Oct 24, 2025 | Formula 1
What happened
Red Bull will no longer try to remove the tape McLaren put on the pit wall near Lando Norris on the grid. The two teams have agreed on this. That petty competition on the grid had to stop.
Red Bull was previously fined €50,000, half of which was conditional. The sanction followed after a team member ignored instructions from pit marshals and violated rules about leaving the grid. That employee tried to walk back through an opening in the pitlane to disrupt the tape.
Why McLaren is using the tape
McLaren sticks the tape as an additional guideline for Norris to put exactly in his grid box. The tape is not a primary reference. Usually Norris uses the yellow line on the tarmac. The tape is a back-up if that line is hard to see.
How McLaren made it difficult
The change of action between the two teams' mechanics grew into a little cat-and-mouse game. McLaren deliberately made it difficult for Red Bull to remove the tape.
- The tape was sometimes cut into long vertical strips, so you couldn't pull it all off at once.
- There was sometimes a mechanic for the tape on the grid until the last minute.
- Sometimes they stuck two layers of tape. The second layer had a playful text on it to make it extra tricky.
Conversations and possible consequences
Team chiefs Andrea Stella and Laurent Mekies spoke this week. They wanted closure before it escalates. Nobody wants the rivalry between McLaren and Red Bull to become a distraction as the championship approaches.
In the United States, the tape act led to rules being broken. In a worst-case scenario, that could have delayed the start of the race. Therefore, both sides thought it wise to draw a line under it.
Norris on the situation
Lando Norris found it extra funny that Red Bull got into trouble. He said he didn't even use the tape that weekend. They stuck the tape ‘just in case’ and he didn't need it. He also said that McLaren had faced attempts to unstick the tape before, for example at Monza. Sometimes he uses the tape, sometimes not. He expects McLaren to continue with it as a back-up, even if it is not usually needed.
Oct 24, 2025 | Formula 1
Thursday's summary
On Thursday in Mexico, a few incidents took centre stage. Most revolved around minor squabbles and technical problems. Teams and drivers spoke out. Here are the main points, short and clear.
- Red Bull was fined after a team member removed tape on the grid.
- McLaren is keeping the tape on, but wants to avoid escalation.
- McLaren has given both drivers a clean sheet after the crash in Austin.
- Internal tensions at Alpine, and criticism from Sainz over penalty provisions.
Norris and the tape: joke with consequences
At the last race in the United States, Red Bull was fined €50,000. Half of that fine was suspended. A team member ignored instructions and walked back along the pit wall. The aim was to remove the tape McLaren used for Lando Norris on the grid. Norris made light of it. He said he didn't even really need the tape. McLaren used two layers of tape and wrote a message on the second layer. The incident was seen by some as unsportsmanlike. But it also led to discussion because, in a bad situation, it could have delayed the start.
McLaren and Red Bull want to keep the peace
McLaren and Red Bull team officials have discussed the incident. Both sides do not want an escalation. The rivalry should not become a distraction as the season draws to a close. It was agreed that such a game should not turn into bigger problems.
Norris’ penalty expires after crash with Piastri
McLaren gave both drivers a clean sheet for the rest of the season. That happened after Oscar Piastri took partial responsibility for their collision in the United States sprint. This quickly closed the discussion on the punishment for Norris after the Singapore crash. Norris had had an internal penalty from McLaren in the US. That gave Piastri influence over when he was allowed to leave the garage during qualifying. Now they are proceeding as before, with alternating departures from the garage.
Alpine: team order violated, issue resolved
At Alpine, Franco Colapinto passed a position to teammate Pierre Gasly, despite team instructions not to do so. It involved place 17, with no points. Team management spoke sharply about the action. The matter was discussed and, according to both drivers, it was resolved. Colapinto eventually acknowledged that a team instruction should always be followed. Gasly said it was difficult to understand and that the action did not have a good time.
Sainz frustrated with rules and punishment
Carlos Sainz is angry about a grid penalty he took for a collision in Austin. He calls the penalty disproportionate. His biggest objection is how steward decisions are arrived at. He thinks guidelines are applied too strictly as if they were rules. Sainz plans to raise the point at the planned meeting of drivers and the FIA in Qatar. He previously recalled a penalty after objecting, reinforcing his concerns.
What makes Red Bull better and Verstappen's form
Red Bull has made upgrades this season, including a new front wing from Monza. Those improvements and better knowledge of the car give more consistency. The car can now be set up differently. That delivers more speed and less slippage on the tyres. For Max Verstappen, that means more confidence. He can adjust the car more aggressively without losing the rear end. Verstappen feels positive pressure and says the team normally performs well under pressure.
Isack Hadjar talks about his chances
Isack Hadjar exudes confidence about his chances at Red Bull. He feels his performance is consistent, especially during free practice sessions. Hadjar feels his results do not always honestly show the speed he had. He hopes for clarity on his future at the end of the year. Last year, his future was uncertain. Now it is much less so.
Ocon struggles with Haas update
Esteban Ocon is struggling with a Haas aerodynamic update brought in at Austin. He is struggling with uncertainty at high speed. This happened especially in the fast chicane at Turn 5 at Circuit of the Americas. Ocon had to use less front wing than teammate Bearman. That points to too much impact sensitivity and lack of rear-end confidence. Team principal Ayao Komatsu stated that the upgrade met expectations, but that driving style differences play a role. For Ocon, it remains difficult on crowded, bumpy stretches.
