Nov 8, 2025 | Formula 1
Norris wins sprint, Piastri goes hard into wall
Lando Norris won the sprint in Brazil. He thus increased his lead in the championship.
Oscar Piastri slid through turn 3 in the early stages and ended up in the tyre step. He ran over the run-out kerb at Turn 2, lost control and got the rear off as he drove through displaced water. Moments later, Nico Hulkenberg and Franco Colapinto also went off track at the same spot.
What exactly happened
On-board footage shows it clearly. Norris drove wide and almost completely crossed the kerb with his left wheel. As a result, water was thrown off the kerb onto the track. Kimi Antonelli, who was second between the two McLarens at the time, reported over the radio that Norris hit the kerb and blew a lot of water onto the track.
Antonelli deliberately took more distance from the kerbs that lap. He said he tried to avoid the kerbs throughout the race because it was very tricky on the wet surface. Piastri was the first car behind Norris to cross the wet section. His rear broke away and he spun.
Reactions to the incident
George Russell later joked and compared it to a banana peel from Mario Kart. He jokingly called Norris ‘the smartest one on the grid’. This was not meant seriously; there is nothing to suggest Norris was intentional. However, the effect of the displaced water was real and visible.
Max Verstappen drove almost the same line as Piastri and suffered a big slide that he just managed to catch. Fernando Alonso also went through the water with his left rear wheel, but stayed on track. Hulkenberg took slightly more kerb than Piastri and also lost control. Colapinto had a big moment earlier in Turn 1 and seemed to be possibly off-line with some water on his tyres as a result.
Who were affected?
- Oscar Piastri: crashed and had to retire.
- Nico Hulkenberg: later also lost control and went off track.
- Franco Colapinto: lost grip after an earlier big moment and ended up in the wall.
- Max Verstappen and Fernando Alonso: got off with a scare but escaped damage.
Championship implications
Piastri afterwards called it a ‘stupid or unfortunate mistake’. The damage is extensive. Where he might have finished in the top three, he is now nine points behind Norris instead of three. That difference is immediately felt in the standings.
Norris himself said the kerb is normally used, including in qualifying. In wet conditions, on the contrary, you normally try to stay away from the kerbs. He indicated he ran slightly wide once and saw the water coming onto the track.
Nov 8, 2025 | Formula 1
Summary
Oscar Piastri crashed in the sprint in Brazil. It came at an unfortunate time. The mistake cost him valuable points in the title race. But it was not a simple driving error. Several factors came into play.
What happened
In wet conditions, Lando Norris drove over a kerb. As a result, there was suddenly a lot of water and spray on the next corner. The grip changed immediately. Piastri was on that same kerb shortly afterwards. He lost control and hit the wall.
Other riders involved
- Nico Hulkenberg and Franco Colapinto also lost control at similar spot and crashed.
- Max Verstappen made a big slide but kept driving.
- Fernando Alonso stuck his left rear wheel way over the kerb and also threw a lot of spray on the track.
Why it wasn't just his fault
From the outside, it is difficult to see exactly who is responsible. The kerb still worked well for the first few laps. But after a few times over the kerb, that suddenly changed. Some drivers played it risky and got away with it well. Piastri did not have that bad luck: just as he was coming up, the grip was gone.
You can say it was too risky to use the kerb in the wet, but several drivers took that gamble and it held up for a while. In the end, it was partly bad luck and partly an accuracy error.
Championship implications
Because of the crash, Piastri is now nine points behind Norris. That's a big tick. The sprint produces fewer points than the race, so the damage is limited, but palpable.
The timing is unfortunate. Piastri had just come out of difficult weeks in the US and Mexico. He wanted to reset here. That opportunity was now delayed.
What this means for Sunday
- Norris now has the momentum on his side.
- Mercedes also looks strong for qualifying and race.
- Verstappen remains a factor; he can still score on Sunday.
- Ferrari is showing less pace than expected here.
Mentality and recovery
This is mainly a test of Piastri's mental strength. He is only nine points behind. That gives room. He needs to reset quickly and focus fully on qualifying and the race.
The important thing is that he stays calm and focuses on the process. In a long season, setbacks like this are part of it. Those who pick themselves up will remain promising.
Conclusion
The sprint crash was costly but not final. Several factors came into play, including the wet kerb and drifting spray. Piastri still has time to come back. But the pressure has increased. The upcoming qualifying and race will determine whether he can recover.
Nov 8, 2025 | Formula 1
Summary
Lando Norris won the sprint of the 2025 Brazilian Grand Prix. He held off Kimi Antonelli in a Mercedes. Oscar Piastri, one of the title contenders, crashed and did not reach the finish.
What happened
Norris got off to a strong start and maintained the lead. Antonelli was hot on his heels but could not pass him. George Russell finished third, also in a Mercedes. Max Verstappen finished fourth and Charles Leclerc fifth.
