Метка: Formula-1

Horner has learned “not to listen” to Wolff over F1 title claim

Опубликовано от ASPPA IMAGES ANO


Max Verstappen’s dominant performance at the Japanese Grand Prix, as he took his third win from four races this year, left few in any doubt that the Dutchman is the clear favourite to grab his fourth world title this season.

And while closest challenger Ferrari hopes it can find gains to start putting Red Bull under more pressure for wins, Wolff thinks it a pipe dream that anyone can stop Verstappen.

“No one is going to catch Max this year,” said Wolff in Japan. “His driving and the car is just spectacular. You can see the way he manages the tyres and, basically, this season now is [about] best of the rest.”

But Red Bull does not see things being as straightforward as that, with Horner taking the opportunity to have a subtle dig at his nemesis.

“It’s very early to write off your year,” said Horner when asked about Wolff’s comments. “There’s still 20 races to go, but I’ve learned not to listen too much to what Toto said over the years.”

Red Bull motorsport advisor Helmut Marko also backed up Horner’s view that it was far too early for rivals to be congratulating them on securing the title.

“Please leave me alone,” Marko told oe24 about Wolff’s remarks. “We’ve only driven four races. There are 20 to go. In Melbourne, we saw how quickly everything can turn around. Ferrari is strong and reliable, we can’t write them off yet.”

Photo by: Mark Sutton / Motorsport Images

Marko did agree with Wolff’s assessment, however, that Verstappen was driving so well at the moment.

“We have a good car, but then Max makes the difference once again,” he added. “Everything was clear in Suzuka, but then Max drove this incredible fastest lap on worn tyres, not just for fun, but to get his message across: ‘Hello, the rest of you are only there to finish second!’

Despite being mindful that the world championship is far from won, Horner also reckoned that Verstappen was in incredible form.

“I think he’s in great shape,” he said. “He’s changed trainer over the winter. He’s fit, he is lean and the car is in a great window. You can hear the spare capacity he has in the car.

“He’s wanting to know about not just who’s behind him, but who’s behind that as well, and what times are they doing. The capacity he has is very impressive. So, yeah, the form that he had last year has just carried through.”

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Which engine does each F1 team use in 2024?

Опубликовано от ASPPA IMAGES ANO


That is represented in the price, as the sporting regulations state the standard fee between a manufacturer and customer team is €15,000,000, making it the most expensive car part.

The price is also why some teams will not produce their own power unit, instead buying one from another constructor or outside engine supplier.

On the 2024 F1 grid, there are four engine suppliers — Ferrari, Honda RBPT, Mercedes and Renault — split amongst the 10 teams in which regulations state that a customer outfit must get the same quality engine as the factory squad.

The number of suppliers should increase in 2026 though with the arrival of Audi and the full-time return of Honda for the start of the new regulations.

In 2026, an F1 power unit will change significantly with a move to fully sustainable fuel and tweaked turbo-hybrids which includes removing the MGU-H and adding a KERS-style ‘override’ boost system.

But, looking at the current grid in 2024, which F1 team uses what power unit?

Photo by: Mark Sutton / Motorsport Images

Power units used by each F1 team

2023 constructors’
championship finish 

Red Bull 

Red Bull partnered with Honda for the 2019 season after ending a toxic relationship with Renault. It was unknown how the partnership would fare as Honda had a disastrous stint as McLaren’s power unit supplier from 2015 to 2017, where Fernando Alonso famously called it a “GP2 engine” at the 2015 Japanese Grand Prix. 

However, Honda was supplying Red Bull’s sister squad Toro Rosso in 2018 and the engine was competitive, so the main team took it on for the following season. The partnership with Red Bull worked instantly and it eventually led to Max Verstappen winning the 2021 world championship, after Honda fitted major upgrades to make it arguably the strongest power unit on the grid. 

