Click here to access the live coverage of the 2026 Singapore Grand Prix

Singapore is the 17th round of the 2026 world championship. The GP will begin in a few minutes at Marina Bay, and we are certain it will give us plenty to discuss. Red Bull and Ferrari occupy the top three positions. Verstappen, Leclerc and Hamilton are battling for victory, but Antonelli, despite starting fourth, will certainly be looking to have his say.

It will also be an interesting race because tyres are a key topic at this Singapore GP. The Soft C5 is considered a viable race option and could even allow for a one-stop strategy, just like the Medium C4. This is a GP to savour, especially as Singapore showed yesterday that surprises are always just around the corner.

Follow the live coverage on our Twitter profile.

Official event hashtag: #SingaporeGP

Other links for the 2026 Singapore Grand Prix

Circuit guide and Singapore Grand Prix preview

The upgrades introduced in Malaysia sounded something of an alarm bell for the Stuttgart manufacturer, so in Singapore it chose two different routes to assess the W17’s behaviour with and without the updates. Russell’s car was assembled to the specification used in Baku, Azerbaijan, while Antonelli was able to run with the specification introduced at Sepang. Mercedes also brought a new front wing to Singapore, but as far as we understand, that technical solution has been shelved for the time being.

Red Bull and Ferrari are getting a taste for it

The fact remains that, with and without upgrades, the W17 lost out to Verstappen’s Red Bull here in Singapore, both in Sprint Qualifying and in qualifying proper. Antonelli improved on Friday, ending up 189 thousandths behind Max. A significant step forward, but not enough. In recent times, both Ferraris have also been doing a better job than Mercedes in qualifying. As a result, both Leclerc and Hamilton will start ahead of Antonelli in today’s race.

[[[og]]]

Russell is naturally not much of a reference point, given that he knew he would be starting from last due to an engine penalty. However, judging by his performance in the Sprint, we can say that the old car may be better than the new version: shortly before his crash, George was leading the Sprint Race. There is certainly work to be done at Mercedes, and perhaps only next season will tell us where it has taken them.

That said, Red Bull deserve credit. Two consecutive poles at two very different circuits are a sign that the team is doing a good job. Ferrari, too, showed something positive in the last two qualifying sessions, in Bahrain and Singapore. It did not take pole, but the fact it has consistently managed to stay ahead of Mercedes is still worth highlighting. Ferrari’s problem, at least from what we saw in Malaysia, is that it then cannot maintain a competitive race pace. Today, on a street circuit, the start will be one of the most important moments of the race. Pace will become relevant again at the next Texas GP, scheduled in two weeks’ time.

McLaren and the rest of the field

Looking at McLaren, Norris and Piastri are close together and show better qualities in race trim than the Ferrari package, but at the moment it is the drivers themselves who are failing to maximise the potential made available to them by the Woking team. And, given the outcome of yesterday’s Sprint, that is a shame.

If we turn our attention to the rest of the field, we can see that almost every team has improved compared with Sepang, with slower circuits helping to close the gap to the leader. Major improvements for Haas, VCARB and Alpine, progress for Williams and Audi, while Aston Martin and Cadillac have slipped back. Singapore’s layout has certainly played a major role in this reshuffling of the competitive order, at least among these teams.

Cover photo by Peter Kiss / WHYOUT Images

Red Bull is unstoppable under acceleration and on the straights, and Verstappen claimed pole position on Saturday in Singapore, putting himself in contention for Sunday’s race victory after winning the Sprint.

After encountering plenty of difficulties, Leclerc produced a stunning lap on his final attempt to secure a front-row start alongside the Dutchman, just 54 thousandths of a second behind. The SF-26 is at ease around Marina Bay and Leclerc drives it superbly; however, modern Formula 1 rewards acceleration and straight-line speed, areas in which Ferrari is not at its best.

Lewis Hamilton, who looked in much stronger form than the Monegasque throughout qualifying, was unable to put together the perfect lap when it mattered most. There is some regret, as the Briton also had the potential to start from pole.

Verstappen unstoppable on the straights. Leclerc produces magic.

As was already evident yesterday, Verstappen and his RB-22 outclass Ferrari on every straight.

The telemetry graph clearly shows how, even through the first sequence of corners, Leclerc is able to build an advantage of more than two tenths, which Verstappen immediately recovers under acceleration before Turn 5, where he arrives with almost a 10km/h advantage over the Monegasque.

Leclerc’s real masterpiece comes in the second sector.

As in Sprint qualifying, the graph is marked by Verstappen’s extraordinary recovery under acceleration, producing a saw-tooth pattern that makes it slightly harder to read. Yet the overall trend is remarkable, with Ferrari’s number 16 emerging from Turn 13 more than six tenths ahead of Verstappen.

It would have been a pole-winning lap were it not for the power and superior energy management of Red Bull’s power unit, which allows the four-time world champion to devour that deficit and cross the line with the handful of thousandths that secured pole.

The RB-22’s advantage does not lie solely in its power unit, but also in the Dutchman’s driving style. He has adapted to these cars, and his approach is now characterised by an early, full lift of the throttle and much lower cornering speeds, allowing the battery to recharge before deploying full power on the straights.

Hamilton had pole potential but was not perfect on his final attempt

Lewis Hamilton was incredible in the first two qualifying sessions and had the potential to challenge for pole position, but made a number of small errors, some of them very obvious, at the moment when it mattered most.

In the comparison graph between Leclerc and Hamilton, the first and most obvious error—the one that opens up the gap between the two Ferrari drivers—comes in the opening complex of corners. The Briton perhaps enters slightly faster and appears not to downshift, which probably puts him in difficulty through Turn 2 and forces him to lift off.

Conversely, Hamilton demonstrates his potential through the Turn 16 and 17 chicane, where he recovers the time lost to his team-mate by carrying a great deal of speed on entry and through both corners.

Despite these errors, second and third place in qualifying confirm just how comfortable the SF-26 is at this circuit.

Cover photo by Peter Kiss / WHYOUT Images

All drivers opted for intermediate tyres and finished the Sprint on the same compound, although some, including Leclerc, struggled greatly with degradation over the final five or six laps. This means the drivers head into the Singapore Grand Prix with no data on the slicks. It is a complication compounded by the slight risk of further rain.

Pirelli’s strategic recommendations - Marina Bay Street Circuit - 62 laps

Before sharing our view, it is worth noting what Pirelli’s motorsport director said at the end of today: “The rain made the Sprint challenging. The drivers managed to complete the mini-race on a single set of intermediates, tyres that performed consistently throughout the race. Although the closing stages were more suited to slicks, degradation remained extremely limited and the graining episodes observed, especially on the front tyres, had no significant impact on performance. Temperature management was a key factor, particularly in the final laps.”

“Once again, it is clear that tyre management is an essential part of the car package,” added Dario Marrafuschi. “In our view, the C5 Soft is the most interesting option for the start of the Grand Prix, which could be heavily influenced by any safety cars. The Soft offers more grip and could also allow drivers to extend the first stint, perhaps while waiting for a neutralisation. For the second part of the race, the Medium and Hard offer fairly similar performance. The C4 Medium could provide an advantage in terms of grip. We feel able to rule out a two-stop strategy: in Singapore, maintaining track position is crucial given the difficulties involved in overtaking.”

Drivers thrown into the race without data - Start at 14:00 Italian time

Today, we agree with Dario Marrafuschi. In our view too, tomorrow will be a one-stop race. Despite drivers being asked to contest a race entirely in the dark, without data on the behaviour of the slick tyres, they will probably be inclined to start on the Soft, wait for a potential Safety Car, fit the Hards — of which almost all drivers have just one set remaining — and go to the end. Should there be another neutralisation, drivers could use a set of C4 Mediums, even a used set, or switch to C5 Softs if that tyre has performed well during the first stint.

On that basis, overtaking could prove very difficult, with positions likely to remain more or less unchanged after the start. However, the Sprint has already demonstrated how easy it can be to make a mistake or encounter technical problems. Therefore, maintaining concentration and staying focused, particularly on strategy, will be crucial tomorrow. There remains a slight chance of rain during the race. Among the many factors to consider, drivers will also have to be alert to that possibility.

Cover and interior photos by Peter Kiss / WHYOUT Images

Max claimed a superb pole position, beating the two Ferraris of Leclerc and Hamilton. The Monegasque did not have a good session, but a late flourish allowed him to take P2, even to his own surprise. Together with team-mate Lewis, he will be able to take on Verstappen two against one tomorrow and seek revenge. All while keeping an eye on the mirrors: Antonelli is certainly not an opponent to be overlooked.

Singapore GP starting grid – formation lap at 14:00 Italian time

The FIA investigated only Hulkenberg's impeding of Sainz and, once again, decided to let the German off. With that established, we can provide you with the provisional starting order for the Singapore GP. The formation lap is at 14:00 Italian time on Sunday 11 October.

Why are we calling it a provisional grid? Because the teams' technicians could still encounter issues with the cars before tomorrow's race and, should a component subject to regulatory restrictions need to be replaced, the Federation would be forced to demote the driver concerned by several places on the grid.

Cover photo by Peter Kiss / WHYOUT Images

Image: FIA

Having spent much of the season without exceeding the regulatory limits, George Russell has changed six power-unit components, taking a new internal combustion engine, turbocharger, exhaust system, MGU-K, Energy Store and control electronics. All are beyond his seasonal allocation, taking the number of drivers who have already exceeded at least one of the limits set out in the regulations to 11.

The 2026 regulations allow four ICEs, four turbos, four EXHs, three MGU-Ks, three Energy Stores, three PU-CEs and six PU-ANCs. To update the situation, we progressively considered all FIA documents published between 9 and 10 October, distinguishing between newly introduced components and those previously used and simply refitted to the cars.

F1 2026 power units: the updated situation in Singapore

Table updated using FIA Technical Delegate's Reports Nos. 10, 19, 38 and 57, published during the Singapore GP up to 10 October 2026.

