli to become F1’s youngest champion

    Vettel Backs Antonelli to Shatter Youngest Champion Record

    Sebastian Vettel has declared he will be “very happy” if Kimi Antonelli eclipses his long-standing record as Formula 1’s youngest world champion. The four-time title winner set the benchmark in 2010 at 23 years, four months and 11 days, trimming five-and-a-half months off Lewis Hamilton’s 2008 mark.

    Antonelli Poised to Rewrite History

    Antonelli, still only 20, is increasingly favored to claim the 2025 crown. His victory at the Spanish Grand Prix extended his championship lead over Mercedes teammate George Russell to a commanding 81 points, putting the Italian on course to become the sport’s youngest-ever title holder.

    Speaking in Monza, Vettel offered unreserved support for the youngster:

    “I’d be very happy for him. He had an incredible year. There’s the old phrase that records are there to be broken. He still has a lot of years ahead of him to do so.

    “I love the sport, so as a spectator it’s very exciting. I’d wish for the others to come back and be more in the mix. I’m independent and happy for [him] because I know how much work there is behind it to achieve it, and whoever will win will deserve it as well.”

    Records Already Falling

    Antonelli has already claimed several milestones once held by Vettel. The Italian secured his maiden pole position and first hat-trick (pole, win, fastest lap) at 19 years old this season; Vettel achieved those feats at 21 in 2008 and 2009 respectively.

    Antonelli’s growing collection of youth records also includes youngest fastest-lap scorer, race leader, championship leader and grand-chelem achiever — marks previously held by Hamilton and Max Verstappen. Verstappen retains the records for youngest driver, points scorer, podium finisher and race winner in F1 history.

    Mutual Respect Between Generations

    The Mercedes driver expressed gratitude for his predecessor’s encouragement:

    “It’s great. Seb is incredible. He’s a friend of mine, always sends some messages after every race weekend or even before some of them.

    “It’s great to see so much support from him and so much appreciation as well. Definitely, I’m very happy to get his messages, and for sure they make a little difference in going into the weekend or even after.”

    F1’s Top 10 Youngest World Champions

    Year Driver Team Age
    2010 Sebastian Vettel Red Bull 23y, 4m, 11d
    2008 Lewis Hamilton McLaren 23y, 9m, 26d
    2005 Fernando Alonso Renault 24y, 1m, 27d
    2021 Max Verstappen Red Bull 24y, 2m, 12d
    2011 Sebastian Vettel Red Bull 24y, 3m, 6d
    2022 Max Verstappen Red Bull 25y, 9d
    2006 Fernando Alonso Renault 25y, 2m, 23d
    2012 Sebastian Vettel Red Bull 25y, 4m, 22d
    1972 Emerson Fittipaldi Lotus 25y, 8m, 29d
    1994 Michael Schumacher Benetton 25y, 10m, 10d

    Additional reporting by Ronald Vording and Filip Cleeren

  • Andrea Stella: McLaren Must Help Oscar Piastri Stop “Thinking” About Driving ’26 F1 Car

    Andrea Stella: McLaren Must Help Oscar Piastri Stop “Thinking” About Driving ’26 F1 Car

    McLaren’s Stella: Piastri Still “Thinking and Driving” with 2026 F1 Machinery

    McLaren team principal Andrea Stella believes Oscar Piastri’s current performance deficit to teammate Lando Norris stems from the Australian driver still “thinking and driving” rather than operating instinctively with the 2026 Formula 1 regulations. The new technical framework has reduced aerodynamic output and introduced narrower tyres, significantly lowering overall grip levels and altering the driving demands compared to previous seasons.

    Piastri’s Strengths Clash with 2026 Car Characteristics

    Over the previous two seasons, Piastri established his strengths in carrying speed through high-speed corners and excelling in high-grip conditions. The 2026 rule changes have stripped away much of that grip, moving the MCL40 outside Piastri’s natural comfort zone. Combined with the charge-and-deploy nature of the new powertrains, this shift has contributed to a challenging campaign for the Melbourne-born driver.

    While Piastri and Norris were closely matched throughout 2025—aside from lower-grip events during the final flyaway races—Norris has held a clear advantage in the current season.

    Stella Targets Qualifying and Car-Driver Harmony

    Stella emphasized that improvement hinges on McLaren helping Piastri stop “thinking” on track, acknowledging that driving the MCL40 does not feel like a natural process for the 23-year-old.