Those upgrades were fast-tracked from 2022 though because Honda initially announced it was to quit F1 at the end of 2021. As a result, the Red Bull Powertrain company was created and, because of the new engine freeze, the team took over intellectual property from the Honda engine, while a later agreement saw the Japanese manufacturer provide technical support. 

That new partnership is due to end in 2025 after the freeze expires. The engine freeze means Red Bull is unable to develop the power unit because the rule is in place to allow suppliers to shift their focus toward the 2026 regulation changes. From 2026, Red Bull and Ford will start a partnership with the power unit known as ‘Red Bull Ford Powertrains’. 

Mercedes 

Mercedes bought 2009 world champions Brawn GP for the 2010 season, meaning the German manufacturer was back on the F1 grid as a team for the first time in 55 years. However, long before its return Mercedes was still involved with the series as an engine supplier, which included giving Brawn its power unit in 2009. 

So when the Mercedes team made a comeback, it meant the Silver Arrows would not have to buy a power unit from elsewhere. The Mercedes power unit has also been particularly successful as the team dominated the switch to turbo-hybrid engines in 2014. Its innovative designs like splitting the turbocharger arrangement helped Mercedes to win a record-breaking eight consecutive constructors’ championships from 2014 to 2021. 

Even though the Mercedes team is no longer dominant, its power unit is still the most popular as it supplies three other squads on the 2024 grid. 

Photo by: Steve Etherington / Motorsport Images

Ferrari 

Ferrari is the only team to have competed in every F1 season since its inaugural year in 1950 and from the offset, the Scuderia has produced engines from its Maranello base in Italy. Ferrari has often been known to have a good power unit, which has been the catalyst behind many of the Scuderia’s 16 constructors and 15 drivers’ F1 world championships.  

In 2023 Red Bull motorsport advisor Helmut Marko told Autosport that “Ferrari is the most powerful engine”, so two other F1 teams have a partnership with the Scuderia for its power unit. 

McLaren 

McLaren reignited its previously successful partnership with Mercedes for the 2021 season after the relationship delivered world titles for the British outfit in 1998, 1999 and 2008. When the initial partnership ended in 2014, McLaren started to struggle as its Honda (2015-17) and Renault (2018-20) power units proved underwhelming.  

In McLaren’s first year back with a Mercedes engine, it claimed its first victory in nine years with a shock 1-2 at the 2021 Italian GP amid five podiums for the team that season. Since then the Mercedes power unit has been a crucial factor behind McLaren being a competitive outfit, as 2023 saw the team claim nine podiums en route to fourth in the championship. It is therefore no surprise that at the end of the year, McLaren and Mercedes extended their partnership until at least 2030. 

Aston Martin 

Mercedes has a long history with the team from Silverstone, which as of 2021 has been named Aston Martin. It started in 2009 when the constructor, then known as Force India, signed Mercedes as its engine supplier, which helped transform the team from a backmarker to leading the midfield. 

When Force India went into administration in 2018, the team rebranded as Racing Point while keeping the Mercedes power unit — and forming closer technical ties. However, this caused much controversy and the Silverstone squad was deducted 15 championship points in 2020, as its rear brake ducts drew too much inspiration from the 2019 title-winning W10 — hence Racing Point’s ‘Pink Mercedes’ nickname at the time.  

Nevertheless, Mercedes continued to act as the engine supplier in 2021 when the Aston Martin name ended its 61-year absence from F1. After a couple of years towards the back, Aston Martin made a huge step forward in 2023 with eight podiums and fifth in the standings. However, despite the success of its Mercedes engine, Aston Martin will be powered by Honda from the 2026 season to officially confirm the Japanese manufacturer’s full-time return to F1 in the new regulations.  

Photo by: Zak Mauger / Motorsport Images

Alpine 

Alpine is the only constructor to use an engine from its parent brand Renault, who the team was named after from 2002 to 2011 and 2016 to 2020. Renault power units have a rich history in F1 as the manufacturer won six championships across the 1990s when supplying Williams and Benetton.