Complete results sprint
- 1. Lando Norris (McLaren)
- 2. Kimi Antonelli (Mercedes)
- 3. George Russell (Mercedes)
- 4. Max Verstappen (Red Bull)
- 5. Charles Leclerc (Ferrari)
- 6. Fernando Alonso (Aston Martin)
- 7. Lewis Hamilton (Ferrari)
- 8. Pierre Gasly (Alpine)
- 9. Lance Stroll (Aston Martin)
- 10. Isack Hadjar (Racing Bulls)
- 11. Esteban Ocon (Haas)
- 12. Ollie Bearman (Haas)
- 13. Liam Lawson (Racing Bulls)
- 14. Yuki Tsunoda (Red Bull)
- 15. Carlos Sainz (Williams)
- 16. Nico Hulkenberg (Sauber)
- 17. Alex Albon (Williams)
Dropouts
Not finished (DNF): Oscar Piastri (McLaren), Franco Colapinto (Alpine) and Gabriel Bortoleto (Sauber).
Nov 8, 2025 | Formula 1
What happened?
Oscar Piastri crashed during the sprint at the Brazilian Grand Prix. He lost control in Turn 3 on a damp Interlagos track. The McLaren driver hit the kerb and spun against the tyre piles.
Kimi Antonelli said Lando Norris went slightly wide shortly before and carried water off the kerb. Piastri drove over the same spot and lost grip as a result. Soon after, Nico Hülkenberg and Franco Colapinto also hit the wall.
Damage and red flag
The hits were hefty. Piastri and Colapinto could not continue driving. Hülkenberg was still able to bring his damaged Sauber to the pits. As the tyre stacks needed repair, the sprint was stopped by a red flag after eight of the scheduled 24 laps.
Impact on the standings
Piastri's failure may change the points distribution considerably. Where he was still third, he is now likely to lose more points against teammate Lando Norris. If Norris wins the main race, Piastri could be nine points behind in the championship at that point.
- Piastri and Colapinto out due to heavy hits.
- Hülkenberg to the pits with a damaged car.
- Red flag after eight laps for barrier recovery.
- On restart: Norris leads, followed by Antonelli, George Russell and Max Verstappen.
Restart and positions
On the restart, Lando Norris is in the lead. Kimi Antonelli follows on P2. George Russell is third. Max Verstappen is fourth. Verstappen picked up a place on the opening lap when he passed Fernando Alonso. He also gained an extra place due to Piastri's failure.
The sprint and red flag only add to the tension in the championship. For Piastri, it is a major setback.
Nov 8, 2025 | Formula 1
Debate within the F1 committee
The F1 commission is considering rules to force teams to make at least two pit stops. Several proposals are on the table. The aim is clear: more spectacle during grands prix. But there is much debate about the consequences.
What measures are on the agenda?
- Obligation to use all three compounds.
- Maximum stint length per set of tyres.
- A hard requirement that teams make at least two stops.
Why some parties are reluctant
Both teams and tyre supplier Pirelli warn that mandatory two-stops could have the opposite effect. Pirelli chief engineer Simone Berra says more rules will make strategies more similar. Teams then all do the same thing. That might make the races less exciting.
Team managers are also thinking critically. Alan Permane of Racing Bulls fears that a mandatory second stop would actually take away variety. He points out that we often see exciting duels when drivers choose different strategies. If everyone does the same thing, those situations disappear.
Williams' James Vowles warns that forced rules could lead to identical strategies within a lap of each other. That is exactly what they want to avoid.
When does a race deliver more excitement?
Races often become the most fun when there are different strategies. Sometimes a driver wins by doing one stop. Sometimes someone actually benefits from two stops. A striking example was this season in Hungary. Lando Norris opted for one stop, Oscar Piastri for two stops. That made for an exciting fight between teammates.
Another example is Max Verstappen in Mexico. He opted for a medium/soft combination and was able to avoid an extra stop. On that day, we saw big differences in the number of pit stops within the top 10.
Factors determining strategies
Strategy does not just depend on ties. Overtaking opportunities play a big role. When overtaking is easy, teams are more likely to dare to take an extra stop. They know that lost positions can be regained. If overtaking is difficult, teams instead choose to maintain position and make fewer stops.
It almost creates a vicious circle. The harder it is to pass, the less varied the strategies become. And that, in turn, makes the races less attractive.
What is a sensible approach?
Many stakeholders say it is better to wait and see first. There will be sweeping technical changes in 2026. McLaren's Andrea Stella thinks you first need to see how these new cars race. Only then can you change the sporting rules.
Pirelli's Berra stresses that it is not only degradation that is important. The distance between tyre categories (the delta) is crucial. If two compounds are too close together, they offer little choice during the race. Larger time differences between tyres, on the contrary, can offer more diverse strategies.
- More relegation could make two-stops more attractive.
- Greater delta between compounds creates real choices.
- Better overtaking opportunities encourage strategic variation.
Conclusion
Mandatory two-stops could miss the mark. They could unify strategies and thus reduce spectacle. Many teams and Pirelli are therefore pleading for patience. First wait and see what the 2026 rules do. And then see which tyre rules are really needed. The focus is best on tyre characteristics and better overtaking opportunities, rather than hard stop requirements.
