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How RB wants to pick up Red Bull’s baton as F1’s fun team


Following its first Hollywood tie-up with the blockbuster Twisters, Red Bull’s sister team RB hopes to go much further to mix sport and entertainment, with the lofty goal of democratising access to the series.

Its name change from AlphaTauri to RB, Racing Bulls or VCARB was not without controversy, with its new moniker confusingly similar to the main team despite the aspirations to carve out its own image.

Red Bull was F1’s original fun team when it first joined F1 in 2005, known for its lavish parties and memorable PR activations. That includes its pit crew dressing up as clone troopers at the 2005 Monaco Grand Prix to promote Star Wars Episode III, and one year later David Coulthard donning a Superman cape to promote Superman Returns.

Formula One World Championship

David Coulthard, Red Bull, retires from the race

Since then, Red Bull has grown into a winning machine, keeping most of its stunts away from the paddock while the race team gets down to business.

But in its new guise, sister team RB is trying to pick up the baton and run with it, after seeing the popularity its drivers Daniel Ricciardo and Yuki Tsunoda enjoy among young F1 fans and landing blue-chip partners Visa and CashApp as title sponsors.

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As the team unveiled its new identity in a Las Vegas launch, CEO Peter Bayer announced the outfit would try and use its young and fresh identity to marry F1 with off-track entertainment.

It held a car wash event at the Miami Grand Prix in Miami’s art-friendly Wynwood neighbourhood to launch a colourful one-off livery, and ahead of the Silverstone Grand Prix it landed a deal with Warner Bros. to promote the blockbuster Twisters, in the tradition of its parent team.

This is just the first step of Bayer’s off-track ambitions with the team, not just to give its partners value for money, but also to expand the team’s own following among the younger and more diverse demographic F1 as a whole is actively pursuing.

«The car wash in Miami was probably – really – the best example of what we’re trying to achieve,» Bayer tells Autosport.

«We want to make sure that we democratise the sport with activities where everybody is invited to join, which is a combination of Formula 1 content mixed with music, art, culture.

«We continued with the movie Twisters and we have a couple of other movie partnerships coming, but we will also keep pushing on everything that’s music, because we believe it’s one of those universal languages that everyone understands.

Yuki Tsunoda, RB F1 Team, Daniel Ricciardo, RB F1 Team

Yuki Tsunoda, RB F1 Team, Daniel Ricciardo, RB F1 Team

Photo by: Red Bull Content Pool

«We try and do things outside of Formula 1 because a lot of people cannot come to the races, either because it’s sold out or because it’s too expensive. So we believe there is that young target group that is not yet served to the extent that I think we should.

«We have young female fans joining us and that’s exactly what we believe is a huge opportunity.

«I actually spoke to Daisy Edgar-Jones, the lead actress from Twisters, and she told she meets with all her friends to watch the Netflix series, and follow the results and the drivers.

«That’s something which, honestly, a couple of years ago was unheard of. Formula 1 would have been guys like me with five friends and a couple of beers!»

So why does Bayer believe RB – or VCARB, as he prefers the team to be called – has been so attractive for sponsors and Hollywood activations?

«I think it’s because there is a new kid on the block, doing things differently and trying to reach out to different audiences we have,» he explains.

«Formula 1 is giving us all these insights and data and from what I remember, we are the team with the most balanced fan base between male and female, we have the youngest time base. And that is the perfect target audience for the movie as well.»

Yuki Tsunoda, Visa Cash App RB F1 Team, signs autographs for fans

Yuki Tsunoda, Visa Cash App RB F1 Team, signs autographs for fans

Photo by: Zak Mauger / Motorsport Images

When pointed out to him that this kind of partnership would have been a Red Bull one just a few years ago, not one for its sister team, he nods: «Yeah, it’s true. Obviously, it’s part of that Red Bull DNA. Red Bull could have done the partnership, but it simply fits better with us.

«We always refer to Red Bull as the bigger brother, which is true in many ways. They’re fighting for the world championship. They have a couple of big corporate partners as well and they probably have, in some areas, less freedom to accommodate this.

«Also everything had to happen very quickly [in Silverstone] and we still have that space, not only physically on the car, we also have the ability to adopt to a partnership like Twisters, which is a win-win situation.»

«A lot of people were talking about the synergies and how we can help each other and work together. The truth is, on the technical side there is not that much to gain, but on the communication and marketing side there are lots of opportunities to collaborate in a very meaningful way.»

The initiatives the team has taken on a commercial level have also impressed F1 and its CEO Stefano Domenicali, Bayer says, as it is exactly where Liberty Media wants to take the series.

«We’ll continue with our off-track activities, we have a couple of exciting livery changes and launch events coming,» he added.

«Formula 1 has been extremely supportive and appreciative of what we do. I speak a lot with Stefano. He loves it because it’s exactly how he and Liberty Media see the sport growing.

«Look at the event in Silverstone, where you have the fan fest that’s simply incredible. You have live bands and there’s more and more that’s coming.

«A grand prix is so much more than just a race weekend nowadays.»

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F1 young drivers to have driven in FP1 during the 2024 season


F2’s Oliver Bearman has driven several FP1 sessions for Haas this year as preparation for his move to the American squad in 2025, which will be his first full campaign in F1.

The 19-year-old is not the only rookie to have completed an FP1 session this year though, due to the young driver rule which was implemented for 2022 to speed up the development of those in the junior categories.

FIA rules stipulate every F1 driver must skip an FP1 outing for somebody who has no more than two grand prix starts.

It also says that F1 drivers in their rookie campaign are exempt from this rule, but as every team kept the same line-up for 2024 that does not apply to anybody this year.

So, here is a rundown of where each team stands for this season and who still has to run a rookie in practice.

