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."
The chief engineer of Pirelli, Simone Berra, summarized the results of Friday's practice in Hungary and suggested that a two-stop strategy might be preferable to a one-stop strategy in the race.
Simone Berra: "We will have a clearer picture tomorrow when the teams continue their work on the track, analyzing the information gathered on Friday. So far, based on the results of the first two practice sessions, it is not possible to definitively say how many pit stops will be the optimal strategy for the race on Sunday.
Six teams have kept two sets of Hard tires, while the others have already used at least one set. This indicates that there is no consensus on the optimal strategy for the Hungarian Grand Prix yet.
Judging by the level of tire wear we saw in the second practice session when drivers were running at a higher pace, a two-stop strategy may prove to be faster than a one-stop strategy. However, it should not be forgotten that overtaking at the Hungaroring is very difficult, so track position remains one of the key factors.
Throughout the day, the level of grip on the track remained relatively low. The Soft tires performed the best, providing higher mechanical grip from the first laps and allowing the cars to fully exploit their potential. At the same time, granulation was observed on the front left tire of the Mediums.
Overall, it is important to preserve the rear tires on the Hungarian track while simultaneously managing the inevitable wear of the fronts. As the track conditions improve throughout the weekend, the impact of this factor should decrease.
The speed difference between the Soft and Medium compounds was about eight-tenths of a second, which corresponds to our calculations.
Now all attention is on the first part of qualifying. On such a short track, it will be challenging for drivers to find the optimal mode for both the out lap and the fast lap."
Simone Berra: "We will have a clearer picture tomorrow when the teams continue their work on the track, analyzing the information gathered on Friday. So far, based on the results of the first two practice sessions, it is not possible to definitively say how many pit stops will be the optimal strategy for the race on Sunday.
Six teams have kept two sets of Hard tires, while the others have already used at least one set. This indicates that there is no consensus on the optimal strategy for the Hungarian Grand Prix yet.
Judging by the level of tire wear we saw in the second practice session when drivers were running at a higher pace, a two-stop strategy may prove to be faster than a one-stop strategy. However, it should not be forgotten that overtaking at the Hungaroring is very difficult, so track position remains one of the key factors.
Throughout the day, the level of grip on the track remained relatively low. The Soft tires performed the best, providing higher mechanical grip from the first laps and allowing the cars to fully exploit their potential. At the same time, granulation was observed on the front left tire of the Mediums.
Overall, it is important to preserve the rear tires on the Hungarian track while simultaneously managing the inevitable wear of the fronts. As the track conditions improve throughout the weekend, the impact of this factor should decrease.
The speed difference between the Soft and Medium compounds was about eight-tenths of a second, which corresponds to our calculations.
Now all attention is on the first part of qualifying. On such a short track, it will be challenging for drivers to find the optimal mode for both the out lap and the fast lap."
On Friday at the Hungaroring, both Racing Bulls drivers made it into the top ten…
Liam Lawson (7th): "A positive Friday. The car is fast, but the track is quite challenging; it's not easy to get a clean lap here. We'll think about the settings tonight to give ourselves the best chance of making it to the qualifying final. I really enjoy racing at the Hungaroring and I'm looking forward to tomorrow when I get back on track."
Arvid Lindblad (10th): "The day went pretty well. We have things to work on, but it's a decent start. There are a couple of areas where I need to improve, but we have a clear idea of what to do tomorrow. We expected Audi to be a step ahead this weekend – this track suits their car better. However, we have been quite competitive here in the past, and if we do everything right tomorrow, we can make it to the qualifying final."
Liam Lawson (7th): "A positive Friday. The car is fast, but the track is quite challenging; it's not easy to get a clean lap here. We'll think about the settings tonight to give ourselves the best chance of making it to the qualifying final. I really enjoy racing at the Hungaroring and I'm looking forward to tomorrow when I get back on track."
