Oct 26, 2025 | Formula 1
Cooling problems can obscure pace
McLaren team boss Andrea Stella warns that you should view qualifying results in Mexico with caution. The air at altitude is thinner. The racing environment is hot. That makes cooling more important than at many other tracks.
If you need more cooling, you sometimes have to open up the bodywork further. That costs aerodynamic efficiency. According to Stella, that can quickly cost a lot of pace.
What happened in Mexico
Lando Norris took pole by a wide margin. Max Verstappen qualified fifth, about half a second slower than Norris. Oscar Piastri was seventh on the grid.
Verstappen had problems with grip and traction. He spoke after practice of a car that got too hot on longer runs. That fits with the idea that Red Bull needed more cooling in Mexico and therefore had to make compromises.
How McLaren benefited
McLaren did not need to make those major modifications. The team ran with relatively closed bodywork. As a result, the car kept its aerodynamics better intact. Stella cites 2025's improved cooling solution as a major reason for that flexibility.
McLaren engineers incorporated many innovations in the cooling system when developing the 2025 car. In Mexico, the team was able to use parts that were already available. This provided an advantage in high temperatures and thinner air at altitude.
Concretely visible
The difference is also visually noticeable. Red Bull ran more vents and louvers on the bonnet. McLaren ran much more enclosed around the engine. Those choices reflect the compromise trade-off between cooling and aero.
Consequences for race and strategy
Qualifying does not automatically reflect the rest of the weekend. Stella expects Red Bull to be quick in the remaining races despite the problems. But in Mexico, the disadvantage could be greater.
Tyre management remains crucial here. According to Stella, the first lap has to be clean. If successful, Norris can take advantage of his strong long runs in the race. Piastri will try to fight back from spot seven.
- McLaren: more efficient cooling system, denser closed bodywork.
- Red Bull: more openings needed, aero efficiency drops.
- Key race factor: tyre management and a quiet first lap.
In a nutshell
Mexico is not an ideal measuring stick for pure speed because of cooling demand. McLaren could benefit from its cooling innovations. Red Bull seems to have had to make a cooling compromise in Mexico. That partly explains the unexpected qualifying distance.
Oct 26, 2025 | Formula 1
Piastri loses pace: the pattern is clear
Oscar Piastri qualified significantly slower than teammate Lando Norris in Mexico. His fastest lap was 0.588s slower than Norris'. Due to a grid penalty from Carlos Sainz, Piastri is now seventh on the grid. That is the first time since April that he is in danger of losing his championship lead.
The striking thing is that this was not an isolated error in Q3. The problem played out all weekend. In both free practice sessions, he was about six tenths behind Norris. The differences in Q1 and Q2 were 0.259 s and 0.485 s. Piastri was also slower than his teammate in the US last week.
Possible causes at a glance
There are several explanations that could explain the loss of pace. The team and Piastri himself cite several options.
- Undetected damage to car after crash in Austin.
- Technical parts that work slightly differently on his car.
- Difference in driving style and how it suits low grip conditions.
Team check: car seems fine
McLaren says based on data and checks that there is no obvious mechanical problem. The team stresses that parts are rotated regularly and that there is no evidence of a defective chassis. They would rather change floor or front wing than replace the monocoque.
Yet Piastri himself did not rule out damage altogether. He said the car generally felt normal, but often had less grip than Norris.
Driving style and low grip conditions
According to the team, the root of the problem lies with the driving style. Norris appears to perform better in sliding, low-grip conditions. Piastri, on the other hand, is stronger when there is a lot of grip. Those differences were visible in Austin and in Mexico.
A key issue is brake usage. In Mexico and Austin, Norris made more gains in heavy braking zones. His braking strategy and way of controlling the rear tyres gave him an advantage. Piastri experimented with braking points and the length of his braking zones, but could not always match that advantage.
Where did Piastri lose time?
- Turn 1: lost about 0.05s at the first apex due to slightly later braking.
- Turn 2 and the next right/left combination: lost extra time and speed.
- Turn 4-6: previously a weak spot, but improved in Q3.
- Turns 7-11 (the fast sweepers): here Norris built much of his lead, nearly 0.45 s by Turn 12.
On exiting Turn 10/11 and through the stadium complex, Piastri lost time again. Managing the backline temperature seemed to play a part. In the analysis, he himself said it felt like ‘losing a bit everywhere’ rather than one clear trouble spot.
Long-term pace and race image
The problem was not limited to one fast lap. Even in long runs, Piastri looked slower than Norris. That makes the race tricky. Mexico is expected to be a processional race with a strategy around one pit stop. In such a race, overtaking is difficult. Therefore, Sunday will be mainly damage control for Piastri.
Yet it is not the end. Piastri has shown at several races this season that he can adjust and learn quickly. The team expects him to perform at his usual level again at Interlagos.
Conclusion
In summary, there is no direct evidence of a technical defect. The data support that the car is functioning. The biggest chance is that the combination of low grip and a driving style that is less suited to it cost Piastri dearly. It is a learning process for him. For Sunday, it's all about limited loss avoidance. After that, he will get another chance to address the problem.
