Shortly after appearing on stage, he joined us at our microphones for an in-depth conversation, during which he touched on several key topics for the future of Italian motorsport and of the ACI itself. Below, we report his words.

Two fundamental topics that are particularly close to President La Russa are the future of Monza in Formula 1 and the young Italian drivers who have stood out in various motorsport categories and are set to continue doing so in the years ahead.

La Russa has recently taken the helm of the Automobile Club d’Italia, having been elected in July 2025 and officially taking office just over seven days ago. He is called upon to carry on the legacy of Angelo Sticchi Damiani, who led the ACI for more than a decade. It is an important transition, as it comes at a delicate moment for Italian motorsport: from the renewal of Monza’s contract in the Formula 1 World Championship, to maintaining major international events on Italian soil, and the need to financially support sporting activities in a context of growing attention to sustainability and the energy transition. For La Russa, the challenge will therefore be twofold: to ensure continuity with the results achieved in recent years and, at the same time, to imprint his own strategic vision on the institution within an increasingly complex regulatory and political landscape.

Our interview began by asking him what goals he has set for his first 100 days in office and how he envisions the future of the ACI. Speaking about this, the President replied: "First of all, I feel great joy and satisfaction to be here today celebrating a 2025 season that, objectively, for those who follow motorsport, has been a particularly satisfying year."

"The solid debut of Kimi Antonelli in Formula 1, Fornaroli winning Formula 2 and being signed as McLaren’s third driver, speaking of Formula 1, but also the opportunity to host several world championship events on Italian soil: the confirmation of the World Rally Championship, the strong possibility of hosting the World Rallycross Championship, the retention of Monza in Formula 1, and hundreds of motorsport events at all levels."

Continuing, La Russa added: "A few days ago I attended international FIA meetings, and everyone reiterated that Italy is a leader in karting. We are truly a reference point. And karting means young people. If a federation invests in youth, it is a federation that is healthy for the future. So, to answer your question about the first 100 days: continue projecting this institution, which has just celebrated 120 years of history, into the future. As those before us did, by understanding intelligent investment and funding mechanisms, such as the PRA created in 1927, which will celebrate its centenary next year, and which has given Italians certainty over their primary asset — after the home, the car — while simultaneously providing significant financial support for all motorsport activities. That was certainly a wise decision that still allows us Italians to excel worldwide in this and in all motorsport disciplines. This is a great commitment for the future."

"Certainly, one of the first tasks is to reconstitute the commissions that are our tool to stay close to each discipline, to find people with enthusiasm, skill and professionalism who can help design the right regulations. Sometimes, as we also see in Formula 1, a comma changed in a regulation can have major effects, so great attention must be paid to this. My legal background can help: a mix of legal training, knowledge of motorsport and passion. And then, of course, to support the entire institution so that it can bring joy to sport, as I was saying earlier."

La Russa concluded this part of the conversation by addressing a topic very dear to many fans: Monza. Speaking about the central role of the Temple of Speed, he said: "With ACI we will continue to work to make Monza an essential fixture in the Formula 1 World Championship. The enthusiasm and festive atmosphere of last year’s edition, with a record 369,041 attendees, are the best testimony to the value and significance of this event. All this motivates us to collaborate with the relevant institutions to prepare the necessary formal acts to further extend the contract that binds Monza to Formula 1."

We thank President Geronimo La Russa and ACI for their courtesy and availability during the interview. Partial reproduction of this exclusive content is permitted provided that the author (Giuseppe Cianci) and the source Formula1.it are credited, with a link to the original content.

Read also: ACI premia a Roma i Campioni dell'Automobilismo 2025

Read also: Formula E takes a swipe at Verstappen: «If you're bored, call us»

Photo acisportspa.smugmug.com

The schematic of the 270° rotation of the new Ferrari wing

Once the correction was made, we were inundated with an avalanche of messages from people who, like us, now assumed that a flat angle described the correct rotation of the wing. So, to eliminate any doubt, we decided to create a representative (if somewhat’ approximate) diagram where we show you why the exact angle is 270° and not 180°.

As can be seen from the diagram, a traditional movable wing rotates about 90° to reach its opening position. The 180° position is never used under any circumstances, because it would actually bring the wing upright and cause a lot of problems and virtually 0 benefits. The correct rotation angle for Ferrari's Macarena wing is 270°, which causes the flap to operate in a position completely opposite to traditional mode.

Ferrari's new rear wing is regular

We already told you about the benefits of this solution, the day of the launch (click here to learn more), the last remaining problem was its regularity. According to information gathered today (also confirmed by the 'Sky Sport F1' team), the FIA has finally answered this question as well. The Ferrari's rotating rear wing is normal.

You spin me right round! 😵‍💫

Here's Ferrari's innovative solution to moving the upper flap of the rear wing as part of this season's active aero introduction 👀 #F1 #F1Testing pic.twitter.com/yY0ZcI1Kph

— Formula 1 (@F1) February 19, 2026

The question raised by the teams concerned the transitional phases. If we had been within the 2022-2025 regulation, the wing would not have passed the checks because in the transitional phase (i.e. when it is moving), the flap would have gone beyond the maximum permitted height limit. In 2026, however, mass measurements and volume measurements to be met will only be checked in the open and closed positions without paying the slightest attention to the transition. That's why the Macarena wing is regular.

Cover photo: X, F1

Read also in italian language: L’ala posteriore Ferrari ruota di 270 gradi ed è legale, la FIA conferma

Ferrari's new mobile wing works the other way around

The wing should offer a sensitive, though currently unquantifiable, aerodynamic advantage. Why? Simply because he works backwards. The lower edge of the movable flap, instead of remaining at the bottom as in all the solutions presented by the other teams, rotating by 270° ends up rising upwards.

In doing so the flap works in reverse and instead of generating a downward component, at least in theory, it contributes to the formation of a force that tends to lift the rear wing upwards.

Obviously this contributes to having a lighter rear end on the straight, with the resulting speed advantages. Initial hypotheses circulating in the paddock speak of a gain of around 8 km/h, but at the moment we believe we are not providing any data on this matter. The advantage may be tangible, but how much cannot yet be established with certainty.

Cover and internal photo: X, F1; X, F1 

Read also in italian language: L'ala posteriore rotativa della Ferrari lavora al contrario

Obviously, the greatest attention, also from a media point of view, was focused on the compression ratio used by Mercedes, a manufacturer that would also pass the recently introduced hot tests. New methods strongly desired by rival manufacturers, who would now further complain that they were likely not performed at the exact operating temperatures. The meeting highlighted the proposal to adopt another 130°C control method, starting August 1°, 2026.

The fuel problem subsequently arose, with some companies struggling to obtain FIA certification in time. In this case, it appears to be Petronas, the company that supports Mercedes, the one with the biggest problems at the moment. There would be a possibility that someone would ask to be able to race the first GPs on last year's fuel, obviously with repercussions on development and the engine.

Ferrari farsighted and pioneering, Mercedes breathes thanks to the latest FIA regulations

This week, the issue of the departure system was discussed. According to Roberto Chinchero, on Wednesday, there was a thorny issue to be resolved. Ferrari appears to have developed a better starting system to address turbo lag issues. This is a unique argument, since the Maranello-based manufacturer's system would allow them to open up a very wide gap compared to their opponents, too wide. So much so that there was speculation that cars, those that don't have one, would have to start from the pit lane.

The main focus, it emerged on Wednesday, was on an issue that emerged at the end of last season. There are two aspects of the powertrain that could affect starts: the size of the turbo and having sized or knowing how to find/have the energy needed to resolve the turbo lag present in this delicate phase. Ferrari, as reported by Chinchero on ‘Sky Sport F1’ on Wednesday, had already raised the issue in recent months and solved part of the problem by adopting a smaller turbine, compared to what Mercedes did for example.

The Stuttgart-based manufacturer, aiming for a larger turbine, preferred to focus on greater reliability on the more difficult tracks due to thin air (such as Austria and Mexico). Obviously this puts Mercedes in more trouble than Ferrari. 

The problems that could arise were evident, so, in the last few hours, discussions on the safety of departures have led to a change of course. After giving the drivers an extra five seconds to prepare the turbos, the FIA also considered banning the use of active straight-line aerodynamics at the start (read here, in italian language, for more information). 

Hopefully this will be enough to ensure the safety of the departing pilots and keep the show alive.

Cover and internal photo: Pirelli

Read also in italian language the article, was write last Wednesday, February 18th: Sistema di partenza e turbo lag: la Ferrari ci ha visto lungo

The compression ratio entries are true

Rumors are circulating about the FIA, which recently, through its technical director, Nikolas Tombazis, via a video posted on YouTube, claimed that such insinuations are true: “There are some very intelligent engineers in F1 and some have found a way to increase the compression ratio when the engine is hot. The discussion is taking place precisely for this reason”.

Obviously the Greek technician does not name names, but it is clear to whom the reference is addressed. Mercedes would have devised an intelligent system whereby, when cold tests are carried out, the compression ratio is 16:1, while when hot, it could be as high as 18:1. That's why the FIA and other manufacturers have insisted that Melbourne introduce new verification methods: only time will tell what they will lead to (according to some rumors, the Mercedes was subjected to the new test and the engine was still deemed legal).

If you're wondering, however, whether this was the point of the discussion, we can answer with a resounding no. The FIA had locked the ratio at a value measurable through cold testing. Mercedes respects this value and is therefore regular. However… the Federation continues to foment the thinking of opponents of the Stuttgart-based manufacturer, giving them credit and proposing alternative tests, which it will not perform starting in 2027. No, of course not. He'll do them right away, before Melbourne.

It's still quite amusing when we look at it from a technical perspective: we don't dare imagine the implications this could have for the final product, with changes not only to the design, but to all the procedures that lead to the definition and implementation of the finished product. Let's say then that the FIA, very nonchalantly, puts the weight of 11 on us: “We want the competition to be held on the track and not in the board of commissioners or in court. We are determined to make this a competition championship between the best drivers and engineers. It's not a championship among those who are more astute in interpreting the rules”, Tombazis said in the video.

Disrespectful disorder for F1 technicians

And excuse if we ask you: ‘If the world championship is not held on the track, but in the college of stewards, whose fault is it?’ It is not possible to "throw the barrel" on teams in this way due to inefficiencies within the regulatory body.

If the FIA didn't want the discussions to take place in a courtroom, it would be simple: is the engine as normal? Two alternatives, yes/no! If it is legal the other manufacturers will have to close the gap, if not ‘greetings and kisses’, until the manufacturer has a normal engine he will not be able to participate in the world championship events.

It is clear that technicians, given the existence of regulation, work and struggle to be at the limit with every solution. It must be their job to say, "Oh Good, I'm entering a gray area. Perhaps it would be better to rejoin the ranks?' Of course not! It is up to the FIA to judge whether what is presented by the technicians is legal or not.

Issuing TDs or changing control methods during the rules is confusing and, to be honest, it's not even very respectful towards those technicians who spent hours studying and interpreting the rules, had a great idea and now finally see the rules of the game changed three weeks before the first GP of the season.

Cover and internal photo: VIDEO FIA 

Read also in italian language: FIA: troppo comodo incolpare i costruttori per proprie inefficienze

So close, so far. The story of Ferrari's last two seasons

That the SF-24 had good potential was clear from the very first races. Obviously not so high as to allow drivers Leclerc and Sainz to fight Verstappen, but enough, as we have seen, to aim for the manufacturers championship. The Dutchman began his great career season, but among his opponents Ferrari excelled: in the first nine races of 2024, that is, taking into account all the events preceding the Spanish stage, Verstappen had obtained 6 victories, 2 for the Ferrari (Sainz in Australia with Leclerc completing the one-two and Charles in Monaco) and 1 for McLaren (Norris in Miami).

Ferrari brought a large number of upgrades to Barcelona, including a redesigned rear wing and micro aerodynamics around the Halo, but above all it did important work involving the rear and sides. Unfortunately, a very important mistake was made with the fund which effectively constituted a step backwards for the Scuderia of Maranello. From Spain to Hungary, that is, in the space of 4 GPs, Ferrari managed to collect only one podium, with Sainz in Austria, and had to deal with two results outside the zone for Leclerc (Spielberg and Great Britain).

During the same period, at least one of Piastri and Norris always managed to reach the podium, with the highest point reached in Hungary, where McLaren even achieved a one-two. Belgium marks Ferrari's rebirth. Leclerc achieved two consecutive third-place finishes followed by victory at Monza, but the team had lost confidence, while Woking's team was actually growing. He had started the year as the fourth force and found himself fighting for the constructors' title midway through the season. The two teams will start a heated battle (Norris will win in the Netherlands, Singapore and Abu Dhabi, Piastri in Azerbaijan, while Leclerc in Monza and Austin, Sainz in Mexico) but McLaren had by then laid the foundations to close out the world championship as champions and launch itself strongly towards 2025 as a top player.