Nov 8, 2025 | Formula 1
Stewards issue reprimand after Leclerc's spin
Lewis Hamilton was reprimanded after he did not visibly slow down at a double yellow flag during sprint qualifying in Brazil. The situation arose when his teammate Charles Leclerc turned briefly at the exit of turn 10, when the double yellow flag was shown.
What exactly happened
Hamilton was eliminated in the second session of qualifying. He will start Saturday's sprint from spot 11. The stewards concluded that he had broken the rules by not reducing his speed sufficiently. Nevertheless, he was not given a grid penalty.
Reason for reprimand rather than punishment
According to the stewards, the short duration of the signal played a role. The left warning panel was lit for only a fraction of a second, just as Hamilton turned into the corner. Nevertheless, the stewards felt he should have noticed he was in a yellow sector and clearly had to lower his speed.
Exquisite telemetry showed that Hamilton hesitated when reopening the throttle, but did not lose enough speed as required. For consistency with previous decisions, the stewards opted for a reprimand instead of the usual five-place grid penalty.
Response from Hamilton
Hamilton indicated during the hearing that he had not seen the left warning panel. He looked more to the right as he entered the corner and saw both Leclerc's car and a green signal at the exit point. He said he is now on 11 and will try to make the best of the sprint from there.
- Incident: Leclerc turned at turn 10, double yellow flag was shown.
- Hamilton: not enough speed reduced according to stewards.
- Telemetry: hesitation when accelerating, but no obvious speed reduction.
- Decision: reprimand instead of five-place grid penalty.
- Starting spot sprint: Hamilton on P11.
What does this mean for the sprint
Starting from 11 is a tricky position. Hamilton said he wants to keep having fun and will try to move forward. For the championship, this reprimand changes little, but it is another setback in a difficult season for him.
Nov 7, 2025 | Formula 1
Summary
Oscar Piastri showed a marked decline since Baku. Where he had previously performed strongly, his speed stalled in Austin and Mexico. His teammate Lando Norris picked up ground during that period and leads the championship.
What happened
In Baku, Piastri crashed hard into the wall. He then collided with Norris during the sprint in Austin. In Mexico, he got no further than spot five while Norris dominated. Piastri called his sudden lack of speed a conundrum.
Conspiracy theories and the team response
Some pointed at the team and claimed McLaren would favour Norris. Piastri slammed those accusations. He said he respects team principles. McLaren leaves both drivers free to fight for the championship.
Zak Brown, the team's CEO, previously indicated that he would rather lose the championship than favour one driver. Piastri says the team is encouraging him to stand up for himself and that nothing fundamental needs to be changed.
The real cause: tyres and driving style
Piastri did deep self-examination. He attributes many of his problems to the Pirelli tyre selection for recent races. The compound helped move towards two softer compounds and one harder tyre. That combination called for different driving behaviour.
Austin and Mexico had different requirements from previous hot, slippery races, according to Piastri and the team. There, you had to continuously drive differently. That was new and required bigger adjustments than he had needed to make earlier this season.
- Tyre composition: more soft tyres in the set-up.
- Weather and track surface: higher temperatures and less grip.
- Driving style: more adaptive, continuous and consistent.
Experience and technical factors
Piastri is only in his third season in Formula 1. He acknowledges that lack of experience can play a role. Sometimes he underestimates how much adaptation certain circuits require.
There also remains an open question about different front-wheel suspensions. Norris has been driving with a different front wheel configuration for some time. That change helped him improve steering feel earlier in the season. Piastri does not rule out the possibility of that having an impact, but has not yet found conclusive evidence of it.
Mentality: pursuer versus pursued
Piastri says the mental change from leader to chaser does not have a big effect. The points difference is small. He wants to keep taking the same risks as before. His focus is on adjusting and finding the right tools in the car.
The rise of Norris
Norris is visibly improving. He is working more on his preparation and his mental approach. After problems earlier this season, he took steps to be more emotionally stable. He says himself that the progress is mainly due to hard work and a good team around him.
Norris also admits that he sometimes takes a little more risk because he now has less to lose. But he stresses that the results come mainly from work and improvement, not just a different mindset.
What Piastri is doing now
Piastri looks for answers and adjusts his driving style where necessary. He does not want to adjust too much and thereby lose something that worked well before. He now has directions, but admits not all the pieces of the puzzle are in place.
His plan is clear: understand what the car and tyres demand, practise with those adjustments and try to get back to his old level as soon as possible.
Nov 7, 2025 | Formula 1
Hamilton demands transparency after Mexico incidents
Lewis Hamilton says the FIA needs to provide more clarity on its decisions. He is reacting to the commotion surrounding the start of the Mexican Grand Prix. Many drivers were surprised that several drivers were not penalised after driving on the grass for part of the first corner series.
Who were involved?
Among the drivers who attracted attention were Charles Leclerc (Ferrari), Max Verstappen (Red Bull) and Kimi Antonelli (Mercedes). They cut off the first corner combination and then merged back in. Some thought this gave them an advantage. Yet penalties did not always follow.