Oct 26, 2025 | Formula 1
Norris surprises with pole, Verstappen struggles
Qualifying in Mexico produced an unexpected result. Lando Norris took pole position. The difference was 0.262 seconds. Max Verstappen got no further than P5. He complained of lack of grip throughout the session.
Friday showed a different picture: Verstappen was very fast over one lap, with Norris following close behind. During the night between Friday and Saturday, both teams changed their set-ups and that ultimately determined the result.
Key change in set-ups
Red Bull deliberately chose slightly less responsive front wheel behaviour. They thus wanted to reduce peak torque on the rear tyres. McLaren did the opposite. They placed more weight on the nose. That gave more front end feel over one fast lap. That choice paid off in qualifying.
- Red Bull: less sharp front end to save rear tyres.
- McLaren: a little more on the nose to allow a fast qualifying lap.
- Result: Norris took pole, Verstappen lacked grip on qualifying day.
Tyre behaviour: core and surface
A big cause lies with the behaviour of the tyres. The 2025 Pirelli front tyre is stiffer than before. That makes it harder to find right balance. There are two main parts in a tyre: the core and the tread. The core has to warm up first. That takes several laps. In the first qualifying laps, grip comes mainly from the still cold tread. The core is then too stiff to work well with.
If the tread heats up too quickly before the core yields, the surface overheats. That causes rapid degradation. That is exactly what Red Bull saw in the long runs: over one fast lap, the car was very fast. But in race simulations, the rear tyres died quickly due to high peak loads.
Why McLaren benefited
McLaren proved more flexible at this circuit. The team keeps the temperature of the rear tyres much better under control. This allows the car to be tuned a little tighter without the rear tyres breaking down quickly. That flexibility gave the McLaren an extra window in which a perfect lap was possible.
Moreover, McLaren could use smaller cooling slots. So the car suffered less from thin air at altitude. Aerodynamics remained more effective. The combination of cooling, tyre temperature and rear wheel compliance gave McLaren the advantage that Red Bull did not have.
Mechanical reactions and track details
There was also a marked difference in how the car reacted mechanically over uneven surfaces. At the outcome of Turn 9 there is a bump that unbalanced the Red Bull more often than not. The McLaren remained more stable there. That extra smoothness helps save tyres and maintain confidence at high speed.
Impact on riders
The driving required at this circuit requires a lot of shifting and improvisation. Lando has shown more confidence in this recently. Oscar Piastri struggled again. He was 0.6 seconds slower than Norris and sat on P8. The team indicated that Oscar is still learning how to exploit the car when grip is low and the car slides a lot.
Between Norris and Piastri, the two Ferraris finished, with Charles Leclerc just ahead of Lewis Hamilton. The Ferrari proved several tenths quicker than the Red Bull. Carlos Sainz delivered a strong lap in the Williams, but received a five-place penalty due to an incident in the previous race. As a result, he will start from position 12.
What this weekend means
Mexico shows how small the window is between perfect and bad tyre temperatures. On circuits like this, details weigh extra heavily. Set-up choices, cooling and tyre temperature determine the difference between pole and midfield.
Red Bull still has speed over one lap. But McLaren has more flexibility in tyre temperature and cooling. That flexibility can be decisive on this kind of track configuration.
Oct 26, 2025 | Formula 1
Norris dominates qualifying, Piastri struggles
Lando Norris took an important step in the world championship by taking pole position for the Mexican Grand Prix. He was well ahead of the rest in Q3. Max Verstappen qualified only fifth. Reigning points leader Oscar Piastri did not come close to his teammate and finished eighth.
What did Piastri run into?
Piastri seemed to lack confidence. The McLaren did not feel sharp in the fast stretches. Even through the slower corners, he could not get the car to work properly. As a result, he could not keep up with the pace of Norris and the other front-runners.
How did the rest of the summit go?
Norris was already about two tenths faster than the rest in Q2. In Q3, he eventually laid down 0.262 seconds ahead of Charles Leclerc. Lewis Hamilton finished third and was within a tenth of Leclerc. George Russell finished just ahead of Verstappen, limiting Verstappen's starting position to the third row.
Kimi Antonelli ensured Mercedes got two cars inside the top six. Carlos Sainz qualified seventh, but he has to serve a five-place grid penalty due to a collision in the US. This moves Piastri up to at least seventh on the starting grid.
Other notable cases
- Isack Hadjar was fastest in Q1 for Racing Bulls.
- Ollie Bearman provided a top-10 result for Haas.
- Both Bearman and Antonelli seemed in danger of dropping out for a while in Q2, but found the speed in time.
- Yuki Tsunoda, Esteban Ocon, Nico Hülkenberg, Fernando Alonso and Liam Lawson finished in places 11-15.
- Gabriel Bortoleto, Alex Albon, Pierre Gasly, Lance Stroll and Franco Colapinto died in Q1.