Ferrari missed its chance both because of the mistake made in Spain with the bottom and because of a lack of self-confidence. A psychological deficit that led her to make poor decisions in the design of the 2025 car, not even allowing her to achieve a single victory during the entire season.

A bad update pretty much ruined the work of two seasons. We like to think that if Ferrari had done the right things in May 2024, not only would the SF-24 have turned out to be the best car of that year, but 2025 would have been very different from what we commented.

Cover photo: Ferrari (description: Leclerc and the Ferrari's technicians on the grid for the 2025 Qatar GP)

Internal photos: Ferrari (descriptions: in the first starting from the top, Leclerc in the pits during the 2025 Abu Dhabi GP weekend, while in the other Lewis Hamilton on the grid of the 2025 Brazilian GP)

Read also in italian language: Ferrari, l’errore che ha compromesso il sogno e le ultime due stagioni

The system is called ADUO and works like this: the performance of the powertrains will be verified at three times of the year and, based on the data collected, manufacturers in difficulty will have the opportunity to take advantage of some additional approvals, compared to the manufacturer of the reference engine based on the acquired delay:

a. Those between 2 and 4% below the ICE Performance Index will be eligible to:
       1 – A further type approval in the current year

       2 – A further approval in the following year

b. Those more than 4% behind the ICE Performance Index will be eligible to:
       1 – Two additional approvals in the current year

       2 – Two additional approvals in the following year

The FIA also states that: Updates to the ADUO type approval may not be combined over the course of a season and will only be granted following the first response in which the PU manufacturer is assessed by the FIA as eligible for ADUO (in one of the three periods provided for).

FIA: the clause limiting imbalances in favour of an F1 aimed at convergence of performance

What caught our attention, however, is a postscript. A clause placed by the Federation: The FIA reserves the right to implement corrective actions, at its sole discretion, if updates implemented under Article 3.3 result in a competitive imbalance. Any such action will be discussed in good faith with all PU manufacturers.

For greater clarity we also provide what is indicated in Article 3.3 in question: PU manufacturers who meet the criteria described by the optional type approval opportunities will be able to carry out ADUO updates with the following criteria:

     1) Must contain only components marked with “” in the “ADUO” column of the reference table in Appendix C4

     2) They will require the submission of an updated approval dossier as specified in Article 1.5 of this Appendix

Additionally, the power unit has been updated to the latest ADUO approval:

       1) must contain only parts belonging to that updated type approval dossier.

       2) may be introduced starting from the first Competition following the ADUO grant, in addition to any other updates to the specifications otherwise permitted.

       3) will be available to each customer of the PU manufacturer's F1 team.

That said, all ADUO updates will be subject to careful oversight by the FIA. The Federation, with this note, practically says ‘’yes’’ to homogeneity of performance and a clear ‘’no’’ to imbalances. In that case, the regulator will be the same producers who take note of the fears expressed by the FIA and draw conclusions.

Foto copertina: X, FIA

Foto interna: X, FIA

Read also in italian language: ADUO: diritto esclusivo FIA di attuare azioni correttive sulle omologazioni

The Mercedes team principal had recently stated very clearly and frankly that he wanted to close the door on any changes regarding alternative methods regarding the verification of the ICE compression ratio. However, a few days after this statement, the rule appears to have been approved and will be considered by the Federation for its introduction by the Australian GP. Let's explain the reasons.

The FIA has decided to protect the majority by harming those who have worked best

First of all, let us ask for mercy. We want to offer a correct and punctual service. We then conducted our research through FIA channels and found that rule changes will be made during the 2026 season through the methods we will communicate to you below.

Let us start from the fact that in the current calendar year unanimity will not be necessary under any circumstances. Indeed, a novelty. A simple majority will be required for decisions to be taken by April. This means that for all situations similar to that concerning the Mercedes engine, a majority will be sufficient for the new hot compression ratio control system to be introduced as TD in the control procedures.

In fact, if the vote is approved, this variant will be introduced as a TD and will become part of the Tencino regulation starting next year. The FIA has decided to eliminate unanimity to protect the majority, despite those who have worked best, and will ensure a fairer Formula 1, not only financially, but also in terms of performance, in the years to come.

We should therefore not be surprised if simple majority changes are introduced between now and April. At the end of this period, should cases of imbalance arise, the FIA and other producers may propose meetings for regulatory changes, which may still be accepted without unanimity, but with a supermajority regime. That is, with the consent of 8 out of 11 teams.

The FIA's actions are aimed at not creating imbalances, but obviously these actions will certainly penalise those who have done a better job just in the name of entertainment.

Cover photo: X, FIA (description: rendering car 2026)

Internal photo: X, F1 (description: the new W17 Mercedes)

Read also in italian language: Facciamo chiarezza: le agevolazioni alle modifiche regolamentari affliggono Wolff

According to what was published by Dropsite News, message exchanges and contacts would emerge that link Sultan bin Sulayem to Epstein, including events organised in Abu Dhabi at the same time as the Formula 1 Grand Prix. It must be stated clearly: these are journalistic allegations, supported by official emails available on the website of the United States Department of Justice, not court rulings; however, the context and the names involved make the matter extremely sensitive.

Making the picture more concrete is an excerpt reported from Dropsite News’ investigation, relating to an email sent by Epstein in March 2007 after a meeting between the two. In the message, Epstein wrote to bin Sulayem:

“Hope you had fun, I am glad to have you as my friend, you are the only person I have met who is as crazy as me.” (I hope you had fun, I am glad to have you as my friend, you are the only person I have ever met who is as crazy as me.)

According to the article, in the same conversation the two would have discussed the possibility of partying together on the occasion of subsequent meetings— a detail that helps fuel questions and embarrassment, especially in light of the places and timeframes cited.

Sultan Sulayem’s link to McLaren and Mohamed Ben

Sultan Ahmed bin Sulayem’s profile is not marginal for the paddock. As CEO of DP World, a global logistics and port-infrastructure giant, he is also indirectly tied to Formula 1 through major sponsorships. DP World is in fact one of McLaren’s main commercial partners, as also confirmed by public communications and official posts on professional social platforms by bin Sulayem himself.

Adding another layer of delicacy is the family connection: Sultan Ahmed bin Sulayem, as already mentioned, is indicated as the brother of Mohamed Ben Sulayem, the current FIA president. A detail that, while implying no direct responsibility, inevitably raises questions on an institutional and reputational level—especially at a time when Formula 1 governance is already under scrutiny.

Formula 1, which in recent years has invested heavily in its commercial expansion and global image, thus finds itself potentially exposed to a reputational storm. The mere fact that the name of a key sponsor and figures close to the top of the regulatory body are being associated with the Epstein case risks triggering media pressure and demands for clarification.

At the moment there appear to be no official statements either from the FIA or from other parties involved. But recent history shows that, when certain stories enter the public debate, silence is rarely enough. The sense is that, if new elements or documentary confirmations emerge, Formula 1 may be forced to come to terms with yet another highly uncomfortable chapter.

Cover photo www.tradewindsnews.com

Read also: FIA Foundation under investigation: doubts over governance and conflicts of interest

So we asked ourselves: What could happen this year in case of rain? During the previous regulation era, Pirelli and the FIA had faced a major problem: the cars generated a lot of spray, visibility in rainy weather was very poor and, furthermore, the Full Wets, due to the few seasonal test sessions granted to the tyre manufacturer, did not function as they should have. So, either conditions were intermediate with light rain, or the cars remained stationary in the pits. Whether it was free practice, qualifying or racing, the FIA's decision has always been the same, especially in 2024 and 2025.

One of the major problems Pirelli has experienced in recent years has been the following: the lack of a reasonable amount of evidence has led to them being forced to resort to using an artificially wet track to study certain specifications. With all the consequences that come with it. Wetting the circuit, in the first place, costs. Then it doesn't give back the sensations of the actual rain. The track dries quickly in the presence of the sun and you don't even have time to complete an adequate number of laps with the Wets.

The teams missed a first chance

The arrival of rain in Barcelona should have given the teams a good opportunity to test the new tyres and give concrete feedback to Pirelli. Opportunity exploited only by Ferrari and Red Bull.

Waiting for good weather to better understand the potential of your project is certainly a respectable point of view. So we understand the decision of the teams who kept the cars in place inside their garage. The 2026 cars, which no longer have a Venturi-style platform, are expected to generate less spray than the 2022 cars, but judging by the shots from Barcelona, it doesn't look like such a drastic reduction.

Surely everyone will be at the FIA tables complaining if there are any safety issues related to running in the wet. But ultimately, who actually contributed when there was an opportunity to collect data and provide feedback to Pirelli? Largely just Ferrari and Red Bull. At least for now.

Cover photo: X, Formula1 (description: Charles Leclerc in the wet in the Barcelona tests, Day2, in the Ferrari SF-26)

Internal photo: X, Red Bull  (description: Max Verstappen spins in the wet in the Barcelona tests, Day-2, in the Red Bull RB22)

Read also in italian language: Tutti si lamentano delle Full Wet, ma poi solo Ferrari e Red Bull girano sul bagnato

For our part, we have to do mea culpa. We made the wrong prediction. We answered the question believing that it was the VCARB engineers who were in "defect" and that, looking at the progress of the top teams, they would then try to straighten the shot by reducing the airscope entrance section and bellies (followed by the photo from the day of the Red Bull and Racing Bull launches on January 15).

However, on the first day of closed-door testing on the Barcelona track, we had a first important signal. The VCARB has even increased its intake ports, if you will, as has the Red Bull in its RB22.

Red Bull and VCARB have increased the size of the air inlet sections to the PU

A first sign that the engineers in the Milton Keynes powertrain zone are not sleeping soundly at all. If we look at the work done by the other teams, the Red Bull is still quite in line with the openings sized by Audi and Mercedes. Ferrari is so far, truly, the most aggressive of the group in the concept presented. The airscope section of the SF-26 is reduced only to the distinctive roll-bar triangle.

On the other hand, we have the solution presented by the Racing Bulls technicians who have even increased the sections, making its VCARB-03 the air-intensive car of the entire paddock. From the pictures, even though we don't have a full version, it looks like at least the entrance section of the VCARB bellies is a little smaller than on the day of the presentation. Red Bull's results, however, were increased. 

The situation can still change between now and Australia, and it will be very interesting to see the direction developments take between now and about a month and a half.

Cover photo: X, Formula 1 (description: RB22 vs. VCARB-03 comparison, Barcelona Day-1 2026 winter test season)

Other photo: Red Bull Racing

Read also in italian language: Red Bull, la prima modifica alla RB22 nasconde un problema con la power unit

The Grove-based company announced it was behind in building the car, apparently failing crash tests, but perhaps because there's always a logical explanation behind every accident, Williams may have found an excuse to evade other teams and address the regulatory change as best he could.

Barcelona Test: There could be a bluff behind Williams' surrender 

Thinking about it a bit’… Since this is a team of Mercedes-powered customers, Williams doesn't need to travel miles to test the goodness of the engine. Mercedes, Alpine and McLaren will do it in his place.

Team principal James Vowles may have decided to spend more time building his car, examining what other teams have done (even though these are closed-door tests, they will surely leak information from Barcelona) to understand whether their development program was going in the right direction or not.

Let's not forget that we are in a season governed by budget cap. Audi, for example, has unveiled the livery it intends to use in 2026 using a puppet car (similar to the one proposed by the FIA). It will bring an A version of the car for the first tests in Barcelona, updates to the second session in Bahrain, further updates to the third session also scheduled for Sakhir and further developments to the first weekend of the season in Australia. She won't be the only one. Many teams will make the same choice.

However, in view of the budget ceiling, this will significantly reduce the resources that can be exploited throughout the season. Obviously for top-level teams and those aspiring to become world champions, every lap is crucial to achieving maximum performance. So it is essential that they address all the tests by putting all the resources to rest

Williams, however, while she could potentially be a title contender under the new rules, likely has a better chance of finding a mid-table spot. Thinking in this light, forgoing the first session and saving money could give her the opportunity to take advantage of an extra update. Which could prove very useful in a season marked by a very important regulatory change.

Cover photo: X, Vowles

Internal photo: X, Williams

Read also in italian language: Williams: il modo intelligente di affrontare il cambio regolamentare

Unlike all other years, Maranello executives and technicians were unable to leak anything about the SF-26's performance. No false expectations.