Hamilton did receive penalty
Hamilton himself received a 10-second penalty later in the race. That was because he drove through the grass at turn 4 in a fight with Verstappen. That happened shortly after Verstappen had done the same at Turn 2. Hamilton says he does not understand why the penalties are so variable.
His criticism of the FIA
He says there is little clarity on why decisions are made. He cites lack of transparency and accountability. He also complains about the closed manner in which some decisions are made. According to Hamilton, this needs to change. After all, the outcome of such decisions can change races or even championships.
Other reactions from the field
George Russell said he was very surprised that some drivers got away without penalty. He particularly felt the corner combination was problem-born. According to him, there is only one racing line at turns 2 and 3. This makes racing there difficult. He suggested major changes to the corner combination. He said he had already discussed this shortly before the race weekend.
Fernando Alonso was also angry. He said that if the track does not change, he might not take the first corner at all next year. He referred to a similar situation in Sochi in 2021 and also mentioned Ste Devote in Monaco as an example of a place where everyone is in the same boat.
Wider problem according to Hamilton
Hamilton hinted at previous instances where FIA decisions had a major impact. He mentioned the controversial outcome of the 2021 Abu Dhabi title fight and the actions of then race director Michael Masi. His point: the FIA and its decision-makers weigh careers and championships. That is why clear accountability is important.
What needs to be done?
- Clear and predictable rules for track limits at the start.
- More transparent communication on penalty measures and decisions.
- Quick assessment of whether Mexico's turn combination needs adjustment.
- Consistent application of penalties by match officials.
Opinions in the F1 peloton are clear. Many drivers want quick improvements. Without more clarity, dissatisfaction will remain. And with growing doubts about decisions, final results and championships are at stake.
Nov 6, 2025 | Formula 1
Everything hangs by a thread in Brazil
The championship is not yet decided. Max Verstappen is 36 points off Lando Norris. There are 33 points to be earned in Brazil this weekend, including the sprint. That makes the situation prone to a big swing.
The chances of Verstappen scoring maximum and Norris grabbing nothing are slim. Still, such a scenario is not impossible. Less than a fortnight ago, Verstappen took advantage of a sprint weekend in the United States when the two McLarens eliminated each other on Saturday. As a result, he gained considerably on Oscar Piastri.
Motors and penalty rules: how it works
Engine rules play a role again. Since the homologation freeze, engines seem to differ less. Nevertheless, they still count. Teams are only allowed to use a limited number of parts. For the most important parts, the limit has been reached among the frontrunners.
Key components
- V6 engine
- MGU-H
- Turbo
- MGU-K
- Control electronics
- Battery
If a driver uses one extra part, a grid penalty of 10 places usually follows. For more than 15-place penalties, you will start from the back of the field. That penalty applies to the main race, not just the sprint.
What this means for Verstappen and McLaren
All three title contenders have already used the maximum of free parts. That makes the final races extra exciting. An engine change could change everything.
Verstappen had a similar penalty in Brazil last year. He started at the back, but then took an impressive win in the rain. Back then, the penalty made little difference. Now such a deficit would weigh much more heavily in the title race.
The same risk applies to McLaren. Lando Norris suffered engine problems a few races ago and had to retire at Zandvoort. An oil pipe problem caused the system to shut down the engine to prevent greater damage. Mercedes and McLaren investigated the matter thoroughly. For now, they are calm and are not planning an additional engine change.
Internal pressure at McLaren
The two McLaren drivers are close. They are just one point apart. That leads to a lot of attention and also questions about equality within the team. A technical setback would not only affect the title race. It could also fuel speculation about team relations.
Qualifying has been extra important this year. In 14 of the 20 races, the McLaren driver who started at the front also finished ahead of his teammate. A grid penalty changes that dynamic immediately.
Historical perspective and reliability
Engines used to determine the difference much more often. In the turbo-hybrid era, engines could give big gains or losses. Since the homologation freeze, performance has become more even. Still, there are differences in reliability and longevity.
Honda built a very robust engine by the time Verstappen took his first world title. As a result, there was little concern about power degradation over its lifetime. Mercedes recognised in the past that their engine lost power after many miles. Therefore, they took measures at the time to avoid ending up without power in key moments of a season.
Whether those problems have been completely resolved is hard to say. For now, Mercedes has been very successful as a supplier for McLaren, with titles in 2024 and 2025 for the constructor team. But now that a customer team is in the driver's race, engine issues may become relevant again.
Conclusion: small cause, big impact
The title race could be tilted by one engine change. The difference is small. That makes the remaining four races extra exciting. Both camps will do everything to perform perfectly. But a grid penalty or an unexpected engine stop could still turn the outcome upside down.
Nov 6, 2025 | Formula 1
Alpine is at a low point
A year after that surprising double podium in Brazil, Alpine is at the bottom of the constructors' standings this season. The team has barely made in-season upgrades. Pierre Gasly and Franco Colapinto sigh under a car that is slowly sinking further.