Results qualification
- 1 Lando Norris (McLaren) 1m15.586s
- 2 Charles Leclerc (Ferrari) +0.262s
- 3 Lewis Hamilton (Ferrari) +0.352s
- 4 George Russell (Mercedes) +0.448s
- 5 Max Verstappen (Red Bull) +0.484s
- 6 Kimi Antonelli (Mercedes) +0.532s
- 7 Carlos Sainz (Williams) +0.586s (takes a five-place grid penalty)
- 8 Oscar Piastri (McLaren) +0.588s
- 9 Isack Hadjar (Racing Bulls) +0.666s
- 10 Ollie Bearman (Haas) +0.874s
- 11 Yuki Tsunoda (Red Bull) 1m16.816s
- 12 Esteban Ocon (Haas) 1m16.837s
- 13 Nico Hülkenberg (Sauber) 1m17.016s
- 14 Fernando Alonso (Aston Martin) 1m17.103s
- 15 Liam Lawson (Racing Bulls) 1m18.072s
- 16 Gabriel Bortoleto (Sauber) 1m17.412s
- 17 Alex Albon (Williams) 1m17.490s
- 18 Pierre Gasly (Alpine) 1m17.546s
- 19 Lance Stroll (Aston Martin) 1m17.606s
- 20 Franco Colapinto (Alpine) 1m17.670s
Summary: Norris was fastest and stood the rest back with power. Verstappen had to be content with the third row of the grid. Piastri will have to close the gap to his rival Norris in the race, although Sainz's penalty may give him an extra spot on the grid.
Oct 25, 2025 | Formula 1
Final free practice: brief overview
Lando Norris set a clear time in the closing stages. He drove a 1m16.633, making him by far the fastest. The session seemed very close for a long time. However, the final qualifying simulations spread out the field.
Lewis Hamilton crossed the line in second place. He was 0.345 seconds slower than Norris. George Russell completed the top three, at 0.512 seconds.
Max Verstappen was only sixth. He lost 0.609 seconds to Norris. Verstappen was driving on lower power, which explains his time. Oscar Piastri finished fifth, behind Charles Leclerc.
What stood out during the session
The session saw many lock-ups and mistakes in the stadium section. Crowds on the track and traffic also caused awkward moments. Williams had a difficult session. Carlos Sainz even drove on the grass at Turn 1 for a short time. Alex Albon made several braking mistakes in the stadium area. He suspected something was wrong with his car.
Fernando Alonso did not appear on the track after his early runs. As a result, he turned only half the number of laps of the rest. He did not drive on the soft tyres and finished last.
- Norris fastest: 1m16.633
- Top three: McLaren, Ferrari, Mercedes
- Verstappen on lower power mode, sixth
- Williams with incidents: Sainz and Albon far back
- Alonso made few laps and stayed in the background
Results (order and backlog)
1 Lando Norris (McLaren) 1m16.633
2 Lewis Hamilton (Ferrari) +0.345s
3 George Russell (Mercedes) +0.512s
4 Charles Leclerc (Ferrari) +0.566s
5 Oscar Piastri (McLaren) +0.599s
6 Max Verstappen (Red Bull) +0.609s
7 Kimi Antonelli (Mercedes) +0.620s
8 Isack Hadjar (Racing Bulls) +0.763s
9 Yuki Tsunoda (Red Bull) +0.782s
10 Gabriel Bortoleto (Sauber) +0.893s
11 Liam Lawson (Racing Bulls) +0.919s
12 Esteban Ocon (Haas) +0.941s
13 Lance Stroll (Aston Martin) +0.965s
14 Nico Hulkenberg (Sauber) +1.031s
15 Carlos Sainz (Williams) +1.168s
16 Alex Albon (Williams) +1.361s
17 Ollie Bearman (Haas) +1.413s
18 Pierre Gasly (Alpine) +1.779s
19 Franco Colapinto (Alpine) +1.948s
20 Fernando Alonso (Aston Martin) +1.978s
Oct 25, 2025 | Formula 1
From test driver to race seat
Ryo Hirakawa is working as a test and reserve driver at Haas this season. He is under the care of Toyota Gazoo Racing. Toyota is using the partnership with Haas to develop its drivers and engineers. Hirakawa hopes his role at Haas will lead to a permanent Formula 1 seat.
What experience does Hirakawa already have?
Hirakawa is 31 years old. Before joining Haas, he started the year at Alpine. He drove Friday practice sessions in Japan for Alpine. Immediately after, he drove the first free practice for Haas in Bahrain the following week.
This year, he was also in action during FP1 in Spain and in Mexico. He also tested through the year with a 2023 car. During a test at Zandvoort, he was involved in a crash. According to him, a technical problem played a role.
Sporting background
Hirakawa is no stranger to motorsport. He is world champion in the World Endurance Championship and winner of the 24 Hours of Le Mans with Toyota. Earlier, he was successful in Japanese championships such as Super GT and Super Formula.
What are his chances of getting a seat?
Haas already has two drivers under contract for next season: Oliver Bearman and Esteban Ocon. Those contracts are multi-year. That makes immediate space scarce.
The intention is for Hirakawa to stay with the team next year as well. That means a real chance of a full season is earlier in 2027. He would then turn 33. A debut at that age would make him one of the older newcomers to F1.
How can he still break through?
- Consistently good performance in free practice and testing.
- Continued development as per Haas and Toyota programme.
- Support from Toyota as partnership expands.
- Availability of a seat at Haas or another race stable.
What does the team say?