    “I think with Oscar we need to qualify better, stay closer to the podium finish positions from the start,” Stella began. “In Monza he was P3 at the end of qualifying but somehow we managed to start P6 for the impeding. So there are several circumstances of which we need to take more control.
    “We need to execute better and then at the same time we need to get more in tune between Oscar and the MCL40 because still Oscar is driving and thinking. And when you drive and think, things get slowed down; slower as a driver in terms of deciding what to do and ultimately you are slower in terms of lap times.
    “So I think the agenda is very clear as to what we have to improve and I expect, like I always say, that we will get on top of that and we will see a stronger Oscar in the final part [of the year].”

    Front Wing Damage Compromises Piastri’s Race

    Piastri’s race was further complicated by front wing damage sustained in the opening corner after contact with George Russell’s Mercedes. The collision left a diveplane flapping against the endplate, costing measurable aerodynamic balance.

    “The front wing damage cost Oscar a few units of aero balance,” Stella added. “So definitely very measurable.
    “We were actually quite worried that this would have caused a lot of graining because the front end lost a lot of downforce. As a matter of fact, and thankfully, the hard tyres were hard and resistant enough not to open up the graining so Oscar could stay in the race.
    “When it comes to Oscar, I think the race was definitely compromised by not only the damage on the car but having lost further positions at the start. So I think even without the damage, it would have been a difficult race to get more out of the situation in which he found himself.”

    Despite the damage, the hard compound tyre proved durable enough to prevent graining, eliminating the need for a front wing change. Piastri managed a pass on Arvid Lindblad after his pit stop but ultimately finished seventh, trapped behind Franco Colapinto’s Alpine.

  • Why Ferrari Won’t Switch Focus to 2027 F1 Car Yet

    Why Ferrari Won’t Switch Focus to 2027 F1 Car Yet

    Ferrari team principal Fred Vasseur has confirmed the Scuderia will continue developing its SF-26 Formula 1 car despite fading championship prospects following a difficult Spanish Grand Prix.

    Championship deficit grows after Barcelona

    Lewis Hamilton retired from the Madrid race with brake issues, leaving the seven-time world champion 101 points behind championship leader Kimi Antonelli in the drivers’ standings. Charles Leclerc managed only fourth place, resulting in Ferrari trailing Mercedes by 145 points in the constructors’ championship.

    Resource allocation remains constrained by the cost cap and aerodynamic testing restrictions. On the power unit side, Ferrari has already deployed both of its permitted ADUO upgrades for the season.

    Development focus remains on current car

    While rival teams shift attention toward 2027 regulations, Vasseur insists Ferrari’s immediate priority remains the SF-26.

    “We are not in the situation of 12 months ago,”

    the Frenchman said, referencing F1’s regulatory overhaul for 2026.

    “Today, what we will develop, we will be able to carry it over on next year’s project. We will continue to work, but perhaps on different things, different aspects. The development that we do now, 80% will be carried over.”

    Vasseur refuses to concede title fight

    When asked if Ferrari’s championship challenge was effectively over against Antonelli and Mercedes, Vasseur declined to answer directly.

    “Two or three weeks ago I told you that I will take race by race. I didn’t change,”

    he insisted.

    Qualifying performance identified as key weakness

    The team principal highlighted qualifying pace as the primary area requiring improvement. Since the summer break, neither Hamilton nor Leclerc has qualified on the front row across four sessions, including the Zandvoort sprint. Their average grid position stands at fifth, with the SF-26 trailing pole position by an average of 0.198 seconds — slower than McLaren and Mercedes but quicker than Red Bull.

    “This we need to improve, because I think when you have a look on the pace, during the race the pace is there. For sure we need to do a better job in quali.”

    Vasseur noted a consistent pattern across recent events.

    “If you take Zandvoort and this one, the profile of the event is a little bit the same for us. We had a decent pace in quali, but we didn’t put everything together on the last attempt, and race pace is OK.”

    Focus on qualifying evolution

    The Ferrari boss emphasized the need for better progression through qualifying segments rather than raw single-lap speed.

    “If I have to put the focus of the team on something today, it would be the evolution of the pace during the quali – more than the pace in quali, the evolution, the steps that you can do. We were there on run one Q3, the potential is there, we just have to adapt everything further on.”