Ferrari had long been asked to keep its feet on the ground. The problem, however, is that this time too much remains. They seem to have their feet under us more than any solder stuck to the ground. You'll surely think we're exaggerating… Unfortunately, the problem is that, besides the fact that there's no data to suggest a positive season for the Maranello's team, what convinces us that the season will be exactly the opposite are the constant departures, the constant changes of role within the walls of the structure.

Warning signs as early as 2025

The ones that made the most noise were certainly the departures that took place last year. That is, those of two key figures such as Wolf Zimmermann and Lars Schmidt, both engine manufacturers who moved to Audi. Simone Resta, an aerodynamic engineer who over the years supported Maranello's plans by allowing him to move from Rossa to Sauber, before returning, going to Haas and returning again, later joined them. The technician, born in Imola on September 14, 1970, decided last year to join the Mercedes cause and will hold the position of director of strategic development in 2026.

An alarming and uncontrolled brain drain that, a year into the new regulatory era, had already raised many concerns. Now, one step away from the start of the season, we found ourselves witnessing two more changes within Ferrari's ranks. This time they are not as dramatic as the others, because in any case the figures will remain within Maranello's family, but will be placed in very different positions from those they previously held. Silvia Hoffer Frangipane, the Scuderia's communications manager for 7 years, decided to move to Ferrari Corporate Communication on ’8 January, leaving the racing department.

On January 16, however, another role change occurred, this time with Riccardo Adami. A track engineer for Sebastian Vettel and Carlos Sainz Jr. in the past, he was alongside Lewis Hamilton in his first season at Ferrari (in 2025) before being transferred to a key role within the Ferrari Driver Academy.

The last two moves wouldn't have made much noise if they had been announced at the end of the season. However, the fact that they arrive now, just days before the launch of the SF-26 and the first tests of 2026, continues to fuel doubts among those who believe that Ferrari's season and preparation for the new regulatory era could prove to be a hole in the water.

Cever photo: X, Ferrari 

Internal photo: X, Ferrari

Read also in italian language: Fuga di cervelli incontrollata da Maranello. Adami solo uno dei tanti

Major regulatory changes that are about to unleash one of the most devastating hurricanes to ever hit Formula 1. Unlike summer 2025, where we had one of the markets with the most drivers ‘’flying’’ in the history of the category, with most teams rightly preferring to lock up lineups a year earlier so as to give some’ stability to the project in the crucial part of the transition, we can hypothesize that the same will not be the course of the season we are about to dive into.

The new regulation could have shocking effects on the 2027 driver market

Of course, it's just a hypothesis at the moment, but especially if Ferrari and Red Bull (as rumored) fail to compete in the top positions, it's reasonable to think that a driver like Charles Leclerc, considered one of the best in the category in the paddock, now in his eighth year with Maranello's team, might consider changing his mood and aiming for a team with a better chance of winning.

The same reasoning could be made for Verstappen. It would be quite disconcerting, even for enthusiasts, to see the four-time world champion at the wheel of a car unable to provide him with the chances of competing for titles, victories, podiums and pole positions.

In a scenario where Mercedes-powered cars truly have an advantage and Aston Martin has a good chance of success, if Verstappen and Leclerc declare themselves free, the 2027 market would erupt in a hurricane that will devastate the lineups of many F1 teams. Last year the Dutchman had been much courted by the Stuttgart house. Would Wolff be able to drop Russell or Antonelli from his lineup to make room for the four-time 2027 World Cup winner? Will Aston Martin follow up on the progress made at Leclerc last season?

On the other hand, assuming Ferrari is truly below expectations, will Hamilton really want to end his career this way or will he be tempted to leave Formula 1 soon? If the SF-26 project proves unsuccessful, what would be the fate of team principal Frédéric Vasseur and, more generally, the Maranello's team?

Let's mention Red Bull and Ferrari, because right now they are the teams from which the least reassuring rumors come in terms of overall performance. We are still in a very delicate phase of the championship: so far the cars have not carried out a single test session.

Predicting what might happen between now and the summer is truly challenging, but even if a top-tier team (including McLaren, Mercedes, Red Bull, and Ferrari) struggles this year, it's certain that the 2027 drivers' market will be one of the most exciting in recent memory. Now think about what would happen if even two teams were involved.

Cover and internal photo: Red Bull Racing

Read also in italian language: Ferrari-Red Bull: un tornado sta per devastare la Formula 1

VCARB (this has been its current name since 2024 after being called AlphaTauri and Toro Rosso in the past) has long been seen as Milton Keynes' B team and will address regulatory change in 2026, installing the engine born from the ingenuity and interaction between the men involved in the Red Bull Powertrains department together with the Ford collaboration.

It should be noted that on January 16th we witnessed the presentation of two show cars, with standard solutions, at least in terms of overall aerodynamics (front wings, rear wings, barge, bottom, hood, etc.). However, there are technical solutions that have caught our attention and that should not change between now and the beginning of the year (unless problems are encountered during the testing phase).

One power unit, two different cooling systems

The new engine, in terms of hardware and internal layout, should be the same between the two cars, unless there are ‘’small’’ variations, and one of these appears to be the cooling system.

No measurements need to be taken. The eye is impressive. Even though the engine is the same, either Red Bull decided to be very extreme, or VCARB chose to be much more conservative. The upper part, placed above the pilot's head (airscope) of the VCARB-03, is already much larger in itself than was thought on the RB22. The air drawn in from above should go to ‘’feed’’ and cool the ICE internal combustion engine, while the air from the bellies will pass through the radiators and then go to the batteries (assuming the arrangement is more or less similar to last year's).

The substantial difference in cooling of the two power units lies in the surface where air enters the bellies. The VCARB-03 uses large mouths, while the RB22 has openings more similar to wound openings.

Hard to say who will be right about both. Having smaller openings certainly offers significant aerodynamic advantages, but incoming air will play an important role in managing temperatures in the new unit designed by Red Bull Ford Powertains.

Red Bull was certainly very extreme compared to VCARB, but we will have to wait for feedback from all the other teams before we can add anything else.

Cover and internal photo: Red Bull Racing

Read also in italian language: Red Bull molto estrema, VCARB più conservativa. Stessa power unit, diverse soluzioni

Lewis Hamilton

The leader of this group could only be the seven-time world champion. The joy of being part of the Ferrari world quickly faded, due to a lack of fit in Maranello and a feeling that was never achieved aboard the SF-25. Charles Leclerc consistently outperformed the Brit, who needs to make the most of this time away from the track to find himself and come back stronger than ever in 2026.

Oscar Piastri

The defeated world champion, the man one step away from triumph: the loss of the title falls entirely on the Australian, who, after a truly formidable first part of the season, saw everything change after the summer break. We discovered a new side to Piastri, more vulnerable than we expected. Despite his recovery in the last few races, nothing helped him regain the lead. And while we can justify what happened because it was his third season in Formula 1, in 2026 consistency and determination are urgently needed: there is no more time for mistakes.

Yuki Tsunoda

A year to forget for the Japanese driver, who even lost his seat in Formula 1. His experience at Red Bull was a failure, where he was more than doubled by Max Verstappen in the world rankings. He made too many mistakes and showed too many shortcomings, with few races in which he managed to change the minds of the Milton Keynes bosses: his seat goes to Hadjar and for Yuki, only the bench remains. Is this a dramatic farewell to the Circus or will we see him back on the track in 2026? From his reserve position, he will be watching closely.

Franco Colapinto

Moving on to the Argentine, the drama increases: no points since his debut at Imola; at least Gasly brought home 22. No big wins for Colapinto, who can count on another season to try to change the minds of the Enstone bosses. He will be the one to watch in 2026.

Esteban Ocon

It has been a season of ups and downs for the Frenchman, who lost the internal battle with Oliver Bearman, who proved to be more consistent than Ocon over the course of the 24 races. In 2026, he will have to show his vast experience, otherwise trouble could be just around the corner.

Lance Stroll

There is little to say about the Canadian, whose future in Formula 1 is increasingly in doubt with every race. The saying “a permanent seat thanks to daddy” is inevitable. His performance in wet conditions is commendable: has he chosen the wrong competition? Who can say, but what is certain is that his enthusiasm is zero.

The ones who got a pass

Finally, we find those who did not have a terrible season but who definitely disappointed during the season. In first place is Alex Albon, who, after an incredible start, lost his way. The Thai driver even found himself watching Sainz's comeback, who brought Williams back to the podium twice. Next up is Fernando Alonso: the Spaniard has had many ups and downs, partly due to a truly unreliable car. He himself has reiterated that he wants to write off 2025 and focus on 2026: who are we to contradict him? We give him a big pass, with the hope that the arrival of Newey and the regulatory change will bring our super Nando back to success.

We continue with Liam Lawson: despite the setback and the loss of his Red Bull seat, the New Zealander managed to find himself at Racing Bulls, even scoring several points. However, he loses the internal battle with Hadjar, who also takes the seat alongside Max Verstappen. 2026 is a time of recovery and reconfirmation for Lawson, who will see another rookie alongside him, Arvid Lindblad: this duo promises sparks. Pierre Gasly closes the group, and we wish him a 2026 worthy of his talent: 22 points earned with such a complicated car are truly admirable. We hope that this assessment will prove fruitful and lead us to promote him with flying colors next season.

Read also: F1 2025 - The report card for those who passed: who are the best of the season?

Lando Norris

For the record, first place has to go to the new world champion, Lando Norris. The Briton won his first world title in a championship that initially showed his greatest weaknesses. At the halfway point of the season, everything changed, as he proved to be more consistent and competitive, overtaking Oscar Piastri, the world championship leader at the time, in just a few races. A well-deserved title for a driver who managed to break out of his shell. From 2026, he will be the team's technical reference point: will he be able to confirm his status?

Max Verstappen

The most exciting season for the Dutchman who, with a car that was not always up to par, managed to shine and enchant. The pace he showed in the second half of the championship is proof of this: Verstappen has demonstrated that numbers do not always reflect a driver's true value, and he knows full well that he is the strongest on the field. Despite missing out on the title, for many he is the “moral champion” of 2025. He entertained us and made us dream, reigniting a championship that seemed like a Papaya challenge.

George Russell

A solid and competitive season for the Brit, who proved to be a more than reliable driver for Kimi Antonelli. His two victories set him apart from the rest, proving himself to be the only one capable of interrupting the battle between Verstappen and the McLaren duo. The W16 was not a car worthy of the world title, but everything could change in 2026, bringing Mercedes back to glory.

Kimi Antonelli

An exciting debut season for the Italian driver, who experienced both solid and extremely difficult moments. In these 24 races, he managed to learn and grow, and the results he achieved are proof of that. The joy of his first career podiums, as well as the satisfaction of his superb comebacks (such as the one in Singapore, from seventeenth to fourth position), have consolidated Antonelli's competitiveness as one of the best rookies of the year.

Charles Leclerc

One of the most difficult seasons for the Monegasque driver, who found himself struggling in his SF-25 after dreaming of the world championship. Despite this, we cannot fail to praise the podiums he achieved and the battles he fought throughout the season. With the hope that next year will be the right one, Charles Leclerc has once again proven himself to be the only real spearhead at Ferrari.

Carlos Sainz

Until a few months ago, we would have put him among the failures, but the Spaniard has reshuffled the cards. The second half of the season was excellent for #55, who managed to secure two podiums, plus one in the Austin Sprint, bringing Williams back to the top. After a difficult start and with Alex Albon seemingly the team's only star, Carlos, initially disoriented, was able to react with performances worthy of his talent, ending the season with high expectations for the future.

Isack Hadjar

One podium, many top 10 finishes and promotion to Red Bull: the French driver's debut season was incredible. And to think that in Melbourne he made a serious mistake on the formation lap, forcing him to retire. From that moment on, everything changed: Hadjar proved that he deserved not only his seat at Racing Bulls, but also a move to Red Bull in just one year. Who knows if he will be able to keep up with Max Verstappen in 2026.

Oliver Bearman

A solid and competitive season for the young Brit, who beat Esteban Ocon on several occasions. Fourth place in Mexico was the seal on a championship full of pitfalls aboard the Haas, a car that was unpredictable and difficult to understand. Added to this were the skirmishes with the FIA, which was often overly harsh on him. A talent to watch for the Prancing Horse, which sees Ollie as the future of Ferrari.

Nico Hulkenberg and Gabriel Bortoleto

We close with the Sauber duo, who proved to be close-knit, solid and profitable. Both had an excellent season, with the German climbing onto the podium for the first time and the Brazilian, despite some moments of disappointment, managing to achieve good results both on the flying lap and over long distances. In Abu Dhabi, both said goodbye to the Sauber brand, with Audi ready to take its place. A new adventure to be experienced, with this line-up capable of surprising.

