A blistering start

Antonelli took the lead, while Norris slipped back to third. Lewis Hamilton was sensational, gaining no fewer than 10 places in a single lap to climb into ninth; the magic from the #44, however, was short-lived, as rapid tyre degradation sent him back through the field. That was not the case for Max Verstappen, who was already fourth by lap 15. Charles Leclerc also faced an uphill recovery, unable to break into the top 10 during the opening phase of the race. Lawson, Hulkenberg, Albon and Bearman all performed well as they looked to remain in the points.

Hamilton plays his joker, but it does not go to plan. Antonelli struggles

Given the wet track conditions, the drivers started on intermediate tyres. As well as Hamilton, many struggled with rapid tyre degradation; the Briton opted for an early stop, fitting soft tyres on lap 15. The Ferrari driver’s sector times were strong, and in the following laps the rest of the field followed him in switching from intermediates to slicks. However, the track never dried completely, with several damp sections proving particularly treacherous.

After the pit stop, Antonelli reported problems with his W17, allowing Lando Norris to quickly overtake him and retake the lead. The Italian repeatedly ran wide at Turn 1, dropping to fourth as Hadjar and Verstappen moved into second and third respectively. Leclerc, meanwhile, continued to struggle, remaining between 14th and 15th throughout; Hamilton found himself stuck in traffic and was rounding out the provisional top 10 on lap 28.

Controversial choices... but then the rain arrives

By lap 39, Hamilton made his second stop, a decision also taken by drivers including Verstappen, Antonelli and Norris. Others, however, opted for a one-stop strategy, including Leclerc, who was ninth behind Hamilton in eighth.

On lap 60, rain stole the show, with Russell the first to fit intermediates, soon followed by the rest of the field. Antonelli came under investigation for an unsafe release in the pit lane: the Bologna-born driver narrowly avoided contact with Franco Colapinto’s Alpine. There was also drama at Ferrari, with Hamilton refusing to pit alongside Leclerc; because of the rain, the Briton completed a 360-degree spin in the final sector before returning to the pit lane to fit intermediates. On lap 65, the top 10 was: Norris, Verstappen, Hadjar, Russell, Antonelli, Piastri, Lawson, Leclerc, Hamilton and Hulkenberg.

Cover photo by Finlay Williams / WHYOUT images

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

The Brazilian Grand Prix, the 20th round of the 2026 calendar, gets under way at 18:00. It will not be a straightforward event. The choice will be between dry and wet conditions, with the scenario depending entirely on the weather. Due to penalties stemming from power-unit components, only Antonelli and Norris will be at the front competing for victory.

Of course, the others will also be looking to have their say, but starting from the back, it will be anything but easy. Leclerc, Russell, Hamilton, Verstappen, Perez, Lidblad and Bortoleto have all been penalised. It will be a difficult race, shaped by the weather, tyre wear and overtaking. Stay with us and experience the excitement of the Grand Prix with Formula1.it.

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Cover photo: X, Ferrari

Internal photo: Formula1.com

So far, Bearman had enjoyed a relatively straightforward time against Esteban Ocon, beating him with some regularity throughout 2026. But with Câmara brought in early to make his debut in front of his home crowd, the Briton may have found a far more challenging team-mate.

Despite his inexperience and the treacherous conditions at Interlagos, the Brazilian displayed impressive pace from FP3 onwards. In Q1, he made it through despite a spin and contact with the barriers, while in Q2 he was trying to improve further when a lock-up at Turn 12 sent him into the barriers, bringing out the red flag.

«It was a difficult session, but I'm okay. I was a bit unlucky in the final corner, I locked up and then tried to make it through, but by then it was impossible. I'm disappointed by the mistakes, because I know that isn't what the team expects, but overall I think it was a positive session,» explained Câmara, who will start from 11th thanks to penalties for his rivals.

The Brazilian has already identified his first target for Sunday: «One thing we know is that tomorrow we don't want to end up in the wall. We will try to have a clean race, analysing the data and preparing for every possible scenario.»

Bearman, meanwhile, used the experience he gained at Interlagos two years ago to set the eighth-fastest time, which became sixth on the starting grid.

«It was a really crazy session. I learned a lot from my first experience here two years ago and this time, together with the team, we did a much better job with the wet tyres, understanding when to push and when to cool them down. It is a shame about Q3, because compared to our rivals we struggled to get the tyres into the right operating window. I had no grip and that was it.»

The Briton remains optimistic: «I'm happy with the job we did. There was still something more to gain, but that's okay. We'll make up for it tomorrow. We had good pace in the last wet race, so hopefully we can find it again.»

Ayao Komatsu, meanwhile, appears particularly pleased with both drivers. «Ollie had a fantastic qualifying session. Two years ago he learned a very tough lesson in these conditions, but today he put everything he learned into practice. Eighth place is a very good result.»

His comments about the newcomer were even more interesting: «For Rafa, making his qualifying debut at his home Grand Prix, with so much water on track, was an extremely difficult challenge. In Q2 he was very quick, perhaps even too quick. We need to support him and help him bounce back, but today he showed how fast he is. In FP3, Q1 and Q2, until the accident, he showed exactly why we signed him for next year.»

Komatsu concluded with a hope that already sounds like a warning for the future: «I think both drivers can have a great race together on Sunday.»

The battle between the two FDA graduates therefore promises fireworks. Bearman starts with the advantage of experience and a season in which he has shown he can put an established driver such as Ocon under pressure. Câmara, however, appears fully intent on making life difficult for him. And if this is any indication, Haas may soon look back fondly on the relative calm of the past.

As for the Brazilian's accident, there is no need to overdramatise it. The last young driver to make his Formula 1 weekend debut by crashing in front of his home crowd was Kimi Antonelli, at Monza in 2024. Two years later, he became World Champion...

Cover photo by Luca Martini / WHYOUT Images

First of all, we should point out that we were unable to include the session’s outright fastest benchmarks in the graphic. Had we taken only the quickest times, we would have had to stop at Q2, with Russell undoubtedly fastest on that occasion after lapping on Intermediates in 1’26’’745.

Instead, in order to provide a picture that took the equality of track conditions into account as much as possible, we chose to consider the Q3 results for the top 10, Q2 for the drivers eliminated at the end of the second session, and Q1 for those knocked out after the opening 18 minutes of running.

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Rain completely reshuffles the pecking order

There is a considerable gap between the drivers’ times due to the weather front that hit Interlagos. From Q1 until the end of Q2, performance improved markedly as, with no rain falling, the track was gradually drying. Unfortunately, it began raining again just as the cars left the pits for Q3. The drivers were able to complete only one attempt on Intermediates. They then remained in their garages waiting for the end of the session, as there would have been no point in returning to the track on Wets.

