The Brazilian circuit has undergone several changes since last season. During the year, resurfacing work was carried out between Turns 3 and 5, and between Turns 8 and 9. These newly resurfaced areas could affect grip levels and track evolution over the weekend, particularly influencing tyre behaviour during longer stints. The three practice sessions will provide an opportunity to assess track evolution and understand how the new surface affects degradation and wear.

In 2025, tyre degradation was one of the key technical factors at São Paulo. Although graining was less pronounced than initially expected, the C2 compound, used as the hard tyre, showed some tendency to slide, while the C3 and C4 compounds suffered significant degradation, although they still allowed competitive stints. As a result, the most effective strategy proved to be a two-stop race.

In terms of tyre loads, Interlagos generates overall average lateral forces, while combining several high-speed corners with long straights. The circuit therefore does not place extreme demands on the tyres, with loads distributed fairly evenly between the front and rear axles.

The numerous overtaking opportunities offered by the circuit’s flowing layout give teams a degree of strategic flexibility, but managing degradation traditionally remains the key factor in maximising race performance. Finding the right balance between single-lap pace and tyre management over longer stints will be one of the teams’ main objectives during the Brazilian weekend.

It is also worth remembering that, given the event’s position on the calendar, Interlagos is a circuit where rain and significant temperature swings are often decisive factors. Intermediate and wet tyres could therefore come into play in Brazil again this year.

Last year

The Medium and Soft compounds were the most widely used at the 2025 São Paulo Grand Prix, which featured a wide variety of strategies. The most common approach was a two-stop race, adopted by most teams due to tyre degradation levels and a series of early pit stops prompted by an early neutralisation period. Pit-stop windows varied from driver to driver, creating different gaps that encouraged overtaking opportunities. Only two drivers completed the race with a single pit stop. The Hard compound was used only for a few short stints.

A special podium cap

In Brazil, too, the cap worn on the podium by the top three finishers will be a special version, created for Pirelli Design by designer Denis Dekovic. This weekend’s edition is inspired by the blue shirt worn by the Brazilian national football team in 1958. The cap features a jaguar pattern, recalling the coat of this iconic animal, which is widespread throughout the country and, as always, will be available for fans to purchase via Pirelli’s dedicated website.

Internal photo f1pressarea.pirelli.com

Kimi, you are history!

There is not much else to say about the success achieved by our boy, who at just 20 years old joins the giants of motorsport: the tears in the closing laps, the embrace with his family, the celebrations with Verstappen and Hamilton are the perfect backdrop to a Sunday we will certainly always remember (10 out of 10).

There is a big lump in many throats

What happened at the start between Charles Leclerc (7) and Lewis Hamilton (8) sparked the Sir’s fury. With that forked tongue of his, he was practically insulting even us over the team radio for what had happened, once again placing Ferrari at the centre of controversy.

While Lewis turned into the Big Bad Wolf, Charles merely defended his choices, which apparently stem from a personal reflection still unknown to us: is a Darth Vader transformation imminent?

In any case, we will never know whether this victory was within our reach, but at least we finished P2 and P4: an honest haul that we cannot complain about. My boys, it is fine to seize opportunities, but this championship has been over for quite some time, so stay calm and keep cool heads.

When two quarrel... Max rejoices

While Ferrari wastes time pointing fingers, Max Verstappen (9) takes advantage and wins the Mexican Grand Prix too, his sixth at the Hermanos Rodriguez. Everything went right for the Dutchman in a race that included the starts, and who knows whether he can repeat the feat in his Brazil; for now, Max takes P2 in the championship but, as he himself admitted, it is the most useless thing for a driver who only wants to win. Chapeau.

Lightning points!

Norris (7+) continues to do his job and finishes fifth, followed by Russell (6), who with that 10-second penalty for his contact with poor Hadjar, puts the seal on a disastrous season that is difficult to swallow. While George waits for the Malox, Isack (7) climbs back into the top 10 like a boxer in the biggest fight of his life, while Bortoleto and Lawson (7) take advantage of others’ penalties to claim a few precious points.

From Ocon-gate to verdicts on the rest of the field

Have you missed the gossip? EstieBestie (0) is here to entertain us! The tragicomic situation that unfolded on Friday in Mexico has stirred fans’ curiosity. Were there shoves? Raised voices? Too much speculation and too few certainties. One of them is that Ocon has flown to Europe and we do not know whether he will return for Brazil, although I find it very difficult to believe that he will. In a twist of fate, not only did Hirakawa (7) contest a full F1 weekend, he even scored a point. Perhaps he dedicated it to Esteban!

Moving on to the rest of the field, Bearman (6) is taken out by Hulkenberg (4) and loses a big opportunity to finish in the points; a real shame, given what he was building. Alpine (7) is hammered by the FIA, losing both points-scoring finishes. Lindblad’s (7) race was also ruined after being attacked by an increasingly anonymous Piastri (4). Finally, it was a disaster across the board for Aston Martin, whose drivers cover more kilometres on foot (1).

Next stop, Brazil: a place of history and absolute charm. Who will manage to stand on the top step?

See you very soon, my friends,

Your Rompipaddock.

Both photos in the main cover courtesy of: Finlay Williams / WHYOUT images

Internal photo by Ryan fleming / WHYOUT images

The tears

Tears ran down the faces of both drivers, but the emotions behind them were very different. George Russell’s tears were particularly striking because of when and where they came. Having just climbed out of the car, the Briton went to congratulate Andrea Kimi Antonelli on his newly achieved milestone. Then, back in the garage, his emotions gave way to cathartic tears.

Sixth place in Mexico was tainted by yet another technical problem. Andrea Kimi Antonelli was on the podium, with race-winning potential, while George was once again left outside the top five, having never shown the pace during the race to fight with the frontrunners. The story of the championship, the story of the season.

The tears flowed. It did not matter how much time he had had to prepare himself to witness Antonelli’s triumph. It did not really matter how resigned he had become. Andrea Kimi Antonelli celebrated, lifted into the air by Max Verstappen and Lewis Hamilton. The tears flowed, and there was nothing that could stop them.

The admission

Despite the celebrations already being under way, Mercedes team principal Toto Wolff found time for an embrace, followed by an apology. After the race, the Austrian would make an important admission: “We let him down.” Russell’s season has been full of problems. When the car was at its best, George was missing, and when George was there, a technical issue often had to be dealt with.

Before arriving in Mexico, Wolff had said that the team would do everything over the weekend to put the Briton in the best possible position, to help him understand the car and to give him one last opportunity. By then, it was only a matter of time. Russell would not lift the title this year, but the team wanted to give him back the chance to lose with dignity. To allow him to rediscover himself and launch himself towards the new season.

The failure

The team failed in that. Toto Wolff acknowledged it too: “We let him down again.” Andrea Kimi Antonelli and George Russell are two contrasting portraits from the same garage: triumph and Mercedes failure. Two portraits filled with tears. Tears that express more than a thousand words ever could.

Cover photo: Mercedes

Inside photo: Adam Cooper

The celebrations continue and fans have no time to dwell on Maranello’s huge blunder, but we would quietly like to point out the following:

Hamilton on pole, with a possible victory within reach, immediately hounded by his team-mate as though he were the only opponent in the world and his worst enemy;

Hamilton responding by risking a collision between two cars from the same team, much like Italy’s centre-left parties when an election approaches; Hamilton again, who in the end, giving the impression of feeling lonelier than Bobby the singer, makes the statements that a Team Principal ought to make; Vasseur who, to put a Ferrari-red cherry on the cake (a crumble, evidently), fires barbed remarks at both drivers rather than attacking Leclerc alone, as the rest of the world would have done.

That is all, while we continue celebrating Kimi’s real achievement—never mind the title.

Cover photo by Ryan Fleming / WHYOUT Images

Vasseur has a responsibility to answer for his drivers’ actions and, frankly, the most worrying aspect, beyond the way Ferrari speaks about the issues involving its drivers, is that it managed to fuel Lewis Hamilton’s complaints, turning an internal dispute into a case of cosmic proportions when, in reality, there is no genuine reason for outrage.

What exactly is supposed to be shaking the masses?

No, really… what is the reason? Did either driver retire or destroy the car? Did either one fall to the bottom of the order? Did the incident compromise the season and put their position in the constructors’ championship at risk? Did Leclerc – because Charles is the one being discussed here – cost Hamilton the world championship?

Perhaps people should take a closer look at the championship standings, because that does not appear to be the situation. It is a non-story blown out of proportion. The two drivers were almost side by side and, with victory in that duel giving them a genuine chance to fight for the win, both kept their foot down and tried to claim the lead of the race. Did that move cost Ferrari victory? Perhaps, but it is not important.

Ferrari’s drivers have character; they are not puppets

The championship did not hinge on this race and, when all was said and done, Hamilton finished second and Leclerc fourth. Looking at what everyone else did, that is a very respectable haul.

The controversy erupted partly because of Ferrari itself, but also because of the huge horde that immediately pointed the finger at the drivers. Most of it was aimed at Leclerc, with a smaller share directed at Hamilton. But this is where people need to decide which side they are on… There are two options: either you like ‘‘limp’’ drivers, perhaps very strong ones, but not particularly decisive when they really need to take the bull by the horns; or you accept that, if a team has two drivers who come out in hives at the mere thought of finishing second, then when they have the chance to win, they will go for it. Sometimes things work out as they should, sometimes they do not. That has to be accepted. Especially in Mexico, where, despite everything, they finished the race with both cars intact, in second and fourth.

Both tried to win and both had their chance. They were slowed by the incident, yes, but both drove a clean race in which they gave everything they had in an attempt to win.

Drivers are not puppets. Hamilton and Leclerc certainly are not, and unless there is a genuine reason to make way for a team-mate – and there was not one in Mexico – neither will be willing to lift off. That is a fact.

Cover photo: X, Ferrari

Inside photo: X, Ferrari

While this writer's view is very clear and can be summed up by the principle that you do not win the world championship with two equal number ones, it must be acknowledged that Maranello has chosen a different approach, and the following considerations must be based on that.

Post-race comments out of control

Vasseur's comments after the Mexican race were extremely strong (read here).

They were echoed by Lewis Hamilton, who aligned himself with the French team principal's position.

Leclerc, for his part, sees things differently, although he does not deny his share of responsibility.

The question we must now ask is this:

Within the team, who is responsible for establishing rules of engagement between the drivers in a case such as the race that has just concluded?

Before the start, were those rules clearly established, or were the drivers simply told to "race cleanly"?

Let us assume the drivers were left free to race.

If that was the case, the team must be prepared to accept that what happened on Sunday can occur in motorsport, because every one of the 20 drivers on the grid has been raised to, lives and breathes to get the better of the others, and must try everything to win: it is in their nature.

If Hamilton and Leclerc were free to race, then the team principal who made that decision — or worse, failed to make one — should face the media and simply say it as it is: "The drivers were free, these things happen in motorsport and we accept the risk."