F1 team

First Young driver and grand prix

Second Young driver and grand prix

Red Bull

Isack Hadjar at the British Grand Prix

N/A

Mercedes

N/A

N/A

Ferrari

N/A

N/A

McLaren

N/A

N/A

Aston Martin

N/A

N/A

Alpine

Jack Doohan at the Canadian Grand Prix

Jack Doohan at the British Grand Prix

Williams

Franco Colapinto at the British Grand Prix

N/A

RB

Ayumu Iwasa at the Japanese Grand Prix

N/A

Sauber

N/A

N/A

Haas

Oliver Bearman at the Emilia Romagna Grand Prix

Oliver Bearman at the Spanish Grand Prix

Red Bull

Isack Hadjar, Red Bull Racing RB20

Isack Hadjar, Red Bull Racing RB20

Photo by: Andy Hone / Motorsport Images

Drive 1: Isack Hadjar — British GP — 19th
Drive 2: Not yet run

Red Bull ran its first young driver at the British Grand Prix, as Isack Hadjar replaced Sergio Perez and finished 19th, approximately 1.5s behind team-mate Max Verstappen at Silverstone.

The F2 championship leader also had a hair-raising moment at Turn 2, as Lando Norris locked up into the grass after almost hitting the back of a slow Hadjar, who was contesting an FP1 session for the third time.

Red Bull is yet to run a second rookie in 2024, but last season it took a unique approach by fielding then-28-year-old Jake Dennis in Abu Dhabi, who was the 2023 Formula E world champion.

Mercedes

Drive 1: Not yet run
Drive 2: Not yet run

Mercedes is yet to run any young driver in 2024, but that does not come as a surprise as last year the Silver Arrows waited until the season’s 19th round, the Mexican GP, to field its first rookie. That was the team’s reserve driver Frederik Vesti, who finished 19th in FP1 but still impressed Mercedes boss Toto Wolff after completing a low-speed testing programme where 26 laps were completed.

Vesti next stepped into Lewis Hamilton’s car for the Abu Dhabi GP, where the then-21-year-old finished 12th, 0.743s off team-mate George Russell, amid a promising 2023 as the Dane finished second in the F2 championship.

It is unclear if Vesti, who now competes in the European Le Mans Series, will again take up both young driver slots this year due to Mercedes hotshot Andrea Kimi Antonelli, 17, who will likely move to F1 in 2025.

Ferrari

Drive 1: Not yet run
Drive 2: Not yet run

Ferrari is another team that is yet to field any rookies in FP1 this year, but a lot of the squads wait until after the summer break to do so. The Scuderia was one of them in 2023, as reserve driver Robert Shwartzman’s first practice session was August’s Dutch GP where the then-23-year-old replaced Carlos Sainz before finishing 19th in a difficult session.

Shwartzman, who also competes in the World Endurance Championship, then replaced Charles Leclerc in practice for the Abu Dhabi GP where the six-time F2 race winner came an impressive eighth finishing just 0.027s behind Sainz.

It is likely that Ferrari will opt for a similar approach with Shwartzman starting two FP1 sessions this year, especially when its other junior driver, Bearman, has now signed for Haas.

McLaren

Drive 1: Not yet run
Drive 2: Not yet run

McLaren entered 2023 with one of its mandatory slots already filled, as Oscar Piastri was competing in his rookie F1 season. But now that the 23-year-old is in his sophomore campaign, the British squad will have to field a young driver in two FP1 sessions this year.

It is likely that the opportunity will be given to IndyCar’s Pato O’Ward, who drove for McLaren in FP1 for the 2022 and 2023 Abu Dhabi GPs. The 25-year-old finished 15th in last season’s session and considering his IndyCar commitments for Arrow McLaren, it is likely O’Ward will not feature in FP1 until later this year.

O’Ward shares his reserve driver role with Ryo Hirakawa, who joined the McLaren programme in September 2023. The following month he tested an F1 car for the first time, so it wouldn’t be a surprise if the 30-year-old, who has won both the WEC and Super GT titles, also drives an FP1 session this season.

Aston Martin

Drive 1: Not yet run
Drive 2: Not yet run

Aston Martin is the fourth of five teams who are yet to run a rookie in FP1 this season. Like many squads, it ran the same driver in two FP1s last year as 2022 F2 champion Felipe Drugovich first replaced Lance Stroll at the Italian GP.

The then 23-year-old finished 18th at Monza but was praised for doing a solid job after completing 24 laps. He then drove Fernando Alonso’s car at the Abu Dhabi season finale, where Drugovich finished a very impressive second and was only 0.288s off Russell in a session that featured 10 rookies.

Drugovich is still Aston Martin’s reserve driver, a role he holds alongside a campaign in ELMS, so it is likely that he will compete in two FP1 sessions again this year.

Alpine

Jack Doohan, Alpine A524

Jack Doohan, Alpine A524

Photo by: Glenn Dunbar / Motorsport Images

Drive 1: Jack Doohan — Canadian GP — No time
Drive 2: Jack Doohan — British GP — 17th

Alpine is one of two teams to have already fulfilled the young driver obligation for 2024. That is because the French squad first ran its reserve driver Jack Doohan in FP1 for the Canadian GP, yet the ex-F2 driver failed to set a time in the red-flag affected session which was also delayed because of rain.

Technically that had no impact on the rule though, because it states a young driver must at least be entered for FP1 — not that they have to set a competitive lap.

Doohan endured much better luck at Silverstone though, as he was finally able to set some lap times and he finished 17th, approximately eight tenths behind team-mate Esteban Ocon.

That was the 21-year-old’s sixth FP1 session of his career, but his two in 2024 potentially mean more because there is a seat available at Alpine for 2025 due to Ocon’s impending departure.

Williams

Drive 1: Franco Colapinto — British GP — 18th
Drive 2: Not yet run

Williams junior Franco Colapinto made his grand prix weekend debut at this year’s British GP, as the 21-year-old finished 18th in FP1 after replacing Logan Sargeant. That came amid Colapinto’s first full F2 campaign, where the Argentinian is currently sixth in the championship and Williams sporting director Sven Smeets said the FP1 call-up was a “reward” for his promising start.

Unlike 2023, Williams must run a rookie in a second FP1 session this season because Sargeant is now in his second year. It is unclear if Colapinto will contest the second session, because last year the team ran fellow Williams junior Zak O’Sullivan in Abu Dhabi practice, where the then 18-year-old finished 18th and was approximately seven-tenths behind Sargeant after replacing Alex Albon.