Tsunoda apologised
Yuki Tsunoda apologised to his former team for harsh words about Liam Lawson after qualifying in Austin. Tsunoda said his comments in the media were unnecessary. Lawson and Tsunoda did not speak at length in person. The tension is understandable. The stakes are high. Isack Hadjar seems to be promoted towards Red Bull and other seats are uncertain. That increases the pressure on the drivers.
Main conclusions
The atmosphere is tense but professional. Teams want clear boundaries. Some incident sketches show that small issues can escalate. At the same time, technical updates continue to make the difference in speed and confidence.
- Games on the grid can cause penalties and risks.
- Team discipline remains crucial, even in small positions.
- Upgrades sometimes give immediate benefits, but demand adjustment from drivers.
The coming races will be decisive. Teams and drivers will weigh closely when to take risks.
Oct 24, 2025 | Formula 1
Brief overview
Aston Martin has taken responsibility for a minor procedural violation surrounding the 2024 F1 cost cap. The team reported that a signature was missing from fully checked documents submitted before the deadline. That missing signature led to a formal settlement via an Accepted Breach Agreement.
What exactly happened?
The missing signature got in the way, despite Aston Martin's expenses remaining below the set ceiling. The team said the situation was beyond its control. Once the correct signature was available, Aston Martin resubmitted the documents. The team kept the FIA informed throughout the process.
Key facts
- Signatures were missing from the submitted and audited documents.
- Aston Martin resubmitted the documents when the signature was arranged.
- Expenditure was below the cost recovery ceiling.
- The team signed an Accepted Breach Agreement, accepting responsibility.
- No further punishment was imposed beyond the costs incurred.
Research implications and status
According to sources, no additional punishment was imposed due to circumstances beyond the team's control. The case will not be made official yet until the FIA releases its findings on all teams. The FIA says it is finalising its review of the 2024 bookings of teams and engine suppliers. The outcome will be made public once all assessments are complete.
The FIA says it will not comment further on individual entries until the full assessment is complete. Once all teams have been assessed, a joint announcement of the results will follow.
In short, Aston Martin acknowledges the procedural error, rectified the administration and does not appear to face any additional sporting sanction. Final confirmation depends on the upcoming FIA announcement.
Oct 23, 2025 | Formula 1
An unexpected victory
Alpine credited a surprise victory in Fuji in the Hypercar class. The #35 car with Charles Milesi, Paul-Loup Chatin and Ferdinand Habsburg won after a race with three safety-car periods and five full-course yellows. The win came from a bold strategic choice in the closing stages.
The smart gamble that decided the race
Early in the race, Habsburg hit a Toyota and received a five-second penalty. As a result, the #35 dropped far back. Nevertheless, Alpine came back thanks to good race management and a bold final pit stop: only changing two tyres. That short stop gave Milesi two hot tyres for his out-lap. That advantage proved decisive to take over the lead.
Why this win matters
The win comes at the perfect time. Alpine had a strong start with podiums, but then dropped way back. They finished ninth at Le Mans and in São Paulo, among others, and 11th in Austin. Within the team, the pressure was mounting. At the same time, managerial changes and budget controls were running within the car manufacturer. The victory sent a clear message to management: the WEC effort delivers results and is not an unnecessary cost.
The underdog among the giants
Alpine operates as one of the smaller factory teams. Its budget and test miles are limited compared to Toyota, Ferrari, Porsche, Cadillac and BMW. Alpine has less sophisticated simulators and fewer test days. Yet the Hypercar scheme shows that smaller teams can win when strategy, precision and guts come together. The win in Japan underlines that.
Signatech: the backbone of the programme
The collaboration with Signatech is crucial. Signatech built up years of experience in lower classes and at Le Mans. That experience made the A424 possible. Alpine took over almost half of Signatech in 2024, blurring the lines between manufacturer and partner. The Fuji win confirms that the joint model works.
A troubled 2025
2025 brought many changes. There were personnel changes within the motorsport department. The F1 engine strategy also changed, with Alpine switching to Mercedes engines in Formula 1 from 2026. In addition, Alpine took the assembly and maintenance of the A424 engine in-house in Viry-Chatillon, after Mecachrome previously developed many parts.
Preparing for 2026
Alpine does not rest on this win. The A424 was originally designed as a low-drag car for Le Mans. However, the BoP modifications required more low-speed power. With low downforce, it is difficult to make good use of that power. So Alpine is now using one of its Evo jokers to modify the aerodynamics: less extreme low-drag parts and more downforce.
- An Evo package aimed at more downforce.
- Tests scheduled in Bahrain immediately after the season.
- Wind tunnel validation scheduled for mid-December.
Riders and technical reinforcement
The driver budget also changes. Milesi, Frédéric Makowiecki and Jules Gounon remain on board. Antonio Felix da Costa joins as an experienced set-up specialist. Paul-Loup Chatin leaves for another team and Habsburg does not have a guaranteed seat. Names like Victor Martins and Pietro Fittipaldi are rotating in the conversation about possible replacements. The technical staff is also getting reinforced: an experienced lead engineer has been recruited to accelerate development.
What does this mean for the future?
The win in Fuji is not the end point. It is a foundation. Alpine now needs to build on to structurally compete for championships and Le Mans wins. The challenge remains: more tests, faster development and a stronger team. If Alpine takes these steps, the underdog can stunt more often. The coming months will show whether Fuji is a turning point or a nice moment between two battle points.