If, on the other hand, rules had been established, they should ideally be clear. For example: "After the first corner, if we are running first and second, the positions are locked."

It is not enough to tell two drivers such as Hamilton and Leclerc to drive cleanly. If the principle of respect for the team is to apply, absolute clarity is required.

If those rules had not been respected, the team principal could have made it clear to the press who had failed to follow the guidelines and how, limiting the current controversy that is dividing the Ferrari environment and its fans in two — if that were still necessary.

Even after the incident, once it was clear that Verstappen had moved between the two cars, Ferrari could have intervened decisively, telling Leclerc not to give the position back and instead attempting to build the gap needed to mitigate the five-second penalty.

At the same time, it could have prevented Hamilton from becoming furious by communicating the decision to him and telling him that, if possible, Leclerc would later return the position at the most appropriate moment.

Instead, the Ferrari pit wall chose to do nothing.

Driver management is completely absent

It does not matter who was right or wrong in the events at the start of the Grand Prix: the responsibility lies with those tasked with managing the drivers.

There is little value in the words Vasseur gave to the media, almost as though he were not an active part of the decisions made by Ferrari.

It is the team principal's job to manage the two drivers; it is his job to decide whether rules of engagement exist or not; it is his job to ensure those rules are clear and, where necessary, to intervene when race conditions change in order to adapt to the circumstances. 

If those rules were not set out clearly, on what basis will the discussion Vasseur and the drivers are due to have shortly be structured?
How can he remove the excuses, even justified ones, that the drivers will bring to the table in their defence? 
The meeting will serve no purpose, just like those held in the recent past.

Vasseur cannot evade, as he has done, his responsibilities. By acting in this way, he has left the door open to a series of controversies and bad blood that genuinely harm the team, the people who work there and the fans.

Fred Vasseur made the discontent even more apparent, appearing particularly angry only in his post-race interviews. That raises a question: “Why was a clash between team-mates, with victory still at stake, not handled more firmly from the opening metres, avoiding controversy during and after the race?”

Leclerc accepts the penalty, Hamilton avoids confrontation: two accounts that reveal the tension

The moment that ignited the debate within Ferrari came at the start, when Leclerc and Hamilton found themselves battling side by side through the opening corners and made contact. It was an exceptionally hard-fought duel, considering it involved team-mates and that, with a victory potentially within reach, it called for particularly careful management with little room for risk. Both made mistakes in the way they handled the battle, but their subsequent comments reflected two different attitudes.

Leclerc acknowledged that the penalty he received was justified, admitting that neither Ferrari had negotiated Turn 4 correctly. The Monegasque, however, explained that he chose to retain his position after staying ahead, while Max Verstappen managed to overtake Hamilton.

“I asked what to do and I kept the position,” he said, adding that he had good pace in the opening phase of the race. The situation became more complicated at the subsequent restart, when his position on the dirty side of the track penalised him.

The most delicate point, however, concerns his relationship with his team-mate. Leclerc explained that he would discuss the matter with Hamilton, without knowing for certain whether the Briton had genuinely intended to give him third place. He also maintained that Lewis had pushed him towards the outside on the exit of Turn 1, while acknowledging that similar incidents can be part of the normal dynamics of a battle for victory. It remains to be understood, however, why the Monegasque chose such an aggressive approach against his own team-mate: an attitude that does not seem to reflect his usual way of handling internal battles and, more generally, his driving style.

Hamilton, for his part, preferred not to fuel the controversy, although he made his position on the duel clear:

“I think you could see what happened and why we lost the victory.”

It was a response that shifted the focus onto Leclerc's move against him. The Briton then implied that everyone had seen what happened and why Ferrari lost the chance to win.

Vasseur’s anger comes after the race: “I expect respect for the brand and the team”

Fred Vasseur’s position made the episode even more significant. The team principal appeared to show the full extent of his irritation only in interviews after the race, stressing how difficult it was to accept such a result for a team that had the opportunity to occupy the top two positions. His words were unequivocal:

“I expect respect for the brand, for the team, for the partners and for the 2,000 people working in the factory.”

Vasseur reiterated that what happened would be addressed internally, with the aim of clarifying expectations and preventing similar incidents from happening again. His disappointment is understandable: when a team is in a position to fight for victory, losing ground partly because of an internal battle becomes difficult to accept. However, the timing of the team principal’s public expression of anger leaves room for reflection.

The issue, in fact, concerns not only the individual responsibilities of Leclerc and Hamilton, but also Ferrari’s ability to manage its drivers when tensions rise, as other team principals have shown they can do. If the clash began at the start and involved two cars from the same team, it is natural to ask whether firmer intervention was needed during the race, or whether the situation should have been clarified in the pre-race meeting, rather than simply expressing discontent in front of the microphones once the result had already been compromised. It is not possible to know in detail all the radio communications that took place, but the impression is that Ferrari struggled to find a common line precisely when it needed one most.

Cover photo x.com

Inside photo x.com

Formula 1 will be back in action this weekend, bringing the American triple-header that began in Austin and continued in Mexico City to a close. As always, the weekend will be broadcast on TV and streamed by Sky. Here is the schedule for the coming weekend.

Brazilian GP schedule

Friday 6 November 
Free Practice 1: 16:30
Free Practice 2: 20:00

Saturday 7 November 
Free Practice 3: 15:30
Qualifying: 19:00

Sunday 8 November 
Race: 18:00

How to watch the Brazilian GP on TV and streaming

The entire Brazilian GP weekend, like every round of the World Championship, will be broadcast live on Sky and streamed on SkyGo. Free practice, qualifying and the race will be available on Sky Sport F1 HD and Sky Sport Uno. Here is the schedule:

Friday – Free Practice
FP1 (Friday 6 November, 16:30): live on Sky Sport F1 HD; streaming on SkyGo or Now TV
FP2 (Friday 6 November, 20:00): live on Sky Sport F1 HD; streaming on SkyGo or Now TV

Saturday – Free Practice and Qualifying
FP3: (Saturday 7 November, 15:30): live on Sky Sport F1 HD and Sky Sport Uno; streaming on SkyGo or Now TV
Q1, Q2 and Q3 (Saturday 7 November, 19:00): live on Sky Sport F1 HD and Sky Sport Uno; streaming on SkyGo or Now TV

Sunday – Race
Race (Sunday 8 November, 18:00): live on Sky Sport F1 HD and Sky Sport Uno; streaming on SkyGo or Now TV 

The Grand Prix live on formula1.it

You can follow every session of the weekend live on formula1.it, through the dedicated qualifying news article and the live page dedicated to the race, featuring statistics, infographics and images from the circuit. Follow us on X for all the latest real-time updates.

Unfortunately, or fortunately, the red flag on lap 46 reset everything, wiping out the teams' strategies. It allowed Max Verstappen to win the race with complete control, while Lewis Hamilton (Ferrari) finished P2 after passing team-mate Charles Leclerc at the second start.

Strategy recap

Before discussing what we believe was the race's most important moment, though, let us recap all the strategies. Shortly before the start, there was uncertainty over whether a one-stop or two-stop approach would be best. By changing his C5 Softs on lap 43, Antonelli had made a very clear statement of intent, while the others would have faced a more difficult decision over what to do.

The red flag settled the matter for everyone, calling the mechanics into action for two tyre changes. Verstappen won on a Medium-Soft-Soft strategy, also used by Lawson, Colapinto and Bortoleto. Hamilton finished second on S-M-S, as did Antonelli (just two laps on C4 Mediums), Leclerc, Norris, Russell, Piastri, Gasly, Hadjar (who actually ran S-M-S-S) and Sainz.

Hirakawa (called up to replace Esteban Ocon at Haas in Mexico) scored points on his debut in 10th place, benefiting from penalties for Piastri, Colapinto and Gasly, thanks to a three-stop Medium-Soft-Soft-Soft strategy. Hulkenberg also used that strategy. Perez finished outside the points on Soft-Medium-Soft-Soft. Albon ran Soft-Soft-Medium-Soft. The GP saw retirements for Lindblad, Bearman, Bottas, Stroll and Alonso.

The red flag denies Antonelli a fairytale

Two key incidents shaped the battle for victory. The first was the contact between the Ferraris at the start, with Leclerc handed a five-second penalty for taking the lead by cutting Turn 4. Leclerc defended the lead until the tyre change, made by both drivers on lap 27, but Verstappen then took advantage of the penalty to return to the front. The pair appeared to be in control, but having changed tyres so early, it remained to be seen whether they would need another stop.

At the time of the red flag, Leclerc was on C4 Medium tyres that were 18 laps old, while Verstappen was on C5 Softs with the same mileage. Had the red flag not come out, the victory would probably have gone to world champion Andrea Kimi Antonelli, who once again demonstrated Mercedes' extraordinary qualities yesterday by completing a 45-lap stint on C5 Softs.

Unfortunately, we have no data on what his race pace would have been on Mediums: the red flag did not allow us to see it. However, given the substantial tyre advantage, we believe Antonelli would have had no difficulty in closing the roughly 12-second gap separating him from the leading group. Especially if Verstappen or the Ferraris had then been forced to make another stop. In this case, the red flag denied Antonelli the poetry of winning the world title with what would probably have been a beautiful victory. He still secured the title by reaching the podium.

Ferrari saved by the red flag

As for Ferrari, instinctively, even if Leclerc and Hamilton had managed to finish the race without any additional stops, they could only have aimed for P3 and P4, with Antonelli and Verstappen fighting for victory. Making a second stop would probably not have jeopardised those positions, but it would nevertheless have provided yet another demonstration of just how large the gap Ferrari face to Mercedes is. Hamilton would never have finished second without the race suspension, and probably neither would Leclerc.

Pirelli backs the one-stop strategy even without the red flag

At the end of the 71 laps scheduled for the Mexico City GP, Pirelli's motorsport director commented on the result to the company's media channels: “First of all, congratulations to Kimi Antonelli on winning the world title. It is a fully deserved success, built on consistent performance. Without the neutralisations, a one-stop strategy would in any case have been the most competitive solution. Both the Soft and the Medium proved capable of covering around half the race. The red C5 once again confirmed itself as the benchmark compound. Its degradation was similar to that of the C4, but it delivered grip and confidence. It is no surprise that every driver chose the Soft for the final stint after the Safety Car, despite also having the Hard available.”

“Technically, tyre behaviour was positive,” continued Dario Marrafuschi. “There were no significant graining issues and degradation was in line with expectations. Leclerc's lock-up at the restart after the red flag also provided further proof of the sound design of these tyres. The tyre sliding across the asphalt caused particularly severe localised wear on the front-left, bringing it very close to the internal structural layers.” His pace suffered as a result, but Leclerc still managed to finish the race without any further stops, holding off Norris' attacks to protect P4.

“The performance of the Soft in Antonelli's stint was also particularly interesting: it completed 43 laps while maintaining very limited degradation and competitive pace until the closing stages of the race. There was no place for the C3 in the race. The white compound would have offered no performance advantage over the two softer compounds. Overall, the indications gathered confirm a very straightforward picture, consistent with the pre-event simulations in terms of both degradation and the competitiveness of the various strategies,” concluded the Italian manager.