Renault started powering the Enstone team in 1995, when Benetton won its constructors’ championship before Renault took complete charge of the operation for 2002. Renault won the 2005 and 2006 titles with its own engine before powering Red Bull to world championship glory every year from 2010 to 2013. 

That relationship soon turned sour though once the Austrian outfit was no longer dominant and the engine’s reliability was questioned. Recent years have seen the stock of a Renault power unit fall dramatically as McLaren was the last customer team to use one in 2020, while the engine lacked around 20-30 bhp to its competitors in 2023 — much to the dismay of Alpine. 

Williams 

Williams and Mercedes are known to have a close partnership, as the German manufacturer has been powering the team for 10 years. In that time, many Mercedes junior drivers have also been loaned to Williams to make their F1 debuts – names like George Russell and Nyck de Vries, with the Briton then moving to the Silver Arrows. 

It is a partnership that has worked pretty well for both sides and one of the big strengths of Williams’ current car is its straight-line speed, which may be credited to the engine. However, in those 10 years, Williams’ form has still dropped off with it finishing bottom of the championship on four occasions despite coming third in 2014 and 2015. 

Nevertheless, Williams has extended its deal with Mercedes into 2026 which was arguably a no-brainer for the team because it is keeping things stable through a regulation change, while the German manufacturer mastered the last engine switch.  

RB 

The Faenza squad underwent a rebrand for the 2024 season, as it ditched the AlphaTauri name for RB. It kept the same engine though, as the Honda RBPT partnership started powering AlphaTauri in 2022 after it first used a Honda power unit in 2018 when known as Toro Rosso. 

Toro Rosso was effectively used as Red Bull’s test dummy for the Honda engine before using it itself the following year. Since then, Honda has powered both teams to victory as AlphaTauri’s Pierre Gasly claimed a shock win at the 2020 Italian GP. However, technically the current team has only been powered by Honda RBPT since the 2024 Bahrain GP and it will join its sister squad in using a Red Bull Ford Powertrains engine in 2026. 

Photo by: Simon Galloway / Motorsport Images

Sauber 

Sauber is another operation that underwent a rebrand for 2024 meaning, technically, its new team’s first race with the power unit was this year. However, Sauber Motorsport and Ferrari have a long history together as the Italian manufacturer has been powering the squad since 2010 when it was known as BMW Sauber.  

In the years since, the Swiss team has been known as Sauber (2011-18) and Alfa Romeo (2019-23) while keeping its Ferrari engine. At times, the partnership has worked well, with four podiums in 2012 for example, but on other occasions, the relationship has been quite fractious as the power unit was a significant factor behind Sauber scoring zero points in 2014. 

Ferrari and Sauber still remain in partnership though, with its current deal expiring in 2025 before the Audi era starts in 2026. 

Haas 

Ferrari has powered Haas since its debut at the 2016 Australian GP. The two have since formed a close bond, with the American outfit taking many car parts from the Scuderia and at times running a Ferrari junior in grand prix practice sessions. However, that strategy hasn’t exactly worked with Haas failing to finish above fifth in the championship — achieved in 2018 — while it has come bottom in two of the last three seasons, despite the Ferrari power unit being so strong.  

There is no desire to change things though, with Haas likely to use a Ferrari power unit heading into 2026, although that is yet to be officially confirmed. 

Kevin Magnussen, Haas VF-24, Nico Hulkenberg, Haas VF-24, Zhou Guanyu, Kick Sauber C44

Kevin Magnussen, Haas VF-24, Nico Hulkenberg, Haas VF-24, Zhou Guanyu, Kick Sauber C44

Photo by: Sam Bloxham / Motorsport Images

Which engine has won the most F1 world championships? 