George Russell would potentially have been fastest in Q3 again, but a communication error with the pit wall cost him top spot. In any case, he would not have taken pole position because of his five-place grid penalty for a power unit change. Instead, Lando Norris claimed the first wet-weather pole position of the 2026 car era: 1’27’’470. The gaps are obviously much wider than usual, but George still managed to remain within two tenths of the pole-sitter. Antonelli, third, will start from P2 today after being six tenths slower.

Long live the outsiders: a very different Red Bull without Verstappen

What we can say is that the rain gave us a highly varied Q3. Nine teams out of 11 made it into the top 10. Lawson, Hulkenberg and Alonso were the drivers who stood out most across the various stages of qualifying.

An underwhelming qualifying session for Red Bull, who without Verstappen — starting from the back following a power unit change — were beaten by both Lawson’s VCARB and Hulkenberg’s Audi. It was also a disappointing day for Alpine, unable to make it beyond Q1. There was an incredible performance gap between Lawson and Lindblad, Hulkenberg and Bortoleto (who made an error in Q1), Bearman and Camara (who is making his absolute debut), Alonso and Stroll, and Albon and Sainz (three seconds in Q2: Carlos was probably hampered by an incorrect decision on when to leave the pits). Bottas beat Perez by almost eight tenths.

Cover photo by Finlay Williams / WHYOUT Images

Interior photo by Vinicius de Oliveira / WHYOUT Images

Given the great action and unpredictability of qualifying, we obviously hope to see an entertaining race, particularly if rain returns to soak the Interlagos track, as it did yesterday in qualifying.

Pirelli's strategy advice – Autodromo José Carlos Pace – 71 laps

Formula 1 drivers and engineers are heading into a race that will probably be shaped by considerable weather uncertainty. Pirelli's motorsport director attempted to assess all possible options: “There is a 60% chance that it could rain during the race as well. We therefore cannot rule out a repeat of the conditions seen in qualifying. If the race is held in dry conditions, the data collected during Friday's FP2 will become significant again.”

“We found something different from what we expected from the simulations,” said Dario Marrafuschi. “Wear was higher than expected, with a more pronounced loss of performance over the course of the stints. We therefore expect two stops to be the most widely used strategy: two stints on Softs and one on Mediums. This combination offers an advantage of around three seconds over strategies involving all three compounds. Strategies such as H-S-S and their permutations entail a further increase in overall race time.”

“The cooler temperatures expected on Sunday will encourage the use of the softer compounds. They will offer more grip, reaching their operating window sooner. A one-stop is an option, but it appears less competitive. Total race time is estimated to be 10 seconds slower than the two-stop strategy. The undercut could prove crucial in gaining track position, especially for those switching to a softer compound,” the Italian manager concluded in comments to Pirelli.

Similarities between Mexico and Brazil, but the layout changes everything

Honestly, we do not see many differences compared with the Mexico GP in terms of tyre degradation and performance. At least based on Friday's long-run observations (read here). However, one point must be made. Why did drivers opt for a one-stop strategy last week, while they could make two stops in Brazil? At Mexico City, overtaking is genuinely difficult, so maintaining track position matters greatly and, moreover, the red flag denied us the chance to see the strategies develop. Perhaps both Verstappen and Leclerc should have made another stop in order to finish the race at competitive pace.

So yes, we agree with Pirelli again today. If the race takes place in dry conditions, the C5 Soft and C4 Medium will once again be the most widely used compounds. Given what Antonelli was able to do on the Softs in Mexico, he could attempt a one-stop strategy here in Brazil too. However, with only Norris as a potential rival, given that Verstappen, Leclerc, Hamilton and Russell will start from the back due to engine changes, he will certainly opt for a strategy that is quick but also allows him to control the situation without overdoing it.

Then again, it is unclear: it also depends on how the duel with Norris develops and on his intentions. With the World Championship title already in the bag, Antonelli could also decide to ease off and simply do what is required. With the Ferraris starting outside the top ten, Kimi and George would only need to finish the race, ensuring they retain their positions ahead of the two SF-26s, to hand the constructors' title to Mercedes. The Stuttgart marque only needs to score three more points than the Prancing Horse to have mathematical certainty of the title.

Cover and interior photos by Finlay Williams / WHYOUT Images

The FIA clarified the incident. Had Hamilton not been overtaken by Max Verstappen, the Federation would have handed Leclerc a five-second penalty for cutting the corner, but also given Hamilton 10 seconds for his overly forceful defence. In effect, it was he who forced Charles towards the outside.

A peace-making meeting was welcome

Despite that clarification, which came after Lewis’ initial post-race criticism, Hamilton continued his tirade against Charles Leclerc on Thursday, the media day at Interlagos in Brazil. Strong words were exchanged, to the extent that team principal Frédéric Vasseur — finally, one might say — decided to arrange a peace-making meeting between the two on Friday, in order to resolve any outstanding issues.

Until that point, when fortunately everything was cleared up, Leclerc had not said a word. The Monegasque arrived late at the track due to the birth of his first daughter, Bianca, and kept to himself throughout. He absorbed all of Hamilton’s accusations passively, without lifting a finger or uttering a word.

Getting those steps in 🚶‍♂️ https://t.co/VZ9pAfijrF

— Scuderia Ferrari HP (@ScuderiaFerrari) November 7, 2026

Leclerc grants Scuderia Ferrari a truce

Some expected him to explode. Instead, once he arrived at the circuit, he behaved like a true prince, as many describe him. With the situation cleared up, he acted as though nothing had happened, precisely as Ferrari expects of both him and Hamilton. After the conversation with Vasseur, Lewis Hamilton and Charles Leclerc went for a long walk through the paddock, behaving like good team-mates. They presented a united image of the team — exactly what was needed after such an intense week.

Witnessing such a miracle was far from guaranteed, and much of the credit for it, alongside Vasseur, goes to Leclerc himself. It was by no means easy to pretend nothing had happened after everything Hamilton had said in recent days.

Leclerc gave us the weekend’s best image by offering Scuderia Ferrari a truce. A truce we hope can continue and hold, at least until the end of the season.

Photo: X, Ferrari

Just how exciting qualifying was is clear from the presence of Fernando Alonso in Q3, with Lawson fifth, closely followed by Hulkenberg, ahead of Hadjar. Unfortunately, the spectacle is offset by the penalties resulting from the numerous engine changes. Knowing they would be sent to the back of the grid, Verstappen and Hamilton gave up in Q2 without even fighting, when it would have been great to see them in Q3 battling the others for pole position.