Haas team principal Ayao Komatsu stresses that the team is working closely with Hirakawa. There is a programme for this year and next. Komatsu calls him professional and understands that he understands the bigger picture. The team wants to see how he develops further.
Advantage of F1 work for other classes
Hirakawa says working in Formula 1 improves his performance in the WEC. Small adjustments and details found in F1 also help improve the WEC car. He feels progress in his driving and in the team approach.
Conclusion
Hirakawa is taking clear steps towards a possible F1 seat. However, the route is not easy. He needs to keep performing and wait for the right opportunity. Toyota and Haas offer him opportunities. Whether those opportunities lead to a permanent racing spot will depend on performance, timing and additional opportunities within the team.
Oct 25, 2025 | Formula 1
What happened
Stoffel Vandoorne will stay with Peugeot for the 2026 WEC season after all. A proposed move to Genesis Magma Racing fell through at the last minute. The break had mainly to do with disagreements over commitments in Formula E.
Why the Genesis deal broke down
Vandoorne had indicated he did not want to end his career in Formula E. He does not have a permanent seat for the upcoming FE season, but was recently announced as a reserve driver at Jaguar. That caused friction with Genesis.
Team principal Cyril Abiteboul did not want drivers who combine work between WEC and Formula E, citing concerns about possible calendar conflicts in 2027 and the extra testing burden caused by the arrival of the Gen4 cars. As a result, the deal fell through after all.
Why Peugeot was suddenly looking for an extra driver
Peugeot initially stood with an almost complete line-up for 2026. Nick Cassidy and Théo Pourchaire were confirmed as replacements for Mikkel Jensen and the departing Vandoorne. Paul di Resta, Loïc Duval, Malthe Jakobsen and Jean-Éric Vergne also seemed to be fixed.
After the race in Fuji, Vergne reported that he wants to drive WEC less full-time next year. He wants to make room for his work in Formula E and for development around Peugeot's 2027 project. Stellantis gave him that space. This unexpectedly created a spot in the line-up.
New young drivers at Peugeot, but not immediately before 2026
At the rookie test on 9 November, the Peugeot 9X8 will be assigned two new drivers in addition to the previously announced Nick Cassidy. They are Mathias Beche and Briton Alex Quinn. Beche has Le Mans experience and Quinn stood out in LMP2 since 2023. However, they are not expected to drive the 9X8 immediately during the full 2026 season.
Why Vandoorne is a good fit
There is no quarrel between Vandoorne and Peugeot. Both sides suddenly needed each other. Peugeot was missing a driver. Vandoorne was without a regular spot after the failed Genesis switch.
So they decided to work together again. Vandoorne will drive for Peugeot in the 9X8 in 2026. This will be his third consecutive season with the team.
Impact on the remaining races
The late change does not change the starting line-up for the upcoming Bahrain 8 Hours. In the #94 9X8, Pourchaire still takes Vandoorne's place. The #93 will be driven by Mikkel Jensen, Paul di Resta and Jean-Éric Vergne.
Summary of the situation
- Vandoorne stays at Peugeot in 2026 after deal with Genesis goes awry.
- Genesis did not want drivers combining WEC and Formula E.
- Vergne reduced his effort, leaving Peugeot in need of an extra driver.
- New young drivers get tests, but do not immediately seem part of the full 2026 line-up.
Oct 25, 2025 | Formula 1
Fast qualifying lap, weak long runs
Max Verstappen was fastest during the short runs in FP2. His time was faster than Charles Leclerc's. That gives hope for qualifying. But the long runs went badly.
On the soft tyre, Verstappen did one good lap. After that, he had little grip. Especially with full tanks, lap times were far below expectations. He spoke of a big problem for the race.
What Verstappen said exactly
He felt no obvious balancing error. The car seemed fine tuned for one fast lap. On sustained runs, the tyres got too hot. As a result, grip disappeared. Verstappen stated briefly: on those runs, they were almost nowhere.
Team works on tyre temperature
The team thinks it is mainly about tyre temperature. The challenge is to find the right combination of core and surface temperatures. This is needed to achieve one fast lap without overheating the tyres in the race.
The technical staff said the focus tonight is on high fuel runs. They are not satisfied with degradation and tyre thermal control. They are trying to improve that situation before the race.
Piastri not too dissatisfied
Oscar Piastri finished 12th with a messy low fuel run. He found his lap on soft tyres average. He tried different things and now wants more consistent performance more than anything else.
Piastri is still at the top of the championship. Verstappen is back in the title race after his win in the US, but is 40 points behind. So every lap lost could weigh heavily.
Key points
- Red Bull has strong short-lap times, especially with Max.
- Long-race space is problematic due to lack of grip and overheated tyres.
- The team focuses on controlling core and surface temperatures of tyres.
- Piastri had a messy session, but remains optimistic and wants more consistency.
Red Bull must find overnight adjustments before the race. Without improvement, winning on Sunday is difficult, even if qualifying speed looks promising.
Oct 25, 2025 | Formula 1
Brief overview
The first free practice session in Mexico played out on a very dirty, low-grip track. That made the session difficult to interpret. Verstappen was lightning fast in the qualifying simulation. On the long runs, he struggled. The McLarens drove strongly on the long runs, but they used a softer tyre than Red Bull. As a result, direct comparisons are difficult.
