The Hungarian Grand Prix will take place for the 41st time this year. In 1986, the Formula 1 race in the People's Republic of Hungary seemed exotic, but years have passed, the name of the country and the ruling regime have changed, the world has experienced many upheavals and a pandemic, yet at the end of July - beginning of August, Formula 1 once again gathers full stands at the hot Hungaroring.
The town of Mogyoród near Budapest is now known not so much for the battle of King Solomon with his cousins in the 11th century, but for the duels between Piquet and Senna, the race that Damon Hill almost won in an Arrows, and the battles between Häkkinen and Coulthard, Verstappen and Hamilton.
Overtaking at the Hungaroring is difficult, and races often turn out to be boring, but over the years, many tracks with similar characteristics have emerged, yet without history and with incomparably smaller audiences. For Budapest, the Formula 1 event is still a bright celebration that doesn't even need loud pop stars to attract spectators to the Grand Prix in Middle Eastern countries.
The atmosphere of the Hungaroring is compared to the best races of the eighties, not just because, during the weekend, local authorities will declare an amnesty for women with low social responsibility, as they did back then. That time is irretrievably gone, although the women have surely remained.
Now it is an ordinary European race. There are no longer buses filled with Russian and Finnish fans carrying canisters of cheap and delicious Hungarian wine, which would reach a peak of euphoria by the start of the race. No one passes ten people on two tickets anymore, as control is now automatic. And the competition for the longest fishing rod with a flag is also gone.
Those who have the opportunity can choose, and the sun-baked Hungaroring does not seem like the best choice. But there is still something special about this event.
Several champions achieved their first victories in Formula 1 at this track – Damon Hill in 1993, Fernando Alonso in 2003, Jenson Button in 2006. Two champions were crowned here – Nigel Mansell in 1992 and Michael Schumacher in 2001.
This year, the season's climax is still far off, but the battle for victory will be tight and equal; no one can tell you in advance who will win at the Hungaroring in 2026.
The Hungarian stage is always associated with summer vacation, marking the end of the first part of the season. This year, after the cancellation of two Middle Eastern races, it will only be the eleventh event. A few days after the finish will be spent on tire tests and returning to the base, after which everyone will head off on vacation.
The teams' bases will be closed for two weeks. Everyone is in a vacation mood, with the only break ahead in the marathon that started on February 20 at the winter tests in Bahrain, but when and where it will end is still unknown.
The town of Mogyoród near Budapest is now known not so much for the battle of King Solomon with his cousins in the 11th century, but for the duels between Piquet and Senna, the race that Damon Hill almost won in an Arrows, and the battles between Häkkinen and Coulthard, Verstappen and Hamilton.
Overtaking at the Hungaroring is difficult, and races often turn out to be boring, but over the years, many tracks with similar characteristics have emerged, yet without history and with incomparably smaller audiences. For Budapest, the Formula 1 event is still a bright celebration that doesn't even need loud pop stars to attract spectators to the Grand Prix in Middle Eastern countries.
The atmosphere of the Hungaroring is compared to the best races of the eighties, not just because, during the weekend, local authorities will declare an amnesty for women with low social responsibility, as they did back then. That time is irretrievably gone, although the women have surely remained.
Now it is an ordinary European race. There are no longer buses filled with Russian and Finnish fans carrying canisters of cheap and delicious Hungarian wine, which would reach a peak of euphoria by the start of the race. No one passes ten people on two tickets anymore, as control is now automatic. And the competition for the longest fishing rod with a flag is also gone.
Those who have the opportunity can choose, and the sun-baked Hungaroring does not seem like the best choice. But there is still something special about this event.
Several champions achieved their first victories in Formula 1 at this track – Damon Hill in 1993, Fernando Alonso in 2003, Jenson Button in 2006. Two champions were crowned here – Nigel Mansell in 1992 and Michael Schumacher in 2001.
This year, the season's climax is still far off, but the battle for victory will be tight and equal; no one can tell you in advance who will win at the Hungaroring in 2026.
The Hungarian stage is always associated with summer vacation, marking the end of the first part of the season. This year, after the cancellation of two Middle Eastern races, it will only be the eleventh event. A few days after the finish will be spent on tire tests and returning to the base, after which everyone will head off on vacation.
The teams' bases will be closed for two weeks. Everyone is in a vacation mood, with the only break ahead in the marathon that started on February 20 at the winter tests in Bahrain, but when and where it will end is still unknown.