Read also: Does safety or spectators matter more? The choice made by the FIA in Abu Dhabi

Yes because the Federation rightly carries on the battles. One above all, safety on the track. Apply the speed limit in the pit lane, severely punish unsafe releases and even impediments.

€25,000 fines for missing a fan meeting

What caught our attention, however, was the sanction the FIA handed over to Aston Martin. Alonso and Stroll did not participate in the fan engagement activity on Friday and, for this lack, the Federation fined the team 25,000 euros each. A total of 50,000 Euros for not attending a meeting with fans.

€10,000 fine for causing pit lane accident

Fines that in our opinion are completely incompatible with those imposed on Antonelli and Tsunoda on Saturday. Mercedes only received a fine of €10,000 for the unsafe release that triggered the pit lane incident between Kimi and Yuki during the PL3s (a contact that also caused damage to the Red Bull floor).

The Milton Keynes team were instead fined €10,000 for obstructing Norris during PL3. So much? Little? How can you be objective if they are then awarded €25,000 to someone who skips a fan meeting?

Obviously it's always a question of priorities and for us they should be reviewed a bit’.

Cover photo: X, Formula 1, internal photo: FIA

Read also in italian language: Ha più importanza la sicurezza o i fan? La scelta fatta dalla FIA ad Abu Dhabi

Mercedes vs Ferrari

George's fourth place is important. Mercedes handed her the team and he repaid her by scoring 319 points, more than double those scored by Andrea Kimi Antonelli (P7 with 150 points). The Italian made a major debut, almost equalling Hamilton in his first year, in P6 with 156 points. What can we say about Leclerc, who finished fifth, 77 points behind Mercedes, thanks to an SF-25 that in some cases, especially at the end of the season, in addition to having performance deficiencies, also struggled to stay on track.

Williams's great season

Behind them is the Williams pair captained by Albon with 73 points and Sainz with 64. If we were to analyze the first part of the season, Carlos' work would be almost impossible to classify, but then, with the car reaching the convergence of developments, he managed to bring out something more than Alex, also winning two podiums (two P3s).A rematch over Ferrari and Hamilton, as the Briton failed to do so on one occasion.

Alonso, the immortal

In tenth place, achieved in extremis, beating the competition of drivers who had rather significant peaks during the season, Fernando Alonso. The two-time world champion finished in the top ten with 56 points and think about it, without even reaching the podium. What Hulkenberg did instead (first career podium at Silverstone this year, debut on March 14, 2010) and Hadjar managed to finish third in Zandvoort in his debut season. These three drivers had a crazy year considering the cars they drive, but in the end Fernando, the driver with perhaps the least performing car of the three, prevailed among them. Definitely less competitive than the Racing Bulls. As for Sauber, they're playing pretty well. 

9 different drivers on the podium

With Hadjar and Hulkenberg, a total of 9 drivers have achieved the podium this year. For a total of 7 different teams: McLaren, Mercedes, Red Bull, Ferrari (Leclerc failed to win, but achieved 5 third places and 2 second places), Williams, Racing Bulls and Sauber.

3 ex aequo

Such an exciting season that he even drew for 3. One of them was between Hulkenberg and Hajar, both with 51 points, one podium each, but Nico ahead, thanks to the fifth place obtained in Spain. We record the other between Lawson and Ocon for 14° places with 38 points and both with a P5 in their favour. Liam managed to beat Esteban thanks to his sixth place in Spielberg. The last one involves Stroll and Tsunoda, at 33 points and both with a P6 to show off. The three P7s against Yuki's only one earn Lance the P16.

Bearman finished his debut season with an excellent P13 and 41 points, 8 more than his decidedly more experienced teammate in the pits (Hadjar and Bearman are the only rookies to have managed to beat their respective teammates). Bortoleto finished 19° with 19 points, 3 points behind Gasly who has tried everything this year to keep Alpine afloat. Colapinto in the end, the only one, along with Doohan, the driver he replaced on the A525 after 6 GPs, to remain at zero altitude.

Photo: Sauber

Read also in italian language: 3 ex aequo e 9 diversi piloti a podio, l'analisi della classifica 2025

An Aston Martin driver, seventh in the team standings, finished in the top ten, just behind the two Williams (5° classified as teams) and ahead of both Racing Bulls, a team that finished 6°.

Alonso and Hulkenberg, excellence without age constraints

The same speech we make for Fernando could also be made for Hulkenberg. Two Formula 1 excellences, with no age limit. However, Nico got off to a much brighter start than Fernando. The German, after nine races, had already achieved a place of 7° and one of 5°, not to mention the podium achieved in England. The first of his career. This year Hulkenberg has achieved very important results, but Alonso, who arrived in Spain in the ninth round of the world championship with 0 points still scored, was an example of consistency and determination in the second half of the season.

From Barcelona onwards he almost always scored points, skipping only events in Belgium, Monza, Azerbaijan, Mexico and Las Vegas. He achieved a fifth place in Hungary, four P7s (Canada, Austria, Singapore and Qatar) and a sixth place in the final race of the season in Abu Dhabi.

Alonso heads into 2026, with a wonderful calling card, and with rumours leaking out about Aston Martin, Norris and Verstappen would do well to worry.

Photo: Aston Martin 

Read also in italian language: Alonso chiude in crescendo. Norris e Verstappen non avranno un sereno Natale

This year, if you will, we have witnessed an almost reverse scenario. 2025 started with a very strong McLaren and a slower Red Bull, but it still seemed to hold its own. After the first 3-4 races, the Papaya team took over and the Red Bull suffered another collapse, almost 2024-style. Verstappen struggled for almost the entire European season: after taking away the 8 points he scored in Bahrain (which is certainly not Europe), Max only got 1 point in Spain, 0 in Spielberg due to contact with Antonelli and 2 points in Hungary.

Arriving in Netherlands, the first signs of recovery with second place, which represented his return to the podium after a four-race absence. Verstappen reached his season-high gap to the world championship leader, who at that point was Oscar Piastri: 104 points, more than four races with full points.

Red Bull showed character, quality dispersed in this Ferrari

If Max Verstappen had driven for Ferrari, the team we saw perform this year, the gap would probably only have widened. Red Bull did not give up in the face of a championship that already seemed lost in Zandvoort, also thanks to the arrival of new team principal Laurent Mekies who gave a boost. The team continued to provide targeted updates for individual events, took risks by installing a new power unit in Brazil, and all of this allowed Verstappen not only to close that gap - the famous 104 point delay he had in the Netherlands - but also to get closer to the world dream, coming within just 2 points of the finish line. From what would have been his fifth world title.

If there's one Red Bull trait Ferrari should try to emulate, it's this: stubbornness, a desire for redemption, the courage to dare, that strength to never give up. Ferrari seems to have gotten lost: in 2025 he appeared disoriented. The house of Maranello has always shown great strength in the past. It had all these characteristics. Even when the season didn't smile on her face, Ferrari was famous for testing it with drivers, technicians, mechanics.

This year the Italian team seems to have lost their bearings on several occasions, especially in the final GPs of the season, where they often pulled oars in boats, at the mercy of a sea they didn't understand. Obviously we hope to find her again soon and especially in time for 2026.

Cover photo: Red Bull Racing; internal photo: Ferrari

Read also in italian language: Quella maledetta forza di non mollare mai. Qualità dispersa in questa Ferrari

It was therefore no surprise to see another demonstration this year, when Italian Leonardo Fornaroli, winner of the 2024 F3 championship and the new winner of the F2 world championship in his rookie year, failed to find a place in F1 for next season. Unlike Lindblad, who competed against him this year.

Lindblad's promotion

Arvid Lindblad, a British driver born in 2007 (formerly Red Bull Academy), with one race to go in the Formula 2 World Championship, has been promoted to teammate Liam Lawson in Racing Bulls for the 2026 season (Hadjar was preferred to Tsunoda in Red Bull), despite battling for sixth place in the world championship, alongside Martì and Beganovic.

Some of you may say that sometimes results aren't everything. 2025 gave us a season full of rookies with Bortoleto promoted to F1, after winning the cadet category. The others, on the whole, did not behave badly at all. Hadjar finished the season second last year, Antonelli sixth (like Lindblad) and Bearman, certainly among the best of this year's season, even twelfth.

That strange feeling of perceiving a bug in the system

So yes, we might as well be on your side saying it's true: results aren't everything. However, a strange fact remains: having to watch the outgoing Formula 2 champion not find space and another young man manage to find his place.

There appears to be a bug in the system. In recent years we have also seen many promising young motorsport players win the F2 World Championship, only to be forced to seek their fortune elsewhere, seeing their dreams shattered for some strange reason. Thankfully, as far as the 20-year-old from Piacenza is concerned, McLaren has decided to intervene.

Fornaroli competed in the cadet categories in the absence of a team behind him. Without a great team to back him up. For this reason, until a few hours ago, the fate he glimpsed seemed to take him away from the Formula 1 tracks. In recent races, however, something has started to move and this morning, two days after winning the F2 title (a weekend early), Woking's team intervened, appointing him test driver and including him in the programme dedicated to young drivers.

Thanks to the papaya team, Fornaroli can still hold and caress his dream in his hands. Is the day we have McLaren to thank for giving back some’ meritocracy to the system (together with Fornaroli, the papaya company also hired Verschoor and Costoya).

Foto copertina: X, Formula2, foto interna: X, Formula2

Read also in italian language: La Formula 1 non è meritocratica. Per fortuna c’è la McLaren

Carlos had to say goodbye to Ferrari and chose to embrace Williams, while the seven-time world champion left Mercedes, the team with which he won six of his titles to join Maranello's court.

Both had a complicated start. Both criticized for failing to keep up with their respective teammates. Even though they faced ‘’the same problem’’ they had different experiences.

Sainz's path

Lewis, still had a ‘’positive’’ first half of the year, while now he is constantly struggling to get to the points and even get past the Q1 cut in qualifying. Sainz came in his place. Calmly, the anticipation was felt, but he arrived. If we go back to the end of the Italian GP, Albon was 7° in the standings, ahead of Antonelli, with 70 points, while the Spaniard was 18° with only 16 points won (better only than Tsunoda, Colapinto and Doohan).

Then in Azerbaijan the turning point. Sainz achieved his first podium of the season, finishing third. Some might have thought it was a fortuitous result then, but then the Madrid native put in a series of great performances, culminating in his second podium of the season, which came last Sunday in Qatar. Third place in Doha marks his definitive recovery and takes him to ninth place in the world championship, just 9 points behind teammate Albon, who instead, in the last 7 weekends, has obtained only 3 points (all obtained in the Austin Sprint).

Carlos has managed to adapt to the team and now, if he can sustain a great race in Abu Dhabi too, he could have the chance to overtake his teammate in the standings.

The differences with Hamilton

Unfortunately, we can't say the same thing about Hamilton. Lewis, on the other hand, has never managed to become one with the car, and furthermore, unlike Sainz, who achieved two podiums with Williams, the Briton, driving the Ferrari, has not yet achieved his goal.

The difference was certainly caused by a different automotive development process. Williams slowly improved from race to race, and once the updates were complete, the team and driver focused on how to fully exploit the car's potential, allowing Carlos to find himself in the cockpit as well.

Ferrari should have applied the same process used at Grove. Instead, for some reason, the disruption of updates has led to greater destabilization that is giving rise to the action we are all "forced" to admire and judge on the track.

Hamilton could also be criticized, but given the difficulties facing Leclerc, a Ferrari driver for seven years now, whose abilities certainly cannot be questioned by his latest results in 2025 (he still took pole and podiums this year), we believe the problem concerns the team more generally in this specific case.

Ultimately, Sainz may also think his move to Williams didn't go so badly after all.

Cover photo: X, Williams; internal photo: X, Ferrari; X, Ferrari

Read also in italian language: Ha atteso, ma ne è valsa la pena. L’amaro confronto Sainz-Hamilton

But what will this new chapter be like? Are we sure it will be better than what's about to end? No, unfortunately we are not. From pure and simple outside observers, like us, Ferrari, at this moment, appears as a rudderless ship, at the mercy of the waves, at the mercy of itself.

A sad image

The president is, and is a fact, little present. He rarely follows the team onto the track and his statements risk damaging rather than benefiting the entire environment. Since Elkann is often too out of place, one would expect the team principal to at least try to maintain a straight line, putting order, perhaps and above all, through linear and objective statements.

Instead, every weekend there is always something new. It always happens. Suddenly the team collides with the drivers, Leclerc and Hamilton are unfairly attacked, then they are blamed for faults they do not have and finally they are surprised if Charles and Lewis lose patience and begin to react to the attacks against them, returning against the team.