Orange = final component available before a penalty | Red = regulatory limit already exceeded at this or other Grands Prix. The presence of a red value does not necessarily mean a new penalty in Singapore.

Mercedes: Russell changes almost his entire power unit

The weekend's most significant development concerns George Russell. On Friday 9 October, in FIA document No. 19, the Technical Delegate announced the introduction of a fifth ICE, fifth turbo, fifth exhaust system and fourth MGU-K. Those four components exceed their respective seasonal limits for the first time and represent a rather radical choice by Mercedes.

But the Brackley team did not stop there. In the subsequent Report No. 57, published on Saturday 10 October, the FIA also confirmed the introduction of a fourth Energy Store and fourth PU-CE. Russell therefore moves to five ICEs, five turbos, five EXHs, four MGU-Ks, four ESs and four PU-CEs, retaining headroom only on auxiliary components.

This is particularly significant given that Russell had managed to remain within all his seasonal allocations, effectively serving as a reliability test for Mercedes. That test, however, ended with his retirement in Malaysia, caused by power-unit problems. Kimi Antonelli's situation, meanwhile, remains unchanged: the Italian driver already took a penalty at Monza after using five ICEs, four Energy Stores and four PU-CEs, while still retaining headroom on turbos, exhaust systems and MGU-Ks. 

Ferrari and Red Bull: no new components beyond the limit

Ferrari's position remains broadly unchanged from Sepang. Leclerc and Hamilton have used four ICEs, four turbos, four exhaust systems, three MGU-Ks, three Energy Stores, three PU-CEs and six PU-ANCs. Both are therefore exactly at the limit in every category, but have not yet exceeded any of them.

The picture is similar for Max Verstappen, who has reached the maximum allocation for ICE, turbo, EXH, MGU-K, ES and PU-CE, retaining only one PU-ANC. Once again, no value in the table is red: the Dutchman has not yet used components beyond the regulatory limit.

The situation is very different for team-mate Isack Hadjar, who has already reached seven ICEs, six turbos, six EXHs, four MGU-Ks, four Energy Stores, four PU-CEs and seven PU-ANCs. During the parc ferme period before the Sprint, Red Bull also replaced the internal combustion engine and turbocharger on his car, along with other fuel-system elements. One clarification is important here: FIA document No. 38 expressly specifies that the ICE and turbo had already been used previously. These were therefore not additional seasonal components, and the values shown in the table remain unchanged.

McLaren, Alpine and Aston Martin: the other situations

The document of 9 October also records the introduction of a new PU-ANC for Lando Norris and Franco Colapinto. Both move from a fourth to a fifth unit, remaining within the regulatory limit of six elements. These replacements bring no new penalties, although Norris remains over the limit with his fourth PU-CE and Colapinto with the fifth ICE introduced at the previous Grand Prix.

Oscar Piastri, meanwhile, retains a relatively less compromised situation than his team-mate. The Australian has reached the limit for ICE, Energy Store and PU-CE, but still has headroom in the other categories.

The highest overall figures continue to concern Aston Martin. Lance Stroll has reached seven Energy Stores and eight PU-ANCs, while Fernando Alonso has already used nine PU-ANCs, seven Energy Stores and six PU-CEs. Both have exceeded the limit in almost every category, but the documents reviewed do not list any new seasonal components introduced in Singapore.

Among the other drivers already over the limit are Albon, Sainz, Lindblad and Bearman. Lindblad's position is particularly noteworthy: following the replacements made in Malaysia, he has reached five ICEs, five turbos and five EXHs. Lawson, by contrast, has reached the limit with four units of each of these components but has not yet exceeded it.

Penalties at the Singapore GP

The main case inevitably concerns George Russell. The replacements reported by the FIA take the Mercedes driver over the limit for the first time in six categories: ICE, TC, EXH, MGU-K, Energy Store and PU-CE.

Applying the standard criterion of 10 positions for the first additional component in each category, the theoretical total reaches 60 places in grid penalties. This is, naturally, a purely regulatory figure: a penalty of this scale vastly exceeds the threshold for starting from the back of the grid.

For Norris and Colapinto, however, the introduction of a fifth PU-ANC remains fully within the regulations. Nor do the replacements made on Hadjar's Red Bull result in a new penalty, as the refitted internal combustion engine and turbo were components already used previously and the work was authorised by the FIA.

The penalty picture for the Grand Prix therefore remains subject to any further official decisions by the Stewards, which will be incorporated alongside subsequent updates on components used.

Q1: Hamilton pushes as Mercedes struggle

The drivers quickly took to the track, with Franco Colapinto the only exception. Lewis Hamilton made a strong start, setting the first flying lap in 1'33''311. After everyone had completed their first run, Lando Norris led the way, ahead of Piastri and Verstappen. Hamilton was fourth and Leclerc seventh, while Bearman impressed in fifth. Power unit problems for Isack Hadjar forced him back into the pits and brought his qualifying session to an end: he will start from the back tomorrow.

At the chequered flag, it was a Ferrari 1-2, with Hamilton still ahead of Leclerc. Antonelli was 12th, followed by Russell, who, as a reminder, will start from the back tomorrow. Eliminated in Q1 were Alonso, Albon, Stroll, Perez, Bottas and Hadjar.

Q2: Hamilton on fire as Leclerc struggles

The cars returned to the track, with Russell and Antonelli leading the field. The Bologna-born driver went quickest with a 1'32''165, but Hamilton beat him by half a second to return to the top of the timesheets. Verstappen was third, while Leclerc was seventh and reporting a lack of grip.

As Hamilton continued to improve his times and sweep aside the opposition, the battle at the back centred on the remaining places in Q3. Eliminated in Q2 were Hulkenberg, Bearman, Ocon, Sainz, Bortoleto and Colapinto. The Racing Bulls pair and Gasly performed well to reach the top 10.

Q3: the Lion returns to pole

The final minutes would decide the starting grid. After the first runs, Max Verstappen held provisional pole with a 1'31''373, ahead of Hamilton and Antonelli, with Leclerc fourth. Norris was fifth and Piastri seventh. The drivers returned to the pits before heading back out for their final attempts.

At the chequered flag, Max Verstappen claimed pole position, ahead of an excellent Leclerc and Hamilton, who made an error in the final sector on his last attempt. Antonelli was fourth. The full classification is set out below.

Verstappen won the Sprint and remains the favourite for Singapore Grand Prix qualifying. Hamilton, however, is particularly on form and believes the weekend can go well, alongside team-mate Leclerc. Antonelli and Mercedes need to make the right adjustments if they are to have a chance of being in the fight. Then there is McLaren, which may have more serious issues to resolve after the Sprint...

Before we turn our attention to live coverage of Qualifying, let us take a look at the Pirelli tyre allocation for the Singapore Grand Prix: the Hard C3, Medium C4 and Soft C5 compounds will be available, the softest combination in the range (image: Pirelli graphic).

Green light at the end of the pit lane at 15:30 Italian time. Live coverage from 15:15.

LIVE

Photo: X, Ferrari

In a race marked by a Safety Car, incidents and several retirements, Max Verstappen managed the situation best to take victory ahead of Lewis Hamilton and Charles Leclerc.

Chaos at the start amid Safety Car and numerous retirements

After two formation laps behind the Safety Car, the Sprint finally got under way on a track that remained extremely treacherous. When the lights went out, George Russell and Lewis Hamilton made strong starts, while Max Verstappen, Charles Leclerc and Isack Hadjar lost ground in the opening stages.

However, the race changed almost immediately. After just two laps, Russell lost control of his car on the straight and hit the barriers, prompting the deployment of the Safety Car. Shortly afterwards, Lance Stroll and Sergio Perez also made contact: the Mexican hit the rear tyre of the Aston Martin, causing both drivers to retire.

The retirement list grew further with Hadjar, who was stopped by a power unit issue, and Franco Colapinto, who was also forced to retire from the Sprint early.

Verstappen controls proceedings, Leclerc holds on and the McLarens collide

At the restart, Verstappen controlled the field perfectly, retaining the lead without giving his pursuers an opportunity. Behind him, the positions remained largely unchanged, with qualifying awaiting the drivers just a few hours after the Sprint.

Among the more notable moments was Ollie Bearman’s strong restart, which saw him pass Pierre Gasly to move into ninth. Otherwise, the race quickly settled down, with Alexander Albon’s retirement four laps from the end the only further incident.

In the closing stages, Charles Leclerc began complaining of severe front-tyre degradation as the McLaren pair closed in behind him. The most spectacular moment of the second half of the race came on the final lap: attempting to pass Oscar Piastri, Lando Norris touched his team-mate’s rear tyre. The contact forced the Australian to retire, while Norris was able to continue to the chequered flag.

At the front, however, nothing changed. Verstappen took Sprint victory ahead of Hamilton and Leclerc, who completed the podium in a race that may already have provided valuable indications ahead of Sunday in Singapore.

In-article photo x.com

Cover photo x.com

Verstappen starts from pole, followed by Russell, Leclerc and Piastri. The presence of four drivers from four different teams in the top four says a great deal about the strength of the teams and just how close Sprint Qualifying was. There is a short run to the first corner and, should there be overtakes, they will at least on paper be largely dictated by any tyre compound differences. But we shall see.

Before turning our attention to the Sprint Race live coverage, let us take a look at the Pirelli tyre allocation for the Singapore GP: the Hard C3, Medium C4 and Soft C5 will be available, the softest combination in the range (image: Pirelli graphic).

The formation lap begins at 11:00 Italian time. Live coverage from 10:30.

LIVE

Photo: X, Ferrari

Singapore Grand Prix Sprint qualifying saw Max Verstappen come out on top in an RB22 that has now become a complete package, superbly driven by the Dutch star.