The Hungarian Grand Prix will take place for the 41st time this year. In 1986, the Formula 1 race in the People's Republic of Hungary seemed exotic, but years have passed, the country's name and ruling system have changed, the world has experienced many upheavals and a pandemic, yet at the end of July - beginning of August, Formula 1 once again gathers full stands at the hot Hungaroring.
The town of Mogyoród near Budapest is now known not so much for the battle of King Solomon with his cousins in the 11th century, but for the duels of Piquet and Senna, the race that Damon Hill almost won in an Arrows, and the battles of Häkkinen and Coulthard, Verstappen and Hamilton.
Overtaking at the Hungaroring is difficult, and races often turn out to be boring, but over the years, many tracks with similar characteristics have emerged, but without history and with incomparably smaller audiences. For Budapest, the Formula 1 event is still a bright celebration that doesn't even need loud pop stars to attract spectators to the Grand Prix in Middle Eastern countries.
The atmosphere of the Hungaroring is compared to the best races of the eighties, not just because, during the weekend, local authorities will declare an amnesty for girls with low social responsibility, as they did back then. That time is irretrievably gone, although the girls have surely remained.
Now it is an ordinary European event. There are no longer buses filled with Russian and Finnish fans carrying canisters of cheap and delicious Hungarian wine, which would reach a peak of euphoria by the start of the race. No one passes ten people on two tickets anymore, as control is now automatic. And the competition for the longest fishing rod with a flag is also gone.
Those who have the opportunity can choose, and the sun-baked Hungaroring does not seem like the best choice. But there is still something special about this event.
Several champions achieved their first victories in Formula 1 at this track – Damon Hill in 1993, Fernando Alonso in 2003, Jenson Button in 2006. Two champions were crowned here – Nigel Mansell in 1992 and Michael Schumacher in 2001.
This year, the season's climax is still far off, but the battle for victory will be tight and equal; no one can tell you in advance who will win at the Hungaroring in 2026.
The Hungarian event is always associated with summer vacation, marking the end of the first part of the season. This year, after the cancellation of two Middle Eastern races, the event will only be the eleventh. A few days after the finish will be spent on tire testing and returning to base, then everyone will head off on vacation.
The teams' bases will be closed for two weeks. Everyone is in a vacation mood, with the only break ahead in the marathon that started on February 20 at the winter tests in Bahrain, but when and where it will end is still unknown.
The town of Mogyoród near Budapest is now known not so much for the battle of King Solomon with his cousins in the 11th century, but for the duels of Piquet and Senna, the race that Damon Hill almost won in an Arrows, and the battles of Häkkinen and Coulthard, Verstappen and Hamilton.
Overtaking at the Hungaroring is difficult, and races often turn out to be boring, but over the years, many tracks with similar characteristics have emerged, but without history and with incomparably smaller audiences. For Budapest, the Formula 1 event is still a bright celebration that doesn't even need loud pop stars to attract spectators to the Grand Prix in Middle Eastern countries.
The atmosphere of the Hungaroring is compared to the best races of the eighties, not just because, during the weekend, local authorities will declare an amnesty for girls with low social responsibility, as they did back then. That time is irretrievably gone, although the girls have surely remained.
Now it is an ordinary European event. There are no longer buses filled with Russian and Finnish fans carrying canisters of cheap and delicious Hungarian wine, which would reach a peak of euphoria by the start of the race. No one passes ten people on two tickets anymore, as control is now automatic. And the competition for the longest fishing rod with a flag is also gone.
Those who have the opportunity can choose, and the sun-baked Hungaroring does not seem like the best choice. But there is still something special about this event.
Several champions achieved their first victories in Formula 1 at this track – Damon Hill in 1993, Fernando Alonso in 2003, Jenson Button in 2006. Two champions were crowned here – Nigel Mansell in 1992 and Michael Schumacher in 2001.
This year, the season's climax is still far off, but the battle for victory will be tight and equal; no one can tell you in advance who will win at the Hungaroring in 2026.
The Hungarian event is always associated with summer vacation, marking the end of the first part of the season. This year, after the cancellation of two Middle Eastern races, the event will only be the eleventh. A few days after the finish will be spent on tire testing and returning to base, then everyone will head off on vacation.
The teams' bases will be closed for two weeks. Everyone is in a vacation mood, with the only break ahead in the marathon that started on February 20 at the winter tests in Bahrain, but when and where it will end is still unknown.
On Thursday in Hungary, during a FIA press conference, Isaac Hadjar was asked to summarize the first half of the season and discuss what goals are currently set for him at Red Bull Racing.