O’Sullivan, who won the 2021 Aston Martin Autosport BRDC Young Driver of the Year Award, is currently 10th in F2 after finishing runner-up of the 2023 F3 standings.

RB

Drive 1: Ayumu Iwasa — Japanese GP — 16th
Drive 2: Not yet run

RB has already run one young driver in an FP1 session this year, as Super Formula’s Ayumu Iwasa replaced Daniel Ricciardo to drive in front of his home crowd at the Japanese GP.

It was Iwasa’s grand prix weekend debut and the Red Bull/Honda protege, who finished fourth in F2 last year, came 16th in an error-free session having gone nine-tenths slower than Yuki Tsunoda as part of an all-Japanese line-up.

The Italian outfit still needs to fill its second slot though and if it isn’t Iwasa, it may be Hadjar who finished 17th in FP1 for the 2023 Mexican GP. RB only had to field one young driver in FP1 last season, as Liam Lawson made his grand prix debut in the other car driving at five rounds.

Sauber

Drive 1: Not yet run
Drive 2: Not yet run

Sauber is the fifth team yet to run any young driver in FP1 this year, as part of a disappointing season for the Swiss squad who sit bottom of the championship with zero points. In 2023 it entered Theo Pourchaire for two FP1 sessions, and the Frenchman first endured a disruptive outing in Mexico where he failed to complete a competitive lap, before finishing 14th in Abu Dhabi practice on the weekend he clinched the F2 crown.

However, it is unclear if Pourchaire will contest an FP1 session for the team again this year, with Zane Maloney serving as Sauber’s other reserve driver. The 20-year-old is fourth in his second F2 season and is yet to partake in a grand prix weekend.

Haas

Oliver Bearman, Haas VF-24

Oliver Bearman, Haas VF-24

Photo by: Andy Hone / Motorsport Images

Drive 1: Oliver Bearman — Emilia Romagna GP — 15th
Drive 2: Oliver Bearman — Spanish GP — 19th

Haas is the second team to have already filled both young driver slots, as it continues to prepare Bearman for his F1 drive next year. The 19-year-old, who finished seventh on his race debut for Ferrari in Jeddah, has so far contested four FP1 sessions for Haas this year, beginning with Imola where Bearman finished 15th.

It was a solid session for the Briton who replaced Kevin Magnussen, while Nico Hulkenberg failed to set a representative lap time. Bearman’s next session came in Barcelona where, despite finishing 19th, he was only 0.2s off Magnussen and by the time of his next FP1, he had been announced as a full-time Haas driver for 2025.

The news came just a day before he contested FP1 at the British GP, where in front of a home crowd Bearman finished a solid 14th, half a second off Hulkenberg, meaning he was quickest of the four rookies who took part in that session. Bearman’s last FP1 to date came in Budapest, where he was slowest and just 0.076s behind Magnussen in 19th.



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I’m a more complete driver


Yuki Tsunoda says he is now ready to fight at the front of Formula 1, saying he’s a «more complete driver now» in his fourth season with RB.

Tsunoda has always shown flashes of speed but in the past, his fiery temper has often let him down, with the Japanese admitting getting his emotions under control was key to his future; not only to achieve a better level of consistency but also to be considered for the pressure cooker that is Red Bull’s main team and the difficult seat alongside world champion Max Verstappen.

But Red Bull team principal Christian Horner doesn’t appear convinced Tsunoda has the steel to withstand that pressure just yet, with the 24-year-old never truly considered to replace Sergio Perez yet if necessary.

It was announced in June that Tsunoda would remain with RB for a fifth season in 2025, although Red Bull’s driver line-ups typically remain fluid.

Red Bull’s loss has thus far been its sister team’s gain, with Tsunoda’s speed and steady form alongside a more inconsistent Daniel Ricciardo turning him into a highly appreciated and key component of the Anglo-Italian outfit.

After another step forward in performance this season, Tsunoda is not shy to stake his claim for Red Bull promotion.

«I feel I’m a more complete driver,» Tsunoda told Autosport in an exclusive interview.

Yuki Tsunoda, RB F1 Team

Yuki Tsunoda, RB F1 Team

Photo by: Red Bull Content Pool

«When I look from an outside perspective, previously, even [though] my one lap or performance or my driving was okay, I think the radio communications, emotional control was lacking quite a lot — a big step when I compare to Daniel, for example.

«If you want to go to a top team, those things will be very important because top teams are expecting a more complete driver.

«So I wanted to improve those things and to be a more complete driver so that no one can complain about the specific things. Now I feel ready, the last couple of races I was able to achieve those things.

«I believe in myself and I am finding more control, more consistency. I’m very happy that I am able to hit the target every time. This what I have to do, just focus on that rather than having to focus on rumours or whatever.»

While enjoying support from Red Bull advisor Helmut Marko, Tsunoda is hoping another consistent second half of the season can sway other voices within Red Bull.

«They know my performance and they are happy with my performance,» insisted Tsunoda, who has been responsible for 22 of RB’s 34 points so far this season.

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«That’s why they extended my contract for next year, so it’s pretty clear. I just have to keep performing, keep making them happy consistently and, hopefully, things will come naturally.

«I just keep focused on what I can do but obviously, I’m feeling ready to fight against higher positions and teams, and also fight against Max. But they have to decide.»



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Why Vowles believes Williams culture will survive short-term pain


James Vowels is not pressing the panic button, despite seeing Williams’ rate of progress slow during the 2024 season. At the end of the last campaign, Vowles had seen the team climb up to seventh in the constructors’ championship and it had amassed 28 points. In doing so, he received high acclaim for the achievement.

However, now 19 months in his role as team principal, at the halfway point of the season and going into the summer break, Williams sits in ninth place with just four points on the board.

It would be easy to suggest the honeymoon period was over and that to an outside eye the team has slipped backwards.

Yet Vowles is keen to set the record straight, pointing out that when he took over he illustrated how there would be some quick wins. But what becomes clear from our discussions is that he is not content with finishing mid-table.

He has higher aspirations to see this famous team again challenging for victories but before they are able to do that, they have to go through some initial pain.

«We have to go back a little bit and here’s why,» he says when we speak at the Hungarian GP.