Unfortunately, it's not a nice Ferrari we're looking at right now. The picture seen in Qatar portrays a situation that is not only delicate, but certainly very sad and not very reassuring for the future. It describes a scenario we never dreamed of commenting on at the end of 2024, with the italian team battling for the constructors' championship against McLaren. A climate of deep sadness is spreading around Maranello and its fans. Sometimes miracles can happen, but now there's no time for those either, and honestly, seeing a team in this situation makes you stop believing in them too.

Cover photo: X, Formula1; internal photo: X, Formula1

Read also in italian language: Una nave senza più timone

And it's no coincidence that that very edition comes to mind. On reflection, there are many similarities between those circumstances and the current situation of drivers. At the time we had three drivers in the race: two from Red Bull and one from Ferrari. Now, 2 drive for McLaren and the other for the Milton Keynes team.

In 2010, the three were split by 15 points, while on this occasion Norris, Verstappen and Piastri will arrive at Yas Marina by a margin of 16 points. Back then, in the final stages of the world championship there was nothing but talk of Alonso and Webber. Vettel, at that historic moment, despite having won four races and arrived in Abu Dhabi as winner of the Brazilian GP, was not seen as a major threat.

On the grid for the final event of the season, Alonso led with 246 points, followed by Webber with 238 and finally Vettel with 231.

Ferrari's failure

So Ferrari made the huge mistake of not caring at all about the German's position and focused the race on Mark Webber. A mistake he paid dearly for. Fernando copied the Australian's strategy by getting stuck in (Petrov's) traffic. He managed to finish the GP ahead of Webber, but in seventh place. Vettel, left completely alone, had the opportunity to finish the race in the lead. An opportunity he didn't miss by winning his first world title.

Ferrari's failure should serve as a warning to both Norris and Verstappen. On that occasion, Red Bull exploited the presence of two forwards and deceived Maranello's team. Now Max is alone and will have to try to run his race without focusing on either challenger in particular (or focusing on both, a matter of philosophy).

Piastri, although many now exclude him, has shown that he can still drive very well and be very determined. Over the weekend in Qatar we saw perhaps one of his best performances of the whole year. The victory was lost for reasons not essentially due to his performance. No one can afford to underestimate other rivals. Each of them has a chance to win the title and, if history teaches us anything, everyone will have to keep their concentration high until the end of the last km.

In the current standings, Norris leads with 408 points, followed by Verstappen with 396 and Piastri third with 392.

Cover photo: X, Alonso Fedaisi; Foto interna: X, Michal Hylan;

Read also in italian language: Abu Dhabi, come nel 2010. Fallimento Ferrari monito per Norris, ma anche per Verstappen

“Yes, qualifying went a bit better even if we’re still quite far off,” he explained. “I’m a bit happier, but we have limits that don’t allow us to push more on the fast lap. At least starting from the second row gives us some opportunities, because overtaking here is quite difficult.”

Race pace, however, remains an unknown. “Realistically, it’s going to be a tough weekend. It hasn’t gone the way I wanted so far, but we’ll see what we can do tomorrow. The situation with the car is still not fantastic, let’s put it that way.”

A far-from-ideal scenario for Verstappen, who will need a strong race to stay in the title fight and try to match a McLaren that once again seems to have an edge.

Read also: From incomprehensible elimination to exploit: the oddities of Saturday Red Bull

Read also: McLaren nine points shy of the dream, but Verstappen played an important wildcard in Brazil

We are obviously eager to see who among these talents will be able to get their first recognition in careers like ‘Rookie of the Year’. At the start of the season we quickly dropped Doohan and Colapinto from the race. In the European stages we then shelved Antonelli. The Italian has recovered a lot, but he has gone through a very difficult period in Europe and, considering that he drives a Mercedes, he should have done more, according to the author. At the moment it deserves more than enough overall evaluation, given its recent performance, but it may not be enough.

Rookie of the Year 2025, the final battle

It's not enough given what Hadjar in Racing Bulls and Bearman in Haas are doing. Bortoleto had a good half of the season, but Isack and Oliver certainly showed something more. Hadjar managed to climb to the third step of the podium in Netherlands, and is currently ninth in the drivers' standings, behind Albon, with 51 points, but at the helm of the Racing Bulls, credited as the sixth force in the championship. Furthermore, despite being the team leader, he is beating Liam Lawson, another rookie this season.

Bearman, on the other hand, found himself behind the wheel of Haas, a team that had certainly not come out of a good run, having to put together the goal of helping the team increase its performance and that of not looking too badly at his more experienced teammate Esteban Ocon. Oliver had a few races’, but from the Dutch GP (where he finished sixth) to today he has amassed an impressive run of points (1 fourth place in Mexico and two P6s) which now allow him to be in 12° overall with 41 points and ahead of Ocon with a 9-point lead.

Bearman appears to be leading the pack for the season finale, although Isack cannot be completely excluded from the match given the results achieved (a podium is still a podium). The British driver's trend tells us that he can do well in the last two races too. Being just 10 points behind Hadjar, the Ferrari Academy driver will certainly try to overtake him, and beating him, at this point, would surely be the icing on an already delicious cake.

Photo: Red Bull Racing 

Read also in italian language: Bearman, battere Hadjar sarebbe la ciliegina sulla torta

Read also: Poor action? It's the limits that block Formula 1

Read also: Honda and Mercedes have reigned supreme in F1: the story of the last 12 years

Many interpreted Charles' intervention as a veiled response to criticism of the drivers by President Elkann just two weeks earlier (Brazil GP). Possible hypothesis if we add the fact that the driver of the number 16 car seasoned everything by adding fire to the dust: “In the wet I have always been able to express myself best in the lower categories, but since I have been in Formula 1 I have not found that feeling again” (click here for the full version in Italian).

Leclerc, a half-realist statement

Maybe there was a reaction from the pilot, but the fact is, vent or not, Charles told the truth. Or rather, he said it as far as he was concerned. If only only seven years had passed. The reality is that Ferrari hasn't won in the wet for over a decade. You have to go back to the 2012 Malaysian GP, more than 13 years ago, to that March 25th when Sepang turned red thanks to Fernando Alonso's victory. 

If only it had only been 7 years… Obviously Leclerc only remembers those he experienced firsthand, but that's almost double the time that every time it rains, something inexplicable happens to Ferrari, which ends up irreparably ruining either the race or qualifying. Perhaps the underlying problem lies in what Monegasque tended to point out: “Each time we try something different.” Maybe that's the point. Always trying new things, Maranello's team never has fixed references and ends up not being able to maximize the result.

In mixed conditions, where you can't tell if the track is wet or intermediate, worse than ever. We generally always tend to tell Ferrari fans not to hope for rain. During qualifying in Las Vegas we didn't do it for two reasons. In FP3, the SF-25 seemed to have a good wet pace, and secondly, in Q1 we started with very wet asphalt, which didn't lead to any unknowns about which compound was best to use at that precise moment, so we thought we could see a good test overall. Then Hamilton's elimination in Q1 and Leclerc's ninth place confirmed the usual trend.

It must be said to be honest that there were some good performances in the wet as well. Like Leclerc's second-place finish in the 2024 Belgian GP at Spa, which turned into pole position thanks to Verstappen's penalty. Obviously some good performances here and there, but Ferrari achieved more negative results than "good joys" in adverse weather conditions.

So, to sum up, and essentially addressing the fans of the Maranello team, when you witness Ferrari's not-so-reassuring performances in the dry, hoping for rain is futile. In reality, the situation can only get worse.

Cover photo: X, Holiness; internal photo: Ferrari

Read also in italian language: Caro Leclerc, fossero solo sette anni...

Read also: McLaren late, Norris could not be saved

Read also: Poor action? It's the limits that block Formula 1

Read also: Honda and Mercedes have reigned supreme in F1: the story of the last 12 years

The futile attempt to save Norris

Initially, a fuel problem was hypothesized. Hypothesis also made by Norris himself, once he got out of the car. However, both McLarens were later disqualified for excessive wear on the skates on the back of the car; Lando commented on the FIA's decision saying: “A frustrating ending. We had to do some’ management towards the end of the race and now we know it was due to some problems we had with the car. Circumstances that unfortunately led to our disqualification”.

It is a pity, however, that these considerations are being toned down on all sides. The wall could not have asked him to proceed slowly for fear of consuming too much of the fund. Cars tend to consume more of the underbody in the early part of the race, with the weight of the fuel tending to lower the ground clearance even further than at the end of the race, when the car is more unloaded.

Ordering Lando to slow down with five laps to go would be a late move and without any real advantage. At that point Norris could no longer be saved.

Which brings us back to where we started. Why brake the pilot's gait like this? Maybe the team realized the problem and pretended to have another one to look for a pseudo-form of misdirection? Fanciful hypothesis forged by the editor's mind.

McLaren had porpoising, but the slowdown is still unexplained

No… We're definitely missing something. What we do know, however, is that, contrary to what Norris reported, it would appear that at least team principal Andrea Stella said something true. Piastri and Norris' cars unexpectedly suffered from porpoise.

Statement confirmed today by  ‘Auto Motor und Sport’. According to the well-known German newspaper, television images clearly showed porpoises on Piastri's car, while as for Norris, it was George Russell (the driver who had the opportunity to observe car number 4 up close during the race) who confirmed everything to journalists.

Of course, since the MCL39 was suffering from porpoise, slowing down with five laps to go certainly gave Norris a chance to limit the wear a bit’, but by then the damage was done. Slowing down in the final 5 laps over a race distance of 50 laps in total certainly could not avoid Lando's disqualification. McLaren should have taken precautions in time, once they understood the problem.

A world champion team that ran higher than expected in Austin because they failed to collect accurate enough data during the Sprint should have immediately understood what they were getting into.

Skid thickness measurements carried out on cars (9 mm is the minimum value permitted by the regulations).

Norris: 8.88mm for the right front skid; 8.93mm for the right rear skid;

Piastri: 8.96 mm for the left front skid; 8.74 mm for the right front skid and 8.90 mm for the right rear skid.

Photo: McLaren

Read also in italian language: McLaren in ritardo, Norris non poteva essere salvato

Read also: Poor action? It's the limits that block Formula 1

Read also: Honda and Mercedes have reigned supreme in F1: the story of the last 12 years

Read also: New Pirelli rule in Qatar, the 2024 race could just be a pretext

Verstappen has become the favorite, Norris must give his all in Qatar

The reasons are soon stated. In hand-to-hand combat, the Dutchman certainly has something more than the papaya pair. Norris's vain attempt to fight at the start of the Las Vegas GP also demonstrated this. Lando tried, unsuccessfully, to close the door on Max, effectively falling into his own trap.

If we then analyze the Dutchman's performance, he managed to win easily in Nevada, also being able to count on the contribution of the new power unit, mounted in Brazil. Considering this important technical factor and the fact that Red Bull has also grown significantly in terms of overall package in the races following the summer break, we would therefore not be surprised to see Max take home victory in both the last Sprint in Qatar and the two subsequent GPs.

Norris could potentially win the title even if he always finished second. Which, if that were to happen, would allow him to beat Verstappen by just 9 points. A miserable delta, which could be lost for any reason. We have often seen Lando Norris suffer from the high pressure load, and he is not the only driver, besides Max, hungry for victory. With Ferrari out of the way, both Piastri and the drivers driving the two Mercedes, Russell and Antonelli, have proven competitive lately and could play tricks on Lando Norris.

The Briton must try to close the world speech in Qatar. If he can beat Max in Doha, the title would be his with a game to spare, but if Verstappen stays in the game in Abu Dhabi too... It would get really tough for Lando. The double disqualification could represent a further huge burden for McLaren. A team that will now have to commit to the final two events, being careful not to encounter another mistake like the one made in Las Vegas.

Max Verstappen thus suddenly finds himself the favorite. Unless McLaren pulls the rabbit out of its hat, it will be difficult to prevent the four-time world champion from monopolising the final two weekends of the season. Norris, it's going to have to be perfect.

Photo: Red Bull

Read also in italian language: Favorito all'improvviso

Read also: Poor action? It's the limits that block Formula 1

Read also: Honda and Mercedes have reigned supreme in F1: the story of the last 12 years

Read also: New Pirelli rule in Qatar, the 2024 race could just be a pretext

“It was difficult in many ways,” Piastri explained. “The contact at the start and also I made a small mistake early on. The pace, once I had some clean air, was very good, but I had a few unnecessary tough moments that made my life harder.” Competitive race pace, ultimately wasted across a weekend marked by episodes Piastri couldn’t manage as he would have liked — and which ended up hurting his final result.

Looking at the championship, the McLaren driver didn’t hide his frustration: “Obviously the title isn’t getting any closer. But that’s the situation.”