Brazilian GP starting grid – Formation lap at 18:00 Italian time

Wet conditions have shaken up the grid, with engine penalties (five places for Russell, 10 for Leclerc and back-of-the-grid starts for Verstappen, Hamilton and Perez) determining the starting order. This is the provisional grid issued by the FIA at the end of qualifying (it could change further over the next two hours; updates will follow). The formation lap for the Brazilian GP is scheduled for Sunday 8 November at 18:00 Italian time.

Opportunities await Lawson and Hulkenberg on the second row. Fernando Alonso will start eighth alongside George Russell.

Source: FIA – Provisional starting grid for the 2026 Brazilian Grand Prix. The "Qualifying" column indicates the position achieved in qualifying before penalties were applied.

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

Cover photo by Finlay Williams / WHYOUT Images

Internal photo: X, F1

Camara impresses despite off-track excursion

After a red flag for extreme conditions, Q1 resumed with plenty of action, including off-track excursions for Stroll and Camara. However, the Brazilian was not discouraged, putting together laps that enabled him to make the cut and progress to Q2, where, late in the session, a lock-up saw him hit the barriers and break his front wing. It was a real shame for Camara, who had been in contention for a place in Q3. Nevertheless, it was an encouraging debut given the performance he showed.

Max Verstappen, meanwhile, did not take part in Q2, given the penalty that will force him to start from the back of the grid. Hamilton faces the same fate, although unlike the Dutchman he completed a few laps before watching his rivals’ performances from the garage.

A changing grid

We remind you that, following penalties for Russell, Leclerc, Hamilton and Leclerc, the classification will undergo considerable changes. 

Finlay Williams / WHYOUT images

It will therefore be a very difficult qualifying session for Ferrari. Conversely, it could be relatively straightforward for Antonelli and McLaren. Kimi and Lando have been battling since FP1 and, at this point, they could be the ones fighting for pole position by thousandths of a second. McLaren appear to have taken a significant step forward with the updates brought to Interlagos. The 2027 front wing seems to be delivering some benefit. It is difficult to say who will come out on top.

Before we begin our coverage of qualifying, let us take a look at the Pirelli tyre compounds available for the Brazilian Grand Prix: C3 Hard, C4 Medium and C5 Soft – the softest combination in the range, as was also the case in Mexico (image: Pirelli graphic).

Pit lane opens at 19:00 Italian time. Live coverage from 18:45.

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Photo: X, Ferrari

Green light

When the light turned green, Nico Hülkenberg was the first driver on track. Kimi Antonelli followed shortly afterwards and immediately complained over the radio about steering issues.

The first frontrunning team to show its potential was McLaren. On the medium tyre, Lando Norris set the fastest time of 1:13.064. Ferrari and Mercedes were soon out as well. Charles Leclerc briefly went quickest, only to be immediately displaced by Antonelli, who posted a 1:12.497. Meanwhile, Oscar Piastri moved up to fourth, three tenths off the pace, while Lewis Hamilton climbed into the leading positions before returning to the pits.

Leclerc went on the attack again and lowered the benchmark further to 1:12.439. Verstappen and Antonelli then joined the action: the Dutchman took top spot, but was immediately beaten by the Mercedes driver, who delivered another strong performance.

Liam Lawson also caught the eye, putting Racing Bulls fourth. Meanwhile, Hamilton reported severe vibrations from the power unit and was immediately called back to the pits for checks.

During the session, significant grid penalties were officially confirmed: both Ferrari drivers will serve ten-place penalties for replacing the internal combustion engine in their power units, while Max Verstappen will start from the back of the grid after changing the entire power unit.

Ferrari's problems did not end there. Once back on track, Hamilton reported smoke coming from the rear of the SF-26. The Briton immediately returned to the pits, forcing the mechanics to intervene with a fire extinguisher. The car was promptly stripped down to identify the cause of the issue, with qualifying less than three hours away.

Qualifying simulation

With fewer than 20 minutes remaining, almost all drivers were stationary in the pits. Gasly, Colapinto and Perez were the exceptions, pursuing different programmes to the other teams.

Qualifying simulations on the soft tyre began shortly afterwards. George Russell, Oscar Piastri and Lando Norris were the first to head out. The Mercedes driver moved into second, while Norris set the provisional fastest time ahead of his team-mate.

Verstappen and Leclerc then arrived on track. The Dutchman immediately responded with a 1:11.622 to take first place. Ferrari's Monegasque driver, meanwhile, could only manage fifth.

Also worth noting was a strong lap from Camara in the Haas, which saw him finish 15th.

Many drivers returned to the track for one final attempt in the closing stages, but almost none were able to improve. This confirmed how close the circuit was to its limit and how the competitive order which emerged in the second half of the session could provide an important indication ahead of qualifying.

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Mercedes, McLaren and Red Bull made their mark from the very start of the weekend. Norris, Antonelli and Verstappen are very closely matched. Ferrari, however, are missing from the picture after trailing further behind in dry conditions yesterday. Rain could create further upheaval. It will be interesting to see what happens. This Saturday, following the dismissal of Esteban Ocon, F2 championship leader Rafael Camara will make his qualifying debut. The Brazilian driver will remain a Haas works driver in 2027.

Before we begin our FP3 commentary, let us take a look at the Pirelli tyre allocation for the Brazilian GP: the Hard C3, Medium C4 and Soft C5 compounds will be available, the softest combination in the range, as was the case in Mexico (image: Pirelli graphic).

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

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Photo: X, Ferrari

His name is not particularly well known to the wider public, certainly not to the extent of his predecessor Guenther Steiner, but he boasts an impressive CV and considerable technical experience gained over the years as an engineer focused on tyre development.

The 50-year-old Japanese does not carry the same reputation as a “hard man” that surrounds the South Tyrolean manager, but by dropping Ocon he showed that he has real backbone and will not tolerate anyone shirking their responsibilities or, as has been reported, behaving rudely.

Japanese discipline in driver management

Such a rigorous approach to driver management invites a comparison with what Ferrari's counterpart does not appear able to achieve with his drivers.

They are certainly drivers of a different calibre and in very different contractual situations, but the principle remains the same.

Komatsu himself said as much during his first media engagements in Sao Paulo, reiterating that, given the role he holds, his primary concern is the good of the team and that this must be pursued professionally.

The Haas team principal made a decision that even Steiner never had the “stomach” to make, and in a sense comes out on top in the comparison with Vasseur, given that this is at least the third clash between the Ferrari drivers without the situation ever truly being resolved.

Professionalism, and the team comes first 

On the subject of professionalism, Hamilton's recent comments have raised eyebrows; Leclerc has been more professional, resisting the temptation to respond.

Vasseur said he was pleased with the discussion he had with the drivers, but it is unclear how long this truce can last without a metaphorical “fist slammed on the table”, because there is simply no reason to be happy that such a clarification was needed in their second year together at Ferrari.