Leclerc interpreted the Marina Bay circuit superbly, but came up against the SF-26’s inherent limitation: engine power.

At this stage, Mercedes are forced to reject the updates introduced on the W17, which appeared sluggish in the slow-speed corners.

Finally, a second and unprecedented software issue affected many drivers in SQ1.

Comparing Verstappen and Leclerc

Unfortunately, the comparison graph between the pole lap and the third-fastest time set by the Ferrari driver is all too easy to interpret.

Leclerc’s SF-26 is incredibly effective through every corner of the Marina Bay circuit, but wherever there is a straight, however short, the Red Bull outclasses it in acceleration and top speed.

The British team appears to have found the right key to unlock the performance of the RB22 and its power unit, which can finally express its potential even without ADUO.

To put that into perspective, Leclerc was around a tenth of a second ahead of the Dutch driver on the exit of Turn 3 but, by the end of the fast section leading to Turn 7, the SF-26 had conceded more than four tenths purely through engine power.

Leclerc responded with a second sector — the more technical section — whose overall trend fully demonstrated both how effective the driver was in wiping out the deficit and the strength of the SF-26 at this track.

The pattern then followed what had already been outlined. The Red Bull was almost 10km/h faster before Turn 14, a sign that it also runs with less aerodynamic downforce and therefore less drag than the Ferrari.

Does the Mercedes comparison condemn the W17-B?

The gap between the two Mercedes drivers was striking, with Russell on the front row just over a tenth behind pole-sitter Verstappen, while Antonelli was more than half a second adrift.

It is highly likely that the reasons why the Bologna-born driver suffered such a significant gap to his team-mate are multiple and cannot easily be reduced to a rejection of the W17 upgrade package.

However, there are certainly some differences between the two versions in the opening very slow corners of the circuit, where, as anticipated last week, the W17-B appears slightly less effective than the original version.

In the second sector, there is no obvious mistake from Antonelli, but the gap to Russell simply grows corner after corner.

Russell gets back on the throttle earlier than Kimi throughout, which could be interpreted either as greater effectiveness from the pre-modification Mercedes or as a lack of confidence from the Italian driver in the characteristics of the B-spec version, which the team are still trying to fully understand.

On the straights, as suggested by team management themselves, it is also possible that the new Mercedes version has not only more aerodynamic load but also more drag, as shown by the 3-4km/h advantage Russell holds on the straight before the Turn 16-17 chicane.

The difference through the two corners before the final straight is interesting. It probably reveals Kimi Antonelli’s lack of confidence in his car, as he appears to lift earlier than his team-mate while also being less prompt on the throttle on corner exit.

After Sepang, another FIA software bug

The final point concerns the software bug that characterised this weekend’s Sprint qualifying and represents another major weakness of the regulations introduced this year and these power units.

From what we have learned during the season, power unit management software is of enormous importance, but it is not always matched by comparable reliability, as was seen last Sunday.

The most striking case involved Sainz, who was left literally without power on the exit of Turn 8, losing almost a second at that point alone and ruling out any chance of fighting for SQ2.

Cover photo by Peter Kiss / WHYOUT Images

Mercedes believed it would make a significant step forward with the upgrades introduced at the Kuala Lumpur circuit (the car featured major developments to the Floor Board, Floor Leading Edge, Floor Corner, Floor Body, Rear Suspension, Rear Corner and Rear Bodywork). Unfortunately, however, the drivers’ feedback and feelings were not in line with expectations. Nor was the performance.

Antonelli was never able to challenge Verstappen during the race, and second place was the best he could have hoped for with the almost completely revamped W17.

The choice for the Singapore Sprint Race

So, in Singapore, the championship-leading team, also bolstered by its advantage in the standings, decided to take a different route. Russell’s car has been returned to the configuration it ran in Azerbaijan, without any upgrades. It was the car with which George, incidentally, managed to win the event. Antonelli, meanwhile, has been given a single-seater equipped, at least for the Sprint, with all the upgrades already used in Malaysia.

Mercedes also brought a new front wing to Singapore (read here). However, at least for the Sprint Race, this technical solution will not be used by either Russell or Andrea Kimi Antonelli.

Russell is grateful: the Sprint will probably be his only chance

Mercedes are waiting to establish the exact pace of the two cars in order to assess the real differences. For now, after repeatedly expressing his opposition to decisions made by the team, Russell is grateful this time.

The performance gap, at least in Sprint Qualifying, was enormous. George set the second-fastest time with a 1’31’’276, while Antonelli recorded a 1’31’’849. Almost six tenths separated them. It is clear that something is not working with the new upgrades. The development step was probably so extensive that the team is struggling to find the right set-up to extract the maximum from the whole package.

In the Sprint, judging by what was seen on Friday, Russell should be able to demonstrate more promising pace than Antonelli. Afterwards, changes can be made and Mercedes, like every other team, will be able to improve the set-up based on feedback from the track and try to take another step forward ahead of Sunday’s GP.

For George , moreover, the Sprint represents his only chance to fight for important points. On Sunday, he will be forced to start from last place after replacing power-unit components. He too has exceeded the limit for components permitted by the regulations.

At present, there is a good chance of rain in Singapore during the early local morning, while cloud cover is expected to linger over the city throughout the day. The risk of rain drops sharply for the remainder of the day, but returns, albeit with low probability in the late afternoon/evening — precisely when the drivers will return to the track for the Sprint Race (11:00 Italian time, 17:00 local time).

Soft and Medium equally viable for the 21-lap Sprint Race

If the weather ultimately remains stable and dry, the race will probably be straightforward and without pit stops, with teams expected to complete it on a single set of tyres, choosing between the C5 Soft and C4 Medium. The C5 Soft could also be a valid option, and would become even more so if it rains during the day. Teams and drivers unwilling to take risks can fit the C4 Medium. Even a set already used during Sprint Qualifying should be more than adequate.

The risks of the C5 and the advantages of the C4

The Sprint Race will be run over 21 laps — one third of Sunday’s Grand Prix distance, which totals 62 laps — and given that overtaking is expected to be extremely difficult, opting for the Soft to save used Medium sets for Sunday’s race should not represent too great a risk. Conversely, if the C5 loses some performance in the closing stages, those who choose to start on the C4 Medium could hold an advantage. Everything will depend, however, on the possibility of overtaking and on the performance gap created by degradation between the two compounds.

Based on the indications we have received from Pirelli, the differences should not be so pronounced. For this reason, we expect a good variety of strategies, particularly to gain a better understanding of which compound will form the basis of Sunday’s race strategy. Should it rain instead, the strategic plan will change, with strategists and drivers assessing their options according to the conditions on track.

Unfortunately, very few drivers had the opportunity to complete race-pace simulations in FP1. We therefore have no option but to wait for tomorrow’s Sprint to assess the true potential of these cars around the demanding Marina Bay street circuit.

Cover photo by Peter Kiss / WHYOUT Images

Delays and mistakes aside, it was a superb and highly unpredictable qualifying session. Verstappen played the strategic game by opting for a single attempt in order to make the most of the best track conditions. The tactic temporarily earned him Sprint pole with a 1'31''156, 0.120s clear of George Russell (Mercedes) and 0.243s ahead of Charles Leclerc (Ferrari).

However, the four-time Red Bull world champion made an error today: overtaking Lewis Hamilton (Ferrari) under yellow flags, which had been shown following Sergio Perez's (Cadillac) crash during SQ1. It was an error that had left him fearing he could lose Sprint pole until just a few minutes ago.

Singapore Sprint Race starting grid – formation lap at 11:00 Italian time

Contrary to expectations, the International Federation, having reviewed the footage, deemed Verstappen's manoeuvre not dangerous, thereby confirming the Dutchman's Sprint pole. George Russell, meanwhile, will be able to take part in the Sprint from the front row. His power unit replacement penalty will apply only to Sunday's Grand Prix, for which the Briton already knows he will start from last place. No second place for Leclerc, who will therefore start third, in Verstappen's mirrors.

The provisional starting grid for the Singapore Sprint Race is therefore as shown in the image below. The formation lap is at 11:00 Italian time on Saturday 10 October.

Why are we referring to a provisional grid? Because team technicians could still encounter problems with the cars before tomorrow's race and, should a component subject to regulatory restrictions need to be replaced, the Federation would be forced to drop the driver concerned several places on the grid.

Cover photo by Peter Kiss / WHYOUT Images

SQ1: Max leads, Lindblad struggles

The drivers quickly take to the track, with Lewis Hamilton setting the first flying lap in 1'33''748, ahead of Gasly and Alonso. Shortly afterwards, the session is halted following contact with the barriers at Turn 8, which damages the front wing; the Mexican manages to return to the pits but leaves debris on the track. A red flag is therefore shown.

The session resumes with six minutes remaining. At the chequered flag, Max Verstappen sets the pace with a 1'33''477, narrowly ahead of Leclerc and Russell by thousandths of a second. Hamilton is fourth, Antonelli ninth. The Audi and Haas pairings both make the cut, as does Fernando Alonso. Eliminated in SQ1: Lindblad, Stroll, Albon, Perez, Bottas, Sainz.

SQ2

The second part of the session resumes after several minutes of waiting due to issues with the timing screens. On returning to the track, Verstappen is the first to go out and posts a 1'32''724. After everyone has completed their first attempt, Ferrari are running one-two, with Leclerc leading; the Mercedes do not shine, with Antonelli and Russell fifth and eighth respectively. The Briton goes again to improve and moves up to fourth, behind Lando Norris. Eliminated in SQ2: Colapinto, Hulkenberg, Bearman, Bortoleto, Alonso, Ocon. Gasly performs well, progressing to SQ3 in 10th place.