«It’s simply because I’m investing in 2026. I’ve got to do the transformation. To do a transformation means that I’m asking individuals to compromise. That’s okay. I’m completely comfortable with it.

James Vowles, Team Principal, Williams Racing

James Vowles, Team Principal, Williams Racing

Photo by: Williams

«Even in the factory the other week, there was a question over ‘are we really happy spending this amount of time working on the future, to have to compromise now?’ and I’ll say the same to you, I am 100 percent sure it is right, because I don’t want to be 7th, 8th or 9th.

«I want ’26 to be good whereas the others around me in the pit lane are focused on ’24 and ’25. Not everyone can work on the ’26 car but so long as we are doing the right thing to close the gap, if the worst was to happen, I’m still okay with it. As long as I can see progress in the systems development for 2026 taking place, I know that I can translate that into a much higher success rate.

«Do I feel more pressure? No. Because I feel really content for this as a multi-year plan about five years. The board knows it, the investors know and I am very comfortable.»

Vowles received a shock upon taking the role at Williams, finding an outdated model for production and development. He is now in the process of recruiting the right staff to help the team progress, most notably in convincing Carlos Sainz to sign up to his vision for the future.

Vowles is clearly ambitious and says that the team’s progress should not be judged on this year’s offering.

«Fundamentally, there was no doubt about there were many issues,» he says when we speak about his takeover of the team. «A lot of it is still present today. We haven’t got rid of it. But what we were able to do in the short term was work on little bits, which produces nice low-hanging fruit fairly quickly.

«However, there is a ‘but’ to it. Inside what we have at the moment, there’s limited time and resource and in a cost cap you can’t do anything — by the way, the cost cap’s a good thing because it stops many others running away and doing four times more than I can.

Alex Albon, Williams Racing FW46

Alex Albon, Williams Racing FW46

Photo by: Erik Junius

«But it also limits the amount I can change in a year. So there’s two buckets, there’s the amounts I can invest now and there’s the amount I can invest in the future. And you’ve got to pull from one to go to the other.

«In terms of 2024 and 2025 we have massively compromised the now for the future and we will suffer for at the moment and that is combined with some of the technology changes we did, the impact of that was worse than expected.»

Vowles has juggled his role with Williams with being a dad and taking on a house renovation and while he admits he takes on too much at times, says he is loving all aspects of his hectic life.

«I am definitely more busy now,» he says when asked about having assessed his first 19 months in charge.

«I do too much. I don’t regret it but I do too much. So in a space of a year, I decided to change jobs. We’re renovating 170 year old house. We have a small daughter and have a puppy, so I think we have ticked every box that you can do.

«But I don’t have any regrets because I am someone who just loves learning, pushing myself until I can’t find anything. You think you have to limit and push past it.

«Personally what I’ve learned about myself is there’s a huge amount more ability and strength than I believed but you just don’t know how good you can be until you push yourself.

James Vowles, Team Principal, Williams Racing

James Vowles, Team Principal, Williams Racing

Photo by: Williams

«You can get into a situation like this and sink or swim. I felt like I was swinging quite happily and, as a result of it, that’s why I’m very comfortable or moment more than anything else. So from a personal perspective is everything I hoped for.»

Having admitted to taking on too much, it would only seem appreciative to check about those home improvements and whether the 45-year-old is getting hands-on with the building work.

«I am fortunate I have two project managers that are brilliant,» he says. «They have fundamentally allowed me to not really get dramatically involved. My job is: I will go and spend an hour and a half there in that time we get through about 4,000 decisions and then they go away and execute.

«I don’t have to go and check it every day because I know what they’re going to do to the highest standard possible. It’s a mixture of empowerment but the decision-making will still come from me.»



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How Gasly wants to make Alpine his own F1 team


Pierre Gasly says he is ready to be a natural leader at Alpine’s Formula 1 team after a smooth integration at Enstone against a rocky backdrop.

Having joined Alpine in 2023, Gasly’s arrival coincided with the major upheaval within the Enstone-based squad, with senior personnel changes that continued this year.

Flavio Briatore returned as an advisor to Renault CEO Luca de Meo, bringing in Hitech chief Oliver Oakes as team principal.

Against the backdrop of all those changes and a lack of competitiveness of its 2024 car, Gasly is nevertheless keeping faith in the future, having extended his contract a few weeks ago.

And with team-mate Esteban Ocon leaving Alpine for Haas in 2025, he is set to become the natural leader of the squad going forward, a process that he feels has already been taking place by itself.

«At the end of the day it’s something that was quite natural,» Gasly tells Autosport. «I’m a very driven person. I’m very focused in my work and I’m trying to be very close to the people I work with. I’m very demanding of myself and the same way goes with the people that I work with.»

«I don’t feel I’ve done anything in particular because everything is quite natural to me and that’s a bit my vision of working with the team and trying to make one, in a way.»

Pierre Gasly, Alpine F1 Team

Pierre Gasly, Alpine F1 Team

Photo by: Simon Galloway / Motorsport Images

«Obviously, I think we’ve managed to get to a very trustful and efficient place in this environment we’ve built up. And the confidence and the trust I got in the guys and they got in me just increased throughout the first season and still this year, and I think we both appreciate the efforts we’re doing on both sides.»

Gasly says Alpine has been able to give him the necessary flexibility to start thriving, respecting his need for freedom.

«The team was very good at giving me the freedom and the transparency that I need to build the trust initially and it was very open channels of communication on how they work, how I work, what they like, what I like, and trying to find a healthy place for everyone, and I think they also know the way I am,» he explains.

«I am asking questions and, I’m someone that likes information, I like to understand what’s going on. I like to understand what we’re doing on the car, which way we are doing things and why we’re doing it that way.»

«They’ve been good at being transparent and very honest in that way and always that reflection on how we can make things better.

«I think as a driver I’m a person that needs my space, I need my freedom. I have my personality. I think we all have different personalities inside the paddock. But I need my space to perform at my best and on and off the track. And I think they’ve been very good at providing this.»