What the times show
These are the averages of the long runs on Friday:
- Lando Norris - 1:21.806 (9 laps) - C4 soft
- George Russell - 1:22.402 (7 laps) - C3 medium
- Oscar Piastri - 1:22.476 (10 laps) - C4 soft
- Kimi Antonelli - 1:22.647 (11 laps) - C3 medium
- Max Verstappen - 1:22.821 (10 laps) - C3 medium
- Lewis Hamilton - 1:22.847 (6 laps) - C3 medium
- Charles Leclerc - 1:22.879 (11 laps) - C3 medium
Main conclusions
The low grip seems to highlight the strength of the C4 soft tyre. McLaren benefited from this on the long runs. That may give the impression that McLaren is objectively faster. But much of the difference comes from tyre choice.
Oscar Piastri again struggled to keep pace with teammate Norris. He called his loose fast lap on softs pretty average and wants to work on consistency tomorrow. Piastri does not see this as a continuation of his problems in Austin.
Norris missed FP1 because Pato O'Ward was driving the car in that session. Still, his long-run pace was strong. He reported finding the car's limit quickly, but also said the balance was very variable over a single lap.
Where Verstappen benefits
The difference in front-end grip between Red Bull and the competition was striking. Especially in the slow-moving corner combination of turns 4-5, Verstappen has a clear advantage. He can turn in earlier and maintains grip at a fainter approach angle. That quickly costs the others a few tenths per lap.
Leclerc closely follows Verstappen on the timesheet, but also loses mostly in that same corner combination. Ferrari seems to drive with a higher engine setting at times. This helps on straights and when testing planks wear and brake cooling. In addition, Ferrari's maximum wing position seems slightly lower than that of Red Bull, McLaren and Mercedes, which also gives straightaway pace.
Mercedes and other teams
Mercedes came out well on the slow corners. Kimi Antonelli set a qualifying lap between Leclerc and Norris. Still, both Russell and Antonelli were not satisfied with the long runs. Verstappen and the Ferrari drivers also complained of lack of grip.
Some of those complaints can be explained by the fact that the medium C3 did not work as well on the dirty, hot track this weekend. Teams will continue to adjust balance settings. In Mexico, the temperature and grip changes very quickly due to the thin air. As a result, car balance and inter-relationships can suddenly flip.
What to expect
Considering tyre preferences and changing balance, there is likely to be more clarity tomorrow. Expect shifting ratios. Small adjustments to the set-up could have big consequences here.
- Verstappen strong on one lap, less so on long run.
- McLaren fast at long range thanks to soft tyre.
- Mercedes good out of corners, but dissatisfied with long runs.
- Ferrari shows straight-line pace possible due to engine mode and lower wing.
Oct 25, 2025 | Formula 1
Verstappen sets hefty benchmark in FP2
Max Verstappen was fastest in the second free practice for the Mexican Grand Prix. He set a time of 1m17.392s. This meant he was 0.153s faster than Charles Leclerc. The Red Bull driver drove only one qualifying simulation and then went back for a longer race session.
Floor upgrade and grip problems
Red Bull carried another floor upgrade. The team described the part as a ‘make-from’ update, made from a previously used floor part. During the longer runs, Verstappen complained of little grip. He said: ‘I have no grip. It feels like I'm driving on ice.’ On the rear wing was flow-vis paint to assess airflow.
McLaren and Piastri
Oscar Piastri, frontrunner in the championship, did not get beyond spot 12. This is notable as he leads the championship and still has a buffer in points. Piastri and his teammate Lando Norris drove their race simulations on soft tyres, while many competitors ran on mediums. Norris improved strongly and finished fourth, but Piastri fell short of expectations.
Brief account of the rest
Kimi Antonelli was surprisingly close to the top, finishing third, but he reported early in the session that he suddenly lost drive and got a ‘limp home’ message. Mercedes and Ferrari showed mixed signals: Lewis Hamilton and George Russell were fifth and sixth respectively. Yuki Tsunoda completed the top seven for Red Bull.
Aston Martin recorded two top-10 places: Fernando Alonso was eighth and Lance Stroll 10th. Between them, Carlos Sainz set a strong time for Williams. Alex Albon hit the wall at turn ten and as a result did not move beyond spot 19. Williams and Aston Martin seemed to have slightly more margin compared to the rest of the midfield.
Key points
- Verstappen fastest with 1m17.392s.
- Leclerc and Antonelli followed a short distance behind.
- Piastri disappointing 12th; Norris fourth.
- Red Bull with floor upgrade, Verstappen complains of lack of grip.
- Aston Martin and Williams show good single-lap space.