The situation is painful. In the past, the team sometimes finished low in a season, but never so bottom. In fact, Flavio Briatore, executive adviser and de facto final boss, calls the current state of affairs ’torture’.
Why did Alpine stop development?
Alpine decided to stop development of the A525 early this year. They did so to put all their resources on the 2026 car. Next year, the team will switch to Mercedes engines and they want to get off to a flying start with that.
The idea is simple: bet all or nothing on 2026 and get a head start if possible. It is a risk. Other teams continued to upgrade this year and managed to allocate resources better. As a result, Alpine is now at the back.
Briatore's consideration
Briatore says Alpine did not have the capacity to do two projects at once. Improvements to the A525, he says, would have yielded spots eight or nine in the constructors' race at most. That is why the team opted to gamble on 2026.
Deeper causes
For Briatore, the problem lies deeper than the choice to pause this year. He points to years of leadership changes and the fact that the team was too often managed from afar. According to him, a Formula 1 team should be led hands-on from Enstone, not remotely.
A big factor, according to Briatore, is the engine issue. In the hybrid era, Renault has not been able to keep pace with Mercedes, Honda and Ferrari. That lack of investment, he said, stemmed from the early 2010s, when Renault, led by Carlos Ghosn, made choices that did not give enough priority to the F1 engine.
Briatore stresses that he does not blame the people at Viry-Chatillon. He says the engineers made the best of it with the resources they were given. But without sufficient resources, it is difficult to compete at the top.
Specifically, what changed?
- Alpine stopped early with parts and upgrades for 2025.
- The team concentrated capacity on the 2026 car and the new engine relationship with Mercedes.
- Prolonged management changes and remote control weakened the organisation.
- Decisions from the early hybrid period led to structurally less powerful engine development.
Future expectations and ambition
Briatore is hopeful about 2026. With a Mercedes engine, Alpine wants to return to the top six on the grid. That seems more realistic than competing for the championship right away, but it would already change a lot. From a sixth or seventh starting spot, you can smell a podium quicker than from midfield positions.
He acknowledges that it is a big challenge. But Briatore thrives on this kind of task. He points to previous successes where he surprised skeptics. His approach is clear: invest in the right places and manage the team from Enstone.
Final look
In short: Alpine paid the price this season for a strategic choice and for past mistakes. The switch to Mercedes engines and a focused 2026 programme should bring recovery. Whether that strategy works will be judged next year. Until then, fans and staff will continue to struggle on.
Nov 5, 2025 | Formula 1
A fitting end in Bahrain
On Saturday, Jenson Button will drive his last professional race: the Bahrain 8 Hours in the World Endurance Championship. This marks the end of one of the most remarkable careers in modern motorsport. Button is 45 and will retire from the professional circuit after this race.
What he achieved in Formula 1
Button was active in Formula 1 between 2000 and 2017. He started 306 grands prix. He took 15 wins and 50 podiums. He achieved eight poles. In 2009, he captured the world championship with Brawn GP, a season that is still considered a great underdog story. His last full F1 season was 2016. His last start in the king class was in Monaco 2017 as Fernando Alonso's replacement.
The search after F1
Button did not stop racing when Formula 1's door closed. He sought new challenges and soon found them in Japan. In 2018, he temporarily moved east and raced in Super GT. Together with Naoki Yamamoto, he immediately won the championship with Team Kunimitsu and the Honda NSX-GT500. In doing so, he became the first former F1 world champion to win Super GT.
The constant travelling between Japan and Europe eventually became too much. He ended that adventure at the end of 2019. After that, he tried many different disciplines. For instance, he competed in Baja events, made a guest appearance in British GT, started in Extreme E and Nitro Rallycross, and made three starts in the NASCAR Cup Series in 2023. This broad exploration shows his curiosity and adaptability.
How he came to endurance
Slowly, Button found his way into endurance racing. His first serious experience was in 2018 in LMP1 with SMP Racing. With teammates, he achieved a podium in Shanghai. Later, he drove the Garage 56 project car at Le Mans: a NASCAR Camaro ZL1 at Hendrick Motorsports, shared with Mike Rockenfeller and Jimmie Johnson. Those appearances were instructive, but not enough. Button wanted to drive a full programme.
In 2024, he got that chance. After finishing fifth at Petit Le Mans and third in the Daytona 24 Hours, he stepped in as a full-time WEC driver with Team Jota.
Team Jota: the final challenge
Team Jota is a British team with a personal link for Button. The #38 Porsche 963 started in 2024 as a customer team and had limited testing opportunities. Button shared the car with Oliver Rasmussen and Phil Hanson. At first, the transition was tough. He missed the intensity of a full season and had to get used to the off-track work: data analysis, debriefs and set-up work.
Gradually, he found his rhythm. His smooth driving style suited the endurance cars well. Two standout performances were at Le Mans and at Fuji, even if those races did not yield podium results. Things changed in 2025 when Jota was given factory team status with Cadillac and the V-Series.R. With teammates Sébastien Bourdais and Earl Bamber, Button showed strong performances, including a second-place finish in São Paulo.