F1 constructors’ world championships 

1961, 1964, 1975-77, 1979, 1982-83, 1999-04, 2007-08 

1992-97, 2005-06, 2010-13 



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Alonso will be «first to raise my hand» if he loses F1 edge at 45

Опубликовано от ASPPA IMAGES ANO


Alonso put pen to paper on a multi-year deal with Aston Martin after mulling over his future options, a deal which will include driving in F1 for at least the 2025 and 2026 season.

Depending on whether Alonso will want to continue or not, that F1 deal can either be extended or converted into a non-driving role with the brand in what the Spaniard called a «lifetime project».

Alonso will turn 45 during the 2026 season and while the two-time world champion sees no signs of slowing down any time soon, he says he will be honest if he does feel he is losing any of his drive.

«It is true, I will be 45 or more and keep racing,» he said. «If one day, I feel that I’m not motivated, not in good shape or not fast…I think I have a very honest relationship with Aston.

«I will be the first one to raise my hand and say: ‘You know, I have maybe lost here or there’ and we will find solutions.

«But I don’t see that coming for the next few years. As I said in Japan, probably one of my best races ever maybe happened just five days ago, so I am feeling good. I don’t see any problem there.

«And Lewis will turn 40 next year in January, so at least I will not be the only 40 plus that you will talk [about]!»

Alonso, who said retirement from racing in general was never an option, explained he used the hectic season start to question whether or not he wanted to continue his flat-out commitment to F1’s relentless schedule with 24 races and off-track activities.

After the Australian Grand Prix, he made the decision to seek an extension with Aston Martin as he felt his love for F1 trumped his wariness of the series’ demanding lifestyle.

«Obviously, Formula 1 takes all your time or your energy, you have to give up basically everything in life to keep racing,» he elaborated.

«I needed a few races or a few weeks to really think for myself if I was ready to commit for more years.

«It was not a racing factor, it was more the traveling, to be honest. Looking at this calendar, I was a little bit afraid that this would be heavy on me.

«There are all the commitments pre-season with all the photoshoots, video, car launch. All these kinds of things are quite demanding for drivers, and for me particularly in this part of my career.

«So I said, let me go through that tough period at the beginning of the year and that tough period of traveling, time zones, big planes and these kinds of things.

He concluded: «I felt that I love too much driving, that I cannot stop at the moment. And I think the sacrifices that you have to make are smaller than the joy of driving and the passion that I have for driving.

«I breathe Formula 1, I live Formula 1, I train to be fit to drive Formula 1 cars, I eat to be fit to drive Formula 1 cars.

«And it didn’t arrive, the moment that I felt I need to change the lifestyle. My lifestyle is great.

«I love what I do, so I will not be happy sitting at home and watching Formula 1 races because at the moment I still feel that I should be there.»



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The unfinished business behind Alonso’s new F1 deal

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It is an intriguing arrangement for a driver who has always looked across the fence at the best possible opportunities elsewhere, with some team switches that didn’t always work out in his favour.

But as he approaches 43, his Aston deal may well be his last, and taking his agreement into the 2026 regulations era gives him one final roll of the dice to grab that elusive third world championship — or at least a return to winning ways.

It must be pointed out that his choice to stay put at Aston Martin is not one made amid an embarrassment of riches. There appeared to be some interest from Red Bull, but while the team’s management remains embroiled in power struggles and Sergio Perez has appeared to return to form, the Milton Keynes squad was in no hurry to decide.

The signs are increasing that Andrea Kimi Antonelli is destined to be Mercedes’ man for the future, so whoever the Silver Arrows sign for 2025 in case the 17-year-old Italian needs more cooking time is appearing to join as a stopgap solution.

Watch: Alonso Commits to Aston Martin with Multi-Year Extension

Those words are anathema to Alonso, whose main drive is to feel important and appreciated, having sought a long-term deal so he can help build towards a 2026 title tilt.

«In my head Aston was the logical thing for me to do,» he said. «I felt the most wanted in Aston Martin, all the other conversations were just light.

«I never came into any conclusions and maybe more time was needed or these kinds of things, while at Aston there was a clear desire to do work together, which was the same that I had.»