SQ3: Max surprises, but beware of a penalty

Everyone returns to the track except Verstappen, Hadjar, Lawson and Gasly, who will make just one attempt. Charles Leclerc leads the way with a 1'31''568, followed by Norris and Piastri. At the chequered flag, Max Verstappen takes pole position with a 1'31''156, ahead of Russell and Leclerc. Hamilton is sixth, Antonelli seventh. The Dutchman is under investigation for overtaking Hamilton under yellow flags: follow the latest updates on the matter on Formula1.it. The full classification follows below.

Free practice revealed some interesting aspects. As usual, the circuit is very dirty, so the drivers will do everything possible to run last during SQ3. We have also already seen a very strong McLaren, despite it only being Friday. At present, Mercedes, Ferrari and McLaren are very closely matched. Keep an eye on Red Bull, though: they will probably also be part of the group fighting for Sprint pole.

Before turning our attention to live coverage of Sprint Qualifying, let us take a look at Pirelli's tyre allocations for the Singapore GP: the Hard C3, Medium C4 and Soft C5 compounds will be available — the softest combination in the range (image: Pirelli graphic).

Pit lane opens at 14:30 Italian time. Live coverage begins at 14:15.

LIVE

Photo: X, Ferrari

Cars on track

The lights turn green and the drivers head out on track, all on the white-walled tyres. As is customary in Singapore, the cameras immediately focus on the drivers’ special helmet designs.

The first time posted by the current championship leader is 1:37.699. Meanwhile, the first yellow flag is caused by an Aston Martin running wide.

After 15 minutes, Norris leads the way with a 1:34.367, followed by Verstappen and Russell. Leclerc lowers the benchmark further into the 1:33s, while several drivers lock up and cut Turn 1.

The track is finally starting to rubber in, and the results are clear: the real battle to lower the lap time as much as possible is now under way, in preparation for Sprint qualifying.

With 20 minutes remaining, Hulkenberg’s car stops at the pit exit: the driver reports a gearbox problem. The marshals immediately move the car away.

Russell fits the red-walled tyres and goes purple in every sector: the new fastest time is 1:32.864. The McLaren and Ferrari drivers also switch to softs, and the battle begins.

With 56 seconds remaining, a yellow flag is deployed. Kimi Antonelli has run wide into an escape road, but there are no consequences for either the car or the driver.

George Russell sets the fastest time, a 1:32.274. The Brit will start from the back for the GP following a power unit change, but he wanted to show that he is present and in good form. Leclerc and Norris follow him, while the championship leader is seventh.

Remember, Sprint qualifying takes place today at 14:30 Italian time!

We also remind you that the Sprint returns this weekend, for the final time this season. As a result, the drivers will need to find the right feeling with their cars’ set-up from the outset, with the first qualifying session of this three-day Singapore event already taking place in a few hours’ time.

While we wait for the light at the end of the pit lane to turn green, here is the Pirelli tyre allocation for the three days: the compounds selected are Hard C3, Medium C4 and Soft C5. (image: Pirelli graphic).

Pit lane opens at 10:30 Italian time. Live coverage begins at 10:15.

LIVE

Cover photo www.ferrari.com

The characteristics of the Marina Bay circuit, with its numerous slow corners, frequent braking zones and high ambient temperatures, make front aerodynamic load, airflow stability and thermal management especially important. These are the areas addressed by the three teams, albeit with different objectives.

The most significant aerodynamic developments concern Mercedes and Red Bull, both of which have worked on their front wings. Mercedes has altered the chord distribution between the wing profiles, while also introducing a two-element configuration in the SM specification, and revised the geometry of the endplates, footplate and diveplanes. The aim is to improve load distribution and the control of turbulence generated by the front tyres, making the wing more effective across different operating conditions.

Red Bull, meanwhile, continues the evolution of a previous front-wing specification, revising the geometry of the flaps and endplates to generate greater local aerodynamic load without compromising airflow stability.

The other shared focus is brake cooling. McLaren has introduced a new high-capacity front duct, designed to increase the airflow supplied to the braking system. Red Bull has instead made changes at the rear, enlarging the air-exit duct to improve heat rejection. Both solutions address the high thermal demands expected in Singapore, where the sequence of braking zones and ambient conditions place the systems under particular strain.

The other eight teams – Ferrari, Williams, Racing Bulls, Aston Martin, Haas, Audi, Alpine and Cadillac – have not declared any updates for the Singapore weekend.

Here are all the official changes brought by the teams to the 2026 Singapore Grand Prix.

McLaren

McLaren has introduced a new front brake-cooling duct, designed to increase airflow and improve temperature management for the braking system. The solution is intended to meet Singapore's high thermal demands, but can also be used at other particularly demanding circuits.

Mercedes

Mercedes has revised its front wing by changing the chord distribution across the three profiles and switching to two elements in the SM configuration. The changes also involve the endplate, footplate and diveplane camber, all adapted to the new geometry. The aim is to optimise aerodynamic load distribution along the chord and span, particularly improving control of turbulence generated by the front wheels and extending the wing's effectiveness across different operating conditions.

Red Bull

Red Bull has brought two separate changes to Singapore. The first concerns the front wing, with a further evolution of the flap and endplate geometry developed to increase local aerodynamic load while maintaining stable airflow. The second affects the area around the rear wheels, where the air-exit duct has been enlarged to improve brake cooling and address the high thermal demands expected at the Marina Bay circuit.

Ferrari

No updates.

Williams

No updates.

Visa Cash App Racing Bulls

No updates.

Aston Martin

No updates.

Haas

No updates.

Audi

No updates.

Alpine

No updates.

Cadillac

No updates.

Figure 1 — Singapore Power Unit Information

Key points

The simulated 2026 pole-position lap (1:31.635) is 2.78% slower than Russell’s pole time last season (1:29.158). The 2026 times at circuits more similar to Singapore have been 3.00% slower (Monaco) and 2.43% slower (Hungary). In the simulation, the car reaches a top speed of 303.8km/h, around 12km/h lower than the 2025 model, because the electric motor has to switch off above 200km/h. The middle sector is almost identical to last year’s. Sector 2 (T7–T13) is only +0.191s slower. With the current generation of cars, drivers are required to brake differently from the past. This costs time, but does not explain the quick lap. Electrical-power availability should not be a problem at this circuit.

Figure 2 — Green = active power, no recovery (activation and operation with the ICE only). Red = recovery from lift-and-coast or braking. Orange = super-clipping under acceleration.

A ‘virtual’ lap of Marina Bay

• Sector 1: the straights hurt. The lap’s top speed, 303.8km/h, is reached at the end of the long straight leading to Turn 7, where the 2025 car was travelling at around 316km/h. Two opening corners taken slowly by the model (Turn 1 at 120km/h, Turn 5 at 140km/h) further increase the gap.
• Sector 2: almost on a par with 2025. Between T7 and T13, the 2026 car carries more speed than the 2025 car through several corners (T8, 83km/h versus 78km/h; T11, 121km/h versus 111km/h). The slowest point of the lap is T13 at 72km/h.
• Sector 3: power again. Time is lost on the straights after T14 and T15 and on the final run to the line because of the reduced thrust; T18 is also much slower than in 2025 (169km/h versus 215km/h).

Figure 3 — Sector times: Russell’s 2025 pole position (official) compared with the 2026 simulation. 

Figure 4 — Blue dashed line: Russell’s 2025 pole-position lap (measured). Black line: 2026 simulation.

Energy management over a lap

Every lap represents an energy balance. The car consumes 9.262MJ through the MGU-K. It recovers 6.177MJ during the lap and draws the remaining 3.085MJ from the battery, which starts at 3.143MJ and crosses the line almost depleted, at 0.057MJ.

Figure 5 — Lap energy balance: how much the MGU-K consumes (top) and where it comes from (bottom).

Figure 6 — Battery charge during the lap: it rises through T1–T3 (peaking at 3.577MJ), falls along each straight and is depleted at the finish line.

Nothing is wasted: the battery never reaches its minimum safety level during the lap, and the car never needs the full 9MJ of recovered energy.

Straight-line mode: the low-drag wing is open for 1643.7m of the lap, across the five straights where it is permitted.

Marina Bay is 4.927km long, features 19 corners – 12 left-handers and seven right-handers – and presents characteristics that are virtually the opposite of the fast, flowing Malaysian track. It demands maximum aerodynamic downforce, strong mechanical traction and a car that is precise through the constant changes of direction and the many slow, 90-degree corners. The close walls also leave very little margin for error, making qualifying particularly important at a circuit where gaining positions remains difficult.

From a technical perspective, it will be particularly interesting to see how the teams strike the compromise between downforce, cooling and braking stability. For the new power units, Marina Bay also brings very different energy management compared with recent rounds, with five Straight Mode zones.

As always, images gathered directly from the pit lane will allow us to examine in detail the aerodynamic configurations, cooling solutions and circuit-specific adaptations selected by the teams for Singapore.

Among the technical solutions observed in the pit lane following the major updates introduced in Bahrain is an interesting difference between the championship’s four leading contenders. Mercedes has adopted a floor-entry flow-deflector configuration divided into several elements, following a concept already used by Ferrari and McLaren, to improve control of the airflow directed towards the underfloor, contributing to aerodynamic efficiency and the stability of the downforce generated by the floor. Interestingly, Red Bull continues to follow a different philosophy, remaining the only one of the four leading teams not to have adopted this configuration, despite finding downforce, efficiency and balance, as we saw at Sepang.

Mercedes in Singapore

Despite the substantial aerodynamic upgrade package introduced at Sepang, Mercedes did not achieve the expected improvements. Its engineers are still trying to understand why, to the extent that they are considering comparative testing between the old and new specifications in Singapore to identify the causes of the missing performance gain. Russell returns to the previous sidepod configuration, while Antonelli retains the latest evolution, allowing the engineers to compare the two solutions directly on track.
On the left, Russell’s W17 with the old sidepod specification; on the right, the new specification on Antonelli’s car - Photo by @AlbertFabrega

Article being updated... 