His role went beyond just driving. Button brought experience, technical feedback and calm to the team dynamic. That contributed to two wins for Jota in the past two seasons and to the title fight still open in Bahrain.
What Button does after this season
The reason for quitting is clear: family and time. Button lives with young children. He wants to spend less time travelling for weeks at a time. He does not think it is fair to promise a new year if he cannot spare enough time. He does remain active at classic events, such as Goodwood, purely for the love of the sport. But his professional racing career is over.
Who can replace him?
Finding a successor is not easy. The Hypercar class is full of factory drivers. Names that have passed include Mick Schumacher and Callum Ilott, but those options fell off for various reasons or are unclear. The favourite for the #38 seems to be Jack Aitken. He already drives the V-Series.R in IMSA and has a strong relationship with Earl Bamber. Aitken won the last two rounds of the 2025 IMSA season, including Petit Le Mans, and set a fastest time in Hyperpole at Le Mans.
There is a practical problem though: on 19-20 April 2026, Long Beach (IMSA) and Imola (WEC) are scheduled at the same time. Aitken would prioritise Long Beach. If he drives in the United States, a replacement for Imola is in the offing, with Fred Vesti a possible candidate.
Key facts at a glance
- F1 figures: 306 starts, 15 wins, 50 podiums, 2009 world champion.
- Super GT champion in 2018 with Team Kunimitsu.
- Endurance achievements: podiums in WEC and Daytona, Garage 56 at Le Mans.
- Last team: Jota, from 2024, from 2025 as Cadillac work team.
- Reason for stopping: more time for family and less travelling.
Final conclusion: Button is leaving professional racing on his own terms. He is going not because he has to, but because he wants to. His legacy is multi-faceted: a Formula One title, success in Japan, and valuable contributions to endurance racing. An emotional farewell awaits in Bahrain, but his influence on the sport remains visible.
Nov 4, 2025 | Formula 1
Confirmation expected before Brazil Grand Prix
Franco Colapinto is poised to continue as a racing driver for Alpine in 2026 as well. An official announcement could come as early as this week, even before the Brazilian Grand Prix.
He entered Alpine in January on a multi-year contract, transferred from Williams. Since the summer break, his form has been improving markedly. As a result, he quickly became the favourite for the race spot alongside Pierre Gasly.
What made the difference for Colapinto?
Colapinto showed better performances after the summer. That gave him more confidence and peace of mind. Support from Latin America, including sponsorship money, also played a role. He said earlier that he was eager to race without so much stress. That stability now seems within reach.
In Mexico, he finished just behind Gasly. At the Mexico circuit, he also left Paul Aron, his main competitor for the spot, behind in the first free practice session. Aron had impressed on Friday, but Colapinto still set the stronger time.
Colapinto's development and criticism
His season started falteringly after he replaced Jack Doohan. That led to criticism, especially from the returning team manager. The latter said earlier that Colapinto might have been upgraded too early. However, that spurred Colapinto to perform better. Since then, his level has clearly gone up.
Officially, Colapinto has yet to accumulate any World Cup points. In practice, before the summer, he was only twice faster than Gasly and finished behind him more often. After the summer, the result is more equal: three wins each in aggregate performances over the six races thereafter.
Alpine through a turbulent period
The past 18 months have been turbulent for Alpine. The team dropped far back on the track. In addition, many management spats and personnel changes happened.
- The former Renault chief returned as an influential leader.
- Renault discontinued its own Formula 1 engine programme.
- Esteban Ocon was replaced earlier than expected.
- Jack Doohan made way for Colapinto after just six races in 2025.
- Oli Oakes took over as team chief, but left within months.
- And the Renault ceo and major sponsor left mid-year.
Ahead of the new 2026 rules, Alpine chose to sacrifice a lot now. The hope is that that pain will be rewarded with big steps forward next year.
Consequences for Jack Doohan
If Colapinto is officially confirmed, Doohan's chances of a return to the racing grid with Alpine have been dashed. There had been talks for Doohan to possibly return this season. That depended on how the management felt about Colapinto.
Doohan remains Alpine's reserve driver. But he would rather have a permanent racing seat or at least drive a full programme. He has already missed full seasons since 2023. Therefore, he is now looking for alternatives.
- Possible teams talked about: Cadillac, Williams, Haas and Sauber.
- This usually involves test and reserve rolls.
- A real racing opportunity could emerge earlier in 2027.
- A combination of F1 roles and active racing (e.g. Super Formula in Japan) is attractive to him.
Summary
Colapinto has recovered after a difficult start. He will now get a longer-term opportunity at Alpine. This brings calm to the driver line-up as the team prepares for 2026. For Doohan, this raises new questions about his racing plans and subsequent career.
Nov 4, 2025 | Formula 1
Name changes, ambition remains
Williams gets a new team name for the 2026 season. The official name will be Atlassian Williams F1 Team. The word “Racing” thus disappears from the brand name. It is not a radical change. Still, the change has symbolic value for the team.
