Oct 20, 2025 | Formula 1
The US weekend at COTA showed once again that Formula 1 racing is not just about speed. Max Verstappen placed his title fight back in the limelight with 33 maximum points. But the main lesson of the Grand Prix is not about him: it was a race in which a sudden 180-degree turn of the wind, a brilliant strategic gamble by Ferrari and the physics of tyre management combined to undermine Norris' chances.
Wind: the invisible race leader
Since qualifying, the wind at COTA turned completely. A detail, but one that changed the whole dynamic. Whereas teams based their setups on one wind direction, during the race, tailwinds suddenly appeared in the slow corners. Tailwind increases the demand for mechanical grip - exactly where the soft tyre excels and the hard tyre falls short. Ferrari understood this and put Leclerc on softs. That choice proved crucial.
Ferrari's gamble and why McLaren stranded
Charles Leclerc started from the second row of the grid on softs with the intention of taking the lead with better traction and clean air. The start worked: Leclerc gained superior traction and pushed past Norris. For McLaren, there were two problems at once: Norris was stuck behind a Ferrari that held reason ahead of him, while Verstappen ran away undisturbed. By the end of the opening lap, Verstappen was already 1.4 seconds ahead.
More importantly, the hard tyre proved too slow on this track and with that wind. A one-stop strategy remained necessary, however, as tyre temperatures and casing stress made it impossible to push hard enough that an extra pit stop paid off. That forced many drivers into long opening stints on mediums, making a combination of medium and soft inevitable - and McLaren was thus stuck with a long stint.
Norris' battle: racecraft against tyre physiology
Norris showed why he is among the best in the field. He had to fight in dirty air and drain his tyres in the attempt to follow and pass Leclerc. It was only on lap 21 that he passed, but Verstappen was now almost 11 seconds ahead. During the second stint, Norris had to pass Leclerc again - Leclerc had stopped earlier and got back ahead in time.
At the heart of Norris' malaise was not a lack of will or speed, but thermals: the softs he was given after his stop had already been used for six laps 'qualified' and the top layer overheated as soon as he got close to a predecessor. Overheating carcass reduces grip dramatically. With 10 laps to go, Norris reported over the radio that he had lost his tyres. His engineer Will Joseph kept his cool and advised throttle down to lower carcass temperature - a clever intervention that allowed Norris to attack later anyway.
A missed opportunity and lessons for McLaren
Norris eventually overtook Leclerc in a battle of fine steering sense and daring: five laps before the end an overtaking move into Turn 1, later a crucial pass via the dirty inside line into Turn 12. But it was not enough to threaten Verstappen. The conclusion is sharp: McLaren could have won the race, but external factors and an unfortunate strategic position made that impossible.
In practical terms, this means McLaren needs to learn two things: better anticipation of changing weather and wind conditions, and even more stringent tyre management in long stints. In addition, Oscar Piastri's weekend shows another style issue: on low-grip circuits, he is structurally two tenths behind Norris, something the team needs to work on.
In the end, Verstappen remains cool: he rates his title chances at '50/50′. For McLaren, it is clear: speed alone is no longer enough. Tactics, tyre physics and the ability to predict invisible factors such as wind will determine the outcome.
Oct 20, 2025 | Formula 1
Franco Colapinto ignored an instruction to stay behind teammate Pierre Gasly and overtook him at the start of lap 54 of 56 at the US Grand Prix. At first glance, it seems like a classic discussion about team orders. But the incident in Austin exposes something deeper: a team struggling with unclear strategy, communication and priorities in a stressful race situation.
The facts in brief
Colapinto used tyre tactics that left him about five laps apart from Gasly, who had started on softs. As a result, he clearly had more pace in the closing stages and was able to catch Gasly. During the last 20 minutes, Colapinto received several lift-and-coast messages. Alpine wanted on the one hand to save fuel and tyres and on the other hand to be sure that both cars could finish the full race distance, as there was uncertainty whether they would be lapped by Max Verstappen.
As Gabriel Bortoleto (Sauber) sat close and put pressure on, Colapinto decided that inaction was more dangerous than obeying instructions. He passed Gasly, keeping Bortoleto at bay. Alpine management, however, was not happy. Team director Steve Nielsen said any instruction from the pit wall was final and that Colapinto's behaviour would be evaluated internally. Gasly himself refused to vent publicly and mainly expressed his frustration at the team's slow performance and starting on softs.
Why this is more than just a team order discussion
On paper, it was about the 17th and 18th places - places that normally have no earth-shattering value. But context changes everything. The Alpines were not just fighting each other; they were trying to avoid finishing last and maybe even getting lapped. In addition, Colapinto was trying to prove himself for a possible permanent seat for 2026 after he replaced Jack Doohan. So his choice was both strategically and personally driven.
The problem is not just in Colapinto's individual actions. It shows a fundamental lack of clarity in Alpine's strategy and communication under pressure. When the pit wall is unsure whether the cars should save or try to defend position full out, it creates room for drivers to make their own trade-offs. That inevitably leads to conflict when those considerations go against team orders.