Perhaps there is no place like home for Alonso anyway. In contrast with just two or three years ago, moving from Aston to Mercedes can no longer be seen as a clear-cut upgrade.

Red Bull, then, is working on a hugely ambitious programme to build its own power units for the 2026 regulations, which at this stage seems a more risky bet than siding with the manufacturer they will replace in Honda.

Meanwhile, Aston Martin owner Lawrence Stroll is trying to assemble a squad ready to topple Red Bull, including some of its former engineers. Add brand-new headquarters, a new wind tunnel on the way and the might of fuel supplier Aramco to provide sustainable fuels for 2026, and perhaps Aston was always going to be Alonso’s best bet to go out on a high.

«I was very clear to Aston in the first conversations that the appealing part of this project is just everything that we are building,» Alonso explained.

Fernando Alonso, Aston Martin AMR24

Fernando Alonso, Aston Martin AMR24

Photo by: Andy Hone / Motorsport Images

«For me it was a must to enter a new regulations with a new project, and also with Honda as a partner.

«We have incredible, talented people in the team now on the technical side that will benefit from the new wind tunnel and the new facilities in Silverstone, so there were a lot of factors that made 2026 very appealing with Aston.»

It will not only give Alonso a chance to tie up unfinished business with F1, but also with Honda.

His fractious relationship with the Japanese brand during its three-year plight with McLaren is more than well documented, with his infamous «GP2 engine» comment at Honda’s home ground in 2015 a symbolic embarrassment the relationship never recovered from, to the extent that even in 2020 Honda is said to have vetoed Alonso driving one of its engines in the Indy 500.

But as Honda’s management teams changed and time passed, that now appears to be water under the bridge, with Honda Racing Corporation president Koji Watanabe saying last year that «if we are to team up with Alonso again, as our driver, we have no objections whatsoever in him driving».

Fernando Alonso, McLaren MP4-30 Honda

Fernando Alonso, McLaren MP4-30 Honda

Photo by: Glenn Dunbar / Motorsport Images

Just like he received a second chance to make things work with McLaren last decade, Alonso now gets an opportunity to rewrite his Honda history.

Mentioning his one-off Suzuka helmets and the samurai tattoo that adorns his back, Alonso was at pain to point out to the media that he has a strong connection with Japan.

«I have great, great love for Japan. I think the level of discipline and the level of commitment that they have is just on another level, generally in Japan, but it translates to Honda,» he said.

«I worked with Toyota as well in the World Endurance Championship and I’m very familiar with that kind of discipline.

«Honda is definitely a manufacturer that has so much success in Formula 1 and in the world of motorsport, that is always a company that I respected.

«It didn’t work for us in McLaren in the years that they came to the sport, but right after that they fixed all the problems and they are currently dominating the sport.

Fernando Alonso, Aston Martin Racing AMR24

Fernando Alonso, Aston Martin Racing AMR24

Photo by: Shameem Fahath

«I think they will have a baseline for 2026 that is already very strong. We are going into the unknown, for sure, but if I have to choose one by feeling, I will choose our project and our engine and our power unit.»

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At last month’s Saudi Arabian Grand Prix, Alonso vowed he would take matters into his own hands and not let other players on the 2025 driver market dictate his destiny.

By being the first free agent to put his cards on the table, he has now made good on that promise.

Alonso is coming full circle. By staying where he is.

Fernando Alonso, Aston Martin F1 Team

Fernando Alonso, Aston Martin F1 Team

Photo by: Zak Mauger / Motorsport Images



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Reuniting with Honda in F1 2026 «motivating»

Опубликовано от ASPPA IMAGES ANO


On Thursday Alonso and Aston Martin announced the Spaniard would stay with the team until at least 2026, when Honda joins the Silverstone team as its works power unit partner.