  • McLaren: Impossible Overtaking Cost Lando Norris Madring F1 Win

    McLaren: Impossible Overtaking Cost Lando Norris Madring F1 Win

    McLaren Formula 1 team principal Andrea Stella has identified the Madring circuit layout as the primary factor preventing Lando Norris from converting pole position into victory at the Spanish Grand Prix. Despite a dominant early pace, Norris fell victim to a poorly timed virtual safety car and, ultimately, a track design that offered virtually no overtaking opportunities.

    Virtual Safety Car Timing Undermines Norris Lead

    Norris started from pole at Madrid’s new street circuit and immediately built a six-second advantage over the opening 12 laps. That margin, however, became a liability when the virtual safety car (VSC) was deployed. Because Norris was too far ahead to pit without losing track position, he stayed out while rivals stopped.

    When Norris eventually pitted, a seven-second tire change dropped him 16 seconds behind Kimi Antonelli. Although the British driver slashed that deficit to challenge Antonelli and Max Verstappen for the lead by lap 48, he was unable to execute a pass.

    Stella: Slow Pit Stop Did Not Cost the Win

    Stella dismissed the idea that the sluggish stop altered the race outcome, emphasizing the circuit’s fundamental limitations.

    “Because probably Lando would have [come out] anyhow behind [George] Russell,” he pointed out. “And even if not, it would have not been possible to overtake Verstappen and Antonelli.

    “So, definitely, we take note that there’s a lot of work to do in our operation. And it’s not the first time that we have a slow stop. But in terms of the race itself, it didn’t make a difference.”

    The McLaren boss acknowledged the recurring operational issue but insisted the track layout rendered the pit-stop delay irrelevant to the final result.

    Madring Produces Fewest Overtakes of 2026 Season

    Data from Sunday’s race supports Stella’s assessment. The event featured just 10 overtaking moves—the lowest total of the 2026 campaign so far, even fewer than the 11 recorded at the traditionally processional Monaco Grand Prix. Four of those 10 passes involved backmarkers Valtteri Bottas or Lance Stroll being overtaken at the rear of the field.

    Turn 5 Geometry Blocks Overtaking Attempts

    The circuit’s primary passing zone, the heavy braking area at Turn 5, proved ineffective. The corner follows a curve that complicates braking precision, and its narrow width prevents two cars from entering side-by-side.

    “When it comes to overtaking, it’s a shame that it’s so difficult,” Stella added. “It just requires a large, large lap time difference to be able to overtake. I think what F1 will have to review is whether there are some modifications required at this circuit in order to introduce an overtaking possibility.

    “Because at the moment, the fact is that the straight may be long enough, but there’s absolutely no way that two cars can enter [Turn] 5 together. So it’s basically impossible an attempt of overtaking – which is a bit of a shame, because I think if overtaking was possible today, we would have [had] Lando regaining the lead, because the pace advantage was significant.”

    Circuit Modifications Under Consideration

    Stella’s remarks place the onus on Formula 1 and the circuit promoters to evaluate layout changes for future editions. With a straight that theoretically supports slipstreaming but a choke point that negates side-by-side racing, the Madring in its current configuration prioritizes track position over race craft—a dynamic that turned a potential Norris masterclass into a strategic dead end.

  • Five Ways F1 Can Fix the Madring for Next Year’s Spanish GP

    Five Ways F1 Can Fix the Madring for Next Year’s Spanish GP

    Key Highlights

    • Madrid’s first Formula 1 race in 45 years at the Madring circuit ran smoothly logistically but delivered virtually zero overtaking opportunities despite a blank-sheet design.
    • Five key improvements for 2027 include redesigning Turn 5, rethinking the second sector, shortening the pitlane, enhancing Madrid-specific visual identity, and enabling a podium track invasion.
    • Race managing director Luis Garcia Abad confirmed organizers have “a lot of ideas for the next few years” and will work with FOM and the FIA to improve the spectacle.

    Smooth Operations Mask Fundamental Racing Deficits at Madring Debut

    Formula 1’s highly anticipated return to Madrid after a 45-year absence delivered a logistical triumph but a sporting disappointment, as the inaugural Madring Grand Prix at the IFEMA fairgrounds exposed a circuit almost entirely devoid of overtaking opportunities. While the 110,000-capacity crowd navigated the venue with remarkable ease—benefiting from existing exhibition infrastructure and direct metro and airport links—the 5.4 km layout failed its primary mandate: producing a motor race. Qualifying provided an enticing spectacle, yet Sunday’s Grand Prix devolved into a processional affair where track position proved insurmountable, leaving drivers, teams, and fans questioning how a purpose-built urban circuit could offer less passing potential than many historic street venues.