Who is right?
Colapinto can be seen as a driver who took responsibility. Bortoleto was close behind and threatened to pass both Alpine cars. Holding still could have led to the loss of two positions. From that perspective, it was rational to try to get to the front. At the same time, ignoring a direct instruction undermines the hierarchy that teams need to make quick, coherent decisions in chaotic situations.
My verdict: Colapinto's act was understandable and probably racially the right choice at the time. But it is also a symptom. Alpine needs to formulate clearer protocols for late-race scenarios and ensure that communication and uncertainty management (e.g. about lapping by the leader) are unambiguous. If this is not done, incidents like in Austin will keep recurring - with the stakes being not only positions but also internal calm and the trust of teammates.
The key question for Alpine is now clear: do they maintain absolute discipline and risk aversion, or do they give talents like Colapinto room to act? How they choose to shape that balance in 2026 could determine the atmosphere and performance within the team.
Oct 20, 2025 | Formula 1
Ollie Bearman lashed out hard at Yuki Tsunoda in Austin. What started as an incident in Turn 15 during lap 35 of the US Grand Prix, turned into a wider criticism of driving style, sportsmanship and exemplary behaviour. Bearman called Tsunoda's conduct "dangerous" and "against the spirit of how we should race". Those words deserve further analysis: is this about pure competitive instinct, or is Tsunoda deliberately exceeding limits you don't want to see at Formula 1 level?
The incident that ignited the fuse
The crucial situation occurred when Bearman attempted to overtake at Turn 15 and then had to swerve to avoid a collision. Bearman spun after that quick swerve but was able to limit the damage and eventually finished ninth. Tsunoda finished seventh. Bearman says Tsunoda "didn't even leave a car width of space" and that, without that evasion, it "could have been a big crash". That speaks volumes: this is not just about a lost place or a cold fight, but dangerous consequences.
Pattern or incident?
What Bearman finds extra worrying is that this would not be an isolated case. In the sprint on Saturday, according to Bearman, Tsunoda also put himself on the inside in Turn 1, taking his teammate with him. In the main race, he did something similar again in Turn 1, this time in a duel with Charles Leclerc, who, moreover, according to Bearman, had no direct positional advantage against Tsunoda. This raises the question of whether we are dealing with a pattern here: swinging and aggressive defending that endangers other drivers and even affects teammates.
Tsunoda's defence and Bearman's response
Tsunoda stands his ground: he claimed not to move under braking and said he was "in full control". "That's racing," was his summary explanation. From his perspective, he was beside the other and acting within the bounds of competition. But that doesn't explain why Bearman labels it as "against the spirit of racing", and especially why he believes it sets a bad example for young drivers growing up in karting.
Bearman takes a broader approach. He emphasises the responsibility of F1 drivers as role models and the responsibility of drivers while defending. According to him, Tsunoda is overstepping boundaries: "He is not thinking ahead. Foolish driving, in my opinion." More importantly, Bearman is not optimistic that a direct conversation will change anything; he does not expect Tsunoda to change his behaviour.
The broader meaning: mindset and role model
This conflict goes beyond two drivers and one incident. It touches on how F1 presents itself. If defending leads to behaviour that endangers others, it undermines the sport. Bearman explicitly mentions the image broadcast to children: young talents imitate what they see. If a driver structurally "swings" and leaves little space, those don't become anecdotes but learning moments - and not the right ones.
Bearman's criticism is clear and harsh. He takes a stand: aggressive, desperate defence that puts others on the edge has no place in Formula 1. Tsunoda sees it from racing aggression and position preservation. The dilemma is classic: where is the line between racing hard and risking irresponsibly? In Austin, that line almost turned into a crash. The incident is a warning: if such actions keep recurring, more is at stake than a lost spot on the grid - namely safety and reputation of the sport.
The final word is Bearman's: he won't confront Tsunoda because he doesn't think it will change anything. That perhaps says the most about modern driving culture: confrontation has little chance of success if the other person insists that 'this is racing'. For the sport and for young drivers, that is a discussion we cannot ignore.
Oct 20, 2025 | Formula 1
Max Verstappen took a convincing win in Austin and showed that pure speed alone is not enough to determine a title fight. His 7.959-second lead over the rest of the field was not just a demonstration of dominance: above all, it highlighted the vulnerabilities among his main rivals. The US Grand Prix made it clear that team cohesion, tyre choices and discipline around track limits could become key in the remaining races.
Verstappen and Red Bull: control from pole
Verstappen led from pole and was not threatened for a moment. This is exactly the scenario where team politics or strategic gambles by others have no chance to take effect. Red Bull delivered a flawless performance: strong qualifying, perfect starts and a controlled rhythm that allowed Verstappen to manage the race. His victory is therefore more than an individual triumph - it is a strategic statement towards Piastri, Norris and Leclerc.