Alonso and Honda endured strained ties when they worked together during a fraught three-year McLaren-Honda partnership, which was terminated early due to poor results and an increasingly difficult working relationship off the track.

At the time, the two-time F1 world champion did little to endear him to the proud Japanese company with some of the public criticism he handed out.

But seven years on those wounds appear to have healed and while Alonso acknowledged it «didn’t work out at McLaren», he said being able to work again with Honda was a big part of his call to renew his deal at Aston Martin.

«Part of the decision to stay at Aston is because they are with Honda for 2026. It was very, very important to me,» Alonso said.

«Honda is definitely a manufacturer that has so much success in Formula 1 and in the world of motorsport, it was always a company that I respected.

«It didn’t work for us at McLaren, in the years that they came to the sport, but right after that they fixed all the problems and they are currently dominating the sport.

Watch: Alonso Commits to Aston Martin with Multi-Year Extension

«I think they will have a baseline for 2026 that is already very strong, but also they have the capacity in Sakura of building something really nice.

«After the experience with McLaren-Honda and IndyCar as well, we have now the opportunity to work again together. That for me is a true pleasure.»

Honda and Aston’s fuel partner Aramco are believed to be in good shape for F1’s switch to sustainable fuels, which further convinced Alonso the tie-up was a «win-win» situation this time around.

«Obviously, with the sustainable fuels that we will have in 2026, this is something that I would love to experiment [with],» the 42-year-old explained. «We have a great partner in Aramco, so I see a win-win situation.

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«In 2026 we are going into the unknown for sure in terms of regulations, but if I have to choose one, my feeling is I will choose our project, our engine and our power unit.

«Firstly, because I think they are dominating the sport, they have a very, very strong engine on Red Bull and AlphaTauri [RB].

«And secondly, because with the new fuels and the new regulations, they will have all the tools available to succeed.»

 



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Alpine made first “step backwards” since F1 season start

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While the pace of the Frenchman and team-mate Pierre Gasly was impacted by damage picked up following an opening-lap clash, Ocon does not think that should be an excuse for an overall lack of performance.

While both drivers were left facing a downforce deficit – with Gasly said to have lost around 33 points compared to Ocon’s 15 – the slump down the order was not solely caused by that.

Speaking after the race, having finished in 15th and more than 20 seconds adrift of Valtteri Bottas ahead of him, Ocon was downbeat about things.

Asked if the first lap damage had effectively derailed hopes of a good showing, Ocon said: “I don’t think it has changed the overall picture of the race, unfortunately.

“It didn’t help, that’s for sure, but we didn’t lose that much performance on both cars. I think we were just not quick enough.

“I think we did this weekend a good step forward in qualifying, but in the race, that’s probably the first step backwards that we’re doing since Bahrain. And there are some similarities between here and Bahrain, so we need to look at that.”

Ocon said that while Alpine had gone aggressive with its strategy to try something different, there was ultimately little it could do against rivals.

Esteban Ocon, Alpine A524 Logan Sargeant, Williams FW46

Esteban Ocon, Alpine A524 Logan Sargeant, Williams FW46

Photo by: Mark Sutton / Motorsport Images

“Strategy-wise, we tried to be bold, and we tried to undercut a lot of cars, which we did,” he said. “We passed four cars at one point but yeah, I could not do anything to hold them behind. And that was it today, unfortunately.

“I felt like I couldn’t fight. The other ones were in another category.”

The disappointing race form came after the team appeared to have made some progress with its single-lap pace, as Ocon had made it through to Q2 again.

But he suggests that its form had perhaps been flattered by changes the team made, which have had consequences for long-run form.

“There are some things that we changed which could mean that we struggle more in the race,” he said. “But for sure, it wasn’t good.”



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Aston Martin F1 team no longer in “no-man’s land”

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After Bahrain, the AMR24 appeared benchmarked as the fifth fastest car in the leading group on race pace, finishing ninth and 10th.

Fernando Alonso subsequently finished fifth in Saudi Arabia and sixth on the road in Australia, prior to receiving a penalty.