Strengthening long-term relationships

At the end of June, Gasly opted to stay Alpine with the 2026 regulations in mind. Regardless of the identity of his future team-mate, with Jack Doohan mooted as the most realistic option, it is essential for him to unite the team around him, forging a strong and lasting relationship in the mould of Michael Schumacher at Ferrari or Lewis Hamilton at Mercedes.

«It’s no secret why you see guys like Lewis [Hamilton] working so long with the same race engineer and people sticking with people they know, because you build that trust and that communication process where no one’s afraid of telling things how they are, whether it’s good or bad,» he points out.

Pierre Gasly, Alpine A524

Pierre Gasly, Alpine A524

Photo by: Alpine

«Over a full season there are a couple of situations where it makes you make the right choice or the right change because they understand exactly what you need and that’s where you find the last few hundredths of performance.»

«It’s not an easy time. Obviously last year wasn’t as good as we would have liked, but we still came out of it with three podiums as a team, and this year clearly is tougher on them.»

«Personally, it is not nice to be performing the way we are, but at the same time I really see the efforts they’re doing.

«I’m sure that with that type of mentality we have at the moment, there’ll be a turnaround and we’ll be able to get the performance out of the team.»



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Was the 2024 Belgian GP one of Formula 1’s closest races?


There have been several close finishes in Formula 1 history involving two cars racing, or as was the case for Ferrari at the 2002 US Grand Prix, putting on a display of ‘racing’ towards the line. The margin of victory for Rubens Barrichello that day, on a botched attempt at creating a dead heat, was just 0.011s in favour of the Brazilian over team-mate Michael Schumacher.

But occasions when the leading three cars are line astern at the finish are altogether rarer. George Russell’s on-the-road win at Spa, later handed to Mercedes team-mate Lewis Hamilton after his car was found to be underweight, was all the more spectacular as Oscar Piastri loomed large in their mirrors.

Here we look over a few instances in F1 history where the top three were even closer still.

5. Monaco GP 2012

Mark Webber, Red Bull RB8 Renault.

Mark Webber, Red Bull RB8 Renault.

Photo by: Rainer W. Schlegelmilch / Motorsport Images

1. Mark Webber, Red Bull
2. Nico Rosberg, Mercedes (+0.643s)
3. Fernando Alonso, Ferrari (+0.947s)

The 2012 Monaco Grand Prix is mostly remembered for Michael Schumacher’s fastest time in qualifying, which to this day would still make him the oldest polesitter since 1970, hadn’t the 43-year-old served a five-place grid penalty for colliding with Bruno Senna in the previous round.

As a consequence, Red Bull’s Mark Webber started in pole position ahead of Mercedes’ Nico Rosberg and McLaren’s Lewis Hamilton, while championship leader Fernando Alonso was fifth and title contender Sebastian Vettel down in ninth.

The safety car neutralised the race early on following multiple first-lap contacts ending the races of three drivers including Romain Grosjean, who had started fourth. Webber still led from Rosberg and Hamilton, with Alonso now up to fourth and Vettel sixth.

On lap 26, Webber held a 1.8s gap on Rosberg, with Hamilton, Alonso and Felipe Massa respectively 6.6s, 7.4s and 9.5s away from the lead.

All of them made their only pitstop in the next five laps, with Vettel electing to stay on track to enjoy the clear track and free air while hoping for a rain shower to make his gamble jackpot-worthy. The reigning double world champion eventually changed tyres on lap 46 and rejoined in fourth, now just only 3.5s off first place, behind leader Webber, Rosberg and Alonso; completed by Hamilton and Massa, the top 6 was covered by 5.3s.

Some scarce drops of rain did materialise at last, around ten laps before the end of the race, but only Jean-Eric Vergne gambled on intermediates, which cost him a likely seventh-place finish.

Meanwhile, the fight for victory and podium became closer than it ever was, but the order didn’t change and Webber took the win from Rosberg and Alonso. Vettel’s fourth meant the top four was covered by 1.343s.

4. Abu Dhabi GP 2016

Lewis Hamilton, Mercedes F1 W07 Hybrid, crosses the line and takes the chequered flag to win the race from Nico Rosberg, Mercedes F1 W07 Hybrid, Sebastian Vettel, Ferrari SF16-H, and Max Verstappen, Red Bull Racing RB12

Lewis Hamilton, Mercedes F1 W07 Hybrid, crosses the line and takes the chequered flag to win the race from Nico Rosberg, Mercedes F1 W07 Hybrid, Sebastian Vettel, Ferrari SF16-H, and Max Verstappen, Red Bull Racing RB12

Photo by: Glenn Dunbar / Motorsport Images

1. Lewis Hamilton, Mercedes
2. Nico Rosberg, Mercedes (+0.439s)
3. Sebastian Vettel, Ferrari (+0.843s)

The stakes were high at the title-deciding 2016 Abu Dhabi Grand Prix, with Mercedes’ Nico Rosberg leading team-mate Lewis Hamilton by 12 points but the Briton grabbing pole position ahead of his rival.

Hamilton kept the lead at the start, with Ferrari’s Kimi Raikkonen passing Red Bull’s Daniel Ricciardo for third. Then a three-time world champion, Hamilton knew winning was not enough: he needed Rosberg to finish fourth at best to claim the title.

Hamilton managed to pull a 5.6s gap on Rosberg by lap 20 as the German was stuck behind Max Verstappen’s Red Bull for some time after his first pitstop, but Rosberg remained a comfortable second, so Hamilton decided to lose a few tenths a lap in order to back his team-mate into the pack.

As a consequence, at the end of lap 49 of 55, Rosberg was 0.9s off Hamilton while leading Verstappen by 1.5s and Vettel by 2.1s. The Ferrari driver had much fresher tyres and quickly overtook the Red Bull for third.

Though Mercedes was urging him to pick up the pace, Hamilton slowed down more dramatically at the end of the race, going from 1m45.9s on lap 53 to 1.46.3s and finally 1.47.2s, but it did not suffice for the title.

The Englishman took the chequered flag four tenths ahead of Rosberg, leading Vettel by eight, while Verstappen was a further eight tenths back. Rosberg won his single world championship and announced his retirement from Formula 1 just five days later.