A logo with history returns
A familiar emblem also reappears on the car. The distinctive angled “Forward W” returns. That symbol dates back to 1977, the team's first season. The last time the W was on a Williams car was in 1999 before the team partnered with BMW.
Why it matters
The name and logo change should be more than style. Williams wants to signal its desire to return to the top of the sport. The team last won a Grand Prix in 2012. Historically, Williams has been one of the most successful teams in Formula 1, but that luster has waned.
What it exudes
- Recognisability: the “Forward W” refers to the past and successes.
- Ambition: the new name should signal Williams' desire to compete for wins and titles again.
- Audience outreach: the team wants to appeal to both old and new fans.
Comments from the team
Team boss James Vowles said he is proud of the new name and the return of the classic logo. According to him, the emblem connects the current team with the successes of the past. Vowles stressed that the team draws inspiration from the past, but works towards new championships with an eye on the future.
Marketing director Marcus Prosser stated that the rebranding reveals the drive to win again. He hopes loyal fans will appreciate the change. At the same time, he wants the new look to engage a younger generation with the brand.
Brief concluding remark
The name change may be small on paper. For Williams, however, it has a clear message: back to success, while respecting its own history.
Nov 4, 2025 | Formula 1
Introduction: four races left, three contenders
With four laps to go, 2025 is a rare three-pointer in the title race. Max Verstappen unexpectedly came back into the picture. Five races after Zandvoort, his deficit was still 104 points. It has since been reduced to 36 points. McLaren leads the list with Lando Norris and Oscar Piastri. Their battle between them is the main issue. That makes this denouement unpredictable.
A misstep could mean the end of a comeback
Underdogs often build momentum. They ride relaxed and dare to take risks. That helps in the hunt for the lead. Verstappen has fallen into that role in 2025, strange as that may sound given his titles. But one mistake can destroy everything.
A famous example is Heinz-Harald Frentzen in 1999. He drove the season of his life. After a string of good results, he was suddenly within reach of the leaders. On the Nürburgring weekend, everything still seemed possible.
Then his car stalled with ‘‘electrical problems’’. It later emerged that Frentzen had not switched off an anti-stall system after a pit stop. It was human error. The DNF made his chances of winning the title almost impossible. The short lesson: when you have no margin for error as an underdog, one incident kills you.
Mutual struggle can weaken a team
Historic three-team duels teach the same thing. When two teammates take points from each other too often, the third continues to benefit. That happened in 1986 and 2007.
In 1986, Nigel Mansell and Nelson Piquet had a lot of power inside Williams. Yet Alain Prost seized his chance when Williams broke through bad luck. In 2007, Fernando Alonso and Lewis Hamilton were each other's biggest competitors. Kimi Räikkönen took advantage and took the title.
At McLaren this year, Norris and Piastri are very close. Statistics show how narrow their mutual margin is. That balance makes it difficult for McLaren to protect one clear title contender. And that opens the door for Verstappen.
A teammate can actually be decisive
Not all teammates work against you. Sometimes they actively help a leader. That can be decisive in the denouement.
In 2007, Felipe Massa played exactly that role. He helped Kimi Räikkönen by staying behind him to manage points. In 2003, Rubens Barrichello helped, sometimes unintentionally, Michael Schumacher by keeping rivals away from him in crucial races.
In 2025, Yuki Tsunoda is not structurally in that role. He can sometimes support Verstappen on the track, but he does not have the level to consistently sacrifice strategies. If one McLaren driver falls, the other will naturally be able to help that team. McLaren has a culture that encourages cooperation, so a counted-out teammate can take on the role of helper.
It remains exciting until the last round
Three-pitch battles often make for unpredictable finals. Teams and drivers get nervous. This leads to mistakes or successive incidents.
In Adelaide 1986, fate turned in a few laps. A puncture and a reactive pit stop changed the outcome. In 2007, incidents and bad luck by Hamilton and others caused last-minute shifts that kept Räikkönen alive. In 2010, defensive play between the leaders opened up a chance for Sebastian Vettel to win.
For Verstappen, that is hopeful. As long as he stays in contention and McLaren remains hesitant, he could strike in the closing stages. Even with a big gap, surprises are still possible in these situations.
Practical lessons for the remaining races
- Drive clean and reliable. A DNF kills those who need to overtake.
- Manage internal relationships. One dominant teammate is useful.
- Use teammates strategically. A helper can be crucial in the final.
- Stay in the game. Small chances at the end can be decisive.
With four races to go, the denouement promises to remain exciting. Verstappen, Norris and Piastri each have a story to tell. A mistake or a smart move could determine the title change. That makes the final stage this season extra attractive to follow.
Nov 1, 2025 | Formula 1
A new voice in the paddock
Damon Hill, 1996 Formula One world champion, and Johnny Herbert, winner of three grands prix, have jointly launched a podcast. The series is called Stay On Track. They pool their experience and talk freely about racing and its effects on drivers. The tone is personal and straightforward.