Arvid Lindblad (10th): "The day went pretty well. We have things to work on, but it's a decent start. There are a couple of areas where I need to improve, but we have a clear idea of what to do tomorrow. We expected Audi to be a step ahead this weekend – this track suits their car better. However, we have been quite competitive here in the past, and if we do everything right tomorrow, we can make it to the qualifying final."
"I constantly attempt to steer clear of these situations."
Several Formula 1 drivers reportedly did not attend a crucial FIA meeting in Hungary that was intended to address driving standards and contentious stewarding decisions from Spa. Reports indicate that Lewis Hamilton, Fernando Alonso, Sergio Perez, Valtteri Bottas, and Lance Stroll were among those who were absent. The meeting had been planned prior to the Belgian GP, but its significance increased following Hamilton’s first-lap collision with George Russell and Charles Leclerc’s later contact with Oscar Piastri. Hamilton received a five-second penalty for the incident involving Russell, although Russell himself referred to it as a racing incident. "I constantly attempt to steer clear of these situations," Hamilton stated. "I don't have any additional information. It's not something I dwell on, but I'm certain they will review it. The FIA strives to perform their duties to the best of their ability and to maintain consistency." "You won't always attain that consistency, but I don't linger on what happened last week. It's done now, and we must focus on the future." McLaren was also displeased that Leclerc was not penalized after his contact with Piastri.
Several Formula 1 drivers reportedly did not attend a crucial FIA meeting in Hungary that was intended to address driving standards and contentious stewarding decisions from Spa. Reports indicate that Lewis Hamilton, Fernando Alonso, Sergio Perez, Valtteri Bottas, and Lance Stroll were among those who were absent. The meeting had been planned prior to the Belgian GP, but its significance increased following Hamilton’s first-lap collision with George Russell and Charles Leclerc’s later contact with Oscar Piastri. Hamilton received a five-second penalty for the incident involving Russell, although Russell himself referred to it as a racing incident. "I constantly attempt to steer clear of these situations," Hamilton stated. "I don't have any additional information. It's not something I dwell on, but I'm certain they will review it. The FIA strives to perform their duties to the best of their ability and to maintain consistency." "You won't always attain that consistency, but I don't linger on what happened last week. It's done now, and we must focus on the future." McLaren was also displeased that Leclerc was not penalized after his contact with Piastri.
"I make an effort to steer clear of these situations."
Several Formula 1 drivers reportedly missed a crucial FIA meeting in Hungary aimed at discussing driving standards and the controversial stewarding decisions from Spa. Reports indicate that Lewis Hamilton, Fernando Alonso, Sergio Perez, Valtteri Bottas, and Lance Stroll were among those not present. The meeting had been planned prior to the Belgian GP, but its importance increased following Hamilton’s first-lap collision with George Russell and Charles Leclerc’s subsequent contact with Oscar Piastri. Hamilton was given a five-second penalty for the incident involving Russell, even though Russell referred to it as a racing incident. "I make an effort to steer clear of these situations," Hamilton remarked. "I don't know any more details. It's not something that occupies my mind, but I’m sure they’ll review it. The FIA aims to perform its duties to the best of its ability and maintain consistency." "Consistency isn't always achieved, but I don't fixate on what transpired last week. It's behind us now, and we must focus on the future." McLaren also expressed dissatisfaction that Leclerc faced no punishment following the contact with Piastri.
Several Formula 1 drivers reportedly missed a crucial FIA meeting in Hungary aimed at discussing driving standards and the controversial stewarding decisions from Spa. Reports indicate that Lewis Hamilton, Fernando Alonso, Sergio Perez, Valtteri Bottas, and Lance Stroll were among those not present. The meeting had been planned prior to the Belgian GP, but its importance increased following Hamilton’s first-lap collision with George Russell and Charles Leclerc’s subsequent contact with Oscar Piastri. Hamilton was given a five-second penalty for the incident involving Russell, even though Russell referred to it as a racing incident. "I make an effort to steer clear of these situations," Hamilton remarked. "I don't know any more details. It's not something that occupies my mind, but I’m sure they’ll review it. The FIA aims to perform its duties to the