3. Spanish GP 1981

Villeneuve's sixth and last GP win came under huge pressure

Villeneuve’s sixth and last GP win came under huge pressure

Photo by: LAT Photographic

1. Gilles Villeneuve, Ferrari
2. Jacques Laffite, Ligier (+0.211s)
3. John Watson, McLaren (+0.571s)

Jacques Laffite may have been only fifth in the drivers’ standings coming into the 1981 Spanish Grand Prix, but he achieved the seventh and last pole position of his career on the twisty Jarama track, with both Williams right behind him – driven by Alan Jones and championship leader Carlos Reutemann.

Due to the late June heat, the race took place at 4pm. Laffite got a dismal getaway and dropped to 11th, with Jones and Reutemann taking the lead while Ferrari’s Gilles Villeneuve jumped from seventh to third before overtaking Reutemann on the next lap.

Jones was in a class of his own and was 10.4s clear of Villeneuve after 13 laps, but the reigning world champion then went off, losing 15 places and nearly 55 seconds in the process.

New leader Villeneuve had a fast car on straights but slow in corners, with Reutemann closely tucked behind the Ferrari but unable to make a move. Now in third, Renault’s Alain Prost brought the gap down from 9.6s to 3.9s in 14 laps, but he misjudged a braking point, went off and had to retire.

At that stage, Villeneuve and Reutemann led John Watson and Laffite by over 12 seconds, with the Frenchman having fought his way back into the top five and overtaking the McLaren driver on lap 49.

Laffite caught up with the leaders on lap 60 and was swift to overtake Reutemann, who dropped to fourth behind Watson. Villeneuve’s Ferrari was unassailable, and the Quebecois took his sixth and last grand prix win from Laffite, Watson, Reutemann and Lotus’ Elio de Angelis: five different constructors in a top five covered by 1.24s.

2. Italian GP 1969

Jackie Stewart, Matra MS80

Jackie Stewart, Matra MS80

Photo by: David Phipps

1. Jackie Stewart, Matra
2. Jochen Rindt, Lotus (+0.08s)
3. Jean-Pierre Beltoise, Matra (+0.17s)

Once upon a time, Monza was a track bereft of any chicanes. Just imagine what the temple of speed was like back then, because it really explains why the Italian circuit bags the first two positions here.

The 1969 Italian Grand Prix took place with little suspense remaining in the title race, as Matra’s Jackie Stewart led the way with 51 points – more than twice his closest challenger Jacky Ickx’s 22, with four rounds to go. Stewart had a first opportunity for a maiden crown that weekend in Lombardy.

The Scot was only third on the grid, outqualified by Lotus’s Jochen Rindt and McLaren’s Denny Hulme. Yet, he made his way to the front as early as the first lap, but was not able to pull away.

The slipstream phenomenon, which was much stronger than at any other track, meant that the lead changed hands 15 times in the first 38 laps – the order being recorded at the end of each lap only, so there may have been more switches – with Stewart, Rindt, Hulme and Piers Courage trading first place.

Further on, Stewart mostly kept the lead while Hulme was out of contention due to brake issues, but the Matra driver was still followed closely by another five cars: team-mate Jean-Pierre Beltoise, the Lotuses of Rindt and Graham Hill, Courage’s Brabham and Bruce McLaren driving his own machinery. Stewart would sometimes let Rindt or Hill into the lead in the Lesmos before repassing them on the next straight.

Hill kept pressuring Stewart ahead of third-placed Courage, but the latter’s Brabham suffered a fuel system issue and dropped out of contention. Then Hill retired due to a driveshaft failure on his Lotus, leaving Stewart with just four rivals.

Rindt took the lead again in the Lesmos on the last lap, but Stewart was back in front by what is now known as Variante Ascari, which was then just a kink. Beltoise dived down the inside of the last corner, Parabolica, but ran wide and hindered Rindt. Stewart managed to cross the finish line both a winner and a world champion, leading these two and McLaren… all four covered by fewer than two tenths of a second.

1. Italian GP 1971

Peter Gethin, BRM P160 beats Ronnie Peterson, March 711 Ford across the finish line in the closest finish in an F1 race at 0.01 seconds.

Peter Gethin, BRM P160 beats Ronnie Peterson, March 711 Ford across the finish line in the closest finish in an F1 race at 0.01 seconds.

Photo by: LAT Photographic

1. Peter Gethin, BRM
2. Ronnie Peterson, March (+0.01s)
3. Francois Cevert, Tyrrell (+0.09s)

This time around, Tyrrell’s Stewart was already the world champion coming into the Monza round, having been crowned in the preceding race at Osterreichring – an older version of Red Bull Ring.

Matra’s Chris Amon took pole with a remarkable 1m22.40s – over 251km/h on average thanks to the slipstream – ahead of Ickx on Ferrari, followed by BRM’s Siffert and Howden Ganley.

Sunday’s race was even more frantic than two years prior, with at least eight different race leaders – among whom Ferrari’s Clay Regazzoni and Stewart would be struck by engine failures on a hot afternoon, while Siffert would get stuck in fourth gear.

Ten laps before the end of the race, Amon was in the lead, but the New Zealander mistakenly removed his two visors instead of just the dirty one and had to slow down.

It was now a five-way fight involving Peterson, Cevert, Ganley, Mike Hailwood on Surtees, and Peter Gethin, who had started just 11th but had fought his way to the front of the pack. Incredibly, all five of them were yet to win a grand prix.

Gethin took the lead for the first time on lap 52 of 55, before being repassed two tours later by Peterson, who led from Cevert, Hailwood, Gethin and Ganley when starting the last 5.75km of the Monza track.

Cevert had taken the lead before the last corner, where Peterson overtook him on braking, but Gethin had a better exit and went on to win by a hundredth of a second, with the top five covered by 0.061s. This was the last we saw of the chicane-free Monza.



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Ferrari «pushing like hell» to cure bouncing after summer break


Ferrari team boss Fred Vasseur says his squad is «pushing like hell» to get its lingering high-speed bouncing problem under control.

Ferrari’s bouncing in high-speed corners was an unwanted side effect of the new floor introduced at the Spanish Grand Prix.

After back-to-back tests in Silverstone the Scuderia applied temporary fixes that alleviated the problem, but it is still seeking a permanent solution after the summer break.