Results FP2
- 1 Max Verstappen (Red Bull) - 1m17.392s
- 2 Charles Leclerc (Ferrari) - +0.153s
- 3 Kimi Antonelli (Mercedes) - +0.174s
- 4 Lando Norris (McLaren) - +0.251s
- 5 Lewis Hamilton (Ferrari) - +0.300s
- 6 George Russell (Mercedes) - +0.437s
- 7 Yuki Tsunoda (Red Bull) - +0.491s
- 8 Fernando Alonso (Aston Martin) - +0.546s
- 9 Carlos Sainz (Williams) - +0.547s
- 10 Lance Stroll (Aston Martin) - +0.562s
- 11 Liam Lawson (Racing Bulls) - +0.826s
- 12 Oscar Piastri (McLaren) - +0.840s
- 13 Esteban Ocon (Haas) - +0.874s
- 14 Isack Hadjar (Racing Bulls) - +0.889s
- 15 Gabriel Bortoleto (Sauber) - +0.931s
- 16 Nico Hülkenberg (Sauber) - +0.956s
- 17 Ollie Bearman (Haas) - +1.050s
- 18 Franco Colapinto (Alpine) - +1.329s
- 19 Alex Albon (Williams) - +1.463s
- 20 Pierre Gasly (Alpine) - +1.802s
Oct 25, 2025 | Formula 1
Test at Imola with Sergio Pérez
Cadillac will test a 2023 Ferrari SF-23 at Imola in November. Sergio Pérez will drive the car during the two-day test. It is part of the preparation for their F1 debut in 2026.
Why this test is important
Ferrari was allowed to provide two-year-old cars. Cadillac will borrow the car and run the test itself. The aim is not to achieve maximum lap times. It is mainly about the practical side of racing. Think garage procedures, IT and logistics.
Focus on teamwork and communication
The test should help shape internal working practices. The team practices radio commands and movements in the pit lane. Unambiguous terms and routines are being worked on. This will create a recognisable Cadillac way of working.
Operational tasks they practice
Cadillac wants to gain experience in all kinds of basic tasks that are important on a race weekend. These are examples of what they will practice:
- Filling the car with fuel and related procedures
- The use of tyre warmers and tyre changes
- Car maintenance such as hydraulic bleeding and quick repairs
- Structure and IT in the garage, including data traffic and systems
Pérez back in an F1 car
For Pérez, this is his first F1 test since his last race for Red Bull in Abu Dhabi last year. For him, it is a chance to drive a modern F1 car again. For Cadillac, it is valuable driving experience with a top driver.
Simulations and further preparation
Until now, Cadillac did a lot of preparation in the simulator. They have simulated entire race weekends and partial remote sessions. In November, they will run a full sprint weekend simulation for the first time ahead of the Brazilian Grand Prix.
Where the team works
Cadillac builds its organisation in several places. The main operation is at Silverstone. There is windfall testing at Toyota in Cologne. TWG is building a new facility in Fishers, Indiana. Cadillac is also using centres of GM and Cadillac itself for technology and development. There will also be a new GM Performance Power Units headquarters in North Carolina for engine development.
Next steps
The Imola test represents a practical step towards 2026. Virtual testing remains important, but nothing replaces working in a real garage. With this test, Cadillac aims to establish routines, let teams work together and experience what happens on a real circuit.
Oct 24, 2025 | Formula 1
McLaren opts for the future
McLaren stopped major upgrades to the 2025 car. The team is now focusing all resources on 2026. According to team boss Andrea Stella, going ahead would have greatly disadvantaged the 2026 project. McLaren wants to become a future champion. For that, a competitive 2026 car is needed.
Red Bull chose a different path
Instead, Red Bull continued to develop in full this year. In late September, at Monza, many changes came. A new front wing and a modified floor design visibly changed performance. Since that upgrade, Max Verstappen won three out of four races. The modifications brought more downforce and better tyre usage. Verstappen was also able to tune the car more to his liking.
Mexico update: smart reuse
For the Mexico Grand Prix, Red Bull once again brought a modified floor and a change to the engine cover. The team calls this a “make-from” update. That means they reused an existing design rather than making something entirely new. Paul Monaghan, chief engineer, praised the work from Milton Keynes. He said the team members were able to do this even though they are working on 2026 at the same time.
Why McLaren acted differently
McLaren did not bring any major upgrades since July. The last major change was a completely new floor at the British Grand Prix. The team felt that further development of the 2025 car was of little benefit. Aerodynamically, that car was already almost in its maximum development. Any small gains cost a lot of time and resources.
- McLaren wants to win championships in the future.
- The 2026 car delivers much bigger benefits every week.
- As champions, McLaren has less wind tunnel and CFD time under the rules.
- The yield from additional 2025 development was limited.
Limitations by testing rules
F1 rules give fewer wind tunnel and CFD hours to the winning team. McLaren won last season. As a result, it had less testing time than some competitors in 2025. Stella said it takes weeks to add one percentage point of aerodynamic efficiency. For 2026, the team is adding much more downforce every week. Therefore, they decided to shift their resources to next year.
Red Bull's motivation and risk
Red Bull says it was struggling with its development methods for a year. The through-developments in 2025 would simultaneously serve as validation of their tools and methods. Successful upgrades will help this season and also give confidence for 2026. McLaren believes this would make Red Bull willing to sacrifice some of the 2026 project. McLaren simply saw less benefit in piercing the 2025 project.