Oct 23, 2025 | Formula 1
Mekies: Tsunoda still not good enough
Red Bulls team boss Laurent Mekies says Yuki Tsunoda is not yet performing well enough. He does acknowledge progress. But he says the result is not enough to be reassured. Tsunoda himself does not feel satisfied either.
What happened in Austin
Tsunoda scored points in both the sprint and the main race of the US Grand Prix. In total, that earned eight points, his best week this season. He started in the sprint from spot 18 and made two strong starts.
At the same time, the gap to teammate Max Verstappen remained wide. In the race, Tsunoda lost about 52 seconds on Verstappen. In qualifying, he was 0.765 seconds slower.
Tyre and balance problems
Tsunoda said he was too cautious with tyre management during the second stint. He said it is difficult to feel the limit and therefore does not know quite how much he can push up on longer runs. He is also struggling with the lack of grip on the soft compounds.
On the softs, the gap with Verstappen widened. Whereas the hard tyres seemed competitive at first, that advantage disappeared on softer rubbers. Tsunoda also suspects to suffer from the bumpy track.
Racecraft and opening laps
In Austin, his first laps were remarkably aggressive. In the sprint, he dived in sharply at Turn 1 and took advantage of the chaos at the front. In the process, he narrowly hit another driver's car. In the main race, he took bold but mostly sensible risks. On an optimistic overtaking attempt, he needed the help of Carlos Sainz to avoid a collision.
Impact on the team
The main problem is that Tsunoda could not maintain the same speed after those sharp starts. The lack of a regular points-scoring second car will cost Red Bull points in the constructors' championship. That makes the team choice for 2026 all the more important.
Choices for 2026
Red Bull is considering several options for next year. Rookie Isack Hadjar is considered a serious candidate for the Red Bull seat. The team does not want to wait until the end of the year again with a decision. It is looking to tie the knot as early as around the Mexican Grand Prix.
Tsunoda is not expected to be replaced this season. Red Bull still needs him for the constructors' battle. He can also help in testing and in supporting Verstappen in the drivers' championship.
- Hadjar promote to senior car.
- Forwarding Arvid Lindblad to Racing Bulls.
- Putting Tsunoda back at Racing Bulls along with Lawson.
- One experienced driver alongside a young Lindblad to lead the team.
Practical considerations and relationships
Arvid Lindblad had a winning Formula 2 season, but he is still young and also made incidents. A combination of experience and youth seems preferable. That could mean Red Bull choosing one experienced driver to guide Lindblad.
There is also tension between some drivers. The relationship between Tsunoda and Liam Lawson is not hot. That will count in the final line-up.
In conclusion
The clock is ticking for Tsunoda. He is showing progress by finishing in the points twice and showing strong starts. But consistent speed is still lacking. Red Bull needs to make a quick decision on 2026, while at the same time the team wants to use the remaining races to collect points and important data.
Oct 22, 2025 | Formula 1
From youth talent to Ferrari
Antonio Fuoco will make his first appearance during a Formula 1 weekend this weekend. He will take charge of the first free practice session as Lewis Hamilton's replacement. It is his official FP1 debut, more than a decade after his first F1 test.
Ferrari brought Fuoco in early. They signed him at the age of 16, even before he made his real single-seater debut. Immediately in his first year on the junior ladder, he grabbed the championship in Formula Renault 2.0 Alps. He beat experienced drivers like Luca Ghiotto and competed against up-and-coming names like Pierre Gasly.
In the following years, Fuoco competed against talents such as Max Verstappen and Esteban Ocon. He won as early as his first Formula 3 weekend and finished that season fifth. His speed was obvious, even if consistency was sometimes lacking.
Years in GP3 and F2
Fuoco got his first F1 test with Ferrari in June 2015 at the Red Bull Ring. At the time, he was 19 and active in GP3. His first GP3 season was disappointing, but he came back strongly in 2016, finishing third in the championship behind Charles Leclerc and Alex Albon.
In 2017, he drove alongside Leclerc in Formula 2. Leclerc dominated that year. Fuoco still showed speed, but results did not always pan out. His only feature race win in 2017 came at Monza, partly due to an incident between competitors and a penalty for the initial winner. In 2018, he stayed in F2 and picked up two sprint wins. However, the chance of a permanent F1 seat seemed lost at the time.
Key link at Ferrari
Fuoco did stay with Ferrari as a simulator and development driver. His qualities on the simulator and in the car were highly appreciated. This earned him several F1 tests, including at Abu Dhabi in 2020, 2021 and 2024. In addition, he was a key driver in Ferrari's return to the 24 Hours of Le Mans.
Ferrari's benchmark in the WEC
In 2023, Fuoco made his debut in the World Endurance Championship. Immediately he showed how fast he was. He took pole at Sebring and later at Le Mans. At Le Mans, he was almost eight tenths of a second faster than teammate Alessandro Pier Guidi in qualifying. During the race, he set the fastest lap.
He later scored poles at Imola and at Spa. On pure speed, he was almost untouchable within the Ferrari programme for a long time. Only a few colleagues, such as Antonio Giovinazzi, caught up with him on that front.
Results and setbacks
Fuoco was one of the standouts in the 2023 edition of Le Mans, but mechanical failure cost him that victory. The following year, he seemed to put things right and wrote Le Mans to his name alongside Miguel Molina and Nicklas Nielsen. However, it was later revealed that the car did not comply with the regulations due to a problem with the rear wing. That disqualification nibbled away at the title aspirations.