In this bold comparison, Komatsu's backbone is welcome: perhaps he is as effective as a team principal as he is as a technician.

A hard man in actions, far more than in words.

Before the rain shuffles the pack — assuming it actually does — let us take a look at the current performance level of the cars in dry conditions. Here too, though, a caveat is needed before we begin. Conditions in FP2 were not completely dry. The track was suitable for slicks, but overcast skies and 90% humidity made the circuit appear to be shrouded in an unusual mist. There was even some drizzle towards the end of the session. Track temperatures recorded during FP2, at around 36°C, were 8-9°C lower than those seen during FP1.

Every compound has plenty of potential

With that said, let us look at the times. As the average race pace shows, McLaren, Mercedes and Red Bull are running at very similar levels, despite making markedly different tyre compound choices. Lando Norris and McLaren impressed on the C3 Hard, but Piastri was arguably even more striking, maintaining his pace and matching the front-runners on the Soft.

During the session, McLaren appeared to be the most competitive team, but after analysing the data, Mercedes are once again in the conversation as they look to impose themselves on their rivals from qualifying onwards and then win again in the race. Antonelli, following Mexico, showed that he can manage the C5 Soft superbly, setting the fastest pace on track despite completing a 20-lap stint. Russell was good too, but nothing unexpected.

Alongside Mercedes on the Soft and McLaren, strong on both the white-walled C3s and red-walled C5s, sits Verstappen’s Red Bull. The Dutchman managed to stay with Mercedes and McLaren despite using the C4 Mediums, a compound which today appeared to work only for the Austrian outfit.

Ferrari are nowhere. A complete reset needed before FP3

Hamilton’s Ferrari struggled, stranded in no man’s land. Leclerc did not fare much better either. Charles certainly did a better job on the Softs, but his average pace was still around three tenths slower than that of the strongest rivals. Hamilton, meanwhile, tried the C4 Medium route and ended up well adrift in no man’s land. His 1’16”1 pace was the slowest in the group. Overall, Ferrari were the team in the most difficulty among the top outfits, at least on Friday. It is all to do again before FP3. The problems are evident in both the long runs and qualifying simulations.

Surprise: McLaren are in Brazil too

McLaren also tested the qualities of its new aerodynamic package today. The updates include the use of the new front wing that we will see again in 2027, at the start of the season, when the cars are unveiled. For now, the MCL40 appears to have responded well to the changes. The first confirmation is expected tomorrow.

Cover photo by Vinícius Oliveira / WHYOUT Images

The opening phase of the session saw the newly crowned world champion stand out, setting a 1:11.857 to finish ahead of his struggling team-mate, who will also start with a five-place grid penalty. Norris and Verstappen then came to the fore, with Antonelli producing flashes of pace. There were late flashes of red as rain began to fall. However, the track did not become wet enough for meaningful running.

The 4.309km José Carlos Pace circuit features 15 corners, constant elevation changes and two long flat-out sections. The middle sector demands downforce and good traction, while the climb from Junção to the finish rewards efficiency and the ability to exploit the power unit.

Interlagos: aerodynamics must also contend with energy

As we explored in our technical analysis of the circuit, the regulatory limit on MGU-K energy recovery in qualifying falls to 6.5MJ per lap, compared with 8.5MJ in Mexico. That is a 23.5% reduction designed to avoid superclipping, forcing teams to carefully study their energy recovery and deployment strategies.

Wing selection therefore becomes particularly important. Greater downforce aids cornering, but can compromise straight-line speed by increasing energy demand. A lower-downforce configuration presents the opposite problem, especially in the twisty middle sector.

Track-surface conditions must also be considered. As reported in our feature on the circuit's characteristics, the sections between Turns 3 and 5 and between Turns 8 and 9 have been resurfaced. Together with Pirelli's decision to bring the C3, C4 and C5 compounds, one step softer than in 2025, these changes add further variables to the search for the ideal balance.

With the cars already in the Interlagos garages, the first images from the pitlane offer a close look at the teams' technical choices. Between declared updates, experimental solutions and aerodynamic details, they provide interesting indications of the engineers' work, also with 2027 in mind. Let us look at the most significant developments, some of which could be evaluated on track as early as free practice.

McLaren in Brazil: a new front wing with an eye on 2027

McLaren is the only team to have declared aerodynamic updates for Interlagos. The package includes four changes: a new front wing, a new rear-wing assembly, a revised beam wing and modifications to the floor's aerodynamic elements.

The most interesting development concerns the front wing, which features a significant redistribution of surface area. Compared with the previous configuration, the mainplane is noticeably shorter (highlighted in yellow), while the upper element has been enlarged (highlighted in red). The nose mounting has also changed, now attaching to the second element rather than the mainplane (blue arrows).

McLaren front-wing updates, Mexico-Brazil comparison - Original photos by Finlay Williams / WHYOUT images

The flap geometry, its adjustment system and the junction between the wing elements and the endplates have also been revised. The aim is to improve the conditioning of airflow directed towards the floor and bodywork, increasing overall aerodynamic efficiency. This is the third specific evolution of McLaren's front wing in 2026, following those introduced in Canada and Barcelona. It is a less frenetic development path than some rivals, but one that has now delivered a particularly significant conceptual change.

Peter Prodromou, McLaren's head of aerodynamics, confirmed that the project is already looking towards next season: «The updates are designed to improve the car now and help us in the fight for third place in the World Championship. The information we gather will contribute to the development of next year's car, and we expect to retain the concept of the new front wing in the initial configuration of the 2027 car».

At the rear, there is a new wing assembly designed to generate downforce more efficiently, accompanied by a beam wing developed to improve the aerodynamic interaction between the two elements.

McLaren rear-wing updates, Mexico-Brazil comparison - Original photos by Finlay Williams / WHYOUT images

Small changes to the floor, aimed at refining airflow management, complete the package.

Red Bull in Brazil: the hybrid sidepod tested in Mexico returns

The images from the Interlagos pitlane once again show the distinctive sidepod configuration that Red Bull tested during FP1 for the Mexican Grand Prix. It is a hybrid solution, combining the upper section of the sidepods introduced in Baku, recognisable by their two distinctive bulges, with the lower profile of the previous configuration. The change reduces the area of floor exposed at the side and alters the geometry of the channel through which air flows towards the rear of the car. 