In Japan, the Spaniard earned sixth after what he claimed to be one of the best five weekends of his career while team-mate Lance Stroll had a more difficult time, though the Canadian moved up from 16th on the grid to 12th at the flag, passing several cars along the way.

But Krack says that Alonso beating both Mercedes drivers fair and square at Suzuka was a further indication that the team is no longer at the back of the leading group on race pace.

“I think we can agree that we were not in no man’s land and that is positive,” he said.

“Because here, with the high degradation and — you can pass, we have seen you can pass in incredible places, although I wasn’t aware that you can pass through the Esses — but you see that with a large enough pace delta and tyre delta, you can do it if you’re brave enough.

“But we did not seem to be in no-man’s land. We seem to be in the pack. We were ahead of the Mercedes. So that is very encouraging.

Photo by: Sam Bloxham / Motorsport Images

“But again, it’s one data point. Bahrain is easier to pass than here. But we were never really under threat, let’s put it like that. Let’s see, we need to confirm over the next races.”

Krack said that the decision to start Alonso on soft tyres – the Spaniard was the only frontrunner to do so – had paid off.

“We were praying for the clouds to be there,” he said. “And then they went! The interruption [red flag] helped also. And also, when you start on softs, if you have an interruption or slow running, that always helps to introduce them better.

“On the other hand, we have had traditionally, or statistically, a lot of safety cars in the beginning here, so kind of that you can run in your tyres after lap two or lap three. So these were all choices that were made strategically.

“Would we do the same? It is a good question. I think you saw a lot of cars probably being surprised a bit about the hard tyres and also surprised about the yellows [mediums] — they held on really well. So yeah, I think it’s difficult to say.”

Krack was reluctant to give an initial assessment of the upgrade package that the team introduced in Suzuka, which included a new floor.

“We’re looking into everything at the moment to try and understand and quantify,» he said. “Again, it’s one data sample. And this is something we need to find out.

“I said it before, cars are complex, and sometimes you need a bit more time to really understand what you have changed. It was not easy with the lost session [FP2] that we had on Friday. So we are learning a lot about it.

“Again, I don’t have the full numbers yet in terms of we know how far off we were in the first races and it seems we have been a bit closer now. This we need to understand – how much is it? And where do we move from here?”



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Gasly rues costly floor damage from Ocon contact in F1 Japanese GP

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The pair touched at the restart following the early red flag, with Gasly losing what the team later estimated as around 33 points of downforce, which equates to a potential lap time impact of up to 0.7-0.9 seconds.

Ocon also suffered some damage and thereafter both drivers had an even trickier race than they had anticipated with the difficult A524, eventually finishing 15th and 16th, with Gasly behind.

“We had an amazing first start and managed to move up three positions,” said Gasly.

“The second start was very good, I managed to pass Esteban and go alongside Yuki [Tsunoda], and then unfortunately I got sandwiched, with Yuki turning left and Esteban turning right.

“He [Ocon] touched me and took the whole left side of my floor off the car.

“So I was down, the team thinks, a bit less than 40 points of downforce. So after that, it was pretty much game over. I was trying to stay out there hoping for another red flag to change it.

“That was it, pretty much, just a racing incident but it cost us a lot. It was a very, very long, very long, very difficult afternoon.”

Gasly said that the Enstone team did at least make progress in Japan after introducing a package that included a substantially changed front wing.

Press Conference, Pierre Gasly, Alpine F1 Team

Press Conference, Pierre Gasly, Alpine F1 Team

Photo by: Motorsport Images

“On the positive side, we had the first set of upgrades which, apparently, delivered what we expected,” he said. “So that was very positive.

“We just need to crack on with these new parts and upgrades on the car. I know the team’s working really hard, we just need it. Obviously, [Suzuka was] not very representative towards what we had.

“But overall, we know we are still too slow and we’ve got to find more performance, and I know they’re working really hard on it.