Fuoco also made mistakes. At Imola, all his qualifying laps were scrapped due to track limits. In the same race, he received a penalty after an incident in which he pushed Sébastien Buemi's Toyota off the track during a battle for positions. Such moments show that sometimes speed comes at the expense of patience and controlled execution.
Why this FP1 performance is deserved
This FP1 appearance does not fundamentally change Fuoco's career. He already drove hundreds of F1 kilometres in tests and on the simulator. Still, it is a public reward for years of loyal commitment at Ferrari. Being on the track with the best drivers during a Grand Prix is prestige.
Many experts see Fuoco as one of those drivers who, in different circumstances, could well have ended up in F1 in the 2010s. Timing, team choice and the quality of his generation all played a part.
- 16 years old: signed by Ferrari as a junior
- 2015: first F1 test at the Red Bull Ring
- 2016: third in GP3 championship
- 2023: WEC debut, pole at Sebring and Le Mans
- 2024: Le Mans victory (later disputed due to technical irregularity)
- 2025: FP1 debut at Mexico Grand Prix
In short: Antonio Fuoco is now getting his moment on the big F1 stage. It is not an unexpected move. It is a well-deserved reward for someone who has played an important role within Ferrari for years.
Oct 21, 2025 | Formula 1
State and reality
On paper, Oscar Piastri has the best starting position. He is 40 points ahead of Max Verstappen. Lando Norris follows on 14 points from Piastri. That gives McLaren the opportunity to decide the title itself.
What McLaren does control
Team principal Andrea Stella says the outcome of the season is in McLarens hands. He refers to circuits and trends since Baku and stresses that the team must continue to maximise opportunities. According to him, things went wrong in Baku and the United States, among others, because McLaren did not perform optimally.
That attitude is justified. McLaren has often let down a fast car because of team or driver mistakes. Yet the potential remains clear: if McLaren runs better weekends, it is still in a good position.
The form factor
But form tells a different story from the standings. Verstappen has built a lot of momentum. In the past four race weekends, he gained 64 points on Piastri. That makes him dangerous in the closing stages of the championship.
Verstappen says the opportunity is definitely there now. Red Bull and he improved the car after the summer break. Since then, they have performed almost flawlessly, something McLaren has not consistently managed.
What Verstappen benefits from
Verstappen got help from bad luck at McLaren. Examples include Norris dropping out at Zandvoort due to an engine problem, Piastri crashing in Baku and the incident that eliminated both McLarens in Austin in the sprint. As a result, Verstappen has scored as many points as Piastri and Norris combined since the summer break.
Above all, Verstappen has experience of pressure. He and Red Bull know how to handle a title fight. Piastri and Norris are now really experiencing for the first time what is involved in a drivers' championship. That experience works in Verstappen's favour.
The arithmetic
There are still five grands prix and two sprints to go. That means 141 points to distribute. If Verstappen wins every race and sprint, he will get a maximum of 141 points. But if Piastri finishes second in all grands prix and also second in both sprints, the maximum win difference for Verstappen is only 37 points. So Verstappen is not yet fully in control of his own destiny.
- If Norris consistently beats Piastri, it increases Verstappens chances. By pushing Piastri to place three each time, Verstappens theoretical gains grow by 3 points per grand prix and 1 point per sprint.
- In this way, the extra swing could add up to 17 points. Together with the aforementioned 37 points, Verstappen can thus make up 54 points, enough to become champion.
McLarens tough choice
McLaren does not want to force Norris to help Piastri. The team wants both drivers to race freely. Decisions on team orders McLaren wants to make only on the basis of hard data. Stella says the team wants to use the remaining races to widen the gap with Verstappen.
That is understandable. But as long as McLaren makes mistakes and the two drivers cost each other points, Verstappen remains a real threat.
Who is in control?
The answer depends on what you consider more important: current points position, form, psychological pressure or experience. Piastri has the most points and is therefore technically closest to the title. Verstappen has momentum and experience on his side. That makes him dangerous.
In short: McLaren is in control as long as it does not make any new mistakes. But Verstappen can still take the championship if the McLarens continue to handicap each other and Red Bull maintains its strong form.
Oct 21, 2025 | Formula 1
What you need to know
Formula 1 travels on to Mexico City. This comes immediately after a spectacular Grand Prix in the United States. That race had major implications for the title race. The circuit in Mexico is at a high altitude. That can affect the performance of the autos.
Time zone and clock change
Mexico City uses Central Standard Time (CST). It is now six hours earlier there than in the Netherlands. Note that in the Netherlands, clocks will be set back one hour at 02:00 on Sunday 26 October. After that, Mexico City is seven hours behind CET.
Schedule in local time (Mexico City)
Friday, 24 October
Saturday 25 October
- FP3: 11:30
- Qualifying: 15:00
Sunday 26 October
- Race - Mexican Grand Prix: 14:00
Schedule in Dutch time (CET)
Below are the times for viewers in the UK. Please note the clock change on the night of Saturday to Sunday.
Friday, 24 October
Saturday 25 October
- FP3: 19:30
- Qualifying: 23:00
Sunday 26 October
- Race - Mexican Grand Prix: 21:00
Practical tip for viewers
Just before watching, check the time. Especially if you are watching in the Netherlands, because of the transition from summer time to winter time. Don't want to miss anything live? Make sure you turn on well in time, especially at qualifying and the start of the race.