It is certainly a dream for many, but it is also a demanding, highly stressful job, where pressure is constant and working hours are nothing like those of a normal office.

There are far more opportunities than you might imagine. You do not necessarily need an engineering degree or years of motorsport experience. Teams are looking for programmers, designers, specialist technicians, communications and marketing experts, and even social media professionals.

And the salaries? In some cases, they are far from ordinary: October’s vacancies include roles in Maranello offering salaries of up to €130,000 per year.

Formula1.it has selected the job advertisements currently published by Formula 1 teams and official partners, bringing together requirements, locations, salary details and application links. Here are the most interesting opportunities for October 2026.

Visa Cash App Racing Bulls: opportunities in Faenza

Visa Cash App Racing Bulls is seeking several professionals to join its technical and manufacturing operation in Faenza. The opportunities mainly concern the design, development and production of Formula 1 car components, with roles aimed at both experienced professionals and young engineers.

Available roles include that of R&D Lay-up Technician, focused on preparing lay-up models and the technical documentation required for the manufacture of carbon-fibre components. A technical diploma, preferably in mechanical engineering, is required, along with knowledge of composite materials and related manufacturing processes, plus familiarity with CAD software and tools such as Fibersim. Italian and English are required, as is availability for shift work.

The team is also seeking a Stress Engineer, a specialist in structural analysis of car components. The ideal candidate holds a Master’s degree in Mechanical or Aeronautical Engineering, has Formula 1 experience and advanced expertise in finite element analysis (FEA), using tools such as HyperMesh, OptiStruct and Abaqus. The role may also occasionally involve trackside support duties.

For those at an earlier stage of their career, there is also a Junior Stress Engineer position, aimed at Master’s graduates in Mechanical or Aeronautical Engineering with knowledge of structural analysis and metallic and composite components.

Completing the list are vacancies for a Junior Composite Designer (Tooling), responsible for designing moulds and production tooling, and a Buyer specialising in composite materials, responsible for purchasing and supplier relations. Knowledge of Siemens NX and any Formula SAE experience are particularly valued for the first role; for the second, previous experience in motorsport, automotive or aerospace is required.

The opportunities generally offer full-time employment in an international environment, with benefits that may include bonuses, training, meal vouchers, gym access and supplementary health cover, depending on the role.

View Visa Cash App Racing Bulls vacancies and apply.

Haas hiring in Maranello: salaries up to €130,000

Two technical roles, but with very different profiles. Haas is seeking staff for its Italian operation in Maranello and, unlike many other advertisements, also states the salary ranges.

The first opportunity is for an Aerodynamics Software Engineer, a developer who will work alongside aerodynamicists to build software, automate processes and improve data analysis. This is not therefore a role designing the car’s shapes directly, but one creating the computing tools that help engineers make it faster.

At least three years of experience and skills in C#/.NET, React, TypeScript, databases, Docker and Kubernetes are required. The stated salary ranges from €65,000 to €90,000 per year, with the possibility of hybrid working.

The second role is considerably more specialised. Haas is seeking a Senior Composite Design Engineer, a professional able to design carbon-fibre components and oversee their development through to track use.

For this role, the experience requirement rises to at least five years in professional motorsport, while the salary range reaches €90,000-€130,000 per year. The job is based on-site in Maranello.

Formula 1: F1 Academy Communications Executive role in London

Not every career opportunity in Formula 1 requires engineering expertise. The championship organisation itself is seeking a Communications Executive for F1 Academy, the series dedicated to developing young female drivers, to join its communications team based in London, United Kingdom.

The role will involve relations with journalists, broadcasters and content creators, drafting press releases, arranging interviews and carrying out communications activities during race weekends, tests and official events. Responsibilities also include managing media accreditation, coordinating drivers’ public appearances and promoting the championship across different communications channels.

Previous public relations or communications experience, gained in-house or at an agency, is required, along with excellent writing and organisational skills and the ability to work under pressure. Knowledge of motorsport, women’s sport and event management is considered an advantage.

The role is full-time, with opportunities for professional development. Stated benefits include private health and dental insurance, four Grand Prix paddock passes per season, 25 days’ annual leave plus public holidays, training, and discounts on official Formula 1 products and experiences. The salary is not specified in the advertisement.

View the F1 Academy Communications Executive advertisement.

Adidas: Motorsport Social Media Manager role in Germany

Major brands working with Formula 1 also offer interesting career opportunities. Adidas is seeking a Motorsport Social Media Manager to join its Brand Management & Communications team at its headquarters in Herzogenaurach, Germany.

The successful candidate will develop and coordinate the brand’s social media strategy in motorsport, creating content and digital campaigns to engage fans and showcase sporting partnerships. Duties include managing editorial calendars, coordinating creative agencies, launching initiatives linked to products, drivers and events, and analysing campaign performance.

At least four years’ experience in digital marketing, communications or social media management is required, along with a degree in Marketing, Communications, Public Relations or a related discipline, and an excellent command of English. A passion for motorsport, storytelling skills, knowledge of social media platforms and experience in managing creative projects are particularly valued. A Master’s degree or MBA is considered an advantage.

The offer is for full-time employment at Adidas’ German headquarters. Neither the salary nor any remote-working arrangements are specified.

View the Adidas advertisement and apply.

F1 job vacancies for October 2026: summary table

Job vacancies may be amended, updated or withdrawn by companies at any time. Where stated, salary figures are those listed in the advertisements consulted and do not necessarily represent guaranteed offers from employers. Before applying, we recommend checking the availability of the role and the actual contractual conditions on the company’s official website.

The most significant figure concerns the time spent braking: over the course of a lap, drivers use the brakes 11 times for a total of 21.6 seconds. That means spending around 24% of the race braking, the highest figure of the entire championship. Of the 11 braking zones, six are classified as Hard, one as Medium and four as Light.

The most demanding braking zone is at Turn 1, the Benjamin Sheares: the cars arrive at around 298 km/h and must slow to 144 km/h in just 1.9 seconds, over a distance of 107 metres. Deceleration reaches 4g in this phase, while the driver must apply around 110kg of pressure to the pedal. Braking power reaches 1,660kW.

A comparison with 2025 immediately highlights the differences between the previous and current cars. At Memorial Corner, Turn 7, drivers last year had to withstand 4.9g of deceleration and apply 151kg of pedal force; in 2026, simulations indicate 3.8g and 107kg respectively. It is a significant reduction in instantaneous effort, with substantially longer braking distances (also useful for recharging the batteries): from 96 metres in 2025 to an expected 117 metres this year, while the time needed to complete the braking phase rises from 1.90 to 2.15 seconds.

Energy management

The simulations help further explain why Singapore is such a particular case for the 2026 cars. Pole position is forecast to be in the region of 1:32.1, with the usual margin of error of around one second, and therefore still almost three seconds slower than the 2025 benchmark. The interesting point is where that difference comes from: the new cars would gain around four tenths on the straights, but lose more than three seconds under braking and through the corners.

After the Baku weekend, we at Formula1.it had the pleasure and honour of interviewing him exclusively. During our lengthy conversation, we covered a range of topics, including his debut behind the wheel of a Formula 1 car, physical training and the path he is taking in an attempt to reach F1. To read his words, you can CLICK HERE.

In the second part, however, we wanted to focus more on finding out who Gabriele Minì is away from the track and how he has reached this point in his career.

Starting with the beginning, the young Sicilian told us: “It all started thanks to my father. When I turned one, instead of any of the other things you would give a child of that age, he decided to give me a kart.”

“He raced in slaloms, first in a 112 and then in a Radical, and from the very beginning he introduced me to the world of racing by giving me this working kart. Obviously, I was scared at first, but then I started driving when I was two and a half, and by the age of four I was racing on street circuits. From there, the whole journey that has brought me to where I am today began.”

His father's advice has also been fundamental throughout his career. Gabriele did not hide the fact that it remains a very important subject for him today: “We have always had a great relationship and, even now, I always speak to him after every race. Obviously, as you grow up and have competitive people around you, you receive a great deal of very useful advice, but a father's advice is always the most genuine, sincere and easiest to understand. He has never failed to give it.”

Gabriele's Formula 2 experience has not been easy. After making his debut at Baku with Prema, having been called up to replace Oliver Bearman, where he secured his first podium, he then decided to contest the following season with the Italian team, although he did not achieve the results he had hoped for.

For that reason, he decided to change teams, joining MP Motorsport. Speaking about the move and how his current season has been going, Minì said: “Honestly, the team change was mainly down to the results. Obviously, we always gave our all with Prema, but sometimes there are years in which you cannot achieve the targets you set.”

“We decided to make a change by choosing MP Motorsport and, as you can already see, this season has gone much better. I think I already have perhaps four times as many points as last year after the first 11 rounds. Obviously, there has been an improvement in that respect, even though we still have to finish, but it has certainly been a positive thing.”

This year also brought his first Formula 2 career victory, on his debut at Miami. The race, marked by rain, several safety cars and numerous incidents, provided plenty of entertainment for fans at home, including a “last-corner” duel between Gabriele and Dino Beganovic.

“Looking at the race itself and its difficulties, it was fantastic because it was my first victory in Formula 2, so it was very nice and special. What is more, doing it in the wet, in difficult conditions where it was very easy to make a mistake, as we saw from the various incidents. Then the battle with Dino in the final laps was the icing on the cake, and everything went for the best.”

When we asked him which circuit on the calendar was his favourite, Gabriele revealed: “I do not have just one, but I would say the one where I feel most at ease and like the most is Melbourne. I have always been very competitive there, and the track layout and flow are very nice. I cannot explain it exactly, but I really like the way every corner links to the next one, and for that reason it is one of my favourite tracks.” He went on to clarify: “In the end, Melbourne, Monaco and that style of track are my favourites.”