Cover and interior photos by Ryan Fleming / WHYOUT Images

internal graphics: Pirelli

The penalties

Piastri was handed a 10-second penalty after being deemed responsible for the contact. Colapinto’s Alpine also received a 10-second penalty, while Gasly was given a penalty equivalent to a stop-and-go for his negligence.

How the classification changes

As a result of the penalties, Oscar Piastri, who had finished seventh, drops to P13; Franco Colapinto, who crossed the line eighth, falls to P15, while Pierre Gasly drops from 10th to 17th.

The beneficiaries are Liam Lawson, who moves up from P9 to P7 to bring home six points for VCARB (a valuable haul despite reports that the Faenza-based team has already decided not to renew his contract for next season); Gabriel Bortoleto, who scores four points for Audi by rising to P8; Isack Hadjar, who takes two points for Red Bull in P9; and rookie Ryo Hirakawa, who ends his maiden race with Haas by scoring a World Championship point. The Japanese driver is classified 10th.

Cover and in-article photos by Finlay Williams / WHYOUT Images

A chaotic start

When the lights went out, Hamilton made a good start, as did Leclerc, who began battling his team-mate. This led to a misunderstanding between the pair, with the Monegasque attempting a risky move and running off track, while car #44 lost not only the lead but also a position to Verstappen, who moved up into second. The Ferrari pair's incident was placed under investigation, with Leclerc receiving a five-second penalty. There was also a battle between Russell and Hadjar, with the Briton forcing the Frenchman wide, sending him into a spin and forcing him to restart from the back; car #63 was handed a 10-second penalty.

On lap 7, Aston Martin suffered a double retirement, with Stroll parking his ARM26 on track and prompting a brief Virtual Safety Car. By lap 10, the top 10 comprised: Leclerc, Verstappen, Hamilton, Antonelli, Russell, Norris, Piastri, Norris, Lindblad, Colapinto and Hulkenberg. Taking a quick look at the tyre compounds among the top 10, only car #3 was on the medium tyre. 

Leclerc tries, but Red Bull outsmarts him

After being handed his penalty, the Monegasque attempted to build a gap over Verstappen, producing solid, consistent laps that allowed him to put five seconds between himself and the Dutchman. Car #16 was called into the pits on lap 28, as was Verstappen, who took advantage and overtook Leclerc in the pit lane. Hamilton pitted on the following lap, rejoining in sixth place behind the Monegasque. Antonelli therefore became the new race leader, awaiting his first pit stop. 

The Bolognese driver did not pit until lap 43, following a truly remarkable stint on soft tyres. After his stop, car #12 rejoined in fourth position. 

Big crash for Bottas changes everything in Mexico!

The Cadillac driver hit the barriers heavily at Turn 1: the incident initially brought out the Safety Car, before a red flag followed. The Finn was unharmed, although he took some time to climb out of the car, visibly shaken by what had happened. The temporary suspension of the race worked in Verstappen and Leclerc's favour, but less so for Antonelli (who had stopped just one lap earlier). While the barriers were repaired, the Federation announced that the restart would take place from the grid.

Racing resumes, heading for... the world title

When the lights went out, Verstappen made a good start and retained the lead, defending from Hamilton, who managed to overtake Leclerc. The latter locked up heavily and dropped to fourth position, as Kimi Antonelli also took advantage of the Monegasque's struggles to move up into third. Disaster for Bearman, who was forced to retire after an excellent race on the fringes of the points.

While Leclerc struggled on as he tried to defend from Lando Norris, another Safety Car was deployed following an accident between Lindblad and Piastri, with the Briton forced to retire. At the restart, Verstappen once again held onto the lead, while the positions behind him also remained unchanged. The final laps were heart-stopping, but the chequered flag left no doubt. Max Verstappen wins the Mexico GP, followed by Lewis Hamilton and Kimi Antonelli who, in tears, celebrates his first world title, achieved after an incredible season for a young man who, through dedication and extraordinary talent, has managed to return Italy to the top of the world. 

Cover photo by Finlay Williams / WHYOUT images

The full classification follows

Click here to access the live coverage of the 2026 Mexico City Grand Prix

We have perhaps reached the most important event of the 2026 Formula 1 season. This evening, Andrea Kimi Antonelli will be crowned world champion should he finish at least ninth. Should neither Hamilton nor Russell be in a position to win the Mexican event, Antonelli would still secure the world title, even with a retirement.

Obviously, we do not want that to happen. With Hamilton starting from pole, Ferrari fans will be hoping for a strong weekend from Ferrari. A victory would banish many ghosts. However, the situation may not be as straightforward as it seems. The track will make everything clear. Live coverage from 20:15, formation lap at 21:00 Italian time.

Follow the live coverage on our Twitter profile.

Official event hashtag: #MexicoGP

Other links for the 2026 Mexico City Grand Prix

Circuit guide and preview of the Mexico City Grand Prix

Cover photo: X, Ferrari

Inside photos: Formula1.com

The latest official FIA documents allow the season-long picture of component usage to be updated. The most significant situations in Mexico concern Valtteri Bottas, who has received a 50-place penalty, and Liam Lawson, whose Racing Bulls team elected to make extensive changes to his car after his qualifying disqualification.

The 2026 regulations allow each driver to use four internal combustion engines (ICE), four turbochargers (TC), four exhaust sets (EXH), three MGU-Ks, three Energy Stores (ES), three control electronics (PU-CE) and six auxiliary components (PU-ANC).

F1 2026 power units: the updated picture in Mexico

Table updated using the FIA Technical Delegate's reports of 30 October and 1 November 2026, including replacements made before the race. The changes made after qualifying are also included for Liam Lawson. Ryo Hirakawa replaces Esteban Ocon in the number 50 Haas.

Orange = seasonal allocation exhausted. Red = regulatory limit exceeded. Red values do not automatically mean a further penalty in Mexico, as they also include replacements already penalised at previous Grands Prix. The figures represent the number of components used during the season, not necessarily new elements fitted to the car at the same time.

Bottas receives 50-place grid penalty

Cadillac has introduced five components beyond the seasonal allocation: a fifth internal combustion engine, fifth turbocharger, fourth MGU-K, fourth Energy Store and fourth control electronics. The stewards' decision is the expected one: a 50-place grid penalty. Ten places for each of the five components exceeding its respective regulatory limit for the first time.

The regulations state that a driver who has accumulated at least 15 places of power-unit replacement penalties must be placed at the back of the grid, according to the criteria governing grid formation.

As expected, Cadillac has therefore opted to group several replacements into a single round, a strategy that provides fresher components for the closing stages of the season while effectively paying the price only once in terms of starting position.

Lawson changes power unit and starts from pit lane

Liam Lawson's situation is even more complex. Following his disqualification from qualifying over the technical irregularity found on the Racing Bulls, the Faenza-based team decided to make radical changes to the VCARB-03.

The FIA Technical Delegate's report of 1 November confirms the introduction of a fifth internal combustion engine, fifth turbocharger, fifth exhaust set and seventh auxiliary component. All of these replacements exceed their respective seasonal limits. Lawson therefore faces an uphill race, but will be able to rely on a refreshed power unit.

Ferrari and Verstappen have virtually no margin left

Charles Leclerc and Lewis Hamilton's situations remain unchanged from Austin. Both have used four ICEs, four turbos, four exhaust sets, three MGU-Ks, three Energy Stores, three PU-CEs and six auxiliary components.

Ferrari has exhausted every available allocation for both drivers without exceeding any of them. It has been particularly careful management so far, but it will compel Maranello to assess any further replacement with extreme caution.

The situation is delicate above all because the championship is approaching its conclusion and every new component beyond the allocation would bring a penalty. It remains possible, of course, to reuse components already deployed in previous races, as Hamilton did after Friday's power-unit problem, provided they remain efficient and compliant with the regulations.

Max Verstappen's figures are almost identical to those of the Ferrari drivers, the sole difference being the auxiliary components, which stand at five of the six permitted. The Dutchman therefore still has a small margin, while the comparison with team-mate Isack Hadjar tells an entirely different story.

Red Bull and Aston Martin: the most concerning figures

Isack Hadjar continues to hold the record for internal combustion engine replacements: eight ICEs used against the four permitted, in addition to seven turbochargers, seven exhaust sets and eight auxiliary components. The Frenchman has also already exceeded the limits for the MGU-K, Energy Store and control electronics.

Even more problematic, given the overall number of excess components, is the situation of the two Honda-powered Aston Martins. Fernando Alonso has used nine auxiliary components and seven Energy Stores, while Lance Stroll has reached nine and eight respectively.

Stroll has also reached six internal combustion engines, seven turbochargers, five MGU-Ks and seven control electronics. Figures that confirm how demanding the season has been for the Honda project on the reliability front.

Alonso's situation is slightly less critical in some categories, but on his car too every major component apart from the exhausts has now exceeded the seasonal limit.

Mercedes: Russell and Antonelli already over the limit

George Russell arrives in Mexico with five internal combustion engines, five turbochargers, five exhaust sets, four MGU-Ks, four Energy Stores and four control electronics. This situation is primarily the result of replacements made at previous rounds, for which the Briton has already served the respective penalties.

Kimi Antonelli, meanwhile, has used five ICEs, four Energy Stores and four PU-CEs, exceeding the allocation in those three categories. The Italian still has one unit available for turbochargers and exhausts, as well as one MGU-K, while the auxiliary components have reached the maximum permitted six.

Other drivers already over the limit include Lando Norris, Alexander Albon, Carlos Sainz, Franco Colapinto and Oliver Bearman. Oscar Piastri has also reached the limit for ICEs, Energy Stores and control electronics, without exceeding it.

Audi, Racing Bulls and Haas: the other replacements in Mexico

The FIA documents record new Energy Stores for Arvid Lindblad, Liam Lawson and Nico Hülkenberg. For all three, this is their third unit of the season and therefore still within the permitted limit.

Lindblad and Lawson have also introduced their third control electronics, while Gabriel Bortoleto fitted his fifth PU-CE after already exceeding the allocation at previous races. The Brazilian now stands at five ICEs, five turbos, five exhaust sets, four MGU-Ks, five Energy Stores, five PU-CEs and seven auxiliary components.

Cover photo by Ryan fleming / WHYOUT images

The altitude suggests that Ferrari could struggle somewhat in the race, both in terms of the power unit and tyre management. One of the Scuderia’s most difficult weekends was the Austrian GP, where Leclerc and Hamilton had also qualified well, in P2 and P3 respectively. In the race, however, all the power unit’s limitations emerged. Here in Mexico, the team is running a unit with a slightly revised turbo thanks to the second ADUO step, and we will see how much this can help race pace over 71 laps and 305km. In any case, whether Ferrari struggles in the race or not, the contribution the power unit makes to the car changes considerably depending on whether it has to deliver its power over a single lap or an entire stint.