Oct 21, 2025 | Formula 1
What happened
In Austin, a Red Bull mechanic tried to move the tape used by Lando Norris as a reference on the grid. This was noticed. The mechanic returned to the grid against instructions from officials and that resulted in a fine. The incident received a lot of attention and raises questions about sportsmanship in the title race.
Why Norris uses tape
F1 grid boxes are 2.7 metres wide. From the cockpit, you cannot see everything. Halo, low seating position and bodywork limit visibility. This makes it difficult to stop at exactly the right spot. If you are too far forward, you can get a penalty. If you are too far back, you lose starting positions.
For this, Norris works on a set routine with his race engineer. The latter sticks a piece of tape on the wall next to his grid spot. The tape is aligned with a fixed point on the car. After the formation lap, that tape allows Norris to stop precisely. This is a well-known method in other forms of motorsport and some other F1 drivers use something similar.
Why Red Bull would try to interfere
The advantage for Red Bull is clear. If you remove or move the tape, you could disrupt Norris' start. That could cause two things:
- He drives too carefully and is too far back, losing places.
- He is too far forward and risks a grid penalty.
Sources report that this is not the first time Red Bull would have tried this. It is, however, the first time they have been caught. McLaren adjusted the fixing of the tape in Austin so that the tape was harder to remove. Possibly that caused the hurried behaviour of the Red Bull mechanic and his return to the grid.
Sportsmanship and the rules
There is no clear rule explicitly forbidding taking someone's tape off the wall. The incident only came into focus because there was a violation with the return to the grid. Still, it touches on sporting conduct.
The FIA has rules about fairness and sporting conduct. The International Sporting Code states that any action that violates the principles of fairness or is intended to unfairly influence the outcome can be an offence. Whether the removal of tape is officially considered unsportsmanlike would depend on a formal complaint and decision by the FIA.
To indicate where the boundary becomes difficult, consider similar examples. These show how vague the boundary can be:
- Moving a helmet or gloves on the grid.
- Switching off heaters in tyres.
- Intentionally interfering with radio communications.
What this means for the title race
The incident shows how seriously both teams are taking this end of the season. Red Bull is looking for every opportunity to make things difficult for its rival. The team said every weekend must be perfect and is working hard to do so.
McLaren has shown it can take measures to protect itself better. It will be interesting to see if McLaren tightens the tape even more in Mexico and if Red Bull persists in trying to interfere.
Conclusion
It was a small but telling incident. Legally, it is not simple to punish it directly. However, it does raise questions about standards and good manners within F1. Expect teams to keep paying attention to such details during the decisive races.
Oct 21, 2025 | Formula 1
In a nutshell
McLaren says it has no major concerns about the title race. Team principal Andrea Stella believes Lando Norris had the speed to win in Austin. The problem was losing position at Turn 1 to Charles Leclerc.
What happened in Austin
Max Verstappen won the United States Grand Prix by almost eight seconds ahead of Norris. After that race, Verstappen is 40 points behind leader Oscar Piastri. Norris is 14 points off Piastri.
Stella stressed that the McLaren's underlying speed was encouraging. Without the battle with Leclerc at the start, he argued, Norris would have had a real chance of victory.
Norris on his race and qualifying
Norris was more nuanced. He found it difficult to get close to Leclerc. As a result, it proved difficult to then really attack Verstappen. According to Norris, part of the problem was in qualifying. He missed a perfect lap and he regretted that.
On strategy, Norris said the team did a good job. He stated that there were options, such as coming in earlier or trying to undercut. But on the soft tyres there are also risks, such as a safety car.
Sprint, set-up and lost data
McLaren lost valuable track data due to an incident in the sprint. Both cars were involved in a collision at Turn 1. This allowed the team to be less aggressive with tuning, such as driving heights. One or two millimetres can make a noticeable difference.
Stella said there was additional pace in the car that they did not fully utilise. He said this will not affect the planned upgrades. The development line remains the same for the rest of the season.
Key points
- McLaren believes the car was fast enough to win.
- Losing position to Leclerc at Turn 1 changed the race.
- Data loss in the sprint limited risky adjustment choices.
- McLaren remains confident of championship chances.
Looking ahead
Stella stressed that the title is still in his own hands. He called for calm and focus. McLaren wants to perform to the maximum and take every opportunity in the remaining races.
Oct 21, 2025 | Formula 1
Rule and brief explanation
Each Formula 1 team must run a 'rookie' twice per car in an FP1 session this season. A rookie is a driver with no more than one Grand Prix start to his name. This is the hard standard that teams must follow.
Some names have already completed the requirement. Kimi Antonelli (Mercedes), Isack Hadjar (Racing Bulls) and Gabriel Bortoleto (Sauber) came to their mandatory sessions in Australia and China.
Some drivers don't count. Ollie Bearman already started three times in Grands Prix last year, so he is no longer a rookie. Jack Doohan made his debut in Abu Dhabi last year. So technically, he could have counted as a rookie in Australia. However, Alpine was already using rookies for four sessions, so that situation was not a factor.
Mexico and notable names
Several young drivers are again on the list for the Mexico weekend. Williams puts in F2 driver Luke Browning. Aston Martin has Jak Crawford driving. Red Bull chooses Arvid Lindblad.
Crawford makes his first FP1 appearance in Formula 1. For Browning and Lindblad, it is their second free practice of the season.