    Track Geometry and Bureaucracy Created a “Concrete Channel” With No Identity

    The circuit’s shortcomings stem from a collision of physical constraints and planning compromises. The southern sector winds around towering exhibition halls that dictate narrow, awkward chicanes with combined corner entries—forcing drivers to brake and steer simultaneously, eliminating the straight-line braking zones essential for overtaking. Turn 5, theoretically the only organic passing zone after the opening sequence, was neutered by high kerbs, wall proximity, and insufficient width. The northern “blank sheet” section was similarly compromised; IFEMA could only utilize part of the available land due to future pavilion plans, while layers of bureaucracy further restricted design freedom. As one racing driver remarked upon seeing an early mock-up: “There’s not going to be any overtaking here.” That prophecy was fulfilled.

    Five Concrete Fixes Targeted for 2027

    With a 10-year contract providing runway for evolution, organizers and the FIA are already evaluating changes. The priority list begins with Turn 5, slated for significant reprofiling to create a genuine braking zone. The second sector requires a fundamental rethink: the marquee La Monumental banking (Turn 12) delivered visual drama but no racing utility, while the subsequent snaking sequence—Turns 13, 16, and the final complex—offered only single-file momentum. Lando Norris has proposed bypassing Turns 18 and 19 to create a second long straight into a wide, cambered hairpin at Turn 20, with realigned exit barriers. Third, the 540-meter pitlane—split by a 100-meter building-imposed gap—discouraged strategic variance; shortening it would invite alternative strategies, the only lever to spice up a race when passing is impossible. Fourth, the visual identity must be strengthened. Former driver and track designer Alex Wurz told ORF: “When I look at this concrete channel, at some point I wouldn’t know which street circuit I’m on anymore… Am I in Australia, am I in Valencia, am I in Madrid, where am I? They all always look the same. That means I’m not representing my host city in such a cool way. There’s quite a lot you could do there.” Finally, sightlines and fan engagement need urgent attention: grandstand views were obstructed by barrier placement, and the Monza-inspired podium straight lacked the Italian GP’s iconic track invasion, leaving the celebration sterile.

    Why This Matters: A Ten-Year Window to Define a Modern Classic

    The Madring debut carries outsized importance for Formula 1’s European strategy. As traditional venues grapple with renewal negotiations, Madrid’s ten-year deal represents a rare long-term commitment to an urban festival model—combining racing, hospitality, and entertainment on a sprawling campus. But the sport’s credibility hinges on the on-track product. If the circuit remains a “concrete channel” indistinguishable from Valencia or Jeddah, the event risks becoming a glorified parade rather than a Grand Prix. The organizers’ willingness to act quickly—confirmed by managing director Luis Garcia Abad, who told Motorsport.com: “This is the first step. We had a big success in terms of public and hospitality, and now we have a lot of ideas for the next few years. We have the space, we have a venue, we have the facilities, we have the capacity to do it. I’m sure that FOM, FIA, and ourselves, we will try. If we can improve something, we will do it.”—suggests the 2027 edition could look markedly different. The stakes are clear: convert logistical excellence into racing relevance, or watch a promising new chapter fade into calendar filler.

    Frequently Asked Questions

    Will the Madring circuit layout change for the 2027 Spanish Grand Prix?
    Yes. Turn 5 is confirmed to undergo significant changes following driver and FIA feedback, and organizers are evaluating broader revisions to the second sector, pitlane length, and spectator sightlines ahead of year two.
    Why was overtaking so difficult at the Madrid circuit?
    The layout featured numerous combined corner entries (braking while turning), high kerbs, narrow track width, and wall proximity—particularly at Turn 5, the only natural passing zone. The 540-meter pitlane with a mid-straight split also discouraged strategic alternatives that could have shuffled the order.
    What did Luis Garcia Abad say about the event’s future?
    The race managing director called the debut “the first step,” highlighting success in attendance and hospitality while pledging collaboration with FOM and the FIA to implement improvements: “If we can improve something, we will do it.”