Ferrari on pole as the grid closes up

For now, though, while we wait to find out, let us enjoy the moment. Over a single lap, in these conditions, Ferrari looks very much at home. Leclerc had more difficulty than Hamilton in extracting the maximum from the tyres, but the power unit rose to the occasion. Lewis made the SF-26 the benchmark for the entire Circus for the first time this season, beating Russell’s Mercedes by just nine thousandths of a second.

The thin air and the difficulties in identifying the right aerodynamic package have brought the whole grid closer together. Ferrari, Mercedes, Red Bull and McLaren are covered by 214 thousandths, while the leading VCARB is only 603 thousandths behind the Scuderia (Lawson would have done even better had he not incorrectly used the MGU-K power delivery, in breach of the regulations).

The situation further back and the fight for points

The impressive trio of Racing Bulls, Audi and Alpine was extremely closely matched. Gasly finished 639 thousandths behind Hamilton, with Hulkenberg 792 thousandths adrift.

[[[og]]]

Haas is alone around 1.5 seconds back, while Williams is two seconds off the pace (an excellent debut for Ryo Hirakawa at Haas: his gap to the front was in line with the one Esteban Ocon recorded in Texas). A shame for Aston Martin. A technical problem in Q1 prevented Alonso from showing the true potential of the AMR-26, which did not look bad at all. Cadillac brings up the rear, but remains 2.6 seconds off the top: one of its best results of the season.

Cover and in-article photos by Finlay Williams / WHYOUT Images

Pirelli's strategic recommendations - Autódromo Hermanos Rodríguez - 71 laps

The top five therefore consists of Hamilton, Russell, Leclerc, Antonelli and Verstappen. A quintet that promises action and battle over the 71 laps of the race. Before sharing our thoughts on the possible strategies, let us look at the advice Dario Marrafuschi gave the teams at the end of qualifying: “We head into the race with a fairly open scenario. One- and two-stop options are equally competitive. The Medium and Soft combinations seem capable of delivering good overall race times. The choice will depend on the car's behaviour, the level of aerodynamic load and the traffic on track after the stop.”

“Many teams should favour starting on the Medium, then switching to the Soft between laps 35 and 41. Tyre management will be a crucial factor. The two-stop alternative involves starting the race on Softs, completing a middle stint on Mediums and a final stint on Softs. For those attempting a two-stop strategy, traffic will be the element that could make the difference,” Marrafuschi continued.

“The Hard does not appear to be a particularly competitive option. It could perhaps come into play in the event of an early-race neutralisation. If that happens, teams could consider fitting the C3 to make just one stop, or switch to a two-stop strategy. Compared with Friday, we have not observed significant abrasion or graining. Several long runs showed tyres in excellent condition,” the Italian manager concluded.

The doubts mainly concern Ferrari

We almost entirely agree with Dario Marrafuschi and Pirelli. In the simulations carried out on Friday, the teams showed that the C4 Medium performed well. Given what it can achieve in terms of tyre management, Mercedes could comfortably manage a one-stop race. McLaren and Red Bull, however, may face greater difficulties completing the race with just one set of Mediums and one of Softs…

The Grand Prix will probably begin with a good number of cars on the C4 Medium. This choice will allow engineers to assess the compound's degradation and understand which direction to take for the remainder of the race. If degradation is not too severe, it will be possible to follow Pirelli's recommendations, using only C4 Mediums and C5 Softs in either a one- or two-stop scenario.

If, on the other hand, degradation puts the drivers in difficulty, which we expect could happen to Leclerc and Hamilton, the engineers may have to turn to the C3 Hard in order not to lose too much time in the pits. Fitting the C3 Hard would mean taking the risk of a difficult stint, as it is now well known that the Prancing Horse is not comfortable with this compound. But if the Mediums were also to deteriorate quickly, losing competitiveness after 20-25 laps, there would unfortunately not be many other alternatives. At that point, the only other possible solution would be a three-stop strategy using one set of Mediums and three sets of Softs, but a huge amount of time would be lost in the pit stops.

Looking at the long runs completed by the teams on Friday, Leclerc's stint does not leave us particularly confident that Ferrari can complete the race using only Mediums and Softs (read here), while maintaining a competitive pace. The only hope is that the track evolved sufficiently yesterday to make the C4 easier for the Maranello drivers to manage, but at the moment it remains difficult for us to say that with certainty.

Behind the seven-time world champion was George Russell, finally more convincing and in better form than his team-mate Antonelli, who may nevertheless be able to afford the luxury of focusing solely on the championship, which is now within reach.

Leclerc was "only" third after a mistake, but had the potential for pole position and an all-Ferrari front row.

The analysis you see is carried out using our tool.
It is available to everyone at this link: Formula1.it telemetry. Try it! 

Hamilton and Russell: former team-mates compared

At a grand prix that was expected to be the most difficult for the SF-26, the car instead proved extremely comfortable, above all thanks to the work carried out by Serra’s team, who have equipped it with an excellent suspension system that allows it to attack the kerbs very effectively.

In every passage through the more technical sections, Hamilton gains more than a tenth over George Russell’s W17 and, at Turn 13, the gap briefly exceeds three tenths before being clawed back under acceleration towards the finish line.
It was therefore in the slower sections that Hamilton built his 105th pole.
In terms of top speed, the SF-26 loses out to the Mercedes, but by far less than at other venues, perhaps precisely because of the thin air. It should also be said that Russell negotiated the high-speed section from Turn 6 to Turn 12 very effectively, truly on the limit, recovering a great deal of the deficit he had suffered to the Englishman.
The picture is different under acceleration, where the Mercedes’ electrical component is always dominant, although Hamilton’s much less progressive throttle trace on the exit of Turn 16 could also suggest a very small mistake.

Hamilton gets the better of Leclerc in the more technical section

The comparison between Hamilton and Leclerc first reveals a broadly even match up to Turn 4, where Leclerc is only 54 thousandths behind.
From Turn 4 to Turn 11, however, Leclerc is clearly ahead, gaining more than a tenth on Lewis Hamilton. That is why we can say an all-Ferrari front row was entirely possible.

Just before Turn 11, Leclerc makes a mistake which, according to the graph, costs him as much as two tenths, only partially recovered in the subsequent corners. We will look in more detail later at the differences between Leclerc’s two laps.

Leclerc gets his tyre preparation wrong on final Q3 attempt

Let us now focus on Leclerc. In red is the lap that earned him third on the grid, while in blue is his previous Q3 lap.

When the Monegasque says that tyre preparation for his final attempt was not optimal, he is probably telling the truth because, looking at the gaps, his first attempt was as much as half a second quicker in certain sections.
Grip appears much better through the first three slow corners, and also better between Turns 4, 5 and 6; only traction out of the final corner towards the pit straight allowed him to shave some time off his previous lap.
Paradoxically, the small mistake between Turns 10 and 11 described in the comparison with Hamilton disappears, insignificant compared with the grip difference caused by tyres that were not at 100%.

Looking closely at the Turn 4, 5 and 6 complex, it is very clear how much greater grip and confidence Leclerc had under braking into the corner, and how much time was lost on the final attempt.

Cover photo by Finlay Williams / WHYOUT Images

Otherwise, the grid that emerged from Q3 is rather unusual. Lewis Hamilton has taken pole position, his first with Ferrari, with George Russell alongside him in second. The pair have an opportunity to keep the championship open and maintain the fight with Antonelli. To do so, at least one of them must win the GP and hope Kimi does not finish in the top nine.

Mexican GP starting grid - Formation lap at 21:00 Italian time

Having reviewed all outstanding cases, the FIA has issued its decisions and drawn up the provisional starting order for the Mexican GP. Formation lap at 21:00 Italian time.

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

Cover photo by Finlay Williams / WHYOUT Images

Image: FIA

Ferrari take pole at the worst possible circuit

Unfortunately, although the SF-26 proved capable of beating Mercedes in qualifying, there is more than one reason to fear that something could go wrong during the race. First of all, of all the circuits, the one named in memory of the Hermanos Rodriguez is the worst at which to start from pole. Even though the air is thin, the slipstream effect is still felt, especially considering that around 830 metres separate Hamilton's pole-position grid slot from the first braking zone.

And that is not all. Ferrari are struggling greatly to manage the tyres. Lewis probably managed to take pole partly because, unlike Leclerc, he was fitted with a new power unit (which did not incur a penalty), which certainly helped him in the task, but that may not be enough in the race.

Tyres will certainly be one of the key themes of the Mexican GP

Leclerc stated very openly that he had not fully understood how to bring the tyres into their correct operating window, and this will be the focal point on which both Hamilton and Charles will concentrate during the race. The total distance is 71 laps, but if the situation remains as it was in FP2, tyre degradation will severely test the drivers' stints (read here).

Leclerc sampled race pace on the Mediums. The lap times were competitive, certainly, but short-lived. From what was seen on Friday, Charles would have had to replace the C4s after just ten laps. That is far too short a distance in a 71-lap race. Moreover, there can be little hope of good behaviour from the car on the Hard C3, a compound Ferrari are trying to avoid at almost every GP. This time in Mexico, the Prancing Horse outfit will probably have to use it and place all its hopes in it.

The race could still end in the best possible way and, should that happen, it would mark a major and significant step forward for the Maranello team. At present, however, there are more doubts than certainties surrounding the SF-26's potential. The progress is there, but it may still be too soon to say the worst is over. Disappointment is just around the corner.

Cover and internal photos by Finlay Williams / WHYOUT Images

The technology may not appeal to everyone, and qualifying is certainly not as interesting as it was in 2025, but this year, in just a few months, we have already reached an incredible level of convergence for what is only the first season under a new set of technical regulations. The top teams have done an incredible job, and VCARB also deserve credit for what they have achieved. Shortly, if Q3 confirms the outcome of FP3, we could witness one of the most exciting qualifying sessions of the entire season.

Before we begin our qualifying commentary, let us take a look at the Pirelli compounds for the Mexico City GP: Hard C3, Medium C4 and Soft C5 will be available, the softest combination in the range (image: Pirelli graphic).

The pit lane opens at 22:00 Italian time. Live coverage begins at 21:45.

LIVE

Photo: X, Ferrari

Green light

At the start of the session, Ryo Hirakawa was the first to take to the track on soft tyres. The Japanese driver, at the wheel of the Haas in place of Esteban Ocon for this event, set an initial benchmark of 1:22.487. The midfield teams wasted no time: Alpine sent both cars out on medium tyres, temporarily taking second and third, while Nico Hülkenberg also began gathering data at the wheel of the Audi. The leading teams, by contrast, opted to wait before beginning their runs.

Among the first to encounter difficulties was Fernando Alonso. His Aston Martin was reported off track, with the Spaniard reporting a loss of power on the exit of Turn 1 over the radio, along with issues during downshifts that did not appear to be working correctly.