There were several moments throughout the weekend that worked against his recovery efforts: “The yellow flag in qualifying, then the contact into turn 1… there were many difficult factors outside my control. But there were also things that were in my control, and I’ll try to fix those next time.”

With the American weekend now behind him, Piastri shifts his focus to the next round in Qatar — a track where McLaren has previously shown strong potential: “We’ll see how it goes in Qatar,” he concluded, aware that he will need a clean weekend to return to fighting for the title.

Main cover photo x.com

Read also: Norris, Piastri and Verstappen towards Interlagos: the mental match point of the season

“We’ve tried everything. We’ve had this problem for seven years,” he admitted openly. “In the junior categories the wet was one of my biggest strengths, but since I’ve been in Formula 1 I’ve never found the feeling again. Every time we try something different, but nothing works. Whenever there’s rain, we already know what to expect.”

His final attempt confirmed it: “Even without the mistake I wouldn’t have improved. I was still a tenth slower than my previous lap. When I see the gap… it’s hard to understand.”

Heavy words at a tense moment for Ferrari, where talent alone is no longer enough — it takes everyone’s work. Today the car wasn’t there, the grip wasn’t there, and above all the feeling Leclerc has been searching for over seven long years simply wasn’t there. And once again, in the rain, it didn’t show up.

Foto copertina x.com

Read also: Hamilton and Ferrari bring out an botched and inappropriate side unknown to us

“Very hard to comment on FP2,” he said. “The session was interrupted, so we only had the first run, where we were improving by one second per lap. It’s really difficult to understand where we are.” With the track still evolving and the early stoppage, the team was left with very few useful references. “The cleanest session in terms of data was FP1. We did our proper work there and we may have to return to that baseline for tomorrow because FP2 gave us almost nothing.”

FP1 had indeed shown encouraging signs, especially on the short runs: “The pace looked good,” Mekies noted. “On the long runs we looked more fragile. Not many cars managed to complete their programs, but the drivers’ feelings are still positive.”

Mekies also addressed the work of the drivers and the internal support structure, focusing on Yuki Tsunoda: “The whole team supports both drivers. We know how tough it is to be consistently behind your teammate. When you manage to reduce the gap or show better pace, it’s important to build on it. Yuki is working hard and the team is behind him—it’s not easy.”

Finally, he highlighted the team’s growth throughout the year: “This team never gave up on this year’s car. The start was difficult, but we kept pushing, trying more extreme directions to find a solution. It’s true that many things unlocked in the second half of the season, but the credit goes to everyone in Milton Keynes. Changing the hierarchy mid-season is not simple, but the work has been excellent.”

A mix of caution and optimism, as Red Bull now looks to FP3—with the hope of an uninterrupted session—to finally obtain a clear picture of its true potential on the Las Vegas Strip Circuit.

Read also: In Las Vegas the Manhole Problem Returns

Race control’s decision to halt the session immediately was purely precautionary, aimed at avoiding any risk to the drivers and allowing marshals to inspect the asphalt and all covers along the affected section. After a quick check the session resumed, but only briefly: within minutes came the decision to suspend it definitively.

Once again—just as in 2023, when a similar incident damaged Carlos Sainz’s Ferrari—the Nevada street circuit is forced to confront one of its most critical weaknesses. Despite the structural work promised after last year’s chaos, the manhole issue appears far from resolved. Not exactly the ideal calling card for a Grand Prix that aims to be the most glamorous on the calendar.

Main cover photo x.com

Why does it happen sometimes and sometimes not? The opinion we had is that it is limits that are blocking Formula 1. It is the overly binding rules that make the category devoid of entertainment. Why do we say this? In line with what Alonso said in recent days, we believe that much of the spectacle depends on the tires and the choice of the type of compounds the manufacturer decides to bring to the track.

Constraints eliminate unpredictability, tires are the key to spectacularization

Like Alonso, we believe there is no need for major regulatory artifices on the aerodynamic side or in the power management of power units (if we look at 2026). It would be enough for the tyre manufacturer to have carte blanche in terms of compounds to decide for each GP and for there to be no limit to what teams can or cannot do.

If we listened to what Pirelli often reports, even if the driver brought softer compounds, engineers and drivers would find a way to make a single stop, to save time in the pits, given that a single stop is currently mandatory by regulation. This situation, however, has not occurred in the last two appointments.

What we want you to think about is that then, in case Pirelli manages to make the correct choice of compound, see exactly what happened in Mexico and Brazil, the pilots chose to make two stops anyway. The decision proved more competitive than the single pit stop. At Interlagos Verstappen finished third with three stops and, on average, there were very few laps where the standings remained unchanged.

To ensure the spectacle, therefore, there is no point in forcing the teams to make one or two stops. In fact, the constraint only serves, in our opinion, to flatten strategies and remove an additional element of surprise/spectacularization.

It's not a simple thing. If we take Austin and Mexico as a reference, in both cases the producer made a compound leap which, however, only in the circuit named after the Hermanos Rodriguez gave the desired results. In Texas, however, the race was rather flat and without any twists and turns.

In our opinion, therefore, as Alonso points out, more work should be done on the tyres, helping Pirelli to understand, from time to time, which compounds are the right ones to take to the track. No additional artifice needs to be invented.

Cover photo : Pirelli; internal photo: Red Bull

Read also in italian language: Poca azione? Sono i limiti a bloccare la Formula 1

Mercedes undisputed queen

The undisputed queen is definitely Mercedes. Thanks to the work done at Brixworth, the Stuttgart-based manufacturer has become dominant since the early stages of this era, winning 8 constructors' world titles and 7 consecutive drivers' titles (6 for Hamilton and 1 for Rosberg). The first few years were truly incredible. The competition seemed really light years away from her. Anyone who remembers 2014, 2015, and even 2016 knows what we're talking about. But then he also managed to win with McLaren (2024 and 2025) after Honda's great recovery.

By 2017, Ferrari had begun to re-emerge. With Vettel's arrival first in the team and Binotto's subsequent move as team principal, the Cavallino Rampante looked set to become a strong title contender. Hopes remained alive until the end of 2019, when the Italian team found itself reaching an agreement with the FIA to be informed of some engine specifications (at the time, Ferrari was supposed to make unauthorized use of the flowmeter, storing more fuel at low revs, and then using it during acceleration). Hence the collapse of the Maranello team in 2020 with subsequent recovery in the following years.

The Golden Years Honda

With Ferrari out of contention, Mercedes could have had even more carte blanche and in its place came an unexpected driver: Honda. People were so eager to join the Japanese in 2015, the season they decided to enter F1, a year behind the competition.

The time gap was immediately felt and McLaren, the team with which they had an exclusive partnership at the time, paid the price. Honda and McLaren spent the years 2015 to 2017 as world championship taillights. In 2018, the Woking team switched to the Renault engine and in 2019 announced that it would return to the Mercedes engine in 2021, as it had done before 2014.

The surprising thing is that Honda, abandoning McLaren and joining Red Bull, managed to regain its balance by climbing from last place in terms of performance in the constructors' championship, to allow Verstappen to win the drivers' title in 2021 and then Red Bull to win the constructors' and drivers' titles in 2022-2023.

Mercedes returns to the top of the world thanks to McLaren

In 2024 he triumphed again with Max, while he had to sell the constructors' championship to McLaren, who returned to winning ways with the Mercedes engine. McLaren team repeated the title in 2025, while still waiting to win the drivers' championship with one of his drivers between Norris and Piastri.

In the end, we saw 12 years in which we had, at least among engine manufacturers, only two rulers: Mercedes and Honda. It's really curious that to find ourselves at the top of the standings, in addition to the more than dominant Mercedes, we only had Honda as our engine manufacturer, the manufacturer with the longest delay in 2015, and then instead, looking at teams more generally, McLaren. A team that had completely lost its way at the beginning of the regulatory era. This should make other teams think a lot about the work they do internally.

Renault instead takes the title of worst driver of the decade. He never managed to allow either his team or his clients to fight for the title. That's why (maybe) he decided to step aside. In fact, starting in 2026, the Alpine will be powered by engines built by the Stuttgart-based manufacturer.

12 years under the aegis of Mercedes and Honda. Now, however, a new intense challenge awaits us, enriched by many more train drivers and simplified regulation. At first we may have a 2014-style performance disparity, but then we believe and hope that, thanks to the commitment of six manufacturers (Ferrari, Mercedes, Honda, Audi, Ford-Red Bull and Cadillac engines from 2027), the situation could be very different in the next regulatory era. We, we hope so.

Photo: Red Bull 

Read also in italian language: Honda e Mercedes regine della F1: la storia degli ultimi 12 anni

There's a lot of talk about tires these days. In recent races we have seen several compound jumps, so when we heard the news, we thought it was a test, promoted by the FIA and Pirelli, to try to find a good solution to the lack of spectacle and overtaking on the track. The agitation jump was well received in Mexico, for example, but poor results were achieved the previous weekend in Austin, Texas.

No tests, at least on paper

Instead, to our surprise, as we continued reading the statement, we learned that this is not an experiment, but rather a precautionary measure to prevent teams from replicating last year's strategies.

This isn't the first time Pirelli and the FIA have implemented countermeasures to strategists' "extravagant" ideas, but… all of this has a strong tone. Bearing in mind that Qatar is a particularly challenging tyre track, this year, as in 2024, Pirelli has decided to bring the hardest compounds available to the track: C1 such as Hard, C2 Medium and C3 Soft.

That the teams pushed the tyres to the limit during the 2024 GP is certainly true, but they did it essentially for one reason: the Media C2 had been the best compound for the race, so they all tried to do as many laps as possible, with the result that the first stint on the yellow compound was extended by most drivers until lap 35°.

A precautionary measure of this kind, let's talk about the rule that will take over in two weeks, from the writer's point of view, would have been more understandable if it had been the Hard C1 that had found itself in difficulty last year. If teams had to stretch their stints on white to make just one pit stop, it would have been a different story, but that wasn't the cause. Last year, the stint on the Media was so long because both C1 and C3 offered a lower level of performance than C2.

For this reason, we believe that if the tires show performance levels similar to those of 2024 again this year, in two weeks we will see strategic choices at the table, most likely of the Medium-Medium-Soft type (there are 57 laps to complete on the Lusail track).

The 2024 result was likely used as a pretext for testing, also because, according to the author, if Pirelli had truly feared that the teams might abuse the Media, it would have been sufficient to limit its use to compound C2 only. Perhaps, even if it were a well-disguised test, the measure is still too precautionary. Forcing teams to make more stops doesn't increase the spectacle, but rather limits it further.

Photo: Pirelli

Read also in italian language: Nuova norma Pirelli in Qatar, la gara 2024 potrebbe essere solo un pretesto

Between Saturday evening and Sunday morning we racked our brains over what might have caused the Verstappen bust. We thought about the configurations, the height of the bottom, but we hadn't considered a hypothesis, which at the moment, for obvious reasons, is impossible for us to confirm (only the team could do it), but which suddenly appeared in our heads only yesterday, while we were dealing with the article on the rotation of power units and the fact that Max, at the moment, finds himself the favorite to win the last three races.

A light bulb went off, like a wooden mouse discovering a hole in a piece of wood and starting to eat it until it gets bigger and bigger: what if Red Bull had shown up in Q1 knowing it would start the Dutchman from the pit lane and replace his power unit?

We ask you to take everything as a game. This is a hypothesis without any trace of certain evidence. A hypothesis born from our mere imagination. A fanciful hypothesis, but one that could explain many of the oddities we witnessed during qualifying and consequently also in the race.

First oddity: elimination in Q1

Verstappen starts the session with a very high time that puts him in the elimination zone. The Dutchman fitted new tyres, exiting the pits well ahead of the end of the session. However, it is unable to exploit this time due to some configuration issues (at least this is the official version of Red Bull). The Dutchman turns very slowly, at the limit of what is permitted by the current directives provided by the race director in this regard ‘delta time’. Verstappen is slow and can't improve. Once he gets out of the car Max can't even say what caused his elimination.

Second oddity: the exploit in the race

The team makes configuration changes, also modifies some components (perhaps including the lower part, with specifications different from those of the Sprint) and replaces all the parts that make up the power unit. This forces him to start from the pit lane, but Max demonstrates incredible pace from the first laps and climbs to the podium. We often say that in Formula 1 there is no magic wand, yet it seems that Red Bull found it in Brazil. Coincidences? It's hard to believe that the Milton Keynes engineers took a trim they knew, dressed the RB21 in it, and then relied on a miracle, which then, coincidentally, happened (the return wasn't made possible by the engine change alone; the trim was also suitable, in fact perfect).

What if it's all a planned plan?