In addition, IndyCar winner Pato O'Ward returns in a McLaren for an FP1 session.
Confirmed FP1 smoke runs by team
The table below shows the stakes known so far per team and per race.
- McLaren (3): Alex Dunne - Austria, Italy; Pato O'Ward - Mexico.
- Ferrari (2): Dino Beganovic - Bahrain, Austria.
- Red Bull (3): Ayumu Iwasa - Bahrain; Arvid Lindblad - Great Britain, Mexico.
- Mercedes (3): Kimi Antonelli - Australia, China; Frederick Vesti - Bahrain.
- Aston Martin (3): Felipe Drugovich - Bahrain, Hungary; Jak Crawford - Mexico.
- Alpine (4): Jack Doohan - Australia (not counted as a rookie); Paul Aron - three times (Italy + 2 races to be determined); Ryo Hirakawa - Japan.
- Haas (2): Ryo Hirakawa - Bahrain, Spain.
- Racing Bulls (2): Isack Hadjar - Australia, China.
- Williams (3): Luke Browning - Bahrain, Mexico; Victor Martins - Spain.
- Sauber (4): Gabriel Bortoleto - Australia, China; Paul Aron - Great Britain, Hungary.
What stands out?
Teams actively rotate riders. Some juniors drive for several teams in separate sessions. This provides extra experience for the young drivers. For teams, it is also a way to test talent without changing racing seats.
Oct 20, 2025 | Formula 1
Zak Brown reacted quickly and emotionally after the chain reaction crash in Turn 1 during the Austin sprint. His first statement was clear: he pointed to Nico Hulkenberg as the culprit, calling it amateurish driving in his opinion and stating that Hulkenberg hit Oscar Piastri. Later, Brown corrected himself on television and personally sent both Saubers team boss Jonathan Wheatley and Hulkenberg an apology text. That series of actions exposes the tension and stress within Formula 1.
The dynamics of a heat moment
In the heat of the moment, those involved often point in one direction. Brown did the same. He was on the pit wall, emotion high, two McLarens out and a world title race at stake. Wheatley acknowledged that emotion and downplayed the issue: 'he said it in the heat of the moment'. This makes it clear that public reactions from team leaders do not always reflect the final assessment of an incident.
Going back on your words: weakness or responsible leadership?
Brown chimed in after reviewing the footage. This is relevant. A public correction and personal apology do not show weakness. They show responsibility. In a world where public statements escalate quickly, a quick rectification has a calming effect. Brown chose to take responsibility for his earlier words and rectify the situation to the team involved and the driver.
Team internal assessment versus media pressure
McLaren decides to assess the clash between Norris and Piastri internally. Andrea Stella said a direct confrontation in Austin would be more distracting than beneficial and that 'reset' was a priority. That makes sense. Teams operate at the cutting edge. Taking out a rival in Turn 1 not only destroys race opportunities but also creates media pressure. Keeping things internal allows a team to look more rationally at cause, context and proportionate action.
Precedent and consequences
It refers to an earlier McLaren review after Singapore, which showed that Norris bore responsibility and received unspecified consequences. That precedent works both ways. It makes it clear that McLaren is willing to sanction driving behaviour if it fits within their racing framework. At the same time, it illustrates why public accusations from opponents must be weighed carefully. Too quick a public condemnation can undermine internal procedures or create expectations that are later not met.
What does Austin teach us about leadership and reputation in Formula 1?
First: passion remains a core value. Wheatley rightly mentions it: this is a passionate sport and emotions run high when two championship cars go out at the first corner. Second: mastery and process win in the long run. Brown did what was sensible: he corrected his position, contacted personally and did not let the incident become a permanent dispute between teams.
Conclusion
The events in Austin show the tension line between emotion and professional management. Zak Brown's initial reaction reflected the natural reaction of a team leader whose interests have been affected. His quick retraction and apology show that responsibility is more important than scoring points in the media. The same is true for McLaren: public condemnation helps little if the team wants to make its internal race framework and consistency policy work. In that balance between passion and control lies the key to both on-track success and credible off-track leadership.
Oct 20, 2025 | Formula 1
The US weekend at COTA showed once again that Formula 1 racing is not just about speed. Max Verstappen placed his title fight back in the limelight with 33 maximum points. But the main lesson of the Grand Prix is not about him: it was a race in which a sudden 180-degree turn of the wind, a brilliant strategic gamble by Ferrari and the physics of tyre management combined to undermine Norris' chances.
Wind: the invisible race leader
Since qualifying, the wind at COTA turned completely. A detail, but one that changed the whole dynamic. Whereas teams based their setups on one wind direction, during the race, tailwinds suddenly appeared in the slow corners. Tailwind increases the demand for mechanical grip - exactly where the soft tyre excels and the hard tyre falls short. Ferrari understood this and put Leclerc on softs. That choice proved crucial.
Ferrari's gamble and why McLaren stranded
Charles Leclerc started from the second row of the grid on softs with the intention of taking the lead with better traction and clean air. The start worked: Leclerc gained superior traction and pushed past Norris. For McLaren, there were two problems at once: Norris was stuck behind a Ferrari that held reason ahead of him, while Verstappen ran away undisturbed. By the end of the opening lap, Verstappen was already 1.4 seconds ahead.