Conclusion
The choice is a strategic consideration. Red Bull gambled on quick wins this year and cleverly reused existing solutions. McLaren opted for longer term. It sacrificed short-term upgrades to come back stronger in 2026. Both strategies have logical reasons and clear risks.
Oct 24, 2025 | Formula 1
What has been announced?
Damon Hill, 1996 world champion, and Johnny Herbert, three-time Grand Prix winner, are releasing a new podcast together. The series is being created in collaboration with The Race and The Athletic. The first episodes will appear at the end of October 2025. That coincides with the decisive phase of the F1 season.
Format and frequency
The podcast is called Stay on Track With Damon Hill & Johnny Herbert. Each month, Hill and Herbert record an episode. Both episodes appear as audio and video. This gives room for analysis, anecdotes and casual conversations.
What to expect
- Instant analysis of the latest grands prix and news.
- Personal stories from their racing careers.
- Critical, often humorous observations from their experience as drivers and pundits.
Additional podcast with Mark Hughes
In addition, Hill is starting a second monthly podcast together with British F1 journalist Mark Hughes. That series is called The Undercut with Damon Hill & Mark Hughes and begins in mid-November. The focus is on deeper analyses of both current F1 and the history of the sport.
Availability
The audio versions will be available via Spotify, Apple Podcasts and other podcast apps. The video versions will be on YouTube, on The Race and The Race Podcasts channels.
Background to cooperation
The Race and The Athletic have been working together since 2022. Together, they have built a portfolio of multiple motorsport podcasts. Their network reaches an audience of millions of views and listeners every month. The new episodes are part of a recently concluded multi-year partnership between the two parties.
Comments
Hill said he is happy with the two different podcast formats. He looks forward to looking back with Herbert in a light-hearted way and going deeper into key themes of the sport with Hughes. Herbert called Hill a fascinating interlocutor. He expects them to complement each other well and have a lot of fun.
Appreciation was also expressed from media partners. The Race called the partnership a logical next step to create sports content that is both expert and entertaining. The Athletic sees the addition of Hill and Herbert as a significant enhancement to their motorsport offering.
Why this is of interest to fans
For fans, this means more background information and unique stories from people who have been at the top of the sport. The combination of short, monthly episodes and both audio and video formats makes it easy to stay tuned in, no matter how you prefer to consume.
Oct 24, 2025 | Formula 1
Big change in FP1: nine rookies on track
At the Mexican Grand Prix, almost half of the normal F1 field is missing from the first free practice session. Nine team drivers leave their seats to development and test drivers. It is a remarkably large swap this year.
The rules explain
The explanation starts with the regulations. Since 2022, a so-called rookie must appear twice in FP1. A rookie is someone who has a maximum of two World Cup starts to his name. There is no age limit.
In 2025, that requirement has been tightened. Teams must now make those rookie appearances four times. As a result, there will be room to replace regular drivers with newcomers more often this season.
Why do teams often choose Mexico?
Mexico is popular for several reasons. It is late in the season. Teams usually have few new parts or major updates then. As a result, there is less technical knowledge to lose if a regular driver misses one session.
Sprint weekends also come into play. During sprint weekends, you cannot make substitutions for FP1 only. That limits opportunities elsewhere on the calendar. Mexico and Abu Dhabi therefore remain suitable venues to fill in rookie hours.
Furthermore, practice here runs during the day. The important sessions and qualifying often take place under lights. As a result, FP1's daytime practice is less representative of what counts later.
The track itself
The Autodromo Hermanos Rodriguez calls for maximum downforce. Yet the track provides little real downforce due to its high altitude. The circuit lies just below 2,300 metres altitude. Air density is significantly lower there.
But the main feature is how “green” the track is for FP1. The asphalt is often dusty and offers little grip in the first runs. During the weekend, the track changes dramatically. That strong evolution makes the data from FP1 difficult to interpret.
What are the drivers saying?
Several regular drivers feel you lose little by skipping FP1 at this track. The track is often four seconds slower in FP1 than in qualifying. This is due to dirt and difference in conditions. Sometimes it even helps not to ride FP1. You then avoid bad first experiences and go into FP2 blank.
Some drivers already have experience on both sides. One driver who has debuted here before in FP1 said Mexico is a logical choice to miss a session. He admitted that he made the wrong choice of another circuit once, but that Mexico is the right place to sacrifice one.
Other drivers pointed out that missing FP1 could have drawbacks. A team that introduced a major aerodynamic upgrade therefore had less routine testing in FP1 to fine-tune new settings. Such unexpected situations are difficult to assess in advance.
Rookies this weekend
Teams use Mexico to showcase young talent as well as experienced test drivers in action. These are the names that will be in action in FP1:
- Arvid Lindblad (Red Bull)
- Pato O'Ward (McLaren)
- Antonio Fuoco (Ferrari)
- Fred Vesti (Mercedes)
- Luke Browning (Williams)
- Jak Crawford (Aston Martin)
- Paul Aron (Alpine)
- Ayumu Iwasa (Racing Bulls)
- Ryo Hirakawa (Haas)
Sauber is the only formation without a rookie this time. They have already fulfilled the requirement. That was because Gabriel Bortoleto and Paul Aron previously filled in sessions for the team.