Delving further into the private life of the young driver from Palermo, we wanted to find out whether he had any other passions outside motorsport: “Honestly, not really. My whole life revolves around motorsport. When I am not at the track racing in Formula 2, I go karting to train, or I follow my brother during his races. When I am at home, I use the simulator. As a family, we do not have many other sports, although of course there are things I enjoy doing, such as playing padel or going bowling with my friends. I also like running, both to train and to get out and about a bit, but I do not have a particular passion other than motorsport.”

As we moved towards the end of our lengthy conversation with Gabriele Minì, we could not avoid touching on another important subject for the Marineo driver: ACI Team Italia. The 21-year-old has proudly displayed the ACI crest on his single-seaters whenever he races since the start of his career, and he told us: “It is a great honour.”

“I am now the only Italian driver left in Formula 2, so everything depends on the results we can bring home. As I said, it is a great honour also because they have supported me since my karting days, giving me the opportunity to race in their championships. Then, in cars, I have always been part of ACI Team Italia, managing to represent my country every year in every category I have competed in, and that makes it even more beautiful and exciting. It is not so much a matter of pressure, but rather pride.”

To conclude, we asked Gabriele a question to which, despite Stefano Domenicali's latest comments to the media during the Bahrain weekend in Malaysia, it is still not possible to give a certain answer. We are referring to the end of the season which, although currently confirmed in Qatar and Abu Dhabi, could still undergo changes, thereby also affecting the Formula 2 championship and the three-way title fight we are witnessing.

Attempting to answer that question, Gabriele said: “The championship did not end in Baku, also because it would not be a nice thing to announce the winner when you are not at a race weekend and are away from the tracks; I do not think that would be ideal. We still have no certainty, but there is a 99% chance that the championship is not over yet.”

We thank Gabriele Minì  and the MP Motorsport team for their courtesy and availability during the interview. Partial reproduction of this exclusive content is permitted provided the author (Giuseppe Cianci) and source Formula1.it are credited, with a link to the original content.

Photo: Dutch Photo Agency

We are now into the final third of the season and can draw an initial assessment of how this upgrades battle is unfolding and which phase we are currently in.

Upgrades split the season into three phases.

The first phase of upgrades was marked by a clear rise in performance.

Chronologically, this came in May, between Miami and Canada, when Mercedes, Ferrari and McLaren all took their first step forward, with generally positive results.

There was then a second phase in the second half of June, between the Barcelona and Austrian Grands Prix, focused on consolidation.
This was a period in which Ferrari and Red Bull in particular introduced a second, extensive and highly visible upgrade step on both cars.

Ferrari probably reached its performance peak of the season, while Red Bull set off on the right development path after a genuinely uncertain start.

While Mercedes waited, buoyed by its overwhelming engine advantage, McLaren also introduced its second upgrade step in Hungary.

It was an important and highly positive step, as it finally put the MCL38 in a position to fight at the front in three of the following four Grands Prix. It brought no fewer than two victories at Zandvoort and the Hungaroring.

The critical phase: the current one?

We now come to recent history: Baku and Sepang.

In Azerbaijan, McLaren arrived with a substantial upgrade package for the MCL40, one that amounted more to a B-spec car than a simple evolution.

Much was expected from the Woking technical team, renowned for making very few mistakes when it comes to developing the car.
The reality has been different and, in Azerbaijan as in Malaysia, the car has not improved decisively and instead appears to have slipped towards the role of third force, regardless of race circumstances and driver errors.

More or less the same happened to Mercedes one race later, when it brought to the track a car that was very different from its predecessor, following several months of undoubtedly careful and considered study.

Curiously, the MCL40 and W17 have broadly swapped the general lines of their sidepods, each abandoning its original shapes.

The Anglo-German car has not shone either, and the Brackley technicians cannot say with certainty whether it has become faster or slower. Something has not worked: perhaps the circuit, perhaps the asphalt, perhaps the temperatures.

Only Red Bull, despite its hesitancy at the start of the season, has taken a path that has led to an even greater morphological transformation of the RB22 than that seen on its rivals' cars, but one characterised by steady progress culminating in the Baku specification, competitive with both drivers and finally victorious at Sepang.

What is happening at McLaren and Mercedes recalls, with the necessary distinctions, the period in which fine-tuning upgrades, even minor ones, on cars from the previous regulatory cycle had become extremely difficult.

In some respects, it is as though the current cars have reached development maturity prematurely, to the point that each new upgrade no longer delivers certain, tangible performance gains and instead requires extreme care not to push too far in a particular direction and completely unbalance the car.

For now, it is difficult to say who has won, or is winning, the upgrades war.

Everyone has made missteps. Perhaps the important thing is to have made them early in the journey, as Red Bull did.

Now it is Ferrari's turn. At Austin, according to reports from several sources, the final upgrade step for the SF-26 should arrive, and a significant series of changes is expected: it will be very interesting to see what happens.

The latter has stood out during the 2026 season in one of the most competitive grids of recent years, battling drivers of the calibre of Dino Beganovic, already his rival in Formula Regional, as well as Rafael Camara and Nikola Tsolov.

In recent days, Formula1.it had the pleasure and honour of speaking exclusively with a fellow Italian who is flying the flag for Italy and Sicily around the world.

The 2005-born driver, represented by All Road Management, the same agency that represents Charles Leclerc, also has the support of the Alpine Academy. It was on this subject that we began our fascinating conversation, asking whether he had been able to speak over the years not only with the Enstone engineers but also with Pierre Gasly and Franco Colapinto, in order to gain ever more information and insights into how to drive a Formula 1 car.

“I have a good relationship with both Pierre and Franco, and I speak to them a lot. Obviously, none of the three of us has a huge amount of time to chat about different topics or consult one another, but when we see each other we talk normally, and not necessarily about motorsport-related matters.”

“Then, of course, there are people such as the academy director who come to the track specifically to follow our races, and in that case we talk in a little more detail, focusing on the aspects of the work that are going well and, above all, those that need improving. Obviously, all drivers do this work every weekend, but I do it in particular with Alpine’s experts.”

“Another fantastic opportunity we have with the Academy is being able to speak directly with the team’s engineers, also watching the races from the garage and looking at the telemetry of the two drivers, which, despite being Formula 1 and therefore a different car, always helps me to grow.”

Continuing with the French team’s young driver programme, the young Sicilian had the opportunity to make his Formula 1 debut during a private test at Silverstone this summer. The experience was repeated at Portimao just a few weeks ago.

Asked to explain, as far as possible, how it felt to climb into the cockpit, Gabriele replied: “Fortunately, it wasn’t my first time, so I more or less knew what to expect, but in general driving a Formula 1 car is always an incredible emotion. The car is absurd, truly unimaginable, even for us Formula 2 drivers. You have so much grip, so much power, and it is incredibly difficult to explain just how fast these cars are.”

He went on: “I also had the opportunity to try the previous-generation car, the 2025 one, which was even better in the corners. Something truly absurd. Overall, the feeling was really very good, both in race simulation and over a single lap, where we were competitive.”

“I think it was a very nice, exciting experience, but also a positive one from a performance point of view.”

There are still many people who believe racing drivers are not truly athletes. The reality, however, is completely different. In order to finish a race while remaining competitive and fighting for victory, the young talents we see racing in the junior categories must be well prepared both physically and mentally. Interested in this subject, particularly given the physical transformation the 21-year-old underwent last year, we asked him what matters most to him.

“I think mental training is almost more important than physical training. Managing your emotions before qualifying or a race is very important. Then, obviously, if you are not physically in good shape by the end of the race, everything becomes much more difficult, so it is important to balance both things. Once your physical condition is where it needs to be, you only have to maintain it; on the other hand, the mental side is constantly evolving and you are always being tested every weekend.”

Speaking about his physical transformation, he revealed: “I did a lot of training both with Alpine and at home, also changing my diet and trying to gain a lot of mass. In fact, I gained around 10 kilos between the winter of 2024 and the start of the 2025 season. Obviously, I have managed to maintain it, continually improving my strength, but I do not have one particular workout. When I go to the gym, I try to work all muscle groups, training around four or five times a week, and even during the summer break, honestly, I did not have much of a holiday. I was back in the gym the day after the Budapest GP.”

The first part of our fascinating interview with Gabriele Minì concluded with one very direct and specific question.

Thanks to Alpine, the Sicilian has been able to drive a Formula 1 car on track, but it was not the first single-seater beyond those he races that he had ever tried. In previous years, he had also tested the Gen3 EVO Formula E car, another very high-performance machine. However, when we asked him: “Formula 1 or Formula E?”, he answered immediately without hesitation: “Formula 1!”

“Formula E is not more or less competitive, it is simply very different. Formula 1 is in a category of its own; you cannot understand it even as an F2 driver. For me, driving a Formula 1 car and feeling the difference in how much faster it is was a real shock.”

“I tried the Gen3 EVO. I think the Gen4 will be a real monster and will get very close to, or even be better than, Formula 2 cars, especially in Monaco, but I think Formula 1 is still one step above the rest.”

We would like to thank Gabriele Minì  and MP Motorsport for their kindness and availability during the interview. Partial reproduction of this exclusive content is permitted provided the author (Giuseppe Cianci) and source Formula1.it are credited with a link to the original content.

Photo: Dutch Photo Agency

Nevertheless, the team rolled up its sleeves and began to show significant progress from the stages following the April break. Norris secured podiums in Miami and Barcelona, before taking two deserved victories in the Hungarian and Dutch Grands Prix.

Ferrari almost in check, then the negative turning point

The results greatly motivated the team, but in the most recent Grands Prix the drivers have played their part in undoing all that work. Up until the Spanish Grand Prix in Madrid, McLaren appeared to be in hunting mode, with its sights set on Ferrari’s second place.