The first of the front-runners to make a move was Kimi Antonelli, who went top on medium tyres with a 1:18.754. George Russell slotted in behind him before Ferrari also moved into the more intensive phase of their programme. Both drivers made an error on their first attempt, but on the following lap Charles Leclerc found the rhythm to go fastest with a 1:18.720. Antonelli's response was swift: the Mercedes driver beat the Monegasque's benchmark by 60 thousandths, confirming the gradual improvement in track conditions.

Lewis Hamilton also finally managed to complete a competitive lap, stopping the clock at 1:18.268 to move provisionally into first place. His benchmark was then beaten by Leclerc, who continued to improve. In the next phase, Antonelli, Isack Hadjar and Max Verstappen went again, running third, eighth and sixth respectively. Leclerc lowered his time further, edging Hamilton by just 10 thousandths, while Lando Norris moved into fourth.

Qualifying simulation

With 16 minutes remaining until the chequered flag, qualifying simulations began in earnest as drivers started to fit soft tyres. George Russell was the first to make a push, going top with a 1:18.107. Lando Norris responded immediately: the McLaren driver lowered the benchmark to 1:17.837, with Oscar Piastri slotting in behind him. Kimi Antonelli's attempt followed shortly afterwards, as he produced an excellent 1:17.601 to take first place. Leclerc, however, was unable to complete his lap after making an error in the Snake.

Norris returned to the track for another attempt, but initially could not beat Antonelli's benchmark, finishing 166 thousandths behind the leader. Hamilton also completed his simulation, setting the sixth-fastest time. Leclerc finally found a clean lap to move into third, but the battle at the front was not over: Norris improved again on his next attempt to set the fastest time of the session.

Cover photo x.com

Internal photo x.com

Ferrari have been strong in qualifying trim so far. The pace with high fuel loads is there, but Leclerc’s SF-26 showed tyre degradation that was not evident on the McLaren or the Mercedes. Ferrari had work to do. FP3 will tell us whether they have made the right steps ahead of qualifying.

Before we begin commenting on FP3, let’s take a look at the Pirelli compounds available for the Mexico City GP: the Hard C3, Medium C4 and Soft C5 will be available, the softest combination in the range (photo: Pirelli graphic).

LIVE

Photo: X, Ferrari

For several years, teams have been required to give one of their two cars to a rookie on at least four occasions over the course of a season. Introduced by the FIA, the system is designed to bring the drivers of the future closer to the F1 paddock and showcase young talent.

Alongside Kimi Antonelli, two other Italians were in action yesterday: Leonardo Fornaroli for McLaren and Gabriele Minì for Alpine. The Piacenza-born driver, standing in for Lando Norris, finished his hour of running in 17th, while Oscar Piastri was eighth. The Palermo-born driver was slightly quicker than his compatriot, finishing 14th, just over eight tenths behind Gasly in sixth.

For Leonardo Fornaroli, McLaren's reserve driver who is also involved in the British team's Hypercar programme, it was his third appearance in an official practice session this season, following outings in Barcelona and Budapest. At the wheel of the MCL40, the Italian completed the team's planned programme.

"It was really exciting to be back on track in FP1 with McLaren Mastercard and I am grateful to the team and Lando for giving me this opportunity. It was my first time at this circuit and it was not easy to immediately find the right confidence, especially in getting the front tyres up to the correct temperature on a track that, particularly at the start, offered very little grip," the Italian said after getting out of the car. "I am very happy to be part of this team and to work closely with the engineers, always trying to provide precise feedback to contribute to the development of the car. It is very important for me to continue gaining experience in Formula 1 as I grow as a driver."

For Gabriele, meanwhile, it was his first-ever official Formula 1 session. The Italian had the opportunity to drive the Alpine, taking part in a programme focused primarily on aerodynamic checks and data collection for the team: "It was an incredible experience to drive for the first time in an official Formula 1 session. First of all, I want to thank Flavio, Steve and the whole team for this opportunity: it was a truly unforgettable moment. The session was positive. The team had prepared a precise programme involving aerodynamic testing and data collection, and I tried to remain as consistent as possible, gradually building up the pace lap after lap. It is a very particular circuit, demanding both aerodynamically and for the power unit, with many aspects to understand and manage. It is all part of the learning process, but it was fantastic to experience this."

Further down the order, Frederik Vesti drove the second Mercedes and finished third, less than a tenth behind Antonelli. Ayumu Iwasa was fifth for Red Bull, while Ryo Irakawa finished 15th for Haas, Jak Crawford was 19th at the wheel of the Aston Martin after having to stop a few minutes from the end when his car suffered a power-unit issue on the main straight, and Luke Browning was 20th for Williams.

It was a different story for Colton Herta, who returned to the track with Cadillac after completing the four mandatory sessions, attempting to cover the 100km required to earn the final point needed for an FIA Super Licence and thus be eligible to take part in a Formula 1 Grand Prix.

Although he completed the required mileage, the FIA carried out further checks overnight in Italy and discovered that IndyCar, the American championship in which Herta has raced in recent years, had made an error in compiling the final standings for the 2025 season. As a result, the point earned yesterday is not enough for him to reach the required threshold: the American driver remains on 39 points.

There were also two other outright debuts at the circuit named after the Rodriguez brothers: Nikola Tsolov with Racing Bulls, who finished his first hour of running in 12th, just over a tenth behind team-mate Arvid Lindblad in 10th, and the very young Freddie Slater with Audi.

The Briton, who will make his Formula 2 debut with Invicta in 2027, was able to take part in his first Formula 1 practice session immediately after the conclusion of the F3 championship, where he finished second behind Ugo Ugochukwu. Despite positive feelings, with the Englishman enjoying this "crazy moment", his running was heavily compromised by technical issues. However, he will have the opportunity to make amends next week in Sao Paulo.

Mexico FP1: rookie standings

Photo: Finlay Williams / WHYOUT images

Photo: Ryan Fleming / WHYOUT images

Turbochargers: everything changes without the MGU-H

As we wrote in our analysis, the thin air forces turbochargers to run at higher speeds to maintain boost pressure. With the disappearance of the MGU-H, which allowed the turbo to be electrically accelerated, turbine size becomes crucial again: a smaller solution improves response under acceleration, while a larger one can offer advantages in peak power.

Ferrari began the season with the smallest turbocharger and Audi with the largest, but both manufacturers subsequently homologated new components. Their current specifications are not known. The start will also be particularly delicate, when reaching the required boost pressure could take longer.

Cooling and aerodynamics: Mexico's compromises

Detail of the openings on the Williams engine cover - Photo by @xaviAeroporn

The lower air density also reduces the ability to cool radiators and brakes, forcing teams to enlarge openings in the bodywork, with inevitable aerodynamic penalties. In this context, despite some concerns, Ferrari could benefit from a power unit designed to tolerate relatively high intake-air temperatures, although much will depend on the actual cooling requirements.

Ferrari in Mexico: extreme cooling and aerodynamic developments

Altitude also causes a downforce loss of close to 20%. Teams therefore use maximum-downforce wings, similar to those used in Monaco, while still reaching speeds above 350km/h thanks to reduced air resistance. In this scenario, the SF-26 could exploit its ability to generate downforce, further improved by the updates introduced in Austin. However, the Ferrari power-unit deficit remains, especially in terms of peak power and hybrid efficiency. Mexico could reduce its impact, but turbocharger response under acceleration from slow corners remains a major unknown.

The large vents on the SF-26 - Photo by Finlay Williams / WHYOUT images

Ferrari has arrived in Mexico City with one of the most aggressive cooling configurations yet seen on the SF-26. The upper bodywork has been literally filled with oversized vents, needed to help expel hot air at a circuit where lower atmospheric density significantly reduces heat-exchanger efficiency.

Also of interest is a new view of the sidepod inlet modified in Austin, which will also be used in Mexico alongside the updated bodywork. Comparison with the previous version chiefly highlights the enlargement of the lower section of the inlet, part of a broader aerodynamic intervention that also affected the floor and diffuser.

New inlet geometry on the SF-26 - Photo by Finlay Williams / WHYOUT images

To address Mexico City's particular conditions, Ferrari has also enlarged the rear exit of the engine cover, helping hot air escape from the bodywork. The change is necessary to compensate for the lower cooling efficiency caused by altitude, but it entails an aerodynamic compromise, altering the airflow around the rear of the car.

Enlarged rear engine-cover outlet on the SF-26 - Photo by Finlay Williams / WHYOUT images

Red Bull in Mexico

Red Bull has also adopted particularly open bodywork to tackle conditions at the Autódromo Hermanos Rodríguez. The priority is to ensure adequate evacuation of hot air, preventing operating temperatures from becoming a limitation on reliability and performance. Every additional opening requires an aerodynamic compromise: more cooling also means greater interference with the airflow directed towards the rear of the car.

New sidepod geometry on the Red Bull - Photo by Finlay Williams / WHYOUT images

Red Bull has also revised the sidepod geometry and the transition line to the floor, particularly in the area beneath the radiator-duct inlet. The aim is to improve airflow management and increase local downforce without compromising stability. It is a targeted update integrated into the existing bodywork, intended to deliver more downforce without radically changing the sidepod design.

McLaren in Mexico

McLaren has also increased its cooling openings, even compared with other “scorching” Grands Prix. The difference is especially visible around the Cisco logo, where more numerous and larger vents have appeared. In Mexico City, it is not so much the heat that is the concern as the thin air: for the same volume, the mass of air available to draw heat away from the radiators is lower. 

Large gills on the McLaren in Mexico - Photo Pirelli Media

Alpine in Mexico

Alpine has also increased the number of cooling vents compared with other configurations. Less hot ambient conditions are expected for the Mexican Grand Prix than at other Grands Prix, yet all the teams are increasing their openings.

Large gills on the Alpine in Mexico - Photo Pirelli Media

Mercedes in Mexico: two cooling solutions together?

Mercedes has a particularly interesting configuration, because images from the pitlane show both sets of cooling outlets available on the W17 open. During the season, the team has generally favoured the vents in the upper section of the sidepods at hotter events, such as Austria, Italy, Madrid, Hungary, Barcelona and Singapore, in the latter case only on Russell's car. In cooler temperatures, it has instead preferred to use the openings in the engine cover.

Double gills on the Mercedes in Mexico - Photo by Finlay Williams / WHYOUT images

In Mexico, the two systems are visible simultaneously, a combination not previously used on track. The need for cooling is clear, but giving away aerodynamic drag to its rivals for free is certainly not part of Brackley's plans.

Racing Bulls in Mexico

Racing Bulls has also enlarged the main hot-air exit in the upper-rear section of the engine cover. The modification, specific to the Mexican Grand Prix, makes it possible to increase the heat-dissipation capacity of the power unit, compensating for the lower cooling efficiency caused by the thin air. 

On the VCARB-03, the main rear air outlet has been enlarged - Photo by Finlay Williams / WHYOUT images

The main reason lies in the unique location of the circuit named after the Rodriguez brothers, on the outskirts of Mexico City.