Red Bull sidepod, Mexico FP1-Brazil comparison - Original photos by Finlay Williams / WHYOUT images

Mercedes and McLaren: two aerodynamic philosophies converging

An interesting comparison concerns the evolution of McLaren and Mercedes' front wings. With its Interlagos update, the Woking team has moved the nose mounting from the first to the second wing element, while Mercedes took the opposite route in Singapore, adopting a solution that allows both flaps to move in Straight Mode. It is a curious reversal of direction, mirrored in the sidepod geometry. With its Baku update, McLaren had moved closer to the concept originally adopted by Mercedes, while the Brackley team subsequently developed bodywork more similar to McLaren's earlier interpretation. Two different development paths that end up crossing twice in the same season. 

It is worth noting that Mercedes has closed the lower gills compared with Mexico, but is forced to retain several openings on the upper section of the engine cover, evidently concerned about the reliability of its power unit.

Open gills on the Mercedes engine cover in Brazil too - Original photos by Finlay Williams / WHYOUT images

Ferrari in Brazil: no declared aerodynamic updates

Ferrari arrives at Interlagos with no new components declared to the FIA. After the aerodynamic changes introduced in Austin and the particularly open cooling configurations used in Mexico, work on the SF-26 is focused on optimising the existing package. The compromise between downforce and drag will be particularly delicate. Energy management along the straights could amplify the differences between the power units, making it even more important to find a configuration capable of delivering speed without excessively sacrificing cornering performance. The front wing is the medium-downforce version, the latest evolution seen in Austin.

Ferrari front wing in Brazil - Original photos by Finlay Williams / WHYOUT images

It is worth noting that all the additional gills seen in Mexico have been closed on the engine cover, while other teams, including Mercedes, are still forced to retain numerous openings.

Single opening on the Ferrari engine cover in Brazil - Original photos by Finlay Williams / WHYOUT images

Article being updated...

The rise of Verstappen and Red Bull must be contained, and McLaren are certainly not prepared to surrender third place in the constructors' standings, a position currently held by the Milton Keynes team. Bringing upgrades to Interlagos was part of the plan, according to Promodrou, the team's technical director of aerodynamics. However, seeing a 2027-spec front wing in Sao Paulo as early as November is certainly unusual.

Lando Norris immediately benefited, taking top spot in FP1 ahead of Antonelli and Verstappen. However, we are only at the beginning of practice. McLaren, Mercedes and Red Bull have started strongly: we will see where Ferrari can position itself, now that Charles Leclerc will be able to return to the car after stepping aside to give Dino Beganovic the opportunity to complete some laps at the wheel of his SF-26.

Before we begin our FP2 commentary, let us take a look at the Pirelli tyre allocations for the Brazilian GP: the Hard C3, Medium C4 and Soft C5 compounds will be available, the softest combination in the range, just as was the case in Mexico (image: Pirelli graphic).

Pit lane opens: 20:00 Italian time. Live coverage from 19:45.

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Photo: X, Ferrari

Looking further down the order, Gabriele Minì impressed in seventh. Also taking part were Fornaroli (11th), Browning (17th), Herta (20th), as well as Beganovic and Slater. The Swede, who replaced Charles Leclerc in FP1, completed only a handful of laps before returning to the pits for work on the SF-26, in order to carry out aerodynamic comparisons.

Slater, meanwhile, was forced to stop with problems on his R26, bringing out the session's first and only red flag. The full classification is below.

Cover photo by Finlay Williams / WHYOUT images

With the World Championship now entering its closing stages, car development appears to have virtually come to a halt. Most teams have opted against introducing further changes, instead focusing on optimising their existing configurations and preparing for next season. McLaren is a notable exception, particularly given the scale of the changes it has declared.

After the Mexican Grand Prix, which was characterised largely by changes linked to power unit cooling requirements, the focus at Interlagos returns entirely to aerodynamic performance.

McLaren has introduced a new front wing, a new rear-wing assembly, a redesigned beam wing and a change to the floor’s aerodynamic elements. The common theme of the upgrades is aerodynamic flow management. The new front wing improves the airflow directed towards the floor and bodywork, while the rear wing aims to increase downforce efficiently. The beam wing has been developed to work alongside the new rear wing, optimising airflow at the rear of the car. The package is completed by a change to the floor’s aerodynamic elements, designed to improve airflow quality. The four interventions point to a coordinated revision of the aerodynamic balance, rather than simple adaptations to the circuit’s characteristics.

McLaren’s decision is particularly significant at a point in the season when all ten other teams have opted not to declare any further developments. A package of this scale, with only a few rounds remaining in the championship, is an unquestionably unusual move.

Here are all the official changes declared by the teams for the 2026 Brazilian GP.

McLaren

McLaren has brought the most significant upgrade package of the weekend, making simultaneous changes to the front wing, rear wing, beam wing and floor. The stated aim is to improve aerodynamic performance through more efficient flow management and increased downforce generated by the car.

The main new feature is the new front wing, which has been completely redesigned to improve the quality of airflow directed towards the floor and bodywork. At the rear, a new rear-wing assembly makes its debut, developed to increase aerodynamic downforce efficiently across different operating conditions. This is paired with a new beam wing, whose geometry has been designed to optimise the airflow interaction with the rear wing.

The fourth update concerns the floor’s aerodynamic elements, which have been modified locally to improve flow conditioning and increase the performance of the floor itself. Overall, the package affects components that are closely interconnected aerodynamically, with the aim of improving the performance of the entire car.

Mercedes

No upgrades.

Red Bull

No upgrades.

Ferrari

No upgrades.

Williams

No upgrades.

Visa Cash App Racing Bulls

No upgrades.

Aston Martin

No upgrades.

Haas

No upgrades.

Audi

No upgrades.

Alpine

No upgrades.

Cadillac

No upgrades.

Charles Leclerc arrived in São Paulo only a few hours ago, but is already at the circuit. The team, moreover, gave him a warm welcome and also congratulated him on the birth of little Bianca, his first child. Leclerc became a father just two days ago.

At Haas, meanwhile, we will see Bearman and the Formula 2 driver currently leading the championship standings, Rafael Camara. The Brazilian, however, will have a very different programme to Beganovic. Camara will in fact use Esteban Ocon's absence to undertake his first full F1 weekend, at his home circuit, with the team he will also race for in 2027. All that remains is to wish him the very best of luck. It will certainly be an emotional weekend for him.

Before we begin our FP1 commentary, let us take a look at the Pirelli tyre allocations for the Brazilian GP: Hard C3, Medium C4 and Soft C5 compounds will be available, the softest combination in the range, just as was the case in Mexico (photo: Pirelli graphic).

Pit lane opens: 16:30 Italian time. Live coverage from 16:15.

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Photo: X, Ferrari

Anyone hoping for talks between Maranello’s two standard-bearers and Frederic Vasseur before the Interlagos race must now accept that not only have they not happened, but the divide has, if anything, grown even deeper.