Then the rounds in Azerbaijan and Bahrain turned everything upside down. The Woking team went from predator to prey. Red Bull is also improving significantly, with the Verstappen-Hadjar pairing making no mistakes… Norris and Piastri, meanwhile, look as though they are already on holiday. In Azerbaijan, Oscar made an error a few laps from the end, throwing away an excellent podium, while Norris stalled behind the Safety Car in Malaysia, losing the opportunity to support Piastri in a potential battle against Ferrari.

Norris and Piastri can no longer afford mistakes

With seven races remaining, the Prancing Horse appears almost firmly established in second position, 89 points ahead of McLaren, while the Woking outfit, largely due to its drivers’ mistakes, has been targeted by Red Bull, which now has only an 18-point deficit to recover.

The end of the season could look very different now without Piastri’s mistake in Baku and, of course, Norris’s accident with the two Alpines. There has nevertheless been an overall improvement from Oscar over the past two Grands Prix, in contrast to a decidedly difficult spell for Norris, who has been battling in the lower reaches of the top 10 in both Baku and Kuala Lumpur.

McLaren is doing a great job, but to protect third position it absolutely must rediscover its drivers. It is a little too early to start thinking about holidays.

Cover and internal photos by Peter Kiss / WHYOUT Images

The Spaniard started 12th and crossed the line eighth, making the most not only of his great qualities but also of the retirement of George Russell (Mercedes) and the mistake made by Lando Norris (McLaren) behind the Safety Car. It was worth its weight in gold for the Anglo-Canadian team's season.

Aston Martin: huge progress in such a disastrous year

With Adrian Newey leading the design department and Honda — world champions with Red Bull and Verstappen from 2021 to 2024 — it goes without saying that more was expected from Lawrence Stroll's team. However, having established that the overall job had been virtually disastrous, the team rolled up its sleeves and, thanks to the upgrades introduced in Hungary and the new engine available from the Netherlands, the improvements have been clear — and they have been enormous.

The biggest weakness remains the power unit — although it is obviously not the only one. That was evident in Italy and Azerbaijan, where the team struggled badly to keep up with the others. Now, if the team can make the right steps, because competing for points will require an almost perfect job from one Grand Prix to the next, Alonso could begin to think about overtaking other rivals: drivers who, for a long time — especially at the start of the year — had cars more competitive than his.

Alonso will seek challenges to stay motivated

For Aston Martin and Fernando, it is difficult to think big and believe they can consistently finish in the top 10. However, in the only three occasions on which he has reached that target, Alonso has scored seven points, allowing him to move ahead of Albon (Williams) and draw level with Sainz (Williams), Hulkenberg (Audi) and Ocon (Haas).

Alonso's next step will be to target Bortoleto (Audi), who is on 10 points, and get as close as possible to Bearman (Haas), who is on 20.

Beating both Audis could be a difficult but somehow achievable objective, while climbing as high as Bearman would mean not only doing his part, but unlocking even more potential from the car. That is an eventuality unlikely to happen at this stage of the year.

Overtaking both Audi drivers while chasing Haas will certainly be among Alonso's objectives for the end of the season, something that will prepare him and keep him motivated for the 2027 world championship. A year in which there is hope that, with Aston Martin, he can once again fight for something more than a handful of points.

The 4.940km track has the typical characteristics of a street circuit, with barriers close to the racing line and limited overtaking opportunities. However, the changes introduced in the third sector in 2023 increased the number of high-speed sections, making the lap more flowing and quicker than in the past. Despite the presence of several straights, the circuit is still defined by numerous braking and traction phases through its 19 corners, allowing modern power units to recover energy throughout the lap.

Marina Bay has a medium-to-high level of surface roughness for a street circuit, in both macro- and micro-roughness terms. As no resurfacing work has been carried out, the values should be broadly in line with last season’s, if not slightly higher. Track evolution will be significant over the course of the weekend. Intermittent rain, typical of the equatorial climate, will also affect grip levels and could change conditions from one session to the next.

As is well known, the race takes place at night, with track temperatures between 30 and 35°C. In these conditions, the tyres tend to operate within their working window without any particular concerns over overheating. Mechanical stress is not especially high, and the expected degradation will be mainly linked to the usual loss of performance from the rear axle during traction phases. Graining and wear should not become limiting factors in race management either.

For these reasons, from a strategic perspective, Singapore remains one of the races where a one-stop strategy is the preferred option for teams, also considering the time lost in the pit lane and the high likelihood of neutralisations.

While the Hard and Medium compounds are again expected to be the benchmark tyres for the race, this year the Soft could receive greater consideration on Sunday from more than one team.

The softest compound in the range has demonstrated in Budapest, Monza and Baku that it allows drivers to maintain a strong pace thanks to limited degradation, while also offering an advantage in grip and confidence behind the wheel. These characteristics could prove even more valuable at a circuit such as Singapore, which is also known for its significant track evolution.

The 2026 cars also appear to make the most of the softer compounds. Downforce, more effective temperature management and the current compound formulation allow the softest tyres in the range to be used for longer and more competitive stints than in the past. With this in mind, it would be no surprise to see the red-banded tyre used in Saturday’s Sprint or, more generally, to see more extensive use of the C5 throughout the weekend, encouraged by the format itself.

Last year

Medium and Soft were the two compounds selected by teams for the opening phase of the race, with 14 drivers starting on the C4 and the rest on the C5. The Hard was ruled out as the track was still damp following rain earlier in the afternoon. The Soft therefore became the preferred compound for the second stint. Almost the entire grid completed the race on a one-stop strategy, with only three drivers opting for a two-stop approach.

A special podium cap

The cap worn by drivers on the podium at the Singapore Grand Prix will feature an orchid-inspired design. This flower is particularly admired in Singapore for its ability to thrive in conditions of heat, humidity and heavy rain, turning fragility into resilience. The special-edition Pirelli Podium cap is created by Pirelli Design and signed by designer Denis Dekovic, and as always will be available to all fans through the Pirelli Shop website.

Singapore GP 2026: complete guide

This is the second of the six in-depth features we regularly publish on formula1.it in the build-up to every race weekend: alongside the event’s TV and streaming schedule, they include Pirelli’s tyre and strategy analysis and information, Brembo’s assessment from the perspective of braking and energy management, official updates, the first images and set-ups from the pit lane, as well as the table of power-unit components used, useful for assessing potential grid penalties for the 2026 Bahrain GP.

Photos: Pirelli

In the land of tigers, the lion roars again

He came close in Baku, but in Malaysia he left nothing for his rivals: Max Verstappen (10) pulls off the feat and claims his first win of the season, in a weekend in which he and his RB22 were clearly the best on track. There is no point hiding it: everyone had missed seeing him up there. Learning that he has reached 72 wins at just 29 years old, matching Schumacher’s tally with Ferrari, is truly something special. Welcome back, SuperMax!

Applause too for Red Bull, which has clearly stepped up a gear over the past few rounds. Hadjar’s excellent fifth place (8) is proof of that: could it slowly be beginning its climb towards the top? 2027 is already shaping up to be interesting.

Between one dream drawing closer and another going up in smoke

Mixed emotions at Mercedes, with George Russell (7 as consolation) once again betrayed by his car, while good old Kimi Antonelli (8) sees the world title closer than ever.

There is no longer such a relaxed atmosphere within the team: the new upgrade package has not got the spaceship flying—rather, it has left it stranded. Singapore will be a crucial round to understand whether this was merely a temporary flaw or a “development” to throw in the bin. One thing is certain: Mr Grumpy is now out of the title fight. 

Everything changes, except at Ferrari

A wet race that could have delivered a double podium or perhaps, who knows, even a fight for victory. Instead, once again, Ferrari got the strategy wrong (N.C.). Luckily, we have drivers of the calibre of Charles Leclerc (8) and Lewis Hamilton (9), who, after slipping disastrously to the back of the field, armed themselves with their talent and fought their way back towards the front.

The Briton takes another dream podium, while the Monegasque follows him home, aware that it was impossible to do any more than that. And while others evolve or learn from their mistakes, everything remains the same in Maranello: guys, do not be afraid, we like change! So embrace it.

From papaya ghosts and the tiger’s return to Italian-made success

McLaren managed to finish in the points with both drivers, having tried every compound in the range and risked a double retirement through the major lapse in concentration of Lando Norris (5), who nearly took out good old Piastri (6.5), who at least managed to finish in the points this time. From heroes to zeroes at Papaya, powerless in the face of difficulties that they too “need to understand”.

Fernando Alonso (9) is the one celebrating, as a superb eighth place puts Aston Martin back in the points: a true Malaysian tiger of a race from a driver still capable of fighting with the youngsters. Staying on the subject of youth, Lindblad (8.5) continues to impress, managing to finish his race in tenth after starting from the back. Together with Lawson’s seventh place (8), they cement Racing Bulls’ fifth place in the constructors’ standings, with the team increasingly a protagonist in the midfield.

The FIA software bug also features among the failures

Finally, on to the biggest flops: after the FIA’s huge error at the start, when it turned the cars into puppets, the internet has been talking about little else. Does Formula 1 really need all this? The doubts remain, as does the huge worldwide embarrassment.

Returning to our drivers, the pairings at Williams, Haas, Audi, Cadillac and Alpine (4) are all marked down, having squandered a golden opportunity to break into the top ten. Sympathy for Sainz (5), taken out by Bortoleto, who effectively dealt a major blow to the excellent race he was having. Not too bad from Lance Stroll (5.5), who at Sepang at least finishes just one step away from the points.

Next stop, Singapore: Marina Bay is another circuit that has always given us excitement and, with rain threatening this weekend too, I would say we have every ingredient for a truly astonishing weekend.

Speak to you very soon, my friends,

Your Rompipaddock.

Full cover photo by Peter Kiss / WHYOUT images

Cover inset photo taken from Today.it

Internal cover photo by  Peter Kiss / WHYOUT images

That time put him 298 thousandths clear of Hamilton’s Ferrari and 501 thousandths ahead of Antonelli’s W17. The Prancing Horse also managed to beat the Stuttgart marque last weekend. The Italian team had the misfortune of achieving that feat alongside Red Bull, which proved incredibly strong not only in qualifying but also in the race.