More importantly, the hard tyre proved too slow on this track and with that wind. A one-stop strategy remained necessary, however, as tyre temperatures and casing stress made it impossible to push hard enough that an extra pit stop paid off. That forced many drivers into long opening stints on mediums, making a combination of medium and soft inevitable - and McLaren was thus stuck with a long stint.
Norris' battle: racecraft against tyre physiology
Norris showed why he is among the best in the field. He had to fight in dirty air and drain his tyres in the attempt to follow and pass Leclerc. It was only on lap 21 that he passed, but Verstappen was now almost 11 seconds ahead. During the second stint, Norris had to pass Leclerc again - Leclerc had stopped earlier and got back ahead in time.
At the heart of Norris' malaise was not a lack of will or speed, but thermals: the softs he was given after his stop had already been used for six laps 'qualified' and the top layer overheated as soon as he got close to a predecessor. Overheating carcass reduces grip dramatically. With 10 laps to go, Norris reported over the radio that he had lost his tyres. His engineer Will Joseph kept his cool and advised throttle down to lower carcass temperature - a clever intervention that allowed Norris to attack later anyway.
A missed opportunity and lessons for McLaren
Norris eventually overtook Leclerc in a battle of fine steering sense and daring: five laps before the end an overtaking move into Turn 1, later a crucial pass via the dirty inside line into Turn 12. But it was not enough to threaten Verstappen. The conclusion is sharp: McLaren could have won the race, but external factors and an unfortunate strategic position made that impossible.
In practical terms, this means McLaren needs to learn two things: better anticipation of changing weather and wind conditions, and even more stringent tyre management in long stints. In addition, Oscar Piastri's weekend shows another style issue: on low-grip circuits, he is structurally two tenths behind Norris, something the team needs to work on.
In the end, Verstappen remains cool: he rates his title chances at '50/50′. For McLaren, it is clear: speed alone is no longer enough. Tactics, tyre physics and the ability to predict invisible factors such as wind will determine the outcome.
Oct 20, 2025 | Formula 1
Franco Colapinto ignored an instruction to stay behind teammate Pierre Gasly and overtook him at the start of lap 54 of 56 at the US Grand Prix. At first glance, it seems like a classic discussion about team orders. But the incident in Austin exposes something deeper: a team struggling with unclear strategy, communication and priorities in a stressful race situation.
The facts in brief
Colapinto used tyre tactics that left him about five laps apart from Gasly, who had started on softs. As a result, he clearly had more pace in the closing stages and was able to catch Gasly. During the last 20 minutes, Colapinto received several lift-and-coast messages. Alpine wanted on the one hand to save fuel and tyres and on the other hand to be sure that both cars could finish the full race distance, as there was uncertainty whether they would be lapped by Max Verstappen.
As Gabriel Bortoleto (Sauber) sat close and put pressure on, Colapinto decided that inaction was more dangerous than obeying instructions. He passed Gasly, keeping Bortoleto at bay. Alpine management, however, was not happy. Team director Steve Nielsen said any instruction from the pit wall was final and that Colapinto's behaviour would be evaluated internally. Gasly himself refused to vent publicly and mainly expressed his frustration at the team's slow performance and starting on softs.
Why this is more than just a team order discussion
On paper, it was about the 17th and 18th places - places that normally have no earth-shattering value. But context changes everything. The Alpines were not just fighting each other; they were trying to avoid finishing last and maybe even getting lapped. In addition, Colapinto was trying to prove himself for a possible permanent seat for 2026 after he replaced Jack Doohan. So his choice was both strategically and personally driven.
The problem is not just in Colapinto's individual actions. It shows a fundamental lack of clarity in Alpine's strategy and communication under pressure. When the pit wall is unsure whether the cars should save or try to defend position full out, it creates room for drivers to make their own trade-offs. That inevitably leads to conflict when those considerations go against team orders.
Who is right?
Colapinto can be seen as a driver who took responsibility. Bortoleto was close behind and threatened to pass both Alpine cars. Holding still could have led to the loss of two positions. From that perspective, it was rational to try to get to the front. At the same time, ignoring a direct instruction undermines the hierarchy that teams need to make quick, coherent decisions in chaotic situations.
My verdict: Colapinto's act was understandable and probably racially the right choice at the time. But it is also a symptom. Alpine needs to formulate clearer protocols for late-race scenarios and ensure that communication and uncertainty management (e.g. about lapping by the leader) are unambiguous. If this is not done, incidents like in Austin will keep recurring - with the stakes being not only positions but also internal calm and the trust of teammates.
The key question for Alpine is now clear: do they maintain absolute discipline and risk aversion, or do they give talents like Colapinto room to act? How they choose to shape that balance in 2026 could determine the atmosphere and performance within the team.
Oct 20, 2025 | Formula 1
Ollie Bearman lashed out hard at Yuki Tsunoda in Austin. What started as an incident in Turn 15 during lap 35 of the US Grand Prix, turned into a wider criticism of driving style, sportsmanship and exemplary behaviour. Bearman called Tsunoda's conduct "dangerous" and "against the spirit of how we should race". Those words deserve further analysis: is this about pure competitive instinct, or is Tsunoda deliberately exceeding limits you don't want to see at Formula 1 level?
The incident that ignited the fuse
The crucial situation occurred when Bearman attempted to overtake at Turn 15 and then had to swerve to avoid a collision. Bearman spun after that quick swerve but was able to limit the damage and eventually finished ninth. Tsunoda finished seventh. Bearman says Tsunoda "didn't even leave a car width of space" and that, without that evasion, it "could have been a big crash". That speaks volumes: this is not just about a lost place or a cold fight, but dangerous consequences.