Isaac Hadjar: "The start of the season was challenging. In the first races, I made mistakes in situations that usually don't cause difficulties. At the same time, I handled more difficult tasks, finding a good rhythm and not falling too far behind Max, quite well.
In the last races, I managed to achieve stability, and the team solved several problems that complicated our lives. When the car is reliable and fast, it becomes much easier to show results.
Everything is going quite well, but I already want to have a race where I can fight for a real podium. That is our next goal.
The characteristics of our car suit me. It’s not easy to drive, but it behaves consistently. In the last few races, I have been able to extract the maximum from it, and I am satisfied with that.
But we are still not in the positions we want to be in. We still have work to do, especially when comparing our competitiveness with Ferrari and Mercedes. We need to keep improving, although there is definitely progress."
Isaac Hadjar: "The start of the season was challenging. In the first races, I made mistakes in situations that usually don't cause difficulties. At the same time, I handled more difficult tasks, finding a good rhythm and not falling too far behind Max, quite well.
In the last races, I managed to achieve stability, and the team solved several problems that complicated our lives. When the car is reliable and fast, it becomes much easier to show results.
Everything is going quite well, but I already want to have a race where I can fight for a real podium. That is our next goal.
The characteristics of our car suit me. It’s not easy to drive, but it behaves consistently. In the last few races, I have been able to extract the maximum from it, and I am satisfied with that.
But we are still not in the positions we want to be in. We still have work to do, especially when comparing our competitiveness with Ferrari and Mercedes. We need to keep improving, although there is definitely progress."
We reported that Alex Albon will have a new race engineer next season. Initially, it was assumed that it would be Tom Hart from Red Bull Racing, but the team from Milton Keynes persuaded Tom to stay and become Max Verstappen's race engineer. In Hungary, Alex Albon mentioned that he immediately approved Hart's candidacy when he saw the list of his potential race engineers. Alex Albon: "Of course, we wanted to invite Tom. I think Tom is an excellent specialist and a great race engineer. But we have other options as well. James, my current race engineer, will move to work at the factory next year. I think he will excel in that role. Now the task is to find someone who can take on his responsibilities and become my race engineer. Of course, we have several candidates. And with everyone we are considering, I was also involved in the discussion process." When asked if he personally tried to convince Tom Hart to move to Williams, Albon replied: "No. We just had a list of candidates we would like to invite. Tom was one of those whose name I saw on that list, and I immediately thought he was a great option."
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Paul Aron will replace Franco Colapinto in the first session of free practice for the Hungarian Grand Prix. For the Estonian driver, this will be his third participation in a practice session this season, but the first with Alpine. At the events in Barcelona and Austria, Aron drove an Audi.
Paul Aron: "I am looking forward to the opportunity to conduct my first practice session this season in the A526. I have been working with this car in the simulator in Enstone all year, and now it will be very useful to get on the track and feel how it behaves in real conditions.
Last season, I successfully completed three first practice sessions with the team, and now I want to build on that experience and do everything possible to help the team in the remaining part of the race weekend."
Pierre Gasly: "After Spa, I had a few days off, and I am ready for the event at the Hungaroring. Our goal is to go into the summer break with a positive mindset.
In recent weeks, it has become significantly more challenging for us, as some competitors have made serious gains, making the battle for places in the top ten much more intense both in qualifying and in the race. We understand what needs to be done to improve, but we also realize that these issues cannot be resolved quickly.
There are several aspects in which we can become better, and that is what we will focus on this weekend. We need to work on all the details and achieve the best possible result.
The Hungaroring is very different from Spa and Silverstone, where the previous two events took place. It is a much more technical track with different conditions, and it will be interesting to see how the current generation of cars performs on it.
I was disappointed that I couldn't earn points in Spa, so I am heading to Budapest with a strong desire and motivation to help the team achieve a good result."
Franco Colapinto: "I was very happy to earn one point on Sunday in Spa after a long battle with Pierre and Liam Lawson. There was a lot of fighting, and the race was eventful.
In Belgium, we looked a bit stronger compared to our closest rivals than in the previous rounds, and we will try to maintain this form in Budapest, although the Hungaroring presents completely different challenges.
I am well familiar with the track from my time in the junior series, where I achieved decent results. I am looking forward to returning to Hungary and the opportunity to drive the current generation of cars on it.
Energy management will be a much less complicated task than in the previous two rounds, as there are many corners on the track. I hope we can enjoy driving the lighter cars this year.
We will do everything possible to have a strong weekend, achieve a good result, and earn a few more points before the summer break."