While the issue was less pronounced in Spa, it is set to re-appear at the high-downforce swoops of Zandvoort unless Ferrari can roll out a solution after the mandatory two-week summer shutdown.

«Fixing the bouncing is a step in performance, so we are pushing like hell to bring something and we will do it as soon as possible,» Vasseur said after Sunday’s Belgian Grand Prix, in which the issue re-appeared on lighter fuel loads.

«I think it’s quite impossible to simulate the bouncing because you can see that from session to session when the wind changes direction or whatever, that the bouncing can appear or disappear, that it’s really marginal. We are all really on the edge of this.»

Charles Leclerc, Ferrari SF-24

Charles Leclerc, Ferrari SF-24

Photo by: Andy Hone / Motorsport Images

After a few tough weeks, Ferrari’s performance stabilised in Hungary and Belgium. But its compromised upgrade path still meant Charles Leclerc, who started from first, and Carlos Sainz struggled to finishing higher than fourth and seventh respectively – both moving up a place after George Russell’s disqualification.

But with all teams finding it ever harder to bring significant gains to their 2024 cars, Vasseur says Ferrari has to keep taking chances with its upgrades because of the massive difference every tenth of performance can make on the pecking order.

«We have some metrics to imagine if we’ll be in a better shape or not, but at the end of the day we are also pushed by the performance that we could gain with a bit more downforce sometimes,» he explained.

«I think we made huge step forward, but everybody made a huge step forward on this. The issue is that we are developing much closer to the limit, and at the end of the day we are always playing with this bouncing to stay close. And if you overshoot, you have to do a step back.»

Neither Leclerc nor Sainz were particularly happy with Ferrari’s performance at Spa, especially because Mercedes’ strong race pace meant the Scuderia was only the fourth-fastest team on Sunday, having already lost its second place in the standings to McLaren in Hungary.

Carlos Sainz, Ferrari SF-24

Carlos Sainz, Ferrari SF-24

Photo by: Ferrari

«It’s good to see that everybody’s so close, but unfortunately, we are still the fourth-fastest team and the top three keeps changing,» Leclerc said. «We are consistently behind them, on a par with Mercedes, so we just need more pace.»

When Sainz was asked if Ferrari had made a step in the right direction last weekend, he replied: «When you see the pace of Mercedes, Red Bull and McLaren in the race, I don’t think so. I think still [we lack] two or three tenths.

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«With [Leclerc’s] car we started on pole and we still finished fourth. With my car I felt like we were on for a podium, and then as soon as everyone put their hard tyres on, you could see which pace everyone was doing.

«I felt very competitive and quick, then when they told me the lap times of the others, I was like: ‘No, not quite as quick as I wished.'»



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Autosport Podcast: Belgian GP analysis



It was an intense Belgian Grand Prix, a strategic race at its core that had the surprise of George Russell perfecting a one-stop strategy to leap to the front of the queue and hold off Lewis Hamilton and Oscar Piastri in a dramatic finish…

…Or so we thought. After a couple of checks with the FIA scrutineering department, Russell was disqualified from the race with a car that was underweight by 1.5kg. Alex Kalinauckas and Ronald Vording join Bryn Lucas on the Autosport podcast to break down just how impressive Russell’s drive was, why he was ultimately DSQ’d from the race and pondering if Piastri missed another chance at a McLaren victory.

In the aftermath of the race, F1’s driver market took some massive steps forward Carlos Sainz announced his contract with Williams for 2025 onwards, whilst Sergio Perez was confirmed to be staying at Red Bull. But is Williams the right, or best, team for Sainz? And should Red Bull have made a different decision, with Daniel Ricciardo, Yuki Tsunoda and Liam Lawson in the wings?

 



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Should McLaren back Norris or Piastri? Our F1 writers have their say


Norris should follow Piastri’s example and be easier on himself — Jake Boxall-Legge

Across the most recent eight rounds of this year’s championship, Oscar Piastri has added 126 points to his name, while Norris trails slightly having accrued 116. You can argue the toss over who deserved the Hungary win; Piastri’s opening stints were stronger, but Lando Norris made the decision difficult in his final stint with exceptional pace. However, there was no question over who was quicker at Spa.

PLUS: Was the Belgian Grand Prix Piastri’s best F1 race yet?

The area that has separated Piastri and Norris thus far has been tyre management. Norris, with four years’ extra experience of massaging his Pirelli tyres over a race stint, had carried the upper hand into 2024 with his conversion of early management into searing late-race pace. But the Australian is converging and sits within a hair’s breadth of becoming his equal on that front. And Norris knows this.

McLaren should have already won more than two races this season. Strategies have not straddled the perfect line between risk and conservatism, and pace has arrived too late into a race to make a difference. That Norris didn’t win in Barcelona and Hungary came down to fumbled starts, and his first-lap shakes continued at Spa when he took the exit of La Source too wide and lost critical momentum.

Piastri, meanwhile, is much more assured. There’s a detachedness behind the wheel, one that entwines with his affable and down-to-earth personality. He seems to be able to compartmentalise his human emotions from the act of racing, demonstrated on his team radio with a calmness — almost bordering on dry humour. He accepts he’ll make mistakes and also accepts that he can recover from them, while Norris tends to deal in self-flagellation, which seems to bring his mood down even further to create a cycle.

It’s very clear that Piastri is learning from Norris in how to take a tyre stint to the next level, and his outright pace is already on his team-mate’s level. Carry that beyond the summer break, and we can start to consider that Piastri might have the upper hand.

For Norris to assert himself as team leader once again, he could do with a few lessons from his younger team-mate in being a little easier on himself. Not calling himself ‘stupid’ would be a good place to start.

McLaren must follow through on its brave equal driver culture — Filip Cleeren

Oscar Piastri, McLaren F1 Team, Lando Norris, McLaren F1 Team, celebrate in Parc Ferme after locking out the front row

Oscar Piastri, McLaren F1 Team, Lando Norris, McLaren F1 Team, celebrate in Parc Ferme after locking out the front row

Photo by: Glenn Dunbar / Motorsport Images

When Norris was presented the opportunity to return Piastri his Hungarian Grand Prix lead, or defy team orders and win for himself, there were two possible outcomes.