Pattern or incident?
What Bearman finds extra worrying is that this would not be an isolated case. In the sprint on Saturday, according to Bearman, Tsunoda also put himself on the inside in Turn 1, taking his teammate with him. In the main race, he did something similar again in Turn 1, this time in a duel with Charles Leclerc, who, moreover, according to Bearman, had no direct positional advantage against Tsunoda. This raises the question of whether we are dealing with a pattern here: swinging and aggressive defending that endangers other drivers and even affects teammates.
Tsunoda's defence and Bearman's response
Tsunoda stands his ground: he claimed not to move under braking and said he was "in full control". "That's racing," was his summary explanation. From his perspective, he was beside the other and acting within the bounds of competition. But that doesn't explain why Bearman labels it as "against the spirit of racing", and especially why he believes it sets a bad example for young drivers growing up in karting.
Bearman takes a broader approach. He emphasises the responsibility of F1 drivers as role models and the responsibility of drivers while defending. According to him, Tsunoda is overstepping boundaries: "He is not thinking ahead. Foolish driving, in my opinion." More importantly, Bearman is not optimistic that a direct conversation will change anything; he does not expect Tsunoda to change his behaviour.
The broader meaning: mindset and role model
This conflict goes beyond two drivers and one incident. It touches on how F1 presents itself. If defending leads to behaviour that endangers others, it undermines the sport. Bearman explicitly mentions the image broadcast to children: young talents imitate what they see. If a driver structurally "swings" and leaves little space, those don't become anecdotes but learning moments - and not the right ones.
Bearman's criticism is clear and harsh. He takes a stand: aggressive, desperate defence that puts others on the edge has no place in Formula 1. Tsunoda sees it from racing aggression and position preservation. The dilemma is classic: where is the line between racing hard and risking irresponsibly? In Austin, that line almost turned into a crash. The incident is a warning: if such actions keep recurring, more is at stake than a lost spot on the grid - namely safety and reputation of the sport.
The final word is Bearman's: he won't confront Tsunoda because he doesn't think it will change anything. That perhaps says the most about modern driving culture: confrontation has little chance of success if the other person insists that 'this is racing'. For the sport and for young drivers, that is a discussion we cannot ignore.
Oct 20, 2025 | Formula 1
Max Verstappen took a convincing win in Austin and showed that pure speed alone is not enough to determine a title fight. His 7.959-second lead over the rest of the field was not just a demonstration of dominance: above all, it highlighted the vulnerabilities among his main rivals. The US Grand Prix made it clear that team cohesion, tyre choices and discipline around track limits could become key in the remaining races.
Verstappen and Red Bull: control from pole
Verstappen led from pole and was not threatened for a moment. This is exactly the scenario where team politics or strategic gambles by others have no chance to take effect. Red Bull delivered a flawless performance: strong qualifying, perfect starts and a controlled rhythm that allowed Verstappen to manage the race. His victory is therefore more than an individual triumph - it is a strategic statement towards Piastri, Norris and Leclerc.
McLaren's internal struggle is a double trap
The confrontation between Lando Norris and Oscar Piastri was the race's most defining subplot. Norris' aggressive approach - multiple early attempts, three track limit cautions and finally a successful move on Leclerc at Turn 12 - may have earned him P2, but that battle also came with a wider price tag. Piastri, who leads the championship, drove a subdued race, finishing just fifth. The result: the championship margin between them shrinks to 14 points, while Verstappen is 40 points off the lead. McLaren is in danger of weakening itself with internal battles costing energy and points.
Ferrari: a risky strategy with limited gains
Charles Leclerc started with a divergent strategy on softs, a smart choice that put him in position immediately at the start and gave him the outside line to P2. That gamble yielded a podium - his first since Belgium - but also a clear message: Ferrari can win places with smart tyre choices, but the weakness is vulnerability in the post-pit stop phase. Leclerc held on until Norris finally passed, partly because Norris had tyres that came up to temperature later and Leclerc had reached his limit. Ferrari's approach works for a result, but it does not offer a sustainable response to teammates capable of staying aggressive until the end.
Discipline, tyre management and the championship
A recurring theme in Austin was discipline: Norris received multiple cautions for track limits and complained mid-race that he was "too slow". That mix of aggression and limit-seeking eventually earned him a podium finish, but could just as easily have been penalised. Piastri's mediocre finish also shows that consistency becomes more important as the season progresses. Verstappen shows that those who remain faultless - in pace, strategy and discipline - benefit most from the mistakes or internal tensions of others.
Room for outsiders and aftermath
Behind them, Hamilton and Russell showed that Mercedes is still in the fight for points, while Tsunoda, Hulkenberg and Bearman opportunistically took advantage of the turmoil. But those results do not change the key message: if McLaren does not manage its internal rivalry and Ferrari does not become more reliable in the stages after pitstops, Verstappen is the best contender to keep taking advantage. The remaining races will not just be about pure speed, but how teams deal with internal pressure, track limits and tyre management.
Conclusion: Verstappen's win in Austin is a warning. His pace exposes rivals' weaknesses. For Piastri and Norris, it means choices have to be made - work together or eat each other. For Leclerc and Ferrari, it means that risky tyre strategies are good for a podium, but insufficient to fight back structurally. The title fight is increasingly about discipline and strategy, not just who can drive the fastest lap.
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