Paul Aron: "I am looking forward to the opportunity to conduct my first practice session this season in the A526. I have been working with this car in the simulator in Enstone all year, and now it will be very useful to get on the track and feel how it behaves in real conditions.
Last season, I successfully completed three first practice sessions with the team, and now I want to build on that experience and do everything possible to help the team in the remaining part of the race weekend."
Pierre Gasly: "After Spa, I had a few days off, and I am ready for the event at the Hungaroring. Our goal is to go into the summer break with a positive mindset.
In recent weeks, it has become significantly more challenging for us, as some competitors have made serious gains, making the battle for places in the top ten much more intense both in qualifying and in the race. We understand what needs to be done to improve, but we also realize that these issues cannot be resolved quickly.
There are several aspects in which we can become better, and that is what we will focus on this weekend. We need to work on all the details and achieve the best possible result.
The Hungaroring is very different from Spa and Silverstone, where the previous two events took place. It is a much more technical track with different conditions, and it will be interesting to see how the current generation of cars performs on it.
I was disappointed that I couldn't earn points in Spa, so I am heading to Budapest with a strong desire and motivation to help the team achieve a good result."
Franco Colapinto: "I was very happy to earn one point on Sunday in Spa after a long battle with Pierre and Liam Lawson. There was a lot of fighting, and the race was eventful.
In Belgium, we looked a bit stronger compared to our closest rivals than in the previous rounds, and we will try to maintain this form in Budapest, although the Hungaroring presents completely different challenges.
I am well familiar with the track from my time in the junior series, where I achieved decent results. I am looking forward to returning to Hungary and the opportunity to drive the current generation of cars on it.
Energy management will be a much less complicated task than in the previous two rounds, as there are many corners on the track. I hope we can enjoy driving the lighter cars this year.
We will do everything possible to have a strong weekend, achieve a good result, and earn a few more points before the summer break."
FIA President Mohammed ben Sulayem spoke about the progress of discussions regarding the possible return of V8 engines to Formula 1. If the proposal is implemented, these engines will return in 2030 or 2031.
The transition to V8 is being discussed against the backdrop of dissatisfaction with the current generation of power units, which has faced criticism from drivers due to a high dependence on the electric component and difficulties in energy management.
Mohammed ben Sulayem: "We also make mistakes and sometimes miscalculate, just like the teams. But the main thing is that at FIA we are always ready to acknowledge this and correct it.
If we recall the beginning of this season, the competition was not as tight as it is now. Now the competition has become much higher. The gaps between teams are no longer as large. FIA has also contributed to this. We carefully analyze all incoming information and consider all team requests.
Ultimately, there are power unit manufacturers, and a qualified majority is required for decision-making – four votes out of six. There are also teams that must ensure that the championship remains competitive and fair.
As for the possible return of V8 engines, we first need to understand what goals we are setting for ourselves and why we are doing this at all. In my opinion, we need a new engine concept that meets all key requirements.
One important factor is the sound, as it is significant for fans. Additionally, the engine should be simpler and cheaper. At the same time, we can maintain 100% environmental friendliness by using synthetic fuel. Right now, we are calculating various options together with the teams.
We are consulting with teams, power unit manufacturers, and drivers. This is very important. The decision depends not only on me or the teams, as it is the drivers who drive these cars."
The transition to V8 is being discussed against the backdrop of dissatisfaction with the current generation of power units, which has faced criticism from drivers due to a high dependence on the electric component and difficulties in energy management.
Mohammed ben Sulayem: "We also make mistakes and sometimes miscalculate, just like the teams. But the main thing is that at FIA we are always ready to acknowledge this and correct it.
If we recall the beginning of this season, the competition was not as tight as it is now. Now the competition has become much higher. The gaps between teams are no longer as large. FIA has also contributed to this. We carefully analyze all incoming information and consider all team requests.
Ultimately, there are power unit manufacturers, and a qualified majority is required for decision-making – four votes out of six. There are also teams that must ensure that the championship remains competitive and fair.
As for the possible return of V8 engines, we first need to understand what goals we are setting for ourselves and why we are doing this at all. In my opinion, we need a new engine concept that meets all key requirements.
One important factor is the sound, as it is significant for fans. Additionally, the engine should be simpler and cheaper. At the same time, we can maintain 100% environmental friendliness by using synthetic fuel. Right now, we are calculating various options together with the teams.
We are consulting with teams, power unit manufacturers, and drivers. This is very important. The decision depends not only on me or the teams, as it is the drivers who drive these cars."