McLaren's internal struggle is a double trap
The confrontation between Lando Norris and Oscar Piastri was the race's most defining subplot. Norris' aggressive approach - multiple early attempts, three track limit cautions and finally a successful move on Leclerc at Turn 12 - may have earned him P2, but that battle also came with a wider price tag. Piastri, who leads the championship, drove a subdued race, finishing just fifth. The result: the championship margin between them shrinks to 14 points, while Verstappen is 40 points off the lead. McLaren is in danger of weakening itself with internal battles costing energy and points.
Ferrari: a risky strategy with limited gains
Charles Leclerc started with a divergent strategy on softs, a smart choice that put him in position immediately at the start and gave him the outside line to P2. That gamble yielded a podium - his first since Belgium - but also a clear message: Ferrari can win places with smart tyre choices, but the weakness is vulnerability in the post-pit stop phase. Leclerc held on until Norris finally passed, partly because Norris had tyres that came up to temperature later and Leclerc had reached his limit. Ferrari's approach works for a result, but it does not offer a sustainable response to teammates capable of staying aggressive until the end.
Discipline, tyre management and the championship
A recurring theme in Austin was discipline: Norris received multiple cautions for track limits and complained mid-race that he was "too slow". That mix of aggression and limit-seeking eventually earned him a podium finish, but could just as easily have been penalised. Piastri's mediocre finish also shows that consistency becomes more important as the season progresses. Verstappen shows that those who remain faultless - in pace, strategy and discipline - benefit most from the mistakes or internal tensions of others.
Room for outsiders and aftermath
Behind them, Hamilton and Russell showed that Mercedes is still in the fight for points, while Tsunoda, Hulkenberg and Bearman opportunistically took advantage of the turmoil. But those results do not change the key message: if McLaren does not manage its internal rivalry and Ferrari does not become more reliable in the stages after pitstops, Verstappen is the best contender to keep taking advantage. The remaining races will not just be about pure speed, but how teams deal with internal pressure, track limits and tyre management.
Conclusion: Verstappen's win in Austin is a warning. His pace exposes rivals' weaknesses. For Piastri and Norris, it means choices have to be made - work together or eat each other. For Leclerc and Ferrari, it means that risky tyre strategies are good for a podium, but insufficient to fight back structurally. The title fight is increasingly about discipline and strategy, not just who can drive the fastest lap.
Oct 20, 2025 | Formula 1
Max Verstappen did not just win in Austin. He reclaimed the momentum. With two poles and two wins - maximum score for the weekend - he left a clear message: he is back in contention and partly determining his own fate. That does not automatically mean he is the favourite. It does mean you would be wise to bet on him.
Momentum as an indispensable asset
At the heart of the discussion is not maths, but form and development. Verstappen is 40 points behind championship leader Oscar Piastri, and Lando Norris follows on 14 points. That deficit does not make Verstappen the arithmetic favourite. But as Scott Mitchell-Malm points out, it's all about when a driver finds his top form and whether his team goes with him. Verstappen is slowly creeping back into the picture and Red Bull has effectively bounced back after the summer break. That is exactly the combination that can turn around a deficit.
Red Bull's recovery and the importance of developments
Scott rightly points to Red Bull's effectiveness in their upgrade programme. A driver is only as good as the car he gets. Verstappen now again has a consistently strong car under him. In such a situation, the dynamic changes: it is no longer purely about points, but about who can dominate at crucial moments. Austin was such a crucial moment. If Red Bull does not lose quality again, Verstappen will be the man most likely to grab those moments from now on.
McLaren needs to reinvent itself
Jon Noble brings the other side: McLaren are under pressure. They have enjoyed a period of advantage this year, but recent races show that margin has become thin. McLaren needs to do two things: technically recover why the car lost advantages and internally distance itself from personal rivalries that are distracting. Andrea Stella's earlier comments about Verstappen seem to have sounded the alarm in retrospect. If McLaren do not do a thorough reset soon, they will be amazed at how quickly an initial lead evaporates.
Piastri under pressure - and the need for flawless rounds
Gary Anderson underlines Piastri's vulnerability: he still led the championship despite a weak weekend, but the margin is shrinking and competition is increasing. The finale of the season brings more competitive cars into the field, making big scores more difficult. Piastri needs to perform flawlessly right away in Mexico and give away as few points as possible. That is easier said than done, especially now that Verstappen has a car that wins when it counts.
The test for McLaren's direction and promises
Josh Suttill brings up the morale-political aspect. Zak Brown said earlier that he remains committed to his driver duo regardless of Verstappen's availability. If Verstappen actually pulls off this title, that statement will be a painful test for McLaren. The question is not just technical or sporting; it is also strategic. McLaren must ask itself whether loyalty and long contracts are enough to pull a project to the absolute top.
Conclusion: Verstappen is not yet a mathematical favourite. But he has the momentum, the form and a team that is fighting back. That makes him the smart bet for those who dare to take risks. McLaren and Piastri still have time, but need to act fast: technical repair, internal management and flawless racing. Otherwise, as Suttill suggests, Verstappen could provide an unconventional but devastatingly effective comeback even before Abu Dhabi.
EN 
NL 
DE