Hamilton’s words mark a point of no return 

The seven-time world champion levelled very serious accusations at his team-mate Charles Leclerc, essentially accusing him of not acting in the team’s interests but only his own, of racing unfairly and of having always done so with all his previous team-mates.

We do not know Leclerc’s view, as he is absent to be close to his newborn daughter Bianca, nor Vasseur’s, who has chosen not to address the matter.

We do know that Hamilton has no intention of backing down or seeking compromise, and is determined to go all the way.

Whatever happens from here, it could mark the end of Ferrari as we know it: this is the “endgame”, the final contest, the reckoning.

Something must inevitably change from here.

Vasseur has shown, as we have also said in these pages, that he either cannot or will not manage this driver pairing with clear directives.
What future can a team principal have in these circumstances?

Hamilton has now embraced a crusade in which he sees himself as the sole driving force behind a radical change at the Scuderia, one in which he wants to be the only central figure.

We do not know whether Ferrari is on his side, or whether the Briton is currently isolated within the team.

In the latter scenario, he would be the next figure heading for the exit, and it would be a bitter departure marked by fierce controversy.

Finally, there is Leclerc, capable of carrying the Prancing Horse on his shoulders, with unquestionable love, through the most difficult moments of recent years. But it is no longer possible to forgive every act of impetuosity and, should Hamilton’s line prevail, he could not remain tied to a team that would effectively have consigned him to the past.

No one steps in to put out the flames

While Hamilton attacks his own team, he shatters the silence of senior management, who do not step in to put out the flames and, like Emperor Nero, play the lyre while Rome burns.

Welcome, then, to the reckoning.

Only time will tell whether it can benefit Ferrari, returning it to where it belongs, or bring about an even more ruinous downfall.

Cover and interior photo by Finlay Williams / WHYOUT Images

The lap begins with the famous Senna S, a downhill sequence that demands precision through the changes of direction and stability under braking, before the acceleration towards the Reta Oposta. The middle sector is instead defined by slower, more technical corners, where mechanical grip and the car's ability to change direction quickly become crucial. The final section, from Junção to the finish line, is dominated by a long uphill acceleration zone that tests traction and power unit delivery. It is a sector in which the availability of electrical energy could make a significant difference, especially in qualifying.

The elevation changes, the different types of corners and often unpredictable weather conditions make Interlagos a circuit where the car's balance can change significantly over the course of the weekend. The São Paulo Grand Prix will be contested over 71 laps, for a total distance of 305.879km.

Braking demands

According to simulations by Brembo engineers, Interlagos falls into the category of circuits that place a low demand on the braking system, with a difficulty index of 2 out of 5, compared with the 4 assigned to Mexico. A notable difference, despite the two tracks being virtually the same length.

There are just six braking zones per lap, one fewer than in Mexico City, and they occupy the drivers for more than 14 seconds in total, equivalent to around 20% of the lap time. Two braking zones are classified as Hard, one Medium and three Light. The presence of long acceleration phases and corners negotiated without particularly heavy pedal input helps keep the strain on the system under control, despite some demanding decelerations.

The most severe braking zone is at Turn 1, at the end of the main straight. The cars slow from 312 to 115km/h in 2.93 seconds over a distance of 156 metres. Deceleration reaches 3.7g, with 104kg of force applied to the pedal and braking power of 1,538kW. By comparison, in Mexico the cars reached the first corner at 340km/h and required 193 metres to slow to 114km/h, with braking power of 1,668kW.

The comparison with 2025 confirms the profound differences introduced by the new-generation cars. At Turn 12 last year, drivers were subjected to a deceleration of 4.7g, applying 148kg of force to the brake pedal. This year, the projected figures fall to 3g and 89kg respectively: an effort reduced by 59kg, accompanied by a substantial 1.7g drop in deceleration.

However, the distance needed to slow down increases. Again at Turn 12, the braking distance rises from 84 to 98 metres, an increase of 14 metres, while the time rises from 1.73 to 2.01 seconds. The 2026 cars therefore demand considerably less effort from drivers, but take more time and distance to negotiate the same braking zone.

Power units: FIA limits for Brazil

The official Power Unit Information document published by the FIA for the São Paulo Grand Prix introduces some significant differences compared with Mexico, particularly in electrical energy management. In qualifying, the MGU-K will be able to recover a maximum of 6.5MJ per lap, compared with the 8.5MJ permitted in Mexico City. That is a reduction of 2MJ, or around 23.5%, particularly noteworthy given that the two circuits are virtually the same length: Interlagos measures 4,309 metres and the Hermanos Rodríguez 4,304 metres.

The differences continue in the race, where maximum recovery will be 8MJ without Overtake Mode and 8.5MJ with the overtaking system active, compared with 8.5MJ and 9MJ respectively permitted in Mexico. In free practice, the limit will be 8.5MJ, while on out-laps from the pit lane, excluding those in the race, it will rise to 9MJ. These are regulatory maximum values and do not necessarily represent the amount of energy the cars can actually recover.

The Power Limited Distance, meanwhile, increases to 2,278 metres, compared with 2,101 metres in Mexico. The difference of 177 metres means this parameter accounts for around 53% of the Brazilian circuit's length, compared with 49% at the previous Grand Prix. The maximum rate of power reduction for the power unit remains unchanged at 100kW per second.

The MGU-K will continue to be able to deliver a maximum of 350kW, but with a progressive reduction at higher speeds. With the Base Standard curve, the cut will begin at around 290km/h, while with Base Overtake, full power can be maintained until around 340km/h. 

As for Overtake Mode, drivers must still be within one second of the car ahead. The gap will be measured at approximately 3,250 metres from the start of the lap, while activation will be permitted at 3,411 metres, in the final part of the circuit. This will allow drivers to exploit the greater availability of electrical power on the uphill run to the finish line and into the subsequent Turn 1 braking zone.

Qualifying simulation

The Interlagos qualifying lap simulation published by engineer Marek Lubieniecki indicates a benchmark time of 1m10.82s, around 1.3 seconds slower than the 2025 pole position of 1m09.51s. The prediction ranges from 1m10.5s to 1m11.2s, while top speed could reach 343km/h, seven more than in 2025.

Of particular interest are the energy-management figures, which now find important confirmation in the official Power Unit Information document published by the FIA. The simulation predicts total recovery of 6.5MJ per lap, exactly the regulatory limit set for qualifying at Interlagos. This is significantly lower than the 8.5MJ permitted in Mexico, despite the two circuits being virtually the same length.

Above all, the source of the recovered energy changes. While only 43% came from braking in Mexico, at Interlagos this proportion would rise to 64%, with 35% recovered during partial-throttle phases. The contribution from superclipping, or energy recovery during full-throttle sections, would remain below 1%.