Former Formula 1, FIA WEC, Super Formula, Super GT driver and Formula E steward Vitantonio Liuzzi has been invited by the FIA to serve as the third steward for the Hungarian Grand Prix. Alongside him, the controversial moments will be discussed by Australian Harry Connelly and member of the Australian Rally Commission Matthew Selly. This season, the stewards included: Pedro Lamy in Australia, China, Canada, Austria, the UK, and Belgium, Derek Warwick in Japan, Monaco, and Barcelona, while Vitantonio Liuzzi was invited to Miami.
On the eve of the Hungarian Grand Prix, the FIA announced changes to the track and confirmed the locations of the activation zones for the overtake mode (OT) and SM (Straight Mode) zones. Compared to last year, the asphalt has been relaid along the entire length of the 1st and 12th corners at the Hungaroring. The Trackside Signal Panel (TSP) 15, used for signaling to drivers, has been moved to the "100 meters" sign before the 12th corner.
There is one overtake mode zone on the Hungarian track. The detection point for this zone is located at the entrance to the 14th corner. Being within one second of the competitor's car at the measurement point, the driver will be able to activate the overtake mode, receiving an additional 0.5 MJ of electrical energy. The activation point for the overtake mode is 30 meters after the 14th corner. The SM zones are divided into two subsections – zones where active aerodynamics are used under normal tire grip conditions (the rear and front wings can be opened) and under reduced grip conditions (on a wet track, only the front wing can be opened).
Under normal grip conditions, active aerodynamics can be used in sections that begin 40 meters after the 14th corner, 30 meters after corner 1A, 50 meters after the 3rd, and 60 meters after the 11th. Under reduced grip conditions, active aerodynamics can be used in sections that begin 100 meters after the 14th corner, 100 meters after corner 1A, 80 meters after the 3rd, and 90 meters after the 11th.
There is one overtake mode zone on the Hungarian track. The detection point for this zone is located at the entrance to the 14th corner. Being within one second of the competitor's car at the measurement point, the driver will be able to activate the overtake mode, receiving an additional 0.5 MJ of electrical energy. The activation point for the overtake mode is 30 meters after the 14th corner. The SM zones are divided into two subsections – zones where active aerodynamics are used under normal tire grip conditions (the rear and front wings can be opened) and under reduced grip conditions (on a wet track, only the front wing can be opened).
Under normal grip conditions, active aerodynamics can be used in sections that begin 40 meters after the 14th corner, 30 meters after corner 1A, 50 meters after the 3rd, and 60 meters after the 11th. Under reduced grip conditions, active aerodynamics can be used in sections that begin 100 meters after the 14th corner, 100 meters after corner 1A, 80 meters after the 3rd, and 90 meters after the 11th.
After the finish in Spa, many drivers rushed to the screens to watch the final match of the World Cup, as there was enough time to get home before the broadcast started. Before the start, Fernando Alonso even joked that considering the team's form and the speed of his Aston Martin, he was looking forward to the evening football even more than the start of the race in Spa. He added that he and his friends were more concerned that England would be the opponent in the final. "We are happy with Argentina; it will be easier with them, although Lionel Messi is a huge problem," Fernando said on Sunday afternoon. After the final, Alonso and Carlos Sainz congratulated the team on their victory, and Argentina's representative Franco Colapinto posted on social media that he, along with the country, was mourning the defeat.
Commenting on a series of problems that significantly increased his gap from his teammate in Spa, George Russell reacted to the situation with a message on social media.
From the start of the weekend, George's car had an issue – the power unit was losing some power on the straight. He tried to minimize these losses by adjusting the settings and his driving style, and before the start, Mercedes even said that a solution seemed to have been found, but the situation repeated itself during the race. Moreover, according to Toto Wolff, it occurred in all Mercedes power units, not just George's.
It was this – the loss of power, rather than battling with Lewis Hamilton, that Russell today named as the main reason for the collision that led to his exit and retirement from the race.
After the Belgian Grand Prix, Russell is 50 points behind Antonelli in the personal standings, and he wrote on his social media accounts: "It knocks us down, but we get back up! No matter how many times it happens. This year has had its fair share of tough moments, but I will not stop fighting."
From the start of the weekend, George's car had an issue – the power unit was losing some power on the straight. He tried to minimize these losses by adjusting the settings and his driving style, and before the start, Mercedes even said that a solution seemed to have been found, but the situation repeated itself during the race. Moreover, according to Toto Wolff, it occurred in all Mercedes power units, not just George's.