Hence our hypothesis. We don't believe in coincidences, we're not allowed to do that. Luck exists, but you also need to know how to create it. According to this writer, Red Bull had already planned to replace all the powertrain components in Max's car after the Sprint. This is a practice he has often done over the years at the end of the season. This provides a pure performance advantage over opponents, especially if they persist in trying to finish the year by betting only on the units allowed by the rules without going to penalties. Furthermore, statistically, it also protects against reliability problems.

Replacing all elements of the power unit carries a penalty in terms of positions where not even two starting grids would be sufficient to satisfy them all, so it made no sense for Max to exceed the Q1 cut. But why the effort to design all that little theater? Verstappen, although far behind Norris in terms of points, is still fighting for the world championship and perhaps Red Bull may have engineered a bluff to avoid taking a look.

In doing so, he made everyone believe that he had difficulty understanding the car, when in reality it was absolutely not true and that he had managed to replace the engine without anyone even coming close to emulating him. Red Bull wanted to have an advantage over their opponents for the season finale and in doing so they got it. Furthermore, given the third place obtained, the damage was significantly limited.

Having scheduled a penalty in Brazil before qualifying would also make sense since it tends to be one of the best stages of serving an engine penalty. Verstappen finished third from the pit lane, but achieved an almost similar feat at Hamilton in 2021 (Lewis didn't start from the pit lane in the race at the time, but resumed the comeback between Sprint and race, which was still something unique, considering the value of Red Bull and Max that year).

That said, ours remains only a hypothesis, but Red Bull may have given it to everyone to drink, including us, and we wouldn't have realized it in the slightest. It's a game of chess and when the going gets tough it's worth everything.

Photo: Red Bull Racing

Read also in italian language: Dall’incomprensibile eliminazione all'exploit: le stranezze del sabato Red Bull

McLaren, with Norris' double victory between Sprint and GP, can now approach the final phase by a certain margin in its favor. Lando will also know that if he can score 9 more points than Verstappen in Las Vegas, he will eliminate the Dutchman from the world title fight, turning it into an exclusive battle between him and Piastri.

It's all very well for McLaren, the dream is approaching, if it weren't for the fact that Max now has a significant advantage. The engine change at Interlagos makes Verstappen the favourite to win the final GPs of the world championship. McLaren will pay too big a power gap to fill it. The PUs fitted to Piastri and Norris' cars have covered too many km in comparison. To go back to when the Papaya team replaced the engines, you have to turn to the British and Belgian GPs. Two consecutive phases in which he unmarked the third and fourth engine units.

Power unit rotation can have a dramatic impact on the final part of the season

Great Britain accounted for exactly half of the world championship, so the fact that they arrived at Silverstone relying on the use of just two power units meant the team could finish the season by rotating the other two units they would unmark at Silverstone and Spa-Francorchamps.

Red Bull's engine replacement in Brazil makes the season finale a real game of chess. While on the one hand, if Max were to win all the remaining stages, including the Sprint, Norris would only have to finish fifth to win the title (he would have to score at least another 34 points if Verstappen monopolized the triple challenge), on the other hand it is by no means a given that he will succeed.

If the Papayas decide to try to finish the year without ever receiving an engine replacement penalty, in addition to running the risk of not winning again until Abu Dhabi, they will also have to take the risk of losing an engine during a race and then find themselves having to serve a heavy grid penalty in the next event. Which could suddenly bring Max back into the race. Perhaps it would be more logical to mount a new unit in Las Vegas, where having fresh horses can certainly help on the long straights. This would open the door to a stage victory in Verstappen, but would then ensure a balanced fight in the final two events.

If we have any certainty, it's that Formula 1 can be really strange at times. The season finale will be a chess game, and the multiple Dutch champion cannot yet be completely excluded from the discussion.

Photo: Red Bull Racing

Read also in italian language: McLaren a nove punti dal sogno, ma Verstappen ha giocato un jolly importante in Brasile

Verstappen did it at the age of 19 years and 44 days, while Antonelli did it at 19 years and 76 days. On the other hand, however, it must be said that Kimi succeeded in his debut season, which certainly carries greater weight.

Leaving the records to themselves, we can say that Italian seems to have rediscovered itself. After a period of extreme difficulty, which lasted as long as Formula 1 found itself racing on European soil, Kimi began to achieve good results. Above all, he managed to beat his teammate George Russell in two consecutive GPs, who suffered enormously from the Italian's performances at the Sao Paulo circuit.

Kimi finished second in all the key sessions of the weekend: second place in Sprint Qualifying, Sprint, Qualifying and, finally, also in the race.

Antonelli was the only one capable of holding his own against Verstappen, and with a damaged car to boot

But more than the result itself, there is one episode that we imagine Russell nibbled a lot at the end of the GP. The Italian managed to contain the attacks of the aggressive Verstappen in the end, and the car was also damaged in contact with Piastri and Leclerc during lap 6°. What George couldn't do even with a car in perfect condition. Max will take just one lap to overtake the Briton from the moment he had the opportunity to open DRS.

We can give Russell the alibi that when the Dutchman caught up with him he had Soft tyres that had only covered 7-8 laps. When he found himself fighting with Antonelli they had 12-13. However, the Italian's feat remains almost heroic, a real setback against George. Also because, all things considered, Kimi was the only driver in Brazil that Max failed to overtake. The only one who could stand up to him.

Photo: Mercedes

Read also in italian language: Antonelli, lo smacco a Russell vale più del secondo posto

The wing disappeared after Singapore, the explanation of Mercedes' choices

From what we know it does not seem to have been taken either to Austin or to Mexico (and it is no coincidence that the performance of the W16 is back to pre-upgrade). For Mexico City, there is a rather logical explanation. Bringing a wing that flexes under the action of downforce generated by air pressure onto a runway, where air, due to extreme altitude, is thin, didn't make much sense. But why not take her to Texas?

As far as we know and the themes we have explored in depth, the teams have, or rather, had a tendency to use flexy wings on type circuits ‘Stop & Go’ more massively so as to have a lot of load in the corners (preferably slow) and at the same time have a notable reduction in drag on a straight line. This explains why we didn't see them in Austin and how it makes their use quite likely, at least by Mercedes, in the Las Vegas GP.

Brazil has some somewhat border-line characteristics, while as for Qatar, we believe that due to the many medium-speed corners, the solution is being shelved. The GPs in which there is the greatest probability of returning to talking about flexible wings are therefore Las Vegas and Abu Dhabi (two long straights and medium-low speed corners).

Notes and reflections

But in addition to this, we would like to share our reflections. A reasoning. Why do technicians tend to use flexible wings more on type tracks ‘Stop & Go’ and not for example on tracks like Silverstone? This is because, it seems, they are able to have greater control of the resulting aerodynamic effects. Let's explain ourselves better. In slow, low-speed corners, the aerodynamic drag is lower, so the wing rises and allows you to have the right amount of load needed to make the turns.

Also, in a straight line, when the wing pressure is greater, the wing lowers, the drag is less and the top speed of the single-seater increases. This evidence can also be easily replicated on the simulator and on the CFD. Furthermore, they can always be verified on the track through adequate data collection.

The writer, however, is convinced, or rather, is not completely disillusioned by the fact that there may be benefits in using flexy wings even in fast corners (perhaps we will talk about them again in another location). The primary problem is that studying the behavior of wings in a fast curve is not easy because we are dealing with a ‘transient’. That is, a situation, to try to be understandable to everyone, which changes as many variables change and it is extremely complicated to keep them all under control. At least for the moment.

Photo: Mercedes

Read also in italian language: Mercedes stupiva a Singapore, vediamo dove potrà tornare a flettere l'ala anteriore

Hamilton has never been identified as the most pious driver in the world. He too committed his pranks during his long career. All the riders who fought for the world championship have their dark sides, some more and some less. However, especially this year, in his first season at the wheel of Ferrari, he is standing out for his behavior, in our opinion, botched, which is not suitable for an expert driver like him.

Hamilton's botched side

The Briton is making too many mistakes that violate the basics of the sporting code. Among many, we cannot fail to mention the failure to respect the double yellow flags during the pre-GP verification laps (those used to familiarize oneself with the track before handing the car over to the mechanics on the grid) in Zandvoort. A botched behavior, certainly unintentional, but still contrary to the rules set by the FIA and very inappropriate. The inattention (if we want to call it that) cost him five positions on the grid, which were then discounted in Monza.

In the opening stages of the Mexican GP, he was the protagonist of another lightness, which earned him a 10-second penalty to be served in the pits before the pit stop. Hamilton went wide in Turn 4 and re-entered the track ignoring the FIA-designated lane to ensure a safe return with no advantages over his rivals.

The surprising thing is that these are elementary rules, such as not exceeding the speed limit in the pits. But that is another story (hopefully Sainz will forgive us for the excursus). It is known that breaking these rules carries penalties, often even heavy ones.

Seeing a driver of Lewis Hamilton's caliber commit such distractions is truly bizarre. The difficulties experienced at Ferrari during this season could be playing a bad joke on him.

Foto: Ferrari

Read also in italian language: Hamilton, la Ferrari fa emergere un lato raffazzonato e sconveniente a noi sconosciuto

Of the three, two drivers are currently very mentally strong. Norris and Verstappen seem to need only the latest push to demolish their rivals' hopes of winning the world championship. Especially the Dutchman, who in the last six races has managed to reopen a seemingly closed world championship. Even Lando Norris, even more so after Mexico, will now find himself in a very positive flow of emotions. The Briton was the author of a quieter route than the Dutchman, but he too, in this last period, always drove quite well. He suffered along with the team in assignments hostile to them, only to be resurrected as phoenix.

Norris' mental match point

When Formula 1 reunites again it will do so at the Brazilian GP on November 7 – 9. The event that we could define as the ‘mental match point' of the season. First of all, let's remember that it will be enriched by the Sprint Race and for this reason it will provide many points. Secondly, when we reach the end of the evening on Sunday 9 November, there will only be 3 races left to finish (plus just one last Sprint).

This means that McLaren, who currently have a 36-point lead over Verstappen with Norris and 35 with Piastri, could give Verstappen the final blow if he can win with one of his drivers, particularly Lando. There is no margin to decide the world champion at Interlagos, but if Max were to exit the Brazilian stage with a gap of more than 50 points, it is not that we want to say that then he will raise the white flag, but will begin to experience a different path, in which resignations will emerge.

As much as the Dutchman says he doesn't think about the world battle, last sunday, just before the end of the race, we all heard the radio team throwing themselves against the wall, very annoyed by the fact that the FIA had questioned the Virtual Safety Car just when it was time to attack Leclerc for second position. He won't think about the World Cup, but he's definitely fighting for it.

Verstappen's mental match point

For him too, Brazil could represent an important mental meeting point. Mathematically, even if he won the Sprint and the race, with his rivals out of contention, he would still fail to overtake them and become the leader of the standings. However, a maximum haul of 33 points was available at the weekend and if he had managed to win them it would have put enormous pressure on the McLaren duo. At least on the one that would get the fewest points between the two.

Piastri's mental match point

The most important mental match point, however, could be scored by Piastri. If Oscar were to win all those points, not only would he be able to regain the leadership immediately, but it would be a result that would give him a lot of confidence. Confidence that if he missed qualifying in Mexico, the Australian found himself back in the race, proving that he is still that cold and decisive driver that we met in the first part of the year. In Mexico, Piastri entertained us with many overtakings and also made one of the best against Russell during the 60° lap.

It could also happen that we don't see the same winner in both the Sprint and the GP on Sunday in Brazil, but there is no doubt that whoever of the three wins the GP will have a greater boost than the others and this will have a strong retaliation on the challenges we could then witness in the last three races of the world championship.

Photo: Red Bull Racing

Read also in italian language: Norris, Piastri e Verstappen verso Interlagos: il match point mentale della stagione

Of Ferrari, for example, it is said that always has a ‘blanket’ that is too short. That is, just as it tends to recover some’ performance in a specific area, it quickly discovers another and eventually a compromise is reached that looks like a bed with the blanket close to the edges, which only needs a slight passage of air to upset the situation.

We invented a new metaphor to explain what has been happening at Red Bull for about three years now. A theory, a thought, that could find your approval as well as your dissent.

Verstappen and the tuxedo theory

Max Verstappen is definitely a driver who needs no introduction. Four-time world champion, innate talent, person of great determination and very, very passionate about motorsports. The Dutchman loves racing and has done his passion full time, 24 hours a day. He never rests, competes in Formula 1 and in his free time competes in other competitions, both online and lately also in real life (in September he also competed at the Nordschleife, winning an Endurance race, at the wheel of the Ferrari 296 GT3).