The first is what transpired at the time, even though Norris’ delayed swap took the shine off what should have been a straightforward 1-2, while robbing himself of the opportunity to re-attack Piastri.

The second scenario would have led to Norris taking his second grand prix victory and denying his younger team-mate a first. He would also have reduced his deficit to Max Verstappen by seven points, and would trail by 71 points going into the summer break instead of 78.

But at what cost? It would have destroyed the trust Norris had built up in the team over the last five years, damaged his relationship with Piastri, and those two elements may have well cost him much more than those seven points in the long term.

The reason I’m bringing that up is because we are just one race further along from Hungary, and not much has changed.

Verstappen still has a handsome lead, even increasing it in Spa-Francorchamps, and it seems fanciful to suggest that as rivals teams keep taking away points form each other, Norris can find the type of Verstappen-esque early 2024 domination to turn the tide in the drivers’ championship.

McLaren is still a team building up to becoming that championship-winning machine, as we have seen with various mistakes over the past two months. That also includes drivers.

Lando Norris, McLaren MCL38, gets a wheel on the gravel at the start

Lando Norris, McLaren MCL38, gets a wheel on the gravel at the start

Photo by: Sam Bloxham / Motorsport Images

Norris has made his fair share of unforced errors recently, which he naturally slated himself for, but he has already shown he is the real deal, albeit a diamond that needs some polish here and there.

Piastri has stood out by being more cold-blooded than Norris despite his relative lack of experience, but he too isn’t the finish product yet, although his impressive level of performance in only his second season bears the question of just how high his ceiling will be.

Right now, McLaren’s focus should be on ironing out those errors, improving its car, and helping both Norris and Piastri become the best versions of themselves. You don’t do that by favouring one over the other before it is absolutely inevitable, and tanking morale in one side of the garage as a result.

Time will tell if McLaren’s culture can survive two equal drivers where other teams in the past have failed, but now is not the time to give up on it just yet. Back one driver too early, and the fallout could be irreparable.

Norris already knows where Piastri is operating differently – Alex Kalinauckas

“Oscar just seems happier to not push and can get more out of the car by not trying as hard, let’s say.”

Norris told me that at Barcelona last month. He was just a few weeks on from celebrating his maiden F1 triumph in Miami, but in true Norris fashion was zeroing in on remaining areas where he wants to improve.

Specifically, this related to cutting out errors on the limit in qualifying. But it is pertinent to the discussion kickstarted by Red Bull motorsport advisor Helmut Marko, somewhat craftily even in a distant title challenge for Verstappen, saying “he’s getting better from race to race and it looks like he’s mentally the stronger driver [at McLaren]”.

Oscar Piastri, McLaren MCL38, leads Lando Norris, McLaren MCL38

Oscar Piastri, McLaren MCL38, leads Lando Norris, McLaren MCL38

Photo by: Glenn Dunbar

My colleagues have discussed Piastri’s cool temperament already. That plays into Norris’s point, as Piastri just gets on with everything McLaren needs to succeed against its varying opposition in 2024, but mainly against Red Bull. In one critical area, he seems to have the edge, which backs up Marko’s point.

Because the mistakes are still coming from the McLaren drivers. This doesn’t detract from the team’s impressive year-on-year gains, its impressive reliability this season nor of course that it has now scored podiums at 10 successive races. But on Sunday at Spa, driver errors made the critical difference.

For Norris, this was his La Source gravel-strike and Carlos Sainz botched pass. For Piastri, it was going long in his pitbox and imperilling his front jackman at his second stop. At Silverstone, where it was Norris’s similar error that grabbed most attention, Piastri also stopped slightly too long at both his services.

But, putting it simply, Piastri made fewer errors last Sunday and that boosted his result. Balanced against this was how Norris still led him in qualifying. And when discussing tyre management – the area where McLaren wanted Piastri to improve and was happy with the response it got for 2024 – Norris still had that clear edge in the final stint the previous week at Budapest, where Piastri was slightly wayward at times.

It’s swinging between two excellent team-mates, and two new F1 winners, but Piastri’s inexperience is his trump card. This suggests he’s still got room to improve, where that calmness and current lower error count should pay him back well as it combines with ever more confidence.

McLaren’s near-impossible task: keeping both drivers happy — Ben Hunt

The more I watch Piastri, the more I am impressed with how well he is doing at McLaren. For the best part of his time with the squad, he’s been sat in Norris’s shadow going about his business and learning from his team-mate.

He has done so without any fuss or drawing any attention to himself and, in my opinion, is now close to level with Norris in terms of ability, particularly with his racecraft. Piastri has not been faultless – in the Belgian Grand Prix he overshot his pitbox and nearly ran over his front jackman – but his mistakes are decreasing compared to 2023, his rookie season.

Oscar Piastri, McLaren F1 Team, pole man Lando Norris, McLaren F1 Team, in Parc Ferme

Oscar Piastri, McLaren F1 Team, pole man Lando Norris, McLaren F1 Team, in Parc Ferme

Photo by: Glenn Dunbar / Motorsport Images

His maiden victory in F1 came at the Hungarian Grand Prix amid the team orders saga. Irrespective of whether McLaren was right to tell Norris to swap positions, the way Piastri handled the situation was incredibly professional.

He was calm on the radio to his race engineer, a steely iciness that takes emotion out of the equation and often leads to better decision-making.

I get why McLaren would want to consider prioritising Norris over Piastri in the second half of this season, for the Brit has a 32-point lead over his team-mate in the drivers’ championship and needs all the help he can get to overturn Verstappen’s 78-point advantage at the top of the championship.

However, in the long run, McLaren – and Norris too – has a potential headache on its hands as it juggles having arguably the strongest driver pairing on the grid. There will be more instances like in Hungary where they will be fighting each other for wins.

The key is likely to be which driver keeps his cool best, and at the moment that looks like Piastri. It is now up to McLaren to ensure they manage the relationship to avoid any disharmony developing and somehow keep both drivers happy – a near-impossible task!

Watch: F1 Driver Market Update — What Red Bull Needs To Do Next!



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