Red Bull and Ferrari capitalise on Mercedes’ misstep

The strength of Verstappen’s performance came from how effectively he managed the hybrid system through the first two sectors of the track, before effectively using the battery only on the final two straights. Mercedes, which had been the dominant team in a straight line at Baku, was unable to do the same in Kuala Lumpur (showing how different set-up choices and energy-management methods can have a major impact on the final performance). Perhaps, for once, the Stuttgart team was not truly prepared for the Malaysian challenge.

Among the top teams, the pecking order had Red Bull out front, followed by Ferrari, Mercedes and McLaren, with the latter six tenths behind. Alpine remained more or less consistent at around 1.3 seconds off the pace. Behind them, Audi and Aston Martin improved, with Alonso managing to score points again, and both teams battled VCARB throughout the weekend.

[[[og]]]

The battle at the back and the differences between drivers

Williams remains more or less consistent and, given the progress of the other teams, is currently a long way from the points. Haas, meanwhile, lost some ground, while Cadillac moved closer to the group, around 3.5 seconds off the pace. Aston Martin was fighting Bottas and Perez at the start of the season, after all.

Looking at the differences between the drivers, Sepang revealed two clearly distinct groups. The drivers from the top teams were covered by a gap of around 750 thousandths, with George Russell the slowest of the eight. There were also around eight tenths between Gasly, Bortoleto, Lawson and Alonso. Williams and Haas were further adrift, but Sainz’s performance was around 1.1 seconds slower than Gasly’s, while Bearman’s Haas was approximately 1.6 seconds behind Pierre’s time.

Cover photo by Peter Kiss / WHYOUT Images

From the day Leclerc entered Formula 1, he has always said he had one dream: to win with Scuderia Ferrari. Over the years, he has repeatedly shown the immense grit and determination with which he wants to pursue that goal. At Ferrari since 2019, the Monegasque offered further proof of his loyalty this year by renewing his contract shortly before the Monaco Grand Prix, reportedly until 2030.

Charles has always been regarded as a driver capable of great things. He has the speed, the passion and the determination. Perhaps the only thing he truly lacks in order to become a world champion, aside from a car that allows him to do so, is ambition.

A completely mistaken perception

We say this because, in reading comments on social media and speaking to people in everyday life, we have found that the public has a distorted view of Charles Leclerc. Many believe the Monegasque is quick, certainly, but that he cannot help the team find the right set-up or even lead it through development. This is entirely untrue and does not reflect the work the driver has done, and is currently doing, at Ferrari.

The notebook Leclerc never parts with

The young driver, almost 29 years old (born on 16 October 1997), has always been like a sponge alongside the team-mates he has had. Team-mates whom, incidentally, he has beaten. Unfortunately, however, in no case and with none of them has he tried to assert himself within the garage. He has beaten Vettel, Sainz and Hamilton, but has never sought to overshadow them in front of the engineers.

The almost hidden side of Charles Leclerc

Yet Leclerc is always extremely precise and methodical, with an almost obsessive attention to detail. He tries to absorb everything from others that could be useful to him. From four-time world champion Sebastian Vettel, he learned a method: the use of the notebook he never parts with, in which he writes everything down. For Ferrari’s engineers, he is as important a reference point as Hamilton, yet that message has failed to reach the fans.

In the prevailing view among the fanbase, development was initially entrusted to Vettel, then supposedly passed to Sainz and is now, finally, in Hamilton’s hands. Nothing could be further from the truth. Leclerc carries as much weight as Lewis. The only difference is that he has no interest in putting himself in the spotlight in that respect. That is why we consider him a prodigy without ambition: the kind driver who prefers to blame himself before others, and to leave others the credit even for his own work.

Cover and internal photo: X, Ferrari

Our reflection stems from two episodes which, at first glance, appear to have very little in common. The first concerns Ferrari. The Maranello marque has recently been engulfed by a highly tense atmosphere, with Lewis Hamilton having no problem directing criticism more towards senior management than at the work being done by team principal Frédéric Vasseur.

The brutal comparison with Vigna

It was therefore no surprise to see Benedetto Vigna, the Prancing Horse’s CEO, in the paddock set up in Kuala Lumpur. Unfortunately, and much to our disappointment, however hard we might try, we cannot find positive adjectives to describe him. When he was approached by Sky Sport F1 interviewers before the start of the race, he appeared lost, as though he had been dropped into a world he did not fully understand. Beyond the comments he made, which we will not discuss, he gave the impression of being completely out of his comfort zone.

Benedetto Vigna, Ferrari CEO, Italian Grand Prix 2026

On the other hand, if we take Toto Wolff as the benchmark, we find a charismatic team principal who is always aware of everything happening in his garage and, above all, remains deeply passionate about the work he is doing. But, in our view, the Austrian manager’s real strength came to the fore yesterday.

As you will no doubt know, the start of the Bahrain Grand Prix was delayed by more than an hour and a half due to a software issue which first sent Verstappen’s Red Bull into crisis before causing anomalies on almost all Ferrari-powered cars.

Toto Wolff’s real strength

During the stoppage, while virtually everyone was simply waiting for the race to begin, we saw a particularly striking scene. Toto Wolff was filmed speaking with several paddock figures outside the Mercedes circle: people from teams affected by the software problems. One of them was Frédéric Vasseur, Ferrari’s team principal, while Valtteri Bottas was also there — his former driver between 2017 and 2021, and now a Cadillac driver. They are people for whom Toto has great respect and friendship.

Toto Wolff, Mercedes team principal and co-owner, Hungarian Grand Prix 2026

This is Wolff’s real strength — a quality which, in our view, makes him Mercedes’ most powerful weapon. Unaffected by the software issues, the Austrian could simply have remained seated and waited for the start. Instead, he immediately took an interest in the matter and, well before the FIA informed everyone what to do, had already gone to investigate the situation first-hand on his own initiative.

There are not many people like Wolff around, and it is no surprise that Mercedes have been able to win so much under his leadership. Anyone would pale in comparison with him.

Cover photo by Peter Kiss / WHYOUT Images

Interior photos by Luca Martini / WHYOUT Images

Here are the ratings

Red Bull: 10

A solid weekend for Red Bull, claiming its first win as a constructor. On the rise, well done.

Verstappen: 10
A superb weekend for Max, capped by first place. The return of the... tiger of Malaysia.

Hadjar: 8
His race ends in P5. Fast and error-free. He does his job superbly. A shame about the finish.

Ferrari: 6

A weekend of ups and downs for Ferrari, between a tactical disaster and a recovery drive. They respond.

Leclerc: 7
A good weekend for Charles, fourth after a strong race. Little feeling with the SF-26...

Hamilton: 9
A superb weekend for Lewis, second after a heart-on-sleeve recovery drive. In excellent form.

Mercedes: 6

A poor showing from Mercedes, unreliable and with unconvincing upgrades. A misstep.

Russell: N.C.
George’s race cannot be rated, as his Mercedes let him down. Bad luck.

Antonelli: 7.5
A solid race after a poor qualifying for Kimi. Second, fortunate following his rival’s retirement.

Mclaren: 5

A black weekend for McLaren, which “throws away” points through incidents and a lack of pace. Needs reviewing.

Norris: 5.5
A dreadful weekend for Lando, ninth with little pace and bad luck. The McLaren is not delivering...

Piastri: 6.5
A passable weekend for Oscar, with a revised but insubstantial car. P6 was the maximum.

Aston Martin: 8

A strong weekend for Aston, with a good and reliable car. Valuable points.

Alonso: 9
Fernando fights with heart in an improving Aston. He capitalises on the incidents and takes P8. Superb.

Stroll: 7.5
A good race for Lance, with an Aston on the rise. P12 after some fine battles.

Alpine: 5

A poor performance from Alpine, with a slow car. Badly done; they need to put it all behind them.

Gasly: 5
His race ends towards the back, with little pace and ruthlessness. A shame, he will respond.

Colapinto: 6
In his second F1 season, he is improving, but at Sepang he can do little with a slow Alpine. He beats Gasly.

Racing Bulls: 8

A positive weekend for RB, with a fast car and both drivers in the points. Very well done.

Lindblad: 8
His race ends in the points, making the most of his opportunities. Behind Lawson, he does his job...

Lawson: 8.5
A gritty race from Liam, returning to VCARB with pace and no mistakes. Important points. P7.

Audi: 5.5

A mixed weekend for Audi, without points despite the incidents. Reliable, but lacking consistency...

Hulkenberg: 7
His race ends in P11, without flashes but with plenty of substance. He does what he can...

Bortoleto: 5.5
A poor day for Gabriel, out of the points in an Audi that was off the pace. Behind Hulk...

Haas: 5.5

A mediocre three days for Haas: passable in the race, but still outside the points. Ups and downs...

Ocon: 6.5
A good weekend for Esteban with a mediocre Haas. P15, after the sacking...

Bearman: 7
Ollie’s progress continues. He pushes, fights, but cannot convert it. The Haas does not help. P14.

Williams: 5

Williams fail to impress. Incidents leave them outside the points once again. Plenty of difficulties and errors.

Sainz: 6
A good weekend for Carlos, but no points with a struggling Williams. A shame.

Albon: N.C.
Alex’s day cannot be rated. He tries to fight, but the Williams does not help. Retirement.

Cadillac: 5

Cadillac’s difficult path continues, at the back and without points. Much work to do...

Perez: 6
He returns to F1, but the Cadillac does not help. He finishes last without any flashes or battles. It will be a long road.

Bottas: N.C.
He returns to F1 but makes no impact, hampered by a slow and unreliable Cadillac. Retired due to an error.

With the Bahrain GP now behind it, F1 will return in a week’s time at Marina Bay for the Singapore Grand Prix.