Verstappen is a champion of unquestionable ability. He always manages to drive the car over the limit and for this reason Red Bull, according to one of our theories, has progressively decided to create a tailor-made car for him in order to significantly increase his chances of victory. This was due to the entry into force of the budget cap, which significantly reduced funding, and because no driver, not even Perez, was able to come close to his performance.

If we take a step back, it is not surprising that Sergio Perez's biggest problems began immediately after the introduction of the budget ceiling. The team chose between making many very focused developments and developments, rather than making few, but this required further research because they were meant to be a compromise between the needs of the two driversIt is also no coincidence that Red Bull is among the teams that make the most developments during a season.

Obviously after Perez the situation became disastrous and, according to the writer, with Yuki Tsunoda, Red Bull, this season, tried to take a step back to evaluate the possibility of changing strategy. If we look at Australia, China and Japan, in the first three rounds Max achieved a victory and a second place, while Lawson remained dry in the first two and the Japanese scored a zero in his home race, showing a big gap.

Red Bull in Bahrain may have been trying to straighten the shot, veering into a somewhat’ car better suited to Yuki. However, this could have greatly penalised Verstappen, finishing sixth 34’’ behind the leader (Piastri), with Tsunoda managing to finish ninth ‘only’ 11 seconds behind his teammate. The game wasn't worth the candle. So they retraced their steps allowing Max to fight for the victory in Jeddah (Piastri won) and win in Imola. Tsunoda finished 34’’ behind Max in Miami and 26’’ behind Imola. It must be said, however, that the Safety Car intervened in Italy on lap 46° due to Antonelli's stop for technical reasons.

The team, however, may have tried to give Tsunoda the opportunity to perform better than a ninth and tenth place every now and then. So, again according to the writer, he tries to support him again in Spain. Weekend where Max finished tenth and the Japanese 13°7 seconds apart. Final test in Hungary, in which the Dutchman placed ninth, with a score of 72’’.5 from the top. The last one not to be voiced.

All this preamble, to get to the tuxedo theory: Verstappen is a very strong driver at the wheel of a car tailor-made for him. While all the other drivers on the grid find themselves driving a car designed to be fast with both drivers, Red Bull is the home tailor who makes your tailor-made suit. It's as if the other drivers are going to a party wearing a dress that two people will wear. There will be the one who will give life, the one whose socks can be seen and another who will seem to be in a cast because he can't move his shoulders.

Max is the only one of the 20 drivers invited to the Formula 1 party who could, because let's remember, ours is simply a theory, have a suit, a tailor-made tuxedo. Obviously it's not enough to go to the tailor's shop to be the best among those present. Verstappen has great qualities of his own and Red Bull does nothing but exalt them.

Photo: Red Bull Racing

Read also in italian version: Verstappen, il pilota con lo smoking su misura

Not even the mistake made in Australia, in his first world championship race, had had similar effects. After the mistake, Oscar got up and just 4 GPs away, in race 5° of the season in Jeddah, he achieved his third annual victory, placing himself as a point of reference for the drivers, at the top of the standings. A position he has never lost since. Even now, after four races of great suffering, he finds himself in the lead with 14 points ahead of Norris and 40 over Verstappen. This is obviously due to the seven victories, three second places and four P3s achieved so far.

Piastri's crisis in a novel version

Unfortunately, however, from Azerbaijan, a race in which he made two serious errors between qualifying and the race (on both occasions on the wall) he entered a dark and cold tunnel from which he can no longer escape. It could be said that the crisis could have started in Baku, but according to the writer we need to return to the previous GP, that of Monza, in which Piastri found himself having to give up his job to Norris due to an error by the mechanics committed in the pits. A very beautiful sporting gesture on the part of the team, but which, if seen and analyzed above all from Piastri's point of view, was a command that could have torn all his awareness.

There would be nothing wrong with finishing the race in second place. Oscar had made his run in Monza. Certainly not the race of his life, but he had done what he had to and for a moment was second behind Verstappen, now flying to victory, and ahead of his teammate Norris. For McLaren, in terms of points brought to the manufacturers, reversing positions would have made no difference. Max was distant.

What if a thought was born in Oscar's mind at that moment? A thought that destroys all the driver's beliefs with the possibility of nullifying all the work done during an entire season? What if Piastri thought, even at this very moment, that he was no longer supported by the team? What if he believed that, despite all his efforts, McLaren would be able to favor Norris at the end of the season?

Monza may have triggered a spark, a seemingly small echo, but uncontrollable to the point of having catastrophic repercussions on the drivers' season. Mistakes like those made in Azerbaijan and at the beginning of the Texas Sprint must have arisen from something. The ice boy couldn't have thawed like this, overnight, for no real reason.

Maybe ours is just a mental film. A novel version of Piastri's crisis. Maybe who knows, depending on how the fight for the world championship ends, Oscar himself will reveal the reasons for this incomprehensible block.

Photo: McLaren

Read also in italian language: Monza ha scatenato un’eco incontrollabile, la crisi di Piastri se fosse un romanzo

With Ferrari we are not at those levels, fortunately, but in some ways we are quite close. After experiencing some very disappointing rounds between Monza, Baku and Singapore, where, by team principal Frédéric Vasseur's own admission, the team was unable to fully exploit the car's potential, it was expected that it would have many difficulties on tracks such as that of Austin and subsequent ones.

Instead, more than surprisingly, also considering the pace he had shown between Friday and Saturday in preparation for the Sprint Race, qualifying returned a very competitive Leclerc and Hamilton, capable of taking third and fifth position in Q3, and then becoming third and fourth at the end of the GP.

Ferrari doesn't know the SF-25 yet

A surprising result that actually surprised even the team members themselves. The drivers' statements at the end of qualifying were alarming: Leclerc said he didn't know exactly what this improvement came from. Obviously Ferrari must be satisfied with the result obtained. It won't be a victory, but having brought Leclerc back to the podium, on a track where it was thought he would have difficulties, remains an important fact, but it must be analyzed in its entirety. In its entirety.

It's important to do a thorough investigation to understand the car when things don't go the way they should, but it's even more important to do so when potentials emerge that you didn't believe they had.

According to our editorial team, the Sprint may have made a great contribution to the final result of the weekend. The SF-25 must operate at a higher ground clearance than would ensure it would highlight its qualities, and over the course of the Sprint, technicians may have realized that they could lower the car a little more’ without incurring possible post-race penalties. The low degradation of the tires may also have contributed, demonstrating the theory that our editorial team has been carrying out for some time (read here, in italian language), to this advantage.

Unfortunately, however, we are always in the field of hypotheses and, what is worse, it is not only we who formulate them. We have reached the end of the year and Ferrari has not yet acquired full knowledge of its SF-25.

Photo: Ferrari

Read in italian language: Austin, Ferrari così sorprendente da sorprendersi da sola

The Dutchman has proven to be this, and more, many times throughout his career, but in the end, after a period of great difficulty, lasting almost a year, in which he had to work overtime to win the title in 2024 and keep Red Bull afloat in this first half of the season, he now finds himself with a winning weapon in his hand.

3 pole positions, 3 victories and 2 second places: the haul of the last 5 races

The RB21 was never a project to be crumpled up and thrown in the trash. In the first 14 races he certainly proved to be immature and Max, despite not being entirely at ease, still managed to achieve 4 pole positions and 2 victories. Results that actually required considerable effort on his part to impose himself on McLaren and its rivals. Now, however, upon returning from the summer holidays, things are very different. Red Bull has changed its team principals, the environment is more relaxed and the most recent updates have worked.

After the Dutch GP, Max took 3 pole positions (Italy, Azerbaijan and the United States) and 3 victories as a final result, completing the five-race haul with two second places and a further victory in the Texas Sprint the RB21 no longer resembles the problematic car of the beginning of the season. Now it's a certainty and it's giving Verstappen the chance to compete for the drivers' championship, something unthinkable until August, like Piastri and Norris, except with a small extra advantage.

An opportunity that if in the first half of the year Max built himself with magic, he can now pursue thanks to a newfound and unexpected competitiveness of his car. Being fast on tracks as diverse as Zandvoort, Monza, Baku, Marina Bay and Austin indicates that something has changed, that in addition to being a magician, the car can also support it. The mechanics have managed to unlock great potential and Verstappen, in addition to knowing how to exploit it, is able to manage it correctly.

You don't get pole position, randomly taking three tenths of second place and attempting even just once at the start of Q3, as happened saturday in Texas and then dominating the race unchallenged. Red Bull is back and McLaren would do well to react, especially now that even the magician can stop doing magic.

Photo: Red Bull Racing

Read in italian version: Verstappen, Il tempo delle magie è terminato

“In every segment the car felt really strong,” Verstappen explained after qualifying. “Putting a lap together here can be tricky because it’s very hot and the wind is strong. In the first sector, having a tailwind makes it quite a challenge.”

The Red Bull driver then described the key moment of Q3, when a small mistake during his out lap on the second run didn’t prevent him from taking pole: “The first sector was good, I improved compared to Q2. Unfortunately, I couldn’t do the final attempt — I messed up a bit on the out lap — but luckily it wasn’t needed. It’s a very positive result.”

Compared to Friday’s Sprint qualifying, Verstappen pointed out the tougher track conditions: “Today the wind was stronger, completely behind through all the ‘S’ corners and that makes you lose downforce because the car moves around much more. You can make up some time in other corners, but you can’t attack the first sector with the same confidence as yesterday.”

A pole earned through experience, control and a touch of luck. Verstappen once again proved to be the man to beat, but tomorrow, the Texas wind could shake things up: the Dutchman will need to defend his lead on a circuit where precision matters more than outright speed.

Read also: The formidable Verstappen in a poor Red Bull: the distorted image of Formula 1

The lion of Asturias

Let's start with Aston Martin's #14, who doesn't seem to feel the weight of his 44 years. The weekend just gone perfectly sums up what Alonso is all about: a driver who, despite his age, is still capable of making a difference whenever he gets his hands on a car that has even the slightest hint of competitiveness.

Since Friday, the Oviedo native has shown great pace at the wheel of the AMR25, even finishing the first free practice session in the lead. The fourth position with which he then concluded the first day of track activity bode well for qualifying; however, FP3 did not give Fernando the same feeling, partly due to a car that seemed unable to make the same leap forward as its direct rivals.

Despite this, the Spaniard was still able to secure a place in Q3 and finish the session in tenth place. This result allowed him to fight consistently for a points finish on Sunday in a race that is historically one of the most physically demanding, originally finishing in eighth place, then moving up to seventh due to the post-race penalty imposed on Hamilton's Ferrari.

The Marina Bay specialist

At this point, it is more than fair to call Sainz the Singapore specialist, given what the Madrid native achieved on Sunday. Like his compatriot, Carlos also proved to be at ease on the Marina Bay street circuit, consistently finishing in the top 10 in all practice sessions.

However, qualifying did not go as planned, first with the premature elimination in Q2 and then with the disqualification late in the evening due to the DRS irregularity found on the FW47 number 55. Despite this, race control accepted Williams' request to have Sainz start from the back of the grid instead of the pit-lane.

It would be superfluous to say that the Madrid native was able to take full advantage of this scenario, given that he still managed to finish the race in tenth position. Of course, a significant amount of luck was also necessary, given that Sainz himself benefited from the electrical problem that affected Hadjar; however, the Spaniard was skilful in getting himself into that position, which then allowed him to take advantage of the Racing Bulls' mishap, making an impressive 5 overtakes in the last 6 laps (on a circuit that is not exactly conducive to battles) and thus securing a top ten finish that the Grove team had not achieved in Singapore since 2017.

Inside photo cdn.williamsf1.tech

Read also: Fernando Alonso's paradox

Last Grand Prix, for example, saw Norris collide with Piastri without giving back the position. You could call it a racing incident, but the Australian was not happy about it, and the famous “papaya rules” did not protect him.

After the race, Vasseur was asked what he thought about what had happened, and this was his response: “Yeah, yeah, those are issues and rules or whatever”.

The Ferrari Team Principal wanted to downplay the situation at McLaren, because as problematic as the situation may seem, the team is still winning everything. Ferrari, on the other hand, seems to be getting worse and worse.

“We all have to deal with our own issues and I think it’s also a problem for rich people when you are 1-2 in the championship”, he continued.

Finally, he concluded: “It’s not a drama, but what can you expect? They are 1-2 in the championship, they are doing their job and it’s not up to the team to decide every single weekend.”

Although it may not seem like "drama" to Vasseur, he would certainly not make such statements if he were in the same situation. McLaren has shown superiority throughout the season, and having two top drivers in the same team is a big challenge, especially when certain decisions are made unilaterally.

Read also: McLaren's difficulties in the pits continue, in Singapore it is Piastri who pays price

Read also: The mentality is hurting Ferrari more than the results on the track

Main cover photo ferrari-cdn.thron.com