Its altitude of more than 2,200 metres means air density is around 20% lower than at sea level, completely changing the way the car interacts with the medium through which it travels.

Lower density means the car’s surfaces have less effect on the air: this results in lower drag, but also less downforce for the same wing settings.

For this reason, teams tend to use wings that appear far more suited to slow or street circuits, without significantly compromising top speed.

Alongside this peculiarity, it has become customary to observe whether and how individual teams opt for prominent gill-shaped openings—sometimes genuine slashes—to help expel hot air from beneath the engine cover.

Shark gills to breathe better

These gills are also used in other circumstances, but it should be remembered that, however effective they may be, they bring considerable inefficiency and drag, which can cost up to two tenths of a second per lap depending on the circuit.

When the car layout is established, the best compromise for the radiators is defined between two extremes: larger units, which are effective at dissipating heat but are heavier and leave less room for aerodynamic work; or more compact radiators, which are lighter and meet the need for extreme aerodynamic packaging.

In general, choosing the first route makes heat dissipation easier, albeit at the cost of greater weight, and reduces the need to resort to unwanted gills. This allows for sleeker bodywork, featuring a larger and more efficient rear outlet.

The second route, despite its undeniable advantages, can prove to be a double-edged sword and require the use of these gill systems, which dissipate heat while drastically worsening drag.

In Mexico, there is no point searching for a compromise 

Engineers face the task of finding the perfect compromise between weight, drag, packaging and aerodynamics. It is no easy choice, and one that can take countless different forms. Clearly, starting from a conservative solution and refining it is much easier than beginning with an extreme concept and having to backtrack.

In Mexico City, however, all of this reasoning goes out of the window: the thin air does not allow optimal heat exchange, temperatures rise, and heat must be expelled by any means necessary. At the same time, the drag penalty from these slashes in the bodywork has less impact precisely because of the lower air density.

As a result, every car, including those with the cleanest lines, gives in to the temptation to adopt these highly penalising gills, even if only for one race.

There are several reasons to suggest that it could happen, however. In 2025, the cars relied heavily on aerodynamics, meaning that concept had significant shortcomings at a circuit where the air is so thin. On top of that, ahead of the 2026 edition, the track has undergone a major resurfacing. This has led Pirelli to nominate softer compounds (C3, C4 and C5), which will provide a significant boost to lap times.

Ferrari strong in qualifying trim, but loses its way on long runs

That said, Ferrari looked very strong over a single lap. Unfortunately, it lost its way somewhat in race trim. We do not have any reference from Hamilton because of the engine-related technical problem that stopped him during FP2. Looking at the times set by Leclerc on the C4 Medium, they are clearly very competitive. It is a promising pace, but towards the end, around the 10th lap, the tyre begins to degrade, lap times rise and so does Leclerc’s overall run average.

Comparison with the other top-team drivers

Lando Norris, who also used the Soft tyre, showed a far more consistent and reliable pace than Charles on the Medium (the most worrying aspect of Ferrari’s stint is that Charles experienced degradation on the C4 much earlier than the others did on the C5). Lando was the quickest, but the Russell-Antonelli pairing, particularly George, was also able to match him. We would therefore put Norris, Russell, Antonelli and Verstappen in the group of quickest cars.

At the start of the session, the Red Bull driver had contact with a VCARB, severely damaging the floor. Staying close to the front-running group despite those issues is no small feat. Max will certainly be involved in the thick of the fight on Sunday. He simply needs to stay out of trouble for the rest of the weekend. He has already lost too much time on Friday.

P.S.

Hadjar’s times also look good. What makes us reluctant to place him too close to the fight, however, are the laps completed after the tyre change. Not good, in our view.

Ferrari appear to have started the weekend strongly, although that is no longer a surprise on a Friday. The Maranello team needs to prove it can be competitive in every session, showing a little more consistency. Antonelli has been unwell in recent days, but still managed to take part in FP1 and set the second-fastest time. The championship leader could secure the title here in Mexico and has no intention of handing victory to his rivals. Kimi only needs to finish ninth, or could even win the championship with a retirement if neither Russell nor Hamilton wins the race.

Before we begin commenting on FP2, let us take a look at the Pirelli tyre allocation for the Mexico City GP: the Hard C3, Medium C4 and Soft C5 compounds will be available, the softest combination in the range (photo: Pirelli graphic).

Pit lane opens: 23:00 Italian time. Live coverage from 22:45.

LIVE

Photo: X, Ferrari

Despite missing Thursday's media day due to illness, the Bologna-born driver was back at work as normal today, taking part in the opening practice session. What stood out most, however, was the number of rookies on track during the first 60 minutes of the weekend. Under an FIA rule, each team must run a rookie in at least two separate FP1 sessions over the course of the season.

No fewer than 10 young drivers took to the track today. They included the two Italians, Leonardo Fornaroli, driving for McLaren, and Gabriele Minì, who was in action for Alpine on his Formula 1 debut. Alongside the Palermo-born driver, Nikola Tsolov with Racing Bulls and Freddie Slater with Audi also experienced an F1 car for the first time.

Continuing the list of young drivers on track, Frederik Vesti was back with Mercedes, Ayumu Iwasa was at the wheel of the Red Bull, Ryo Hirakawa drove for Haas, Luke Browning for Williams, Jak Crawford for Aston Martin and Colton Herta for Cadillac. It was a particularly large rookie contingent, making this opening practice session an important opportunity for several drivers seeking experience behind the wheel of a Formula 1 car.

Turning to the on-track action in the first hour, the drivers immediately poured onto the circuit to begin their preparations for the rest of the weekend as soon as the pit-lane light turned green. Charles Leclerc was the first to set a timed lap, fitting the hard tyres and stopping the clock at 1:21.965.

Moments later, as home hero Sergio Perez moved into third place, young Arvid Lindblad went to the top of the timesheets. The driver crossed the line in 1:21.082, though he had the benefit of the medium compound. Meanwhile, Isack Hadjar's Red Bull suffered technical issues, forcing the Frenchman to return slowly to the pit lane.

With just over half an hour remaining before the chequered flag, Andrea Kimi Antonelli posted the fastest time of the session, before being overtaken once again by Ferrari's Monegasque driver. Behind them, Lewis Hamilton moved into third, temporarily completing the top three in the timesheets.

Shortly afterwards, the Audi driven by the very young Freddie Slater, the Formula 3 runner-up, also encountered issues. The Briton was therefore forced to park his car in the garage, bringing his track programme to an early end.

Lewis Hamilton, however, was not content with third and continued to push, further improving his time. The Briton set a 1:19.137 to take top spot with around 30 minutes remaining in the session. Later, after switching to the red-walled tyres, it was team-mate Charles Leclerc who came out on top, stopping the clock at 1:18.128 and moving into first place in the standings.

The final minutes of the session were marked by an issue for Jak Crawford's Aston Martin, adding another setback to the British team's programme, and the return to the track of Freddie Slater, who was able to resume running following his earlier technical problems.

At the end of the first 60 minutes of the weekend, Charles Leclerc was therefore fastest, followed by Andrea Kimi Antonelli and young Frederik Vesti. The opening practice session of the Mexican Grand Prix gave a number of rookies track time, while also providing the first indications of the competitive order ahead of the rest of the weekend. Below is the full classification from FP1.

Ayumu Iwasa will replace Verstappen at Red Bull, Leonardo Fornaroli will take over Norris's McLaren, while Nikola Tsolov (currently competing in the Formula 2 championship) will have the opportunity to drive and try to impress Racing Bulls' engineers. Tsolov is being assessed for one of the two VCARB seats for 2027. Gabriele Mini, the Italian racing in F2, will get track time with Alpine, Ryo Hirakawa with Haas, and Freddie Slater, the Formula 3 runner-up, will have his chance at Audi. Perhaps alongside Tsolov, Slater is among the most eagerly anticipated talents on track today.

Before we begin our FP1 coverage, let us take a look at Pirelli's tyre allocation for the Mexico City GP: the C3 Hard, C4 Medium and C5 Soft compounds will be available, the softest combination in the range (image: Pirelli graphic).

Pit lane opens: 19:30 Italian time. Live coverage from 19:15.

LIVE

Photo: X, Ferrari

Following the extensive aerodynamic developments introduced in Austin, Mexico brings a change in priorities. The circuit’s altitude, at 2,238 metres above sea level, is the principal factor shaping the technical choices, as lower air density reduces cooling effectiveness and alters the aerodynamic behaviour of the cars. Teams must therefore strike a compromise between heat rejection and the need to preserve aerodynamic efficiency.

The dominant theme of the updates is power unit cooling, with no fewer than four teams making changes in this area. Ferrari has enlarged the rear bodywork exit and added new louvres to the upper section of the sidepods, accepting an aerodynamic penalty to increase heat dissipation capacity. McLaren has extended and reshaped its cooling openings, while Racing Bulls has made changes to both the rear exit and its louvred panels. Red Bull has also increased the openings in the engine cover to improve airflow through the radiators.

There are also performance-focused changes. Red Bull has additionally revised the sidepod geometry and its junction with the floor, seeking more local downforce through improved airflow management. Audi, meanwhile, has introduced a new rear brake duct deflector aimed at increasing downforce around the rear of the car. Alpine’s update is more modest, with a reshaped exhaust tailpipe winglet adapted to Mexico’s particular environmental and aerodynamic conditions.

Compared with Austin, where several teams introduced significant development packages, this weekend’s changes are therefore predominantly adaptations to the circuit’s characteristics. Of the nine declared updates, six directly concern cooling capacity. With the championship now entering its final phase, the focus is shifting from pursuing major performance gains to making the most of the existing cars, particularly at a circuit with such distinctive technical demands.

The other five teams – Mercedes, Williams, Aston Martin, Haas and Cadillac – have not declared any updates for the Mexican weekend.

Here are all the official changes brought by the teams for the 2026 Mexico City Grand Prix.

McLaren

McLaren has introduced a Mexico-specific cooling configuration, modifying the bodywork louvres, which have been enlarged and reshaped compared with the previous version. The openings have been extended towards the front of the car to increase the power unit’s heat rejection capacity. The change responds to the challenges posed by the thin air at 2,238 metres of altitude, where lower density reduces the amount of heat that can be dissipated through the radiators. It is therefore an adaptation to the circuit conditions rather than a development directly aimed at increasing aerodynamic performance.

Mercedes

No updates.

Red Bull

Red Bull has introduced two changes with different objectives. The first concerns power unit reliability, with enlarged engine-cover louvres to increase cooling capacity and offset the challenges posed by Mexico’s thin air. The second is a genuine aerodynamic update: the sidepod geometry and the junction area with the floor have been modified to improve airflow behaviour beneath the radiator duct inlet. The aim is to increase local downforce without compromising the car’s stability.