This is an interesting figure in light of the Brembo simulations: despite being classified as a circuit that places little demand on the braking system, Interlagos would offer its main energy-recovery opportunity precisely in its six braking zones. According to Lubieniecki's model, around 4.2MJ would come from braking, while just under 2.3MJ would be recovered during the other phases of the lap. The relationship between the mechanical demands placed on the brakes and their importance in energy management is therefore very different from Mexico, where recovery relied more heavily on lift-off and partial-throttle phases.

There remains an uncertainty over outright performance. Lubieniecki's first simulation produced a time of 1m09.3s, even faster than the 2025 pole position. A result not particularly consistent with what has been observed so far from the 2026 cars, prompting the engineer to reduce grip by 5% in the updated model. FP2 will provide an initial comparison with real-world data, particularly to establish whether the distinctive characteristics of Interlagos's asphalt and gradients have been interpreted correctly.

Not simply because he is Dutch. His four world titles speak for themselves. But it is not really about the driver himself. If Max can hold on to second place until Abu Dhabi, he would be awarded the runners-up spot for the second consecutive year. So it would not even be new territory for him.

The 2026 comeback carries more weight than that of 2025

This year, however, we believe it would be almost insulting to describe him in those terms because, in this writer’s view, the comeback achieved over the current season is even more significant than the one he produced in 2025.

In last season’s championship, Verstappen raced as the reigning world champion. The team went through a very difficult period and only after Horner’s departure did it find the determination to put itself back in title contention. That objective slipped away only with Norris’s victory in Abu Dhabi.

In 2026, Red Bull and Max will not have managed to keep the title fight alive until the final race, but achieving that would never have been easy. At the start of the year, their performance was truly far behind Mercedes and Ferrari. The Dutchman had to wait until the Canadian Grand Prix, the sixth round of the world championship, before reaching the podium, after countless setbacks.

The anti-Antonelli nobody expected

That is why second place in 2026 would carry greater significance if Verstappen were to claim it. Far more than it would for Hamilton, Russell or Leclerc. Verstappen is the driver nobody would have imagined seeing as Antonelli’s main rival before the Belgian Grand Prix.

An achievement worthy of Red Bull and the name Max.

Cover and in-article photos by Peter Kiss / WHYOUT Images

A firm hand is needed with the drivers

The comments made by the drivers during today’s media day are only an indication. Unfortunately, only Lewis Hamilton and Charles Leclerc know what is going on in their minds.

In this situation, unless team principal Frédéric Vasseur takes a firm hand, we can safely expect the episode to be repeated soon at another of the final rounds of the championship.

This is an area in which the manager cannot afford distractions. Setting aside the differing views the drivers may hold over the course of the year, such things can happen. At this delicate stage of the championship, however, the manager of the Prancing Horse cannot afford any further missteps.

A crystal ball balanced on a strand of wool

The season is nearing its end and there is not even any certainty that there will be another four rounds before the end of the year. The championship could conclude in Las Vegas, and Ferrari must absolutely avoid 2026 ending without the drivers having cleared the air on track. That is why Vasseur is the first person who cannot afford distractions. Since Mexico, the atmosphere at Ferrari has been like a crystal ball precariously balanced on a strand of wool. It would take only a moment for it to fall.

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

Sebastien Buemi and Jean-Eric Vergne are the most striking examples. Both missed their chance with Red Bull in Formula 1, but went on to shine elsewhere. Buemi won a Formula E world title and has four WEC world championships with Toyota, as well as four victories at the Le Mans 24 Hours. The same can be said of JEV, a two-time world champion in the electric category, FE.

Their misfortune was racing with Helmut Marko at the helm of the academy programme, but — and we never thought we would say this — Liam Lawson, the current Racing Bulls driver, could fare even worse.

Liam Lawson’s outstanding season

The New Zealander is enjoying a golden spell in terms of performance. His pace and consistency have been extraordinary and, despite being at the wheel of the VCARB, he sits ninth in the overall standings, directly behind Isack Hadjar, Red Bull’s second driver, just 24 points adrift.

From left to right: Liam Lawson, Isack Hadjar and Max Verstappen. Spanish GP (Madrid) 2026

Hadjar’s season has undoubtedly been affected by the three races he missed through injury after the summer break. Lawson took his place in the RB22 and scored 14 points across those events. If we were to isolate those three races and exclude them, the standings would remain the same, with Liam still 38 points behind the Frenchman.

Will it all be for nothing for Lawson? Tsolov must reach Formula 1

Unfortunately, however, all of this appears not to be enough for those at the top. According to paddock rumours, Racing Bulls, together with Red Bull, have decided to dispense with his performances and rely on Arvid Lindblad and Nikola Tsolov for the 2027 season.

The picture shows 19-year-old Nikola Tsolov at the 2026 Goodwood Festival

We know well that motorsport is a ruthless world, but this situation is almost absurd. Lindblad has impressed everyone with his ability and it is right that he continues. The fact that he has scored 38 points in his first year in F1 is extraordinary, but at the same time the 83 scored by Lawson cannot be ignored either — 69 if we exclude those achieved at the wheel of the RB22.

Conversely, the desire to bring promising 19-year-old Bulgarian Nikola Tsolov into Formula 1 can also be understood. He is currently second in the Formula 2 championship and still in contention for the title against Rafael Camara, with two race weekends remaining in the season, provided they are held.

The senior figures at Red Bull and VCARB certainly have a complex decision to make. Tsolov must be given the opportunity to race in Formula 1, especially if the final races take place as scheduled and he wins the Formula 2 championship. Equally, however, Lawson would not deserve such treatment. Not this year.

Given the credentials he has built in 2026, he could probably find a place with another team in the future. If fortune “smiles” on him as it did on Gasly and Albon, although it will not be easy. Even the best-case scenario would involve taking at least a year out. A season in which he would have to be good enough to maintain contacts and convince a team without having the opportunity to race on track.

Photos: Red Bull Racing

Engineer Marek Lubieniecki, who specialises in modelling and simulation, attempted to answer those questions with an interesting experiment on X: simulating a lap of the Mexican circuit without the electrical power cut which, even with Overtake Mode active, falls to zero at 355 km/h.

The results are highly significant. In a qualifying-lap simulation, without that limitation, top speed rises from 350 to 370 km/h, delivering a three-tenth gain on the main straight. The price, however, is an additional consumption of 0.76 MJ of electrical energy.

In race trim, though, the picture changes dramatically. Simulating a lap with a neutral energy balance, in which the energy used must be recovered, the advantage falls to just one tenth of a second. To use more battery power on the straight, less would have to be used around the rest of the circuit.

«At present, the deployment curves largely determine where energy is used at high speed. Without these limitations, it would be up to the driver and team to choose, but the car ahead could also go faster,» the engineer noted.