It was this – the loss of power, rather than battling with Lewis Hamilton, that Russell today named as the main reason for the collision that led to his exit and retirement from the race.
After the Belgian Grand Prix, Russell is 50 points behind Antonelli in the personal standings, and he wrote on his social media accounts: "It knocks us down, but we get back up! No matter how many times it happens. This year has had its fair share of tough moments, but I will not stop fighting."
We have already quoted Oscar Piastri's words, who complained that drivers have little influence on the algorithm of the new generation power unit. Alpine driver Pierre Gasly agrees with him, highlighting the main issues that hinder drivers on a fast lap.
Pierre Gasly: "I completely agree with Oscar. There are several points in this matter. Firstly, there is the instability that arises from the complexity of the entire system.
You can gain one and a half tenths on one lap, and for some reason, that doesn't happen on the next. This is especially noticeable in qualifying – if the system doesn't work optimally on the only fast lap, you can lose several positions immediately. Of course, there's nothing good about that.
Secondly, the system doesn't always reward risk. You try to take corners as quickly as possible, take risks, gain time, allow for a little slip, heat the tires more, and then it turns into a loss of power on the straights due to the characteristics of the power unit's operation.
In my opinion, this is wrong because I was taught from a young age to take corners as quickly as possible.
On the other hand, everyone is in the same conditions, and you just need to adapt to them wisely. Whether we like it or not, sometimes you have to compromise. You can't call such a situation ideal, but when you understand the limits of possibilities, you just have to find a way to use the power unit as effectively as possible."
Pierre Gasly: "I completely agree with Oscar. There are several points in this matter. Firstly, there is the instability that arises from the complexity of the entire system.
You can gain one and a half tenths on one lap, and for some reason, that doesn't happen on the next. This is especially noticeable in qualifying – if the system doesn't work optimally on the only fast lap, you can lose several positions immediately. Of course, there's nothing good about that.
Secondly, the system doesn't always reward risk. You try to take corners as quickly as possible, take risks, gain time, allow for a little slip, heat the tires more, and then it turns into a loss of power on the straights due to the characteristics of the power unit's operation.
In my opinion, this is wrong because I was taught from a young age to take corners as quickly as possible.
On the other hand, everyone is in the same conditions, and you just need to adapt to them wisely. Whether we like it or not, sometimes you have to compromise. You can't call such a situation ideal, but when you understand the limits of possibilities, you just have to find a way to use the power unit as effectively as possible."
We have already quoted Oscar Piastri's words, who complained that drivers have little influence on the algorithm of the new generation power unit. Alpine driver Pierre Gasly agrees with him, highlighting the main issues that hinder drivers on a fast lap.
Pierre Gasly: "I completely agree with Oscar. There are several points in this matter. Firstly, there is the instability that arises from the complexity of the entire system.
You can gain one and a half tenths on one lap, and for some reason, that doesn't happen on the next. This is especially noticeable in qualifying – if the system doesn't work optimally on the only fast lap, you can lose several positions immediately. Of course, there's nothing good about that.
Secondly, the system doesn't always reward risk. You try to take corners as quickly as possible, take risks, gain time, allow for a little slip, heat the tires more, and then it turns into a loss of power on the straights due to the peculiarities of the power unit's operation.
In my opinion, this is wrong because I was taught from a young age to take corners as quickly as possible.
On the other hand, everyone is in the same conditions, and you just need to adapt to them wisely. Whether we like it or not, sometimes you have to compromise. You can't call such a situation ideal, but when you understand the limits of possibilities, you just have to find a way to use the power unit as effectively as possible."
Pierre Gasly: "I completely agree with Oscar. There are several points in this matter. Firstly, there is the instability that arises from the complexity of the entire system.
You can gain one and a half tenths on one lap, and for some reason, that doesn't happen on the next. This is especially noticeable in qualifying – if the system doesn't work optimally on the only fast lap, you can lose several positions immediately. Of course, there's nothing good about that.
Secondly, the system doesn't always reward risk. You try to take corners as quickly as possible, take risks, gain time, allow for a little slip, heat the tires more, and then it turns into a loss of power on the straights due to the peculiarities of the power unit's operation.
In my opinion, this is wrong because I was taught from a young age to take corners as quickly as possible.
On the other hand, everyone is in the same conditions, and you just need to adapt to them wisely. Whether we like it or not, sometimes you have to compromise. You can't call such a situation ideal, but when you understand the limits of possibilities, you just have to find a way to use the power unit as effectively as possible."