Opportunities for rookies
For the teams, the priority is clear: the replacements must drive professionally and consistently. For the rookies, it is a chance to impress. Some names are already seen as future F1 material. A teammate who has done rookie hours before explicitly pointed to Luke Browning as someone to keep an eye on. He performs strongly in F2 and does a lot of private training with his team.
All in all, Mexico remains one of the best venues to give young drivers experience without putting teams at too much risk.
Oct 24, 2025 | Formula 1
What's up
The FIA's confirmation on the 2024 cost cap reports has been delayed. Normally, those certificates appear shortly after the summer break. This year, the usual announcement remained five to seven weeks away. That raises a lot of questions and speculation in the paddock.
Why there are delays
The delay could mean two things. Either the FIA is carrying out additional checks. Or investigations into possible violations are ongoing.
It is not uncommon for the FIA to revisit details. Sometimes questions follow about how teams have interpreted costs. In other cases, the FIA searches longer because things are unclear or multiple teams seem to be involved.
The FIA publicly reported that the assessment is not yet complete and that the outcome is expected soon. No statements will be made about individual teams.
How the audit process works
Teams must submit their expenses for the previous 12 months by 31 March each year. Those figures are examined by the FIA's Cost Cap Administration. If everything is correct, a team gets a compliance certificate. If there are doubts, an investigation follows.
In an investigation, two routes exist. Minor, procedural errors can be dealt with through a so-called Accepted Breach Agreement (ABA). Serious breaches go to the Cost Cap Adjudication Panel, a committee of 6 to 12 judges. Their hearings are closed and only the final decision is made public. That ruling can later be challenged at the FIA's International Court of Appeal.
What a team should do at an ABA
To accept an ABA, a team must acknowledge that it has broken the rules. It must accept the sanctions imposed. It pays any costs and releases the right to challenge the ABA.
Which penalties are possible
The severity of sanctions depends on the nature and extent of the offence. Below is an overview of possible measures:
- Procedural errors: usually only a fine.
- Late or no submission of documents: possible deduction of constructor points.
- Small overrun (<5%): boete en/of lichte sportieve sancties.
- Material excess (>5%): deduction of constructor points, fines, heavier sporting penalties or even exclusion.
Examples of minor sporting sanctions include a public reprimand, deduction of points, suspension for races, restrictions on testing or a reduction in a future cost cap.
Financial frameworks
The baseline cost cap last year stood at $135 million. Due to inflation and calendar adjustments, the effective cap came to around $165 million. Motor developments are subject to a separate cap of $95 million.
Precedent from 2022
Two teams were already fined in 2022. Red Bull was fined $7 million and restricted 10% on wind tunnel time. Their excess was just above the 5% limit in money terms. Aston Martin was fined $450,000 for procedural errors in accounting for certain costs, such as construction costs and contractual items. A team that submitted late then also received a small fine after voluntary notification.
What can we expect?
The long delay indicates that the situation is complex. That could mean that the FIA is investigating several files in depth. It may also mean that there is much debate about what exactly falls within the cost cap or not.
In the end, two outcomes are most likely: the FIA gives all teams the green light or one or more sanctions will follow, ranging from fines to sporting measures. The coming weeks should bring clarity.
Oct 24, 2025 | Formula 1
Decision reversed
McLaren has withdrawn the minor sporting measure previously imposed against Lando Norris. The team management reviewed the case after the crash in the sprint of the United States Grand Prix. This removes the sanction for the rest of the season.
Background: Singapore incident and the original measure
Earlier this weekend, McLaren had already taken measures after Norris was found guilty of colliding with teammate Oscar Piastri in Singapore. That measure meant Piastri could choose whether to leave the garage earlier or later than Norris during the final part of qualifying. It was intended to hold Norris responsible for the contact in Singapore.
What happened in Austin?
In the sprint in Austin, both McLaren drivers hit each other at the first corner and both crashed out. Piastri was hit after briefly cutting from outside to inside. He first hit Nico Hülkenberg's Sauber and then bounced into Norris' car.
Initially, McLaren pointed to Hülkenberg and Fernando Alonso. The reason was that Alonso was driving a very tight line on the inside, forcing Hülkenberg to miss the ideal apex point to leave space. That made the situation trickier when Piastri steered back to pass Norris.
Reassessment and conclusion
After internal investigations, McLaren has revised its position. The team still believes Hülkenberg and Alonso could have been more careful. At the same time, McLaren acknowledges that Piastri should have acted more carefully. Piastri himself also took some responsibility.
Why the measure was reversed
- McLaren felt it was fair to stop treating Norris differently for the same kind of incident.
- Piastri took responsibility and the team saw that the situation was more complex than it seemed at first.
- With a serious title challenge from outside the team, the championship also plays a role in the decision.
McLaren calls the reconciliation between Norris and Piastri a “clean break”. Race weekends will now be handled as usual.
Impact on the championship
The failure of both McLaren drivers in the Austin sprint was painful. Max Verstappen won both the sprint and the Grand Prix on Sunday. As a result, he brought Piastri 23 points behind.
Piastri is now 40 points behind the championship leader and 16 points behind Norris, who is in second place. Five grands prix and two sprint races remain this season.
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