The outcome could therefore be very different from what Norris and Hamilton are hoping for: «An overtake would depend on who had saved more battery for the straight. I would therefore expect competition based on energy saving.»

In short, removing the limit would restore top speeds more in keeping with Formula 1, but it would not automatically guarantee more overtaking opportunities. The risk would be replacing one problem with another: rather than everyone ending up at the same speed, drivers could spend much of the lap saving energy before putting everything on the line on the straight.

But the issue, on closer inspection, runs far deeper. By removing the MGU-H and massively increasing the weight of the electrical component, the 2026 regulations have created cars which, at many circuits, cannot recover enough energy to fully exploit the MGU-K's 350 kW. The deployment curves can be changed, speed limits can be removed or drivers can be given greater freedom, but an obvious design flaw remains: these power units have impressive electrical power on paper, yet on track they must constantly ration it. And if going faster on the straight necessarily means going slower elsewhere, perhaps the problem is not how the energy is managed, but how this generation of Formula 1 was conceived.

Cover photo by Ryan fleming / WHYOUT Images

Verstappen "like" Antonelli over the last 10 races

Four-time world champion Max Verstappen has finished on the podium in every race since Francorchamps, aside from his retirement at his home circuit in Zandvoort. Only new world champion Antonelli has a better record. Four wins for Kimi compared with three for Verstappen. The Italian has scored 201 points over the last 10 races, against the Dutchman’s 185.

The Milton Keynes outfit has taken a convincing step forward. Its strength and resurgence are now undeniable. Red Bull is paying dearly for its difficult start to the season, but at this pace it is certainly positioning itself as the second force and the leading challenger to Mercedes and Andrea Kimi Antonelli for the 2027 season.

Verstappen improves, Hadjar loses his way

Looking at the standings and seeing Max Verstappen in second place is therefore no surprise, given these results. Unfortunately, however, set against Max’s progress, we must acknowledge that the performance gap between the Dutchman and his team-mate Isack Hadjar is once again widening dramatically.

In the first part of the year, the Frenchman had shown pace comparable to that of the four-time world champion. Verstappen claimed his first podium in Canada with third place, and Hadjar responded immediately by finishing third in Monaco. At the other rounds, between Spain and Hungary, the Frenchman was then highly consistent, never finishing lower than P6.

Since returning from illness, Hadjar produced a standout result with third place in Azerbaijan, but has since lost his way. Finishing fifth or sixth was enough when Verstappen was ending races in P3 or P4, but now that the car’s performance has improved, Hadjar’s target should have risen too. Instead, Isack is still there, at best, as happened at the Bahrain Grand Prix in Malaysia, fighting for P6. In Singapore and at the most recent Mexican Grand Prix, the results were far worse.

In Mexico, things do not go as they should. He starts seventh, makes contact with Russell at the start and is then unable to recover. He finishes ninth by taking advantage of others’ mistakes and penalties. Without the sanctions handed out by the FIA to Piastri and the two Alpines, Isack would actually have finished P12.

Verstappen wins while the second driver loses his way. He cannot keep pace. Red Bull is heading towards a familiar scenario, one that even team principal Laurent Mekies, seemingly, cannot remedy.

Cover and in-article photos by Peter Kiss / WHYOUT Images

Here are the ratings

Red Bull: 8.5

A solid weekend for Red Bull, who have been in fine form for some time. Back at the front, they were outstanding.

Verstappen: 9
A superb weekend for Max, capped by a victory built on speed and ruthlessness. He is back, and he is here to stay.

Hadjar: 6
His race ended in P12 after misfortune at the start. He fought back as well as possible. Almost on Max's level.

Ferrari: 8

A wasteful weekend for Ferrari. The SF-26 is quick, but the tensions are not helping. Needs reviewing.

Leclerc: 7.5
Not a great weekend for Charles, P4 after an attacking race littered with mistakes. Needs reviewing.

Hamilton: 8.5
A solid weekend for Lewis, second after a furious recovery aided by the chaos at the start.

Mercedes: 8

A good showing from Mercedes, improving with upgrades that are working. Championship form: are they back?

Russell: 6
A passable race for George, who could only manage P6 in the Mercedes. His championship is over.

Antonelli: 10
A composed and ruthless race from Kimi. A podium and the world title. He enters history, he writes history.

Mclaren: 7

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

Norris: 8
A good weekend for Lando, fifth despite a lack of pace. The McLaren was not at its best...

Piastri: 7
A mediocre weekend for Oscar, with a revised but uninspiring car. P7 was the maximum.

Aston Martin: 2

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

Alonso: N.C.
Fernando fought with heart in a struggling Aston. There was little he could do, and he retired after three laps.

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

Alpine: 8

A fine performance from Alpine with an unremarkable car. They returned to the points without any standout moments.

Gasly: 6.5
His race ended in the points, with little pace but plenty of substance. He got the maximum from it.

Colapinto: 8
In his second year in F1, he is improving and took an excellent P8 for Alpine. A fine response.

Racing Bulls: 7

A tale of two halves for RB, with a quick car and one driver in the points. So far, so good.

Lindblad: N.C.
His race ended in the wall, through misfortune despite plenty of pace. A shame.

Lawson: 8
A gritty race from Liam, who returned to the VCARB with pace and zero mistakes. Valuable points. P9.

Audi: 5

A negative weekend for Audi, without points despite a few incidents. Too inconsistent...

Hulkenberg: 5
His race ended in last place, without any highlights and with too many mistakes. A reset is urgently needed.

Bortoleto: 6
An anonymous day for Gabriel, P11 with an Audi lacking form. No points.

Haas: 5

A mediocre three days for Haas: tensions and no pace. No points, and focus turns to 2027.

Hirakawa: 6
A passable weekend in a mediocre Haas for Rio, who made his debut at the last minute. Well done.

Bearman: N.C.
Ollie's progress continues. He pushed and fought but could not convert it. The Haas did not help. Retired.

Williams: 5

Williams failed to impress. Out of the points once again. Plenty of difficulties and too many mistakes.

Sainz: 5.5
A good weekend for Carlos, but no points with a struggling Williams. A shame. P15.

Albon: 6
An unrateable day for Alex. He tried to fight, but the Williams did not help. P13, what a struggle.

Cadillac: 4.5

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

Perez: 6
He returned to F1, but the Cadillac did not help. He finished last without any highlights or battles. It will be a long road.

Bottas: N.C.
He returned to F1 but could make no impact, hampered by a slow and unreliable Cadillac. He retired near the end.

With the Mexico City Grand Prix now behind us, F1 will return in a week's time at Interlagos for the Brazilian Grand Prix.