What is episode one about?
In the first episode, they use their own careers as a starting point. They discuss current events and how pressure races can weigh on riders. Below are the main topics covered:
- Which side of the McLaren camp they would rather choose as the 2025 title race nears its denouement.
- The toll a title camp can take on a driver, and how that pressure has seemingly affected Oscar Piastri this season.
- Their own experiences with criticism during their careers and how they dealt with it.
- Various anecdotes and insights from their years in the paddock.
How do you listen or watch?
There is a video version of the first episode and the series is also available as a podcast. Choose the platform you are comfortable with and listen or watch at your convenience. Join Damon and Johnny and decide for yourself if they really stay on track.
Nov 1, 2025 | Formula 1
What is this about?
McLaren has already secured the constructors' championship. Williams does not seem to be getting out of that fifth place. Alpine is at the bottom. Between those teams, however, there is a fierce battle. Four teams are just 12 points apart. The winner of that battle between them picks up about an extra $30 million. Ollie Bearman's fourth-place finish in Mexico has suddenly thrown that battle wide open again.
Haas: from behind to competing most
Haas made a strong development this season. The car became considerably faster. Initially, the team could not convert that speed into points. At Spa, chances were lost through a combination of wrong set-up, a small engine problem and unfortunate timed stops. That cost points.
In Mexico, it was different. The latest upgrade worked well. Both cars finished in the top 10. Bearman achieved his best result ever: fourth. He scored for the third race in a row. Team principal Ayao Komatsu cited a change in mentality as an explanation. The drivers are holding themselves back better and the team is running sessions more consistently.
Racing Bulls in a bad moment
Racing Bulls leads this compact group but is in a difficult period. The team has not scored any points for three races in a row. That is the worst run of the season and, as a result, Aston Martin, Haas and Sauber were catching up.
Isack Hadjar often shows strong qualifications. He made it to Q3 several times. In the races, however, the speed seems to be lacking. In Singapore, a powertrain problem played a part. In Austin, a crash during qualifying caused a lag. In Mexico, he lost positions after a big moment in Turn 6 and eventually spot 10 in the closing stages.
Liam Lawson had good weekends, but he too had mistakes. In Mexico, he was hit in Turn 1. There will be no more major upgrades. That puts pressure on Racing Bulls to improve race pace if they want to keep their position.
Which drivers make the difference?
In this battle, individual performances count heavily. A step up in the rankings earns almost $10 million. As a result, drivers almost literally become worth extra money.
- Nico Hülkenberg - 41 points
- Isack Hadjar - 39 points
- Fernando Alonso - 37 points
- Ollie Bearman - 32 points
- Lance Stroll - 32 points
- Liam Lawson* - 30 points
- Esteban Ocon - 30 points
- Gabriel Bortoleto - 19 points
*Lawson counting from race three
The group has clear lead drivers: Hülkenberg for Sauber, Hadjar for Racing Bulls, Alonso for Aston Martin and Bearman for Haas. Yet it is often small margins between teammates. All eight drivers mentioned achieved at least one top-six result. Hülkenberg and Hadjar already achieved podiums. That shows that a big points haul is possible if everything goes along.
Consistency is crucial. Last year, Alpine shot up thanks to a wet Interlagos race, scoring 33 points in a single weekend. Such a score can suddenly move a team up several places and earn tens of millions more.
Aston Martin underperforms
Aston Martin has the resources to rank higher than they do now. That makes their position remarkable. The team's main focus this season seems to be on 2026 and the new rules. Technical gains for the future are getting more attention than immediate upgrades this year.
The current car struggles at low speeds and has less aerodynamic efficiency on circuits where little downforce is needed. That explains the variable results: sometimes very strong, sometimes very weak. Fernando Alonso delivered good performances, but the car leaves too many stitches. Lance Stroll is in a scoreless run, despite his contribution to the team being relatively high this year.
Sauber: Sunday strong, Saturday less so
Sauber improved its car after an unstable start. The C45 was modified mid-season and has been performing better in the race ever since. The weakness is mainly in qualifying. Sauber achieved few Q3 starts. This is because the car is difficult to drive on low fuel and sometimes reacts unpredictably.
Still, Gabriel Bortoleto showed the pace in Mexico. He climbed from place 16 to place 10. Nico Hülkenberg even achieved a podium at Silverstone thanks to tactical tyre choices in wet conditions. If Sauber can improve in qualifying without further upgrades, without losing speed on Sunday, it will be a strong performer in the last four races.
Key points to follow
- Haas: will the form hold and both cars stay in the top 10?
- Racing Bulls: will they find race pace again or will their lead run out?
- Aston Martin: will they resolve inconsistencies or will focus on 2026 remain dominant?
- Sauber: can they find qualifying rhythm without losing Sunday speed?
Lock
The remaining four races will decide who walks away with those extra millions. The difference is small. Every mistake counts. Teams and drivers have to perform consistently. Those who are smart about opportunities will grab position and money. That makes this battle worth following.
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