Ferrari

Ferrari has focused both of its updates on power unit thermal management, one of the most delicate aspects of the Mexican weekend. The configuration features a larger rear bodywork exit and the addition of cooling louvre panels on the upper section of the sidepods. The changes increase the amount of heat dissipated, compensating for the lower air density at 2,238 metres of altitude. Ferrari itself acknowledges the necessary compromise, however: the greater cooling capacity is achieved at the expense of aerodynamic efficiency, at a circuit where reduced drag makes bodywork configuration choices particularly important.

Williams

No updates.

Visa Cash App Racing Bulls

Racing Bulls has introduced two changes specifically aimed at meeting the particular cooling demands of the Mexican circuit. The first is an enlarged upper rear bodywork exit, to increase the power unit’s heat rejection capacity. The second concerns the cooling louvre panels, with an additional configuration in the front area that increases airflow through the radiators. Both changes expand the car’s thermal management options in extreme conditions, without any declared modifications aimed at increasing aerodynamic downforce.

Aston Martin

No updates.

Haas

No updates.

Audi

Audi is one of the few teams to introduce an update expressly aimed at aerodynamic performance. The change concerns the rear brake cooling duct deflector, whose geometry has been revised to increase local downforce around the rear of the car. The intervention exploits the aerodynamic contribution of the elements surrounding the rear wheel, improving airflow management and the car’s overall efficiency. It represents a further aerodynamic refinement following the developments introduced at previous rounds.

Alpine

Alpine has introduced a single update, classified by the FIA as a reliability measure. The change concerns the reshaping of the exhaust tailpipe winglet, whose configuration has been adapted to the particular environmental and aerodynamic conditions of the Mexico City circuit. It is a limited intervention designed to adapt an existing component to the specific demands of the track, without any declared changes aimed at increasing performance.

Cadillac

No updates.

In any case, Lewis Hamilton does not appear willing to confine himself to the role of a driver waiting for Ferrari to provide him with a winning car. The seven-time world champion wants to directly influence Maranello’s technical choices and, on the eve of the Mexican Grand Prix, made clear what his priorities are for 2027. Starting, quite simply, with a power unit capable of competing with those of Mercedes and Red Bull.

“I’m really focused on next year’s car. We need to identify the positives from this season, make sure we don’t lose them and improve the chassis further. In the meantime, I’m pushing as hard as I can to make sure we have a power unit capable of competing with Mercedes and Red Bull,” Hamilton said, making clear his desire to play an active role in steering the development of the next Ferrari.

It is not only about the engine. Hamilton explained that the final five races of the championship will also be used as opportunities for experimentation, to analyse the car’s behaviour and refine the team’s working processes. It is an approach that goes beyond the simple pursuit of an immediate result and confirms how firmly the Briton is already focused on the next project.

Asked about the aerodynamic updates introduced by Ferrari in Austin and the prospects for Mexico, Hamilton acknowledged the efforts of the technicians without getting carried away by optimism: “Every upgrade is positive and we are grateful for the work done at the factory. But Mercedes are still a rocket and Red Bull have been incredibly quick. I expect a very tight battle this weekend.”

Hamilton is identifying the areas that need attention, insisting on the need to preserve what works in the current project and openly putting pressure on power-unit development. His efforts to highlight his involvement in development will undoubtedly win plenty of approval, but also bring significant responsibility. If next year’s Ferrari is still struggling, some of the blame will certainly fall on him too.

Cover photo by Luca Martini / WHYOUT Images

The circuit features three very different sectors. The first rewards top speed, power unit efficiency and stability under the heaviest braking. The second, defined by a sequence of slow corners and rapid direction changes, tests aerodynamic balance and front-end precision. The final sector, which passes through the famous stadium section, primarily demands traction and mechanical grip, placing the rear tyres under strain. The relatively smooth asphalt limits tyre wear but offers little grip, especially in the opening sessions, increasing the risk of sliding and graining. The race will be run over 71 laps, covering a total distance of 305.354 km.

Braking demands

According to simulations by Brembo engineers, the Mexican circuit has a difficulty rating of 4 out of 5, despite featuring only seven braking zones per lap and just under 16 seconds of total brake use. Three braking zones are classified as Hard, one as Medium and three as Light. Deceleration remains below 3.7g in every case, but the thin air makes heat dissipation particularly difficult, with the carbon discs capable of reaching temperatures close to 1,000 °C.

The most demanding braking zone is at Turn 1, at the end of the very long main straight. The cars slow from 340 to 114 km/h in 3.51 seconds over a distance of 193 metres. Deceleration reaches 3.6g, with 107 kg of force applied to the pedal and braking power of 1,668 kW.

The comparison with 2025 once again highlights the differences introduced by the new-generation cars. At Turn 4, drivers were subjected to 4.1g of deceleration last year, applying 131 kg of force to the pedal. This year, the expected figures fall to 3.5g and 102 kg respectively. The most significant change is in the distances: the braking distance increases by 46 metres, rising from 129 to 175 metres, while the time needed to slow down increases from 2.76 to 3.33 seconds. In practical terms, the new cars demand less effort from the drivers, but require more than half a second longer to negotiate the same braking zone.

Power unit: FIA limits for Mexico

The official Power Unit Information document confirms the same energy limits for the Mexican Grand Prix as those already used in Austin. The MGU-K will be able to recover a maximum of 8.5 MJ per lap in qualifying and in the race without Overtake Mode, while the figure will rise to 9 MJ with the overtaking system active. In free practice and on out-laps, excluding race out-laps, the limit will be 9 MJ. This is an interesting choice given that the Mexican circuit measures just 4.304 km, compared with Austin's 5.513 km: the maximum recoverable energy therefore remains unchanged despite a markedly shorter lap. Naturally, having a high limit does not necessarily mean it can be exploited, especially when the available recovery opportunities under braking must be taken into account.

The Power Limited Distance is different, set at 2,101 metres, compared with 2,847 metres in Austin. That is a reduction of 746 metres, although when related to the length of the two circuits it still results in fairly similar percentages: around 49% of the lap in Mexico compared with 52% in the United States. The maximum rate at which power unit output can be reduced also remains unchanged, set at 100 kW per second.

The MGU-K will be able to deliver up to 350 kW, although the available power will progressively decrease at higher speeds. With the Base Standard curve, the reduction will begin at around 290 km/h, while with Base Overtake, full power can be maintained until around 340 km/h. As always, the FIA will impose certain specific exemptions in different sections of the circuit, applying specific electric power reduction rules according to speed. 

As for Overtake Mode, it will again be necessary to be within one second of the car ahead. The gap will be measured 3,871 metres from the start of the lap, while activation will be permitted at 4,051 metres, shortly before the very long main straight towards Turn 1, where drivers will have one of their best opportunities to attempt an overtake, with high speeds also aided by the reduced air density at 2,238 metres above sea level.

It is a title he would already deserve, moreover, for the character he is showing. Andrea Kimi Antonelli is only 20, but already speaks like a driver with twice — indeed three times — his experience.

The episode

I do not know whether you noticed the answer he gave live on Sky last weekend in Austin, shortly before the race. Reporter Davide Camicioli asked him whether Saturday’s pole had come from a perfect lap on his part, but Kimi, without giving it much thought, replied in his frank and direct manner: “The perfect lap does not exist.”

Knowing he is imperfect and not worrying about it

Many drivers chase perfection, but Kimi speaks with the wisdom of the greats — wisdom entirely at odds with someone his age: perfection does not exist.

We are all used to seeking perfection, wanting it, craving it, chasing it. Antonelli is not. He has already understood that doing so would be a futile, even harmful, effort. One of the Italian’s many strengths lies precisely in this: knowing he is imperfect and not worrying about it. Because to win, just as to achieve an objective, you must always give your best and set ambitious targets, but you must never chase a chimera. You must be able to distinguish between what can be achieved and what is impossible. At 20, this too is part of Kimi’s strength.

Cover and interior photos by Luca Martini / WHYOUT Images

The disastrous start put all the engineers under pressure: both those within Aston Martin and those working on Honda’s power unit project. The department led by Adrian Newey worked hard in the opening months to bring a substantial upgrade package to Hungary. Effectively, a B-spec car. The Japanese manufacturer lent further support at the following Grand Prix by introducing a new specification of its engine.

New car, new engine, new life... but only every other Grand Prix

From that point, Aston Martin’s season effectively began. Despite the upgrades, Lance Stroll has remained on zero points, while two-time world champion Fernando Alonso, after scoring just one point in the first part of the season by capitalising on others’ mistakes in Monaco, immediately scored two in the Netherlands before adding four more with an excellent seventh place in Kuala Lumpur (the Bahrain Grand Prix in Malaysia).

Stroll in the AMR-26 during the Miami Grand Prix (pre-upgrade car)

Those points were fully deserved: the first came at a slow circuit (Zandvoort), the others at a proper track in Malaysia, featuring high-speed corners, technical turns and long straights.

The theory

Why, then, has it been unable to deliver consistent performance and fight for points every weekend? The answer may lie in engine rotation. At several recent Grands Prix, both Alonso and Stroll have dropped back towards the rear of the field. The Spaniard finished as low as 16th in Singapore, immediately after that superb performance at Sepang. Could it all come down to engine rotation?

Aston Martin chairman Lawrence Stroll celebrates Honda’s 500 Grands Prix in F1 with Honda president and CEO Koji Watanabe (who will leave the role on 1 January 2027). The milestone was reached in Austin.

It is likely. The theory is that, in an effort to avoid changing too many units, Aston Martin may still sometimes have to use the first power unit specification produced by Honda, or be forced to run more conservative engine mappings in order to extend the life of its engines.

These are theories. Nothing is certain or confirmed, but they would partly explain the rollercoaster behaviour we are seeing. Unfortunately, it would also have a negative impact on the work of Aston Martin’s engineers, whose data collection at the Grands Prix in question would be distorted by the use of an old, problematic or otherwise underperforming PU.

If that is the case, it would only slow the entire development process, causing great disappointment and frustration throughout the team.

Photos: Aston Martin

Scuderia Ferrari will arrive at the Autódromo Hermanos Rodríguez in Mexico City with plenty of doubts over its Power Unit, but also some confidence based on the positive results delivered by the upgrade package that made the SF-26 extremely solid at the recent United States Grand Prix.

The outright lap-time contribution of the changes introduced by the Maranello team was played down by everyone who discussed them before the Austin race, and that may well be true. However, it is worth remembering that Formula 1 cars are extremely complex systems, in which the balance and harmony between the various elements — the so-called “package” — often matter more than the absolute performance of an individual component.

The importance of “stability”, including in a car’s aerodynamics

Serra’s team revised the airflow management of the entire lower section of the car: the floor inlet profiles were reworked, along with the diffuser volume and the shapes of its associated internal fences.

The sidepod has been reshaped with additional volume and, as stated in the documents published by the Federation, the objective is clear: “to simultaneously increase the quality, energy and stability of the flows directed towards the rear of the car”.

When a single-seater first takes to the track, particularly one born under entirely new regulations such as the SF-26, the usual approach is to explore a general concept without excessively pushing or conditioning the airflow.

Every surface affects the airflow around it and, using a simple wing as an example, attempting to impose too much conditioning can lead to instability, preventing the intended target from being achieved.

With developments introduced after the car’s first on-track version, in addition to addressing any issues encountered in real-world running, aerodynamicists always seek to increase the influence of the surfaces on the airflow in order to extract more from the car’s overall concept. Very often, that means trying to generate more overall downforce.

Clearly, as the limits are pushed, instabilities can emerge, just as a wing can be driven into stall by excessively increasing its angle of attack without introducing further countermeasures.

Is it more advantageous to remain within a known aerodynamic map?

Ferrari has modified the SF-26 but, compared with McLaren and Mercedes, has remained faithful to the car’s original concept. It is as though it has chosen to move in a known direction, fully aware of where and how to push for a different conditioning of the airflow around the bodywork while keeping it stable and predictable.

It is no coincidence that the Prancing Horse’s updates correlated with expectations and were successful, unlike those of Mercedes and McLaren, with the latter no longer able to find its way back to competitiveness.

Mercedes pushed the airflow strongly downwards and towards the centre of the car with the latest version of the W17, but has struggled considerably to understand whether the step taken was genuinely forward and what the car’s new operating map might be.

McLaren has reshaped the entire sidepod, with the surfaces around the sidepod inlet now markedly different and more influential on the air flowing around them. It could be an extremely promising concept, but it undoubtedly places the MCL40 in unfamiliar aerodynamic territory that has yet to be understood.

Such a radical change is made during the season above all when it is considered likely to pay off not so much immediately, but in the future, once there has been time to study and mitigate its negative effects.

Ferrari, then, has achieved a system that is not necessarily capable of generating more downforce in absolute terms, but can generate it with greater stability.
Having done that, there is always scope to move further in a more extreme direction. Once, for example, the diffuser has adopted an efficient geometry and all the airflow feeding it is controlled and sufficiently energised to prevent it from stalling, its effect can be enhanced by pushing its geometry further in a continuous search for the limit.

However, negative effects cannot be ruled out. Leclerc himself spoke of an operating window that appears to have narrowed, especially in qualifying. Indeed, a temperature change of just a few degrees between Q2 and Q3 in Austin proved costly — perhaps costing Ferrari victory in the Grand Prix.

Setting aside all speculation, the encouraging signal delivered by the latest SF-26 upgrade must be acknowledged, as must the fact that every update introduced on the car has delivered during the season now approaching its conclusion. Ferrari will probably secure second place in the constructors’ standings, despite the substantial Power Unit deficit.

For the 2026 edition of the Grand Prix, Pirelli has selected the softest trio in its range: C3 as the Hard, C4 as the Medium and C5 as the Soft. This is a different choice from last year, when a compound step was attempted with the C2 used as the Hard, a solution that ultimately proved less interesting from a performance perspective than the softer alternatives.

The main new feature of the weekend is the resurfacing of a large section of the circuit. The work covered the stretch from Turn 16 to Turn 1 and the section from Turn 7 to Turn 16, leaving only the first sector largely unchanged. New asphalt is usually associated with higher grip levels and less roughness than older surfaces. However, it will be important to assess its actual characteristics during the early stages of the weekend.

The Autódromo Hermanos Rodríguez is traditionally one of the least demanding circuits for tyres. Its many low-speed corners and limited lateral loads tend to keep wear under control. At the same time, the thin air reduces the aerodynamic downforce generated by the cars, increasing tyre sliding and making graining a factor that must be monitored closely. With a new, smoother asphalt surface, this characteristic could play an even more significant role in determining strategy.

In Mexico, the track is often quite dirty during the opening sessions, with grip improving significantly lap after lap. This year, that evolution could be even more pronounced given the resurfacing work.

From a strategic standpoint, the circuit's low severity and the behaviour of the three compounds at tracks with similar characteristics could favour a one-stop race. Tyre management to extend stints will nevertheless remain an important factor, particularly as the rear axle is subjected to the greatest stress.

The difference between the various strategic options could depend more on the confidence each driver can draw from a particular compound than on the tyres' actual wear limit. As seen at several events this season, some teams may be more inclined towards the softer compounds to benefit from the extra grip available, while others may favour the consistency and stability offered by the Hard compound.

In any case, the Soft compound could once again play a central role. The C5 has shown excellent characteristics at low-intensity circuits and could prove an interesting option not only in qualifying but also in the race, expanding the range of strategic possibilities compared with previous seasons.

Another aspect to watch will be braking performance. The altitude reduces aerodynamic efficiency and can make the management of the most demanding braking zones more challenging. The long main straight leading into Turn 1 could increase the risk of lock-ups, especially in the early stages of the weekend when grip levels are still limited.

Last year

Last year's starting grid was split between one-stop and two-stop strategies. Most drivers chose to start on soft tyres, while only six cars opted for mediums and two for hards. The softest compound was also used by those on a two-stop strategy, fitted for the final stint thanks to extremely low degradation and the absence of graining.

A special podium cap

Pirelli's podium cap for the Mexico City Grand Prix celebrates Día de los Muertos, which falls on race Sunday. The special-edition cap, to be worn by the drivers on the podium, features a black base decorated with traditional Mexican artistic motifs. The Podium cap was designed by Denis Dekovic and produced by Pirelli Design. As with the other special editions, this one is already available to buy on the dedicated website.

Although it did not result in victory, the race contested by both SF-26s was solid, with the car bolstered by an upgrade package that worked as the technicians had expected, without the negative surprises that have characterised the developments introduced by McLaren and Mercedes.

Optimism and satisfaction, however, give way to justified concern ahead of the next race, to be held in Mexico City at more than 2,200 metres above sea level.

Mexico is an exceptionally demanding test for power units

The thin air at the Autodromo Hermanos Rodriguez has always been an extreme test for power units and their cooling systems, causing a significant reduction in available power. However, it could be the most punishing venue of all for the unit powering the SF-26.

Furthermore, the compact turbocharger assembly that characterises Maranello's power unit could be particularly disadvantaged compared with manufacturers that have opted for a relatively larger turbine wheel.

Moving from sea level to high altitude changes the operating point on the compressor map.

To continue supplying the same mass flow to the combustion chambers, the turbine wheel must necessarily rotate faster.

Every design parameter changes and the turbo struggles

Because of the lower ambient pressure, all the calculation parameters change and the corrected air flow that the compressor must supply increases significantly, as do rotational speed and the compression ratio.

As well as reducing the turbo's efficiency, this means hotter gas reaches the intercooler on average, placing even greater strain on this heat exchanger, especially where it is air-to-air, although other types, air-to-liquid or hybrid systems, are also present on the grid.

There is a risk that the compressor enters a choked-flow region, meaning the maximum possible flow is limited by the speed of sound at the narrowest passage section: on the compressor map, the operating point moves to the right of the ideal area and efficiency collapses.

Although in reality everyone operates below the optimum flow target, reducing it slightly and pairing it with a generally richer fuel mixture, a compressor with a larger turbine wheel has a blade tip speed which, at the same rotational speed, can more easily compensate for all these effects.

For this reason, Ferrari's Power Unit, already lacking overall, could suffer even more in Mexico because of its smaller turbo.

Ferrari's excellent performance in Texas must be treated with the appropriate caution: it is not a flash in the pan, but it is unlikely to be repeated this weekend in Mexico, which is the least representative test for assessing the impact of the latest upgrades.

Here are the ratings

Red Bull: 7.5

A solid weekend for Red Bull, slightly down on Singapore. Back at the front, well done.

Verstappen: 7.5
A good weekend for Max, ending in third place. He is back now and will remain up there.

Hadjar: 6.5
His race ends in P6. Quick and error-free, he did his job well. Almost on Max’s level.

Ferrari: 8

A solid weekend for Ferrari, with a quick SF-26. A bitter taste remains: was this their last chance missed?

Leclerc: 9
An outstanding weekend for Charles, P2 after a superb race. The maximum possible with a strong SF-26.

Hamilton: 8
A solid weekend for Lewis, fourth after a good race. He extracts the maximum, but is struggling.

Mercedes: 8.5

A good showing from Mercedes, improving with enigmatic upgrades. Are they back?

Russell: 5
A mediocre race for George, who could manage only P8 in his Mercedes. In freefall...

Antonelli: 10
A composed and clinical race from Kimi. He returns to winning ways and is now just one step away from history.

McLaren: 5.5

A mediocre weekend for McLaren, which threw away points through incidents and a lack of pace.

Norris: 7
A good weekend for Lando, fifth despite limited pace. The McLaren was not performing well...

Piastri: 6
A passable weekend for Oscar, with a revised but underwhelming car. P7 was the maximum.

Aston Martin: 4.5

A negative weekend for Aston, with a slow and unreliable car. Highs and lows.

Alonso: 6
Fernando fought with heart in a struggling Aston. There was little he could do, finishing P16.

Stroll: N.C.
An unrateable race for Lance, with a struggling and unreliable Aston. Retired.

Alpine: 6

A mediocre performance from Alpine, with an unremarkable car. Back in the points, but without any standout moments.

Gasly: 6
His race ended in the points, with little pace but plenty of solidity. He extracted the maximum.

Colapinto: N.C.
In his second year in F1, he is improving, but there was little he could do in Austin with a slow Alpine. Retired.

Racing Bulls: 7

A two-sided weekend for RB, with a quick car and one driver in the points. Good enough.

Lindblad: 5
His race ended outside the points, with bad luck and little pace. Behind Lawson, he needs to improve.

Lawson: 8
A gritty race from Liam, who returned to VCARB with pace and no mistakes. Important points. P9.

Audi: 5.5

A negative weekend for Audi, without points despite several incidents. Not consistent enough...

Hulkenberg: 7
His race ended in P11, without any standout moments but with plenty of solidity. He extracted the maximum but came away with nothing.

Bortoleto: 5.5
An underwhelming day for Gabriel, P13 with an Audi out of form. No points.

Haas: 5

A mediocre three days for Haas: passable in the race, but outside the points. Highs and lows...

Ocon: 6
A passable weekend for Esteban with a mediocre Haas. P14, after the dismissal...

Bearman: N.C.
Ollie’s progress continues. He pushed and fought, but could not deliver. The Haas did not help. Retired.

Williams: 4.5

Williams failed to impress. Still outside the points. Plenty of difficulties and mistakes.

Sainz: 5.5
A good weekend for Carlos, but no points with a struggling Williams. A shame. P18.

Albon: 6
An unrateable day for Alex. He tried to fight, but the Williams did not help. P17, what a struggle.

Cadillac: 5

Cadillac’s difficult run continues, at the back and without points. There is plenty to do...

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

Bottas: N.C.
He returns to F1 and makes no impact, hampered by a slow Cadillac. Retired near the end.

With the United States Grand Prix now in the books, F1 will return in a week’s time in Mexico City for the Mexico City Grand Prix.