“I appreciate they managed to get this first upgrade this weekend, now we need to get the next set as soon as possible.”

Asked by Autosport when the next upgrade is due he said: “Not for China. There is stuff, but obviously, it keeps evolving because we’re in a situation where we can make bigger calls.

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“So we’ll see exactly what we do. But there’ll be new parts coming in the next few races.”

Conceding it will take time for Alpine to have the chance to take a significant step forward, Gasly added: “I think mid-term we need a big thing.

«I think [we can] still improve on this for now as this sort of car concept doesn’t deliver what we expected. But in the meantime, everything we can chip away at every single weekend will get us closer to potentially finishing in the points at some point.

“So at the minute, we’re clearly at the back of that sort of second league. But every single tenth we can get as soon as possible will make a difference at the end of the year.”

Watch: F1 2024 Japanese Grand Prix Review – Normal Service Resumed



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Mercedes could never «abandon» current car for F1 2026 head start

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The German manufacturer is facing up to the reality that it has still not mastered its understanding of the latest ground effect regulations, with its W15 not producing the Red Bull-challenging form hoped for.

In fact, Mercedes has admitted that its 2024 challenger is exhibiting characteristics that ‘make no sense’, with increased levels of downforce not translating into extra performance on track.

It suspects that its issues may be more mechanical related rather than anything to do with pure aerodynamics.

Wolff has said he is in no doubt that Max Verstappen and Red Bull already look well on their way to world championship glory and that finishing best of the rest is his team’s main target right now.

But as it chases answers for what it is lacking with its W15, there is a scenario emerging where Mercedes could decide it is not worth throwing endless resource at the current rules – as it could be better off committing early to its 2026 challenger to ensure it is quick off the blocks.

Such a call does not need to come yet, with the FIA not allowing teams to begin work on the aerodynamics of the new cars until the start of 2025.

But when asked by Autosport if there could come a time later this year where Mercedes has to make a call on abandoning the current rules cycle, Wolff was emphatic about his team’s stance.

Photo by: Steve Etherington / Motorsport Images

“We are Mercedes,” he said. “We cannot completely abandon the current regulations and continue to perform at the level we are at the moment.

“That’s not the ambition of the brand, nor our own and our partners. So, no. I think you’ve got to continue to push, continue to form your understanding.

“But eventually, when the FIA comes up with some kind of form of regulations, we, like all the other teams, we will be starting to look at it, and probably more on the earlier side.”

Wolff reckons that Mercedes is locked in the chasing pack behind Red Bull with Ferrari and McLaren — which ultimately was not what its F1 ambition was.

“If your expectation is eventually to race for wins and championships, then you can say we’re in a bit of a no man’s land because Max and Red Bull are far ahead,” he explained.

“We are in this bunch, but it’s not satisfying for either team that is fighting for P2, P3, or P4. I’ve always said that if I was to look from a pure sporting point of view, it is P1 what matters and not P2/P3/P4.

Lewis Hamilton, Mercedes F1 W15 Charles Leclerc, Ferrari SF-24 and George Russell, Mercedes F1 W15

Lewis Hamilton, Mercedes F1 W15 Charles Leclerc, Ferrari SF-24 and George Russell, Mercedes F1 W15

Photo by: Mark Sutton / Motorsport Images

“But this is a reality that we are facing at the moment and we’re trying to do the best out of this new reality.

“That [our aim] is to beat our direct competitors, whilst acknowledging that somebody is just doing a better job, and setting a benchmark that we eventually need to set ourselves again on whether we’re able to win races this year, and I wouldn’t want to let that ambition go. And certainly not next year.

“For 2026 there is a big reset, which certainly provides the most realistic opportunity for any other team to beat Red Bull. But there is one-and-three-quarter seasons before that, and I don’t want to go through much more suffering in the next 18 months. I would just hope for highlights and a trajectory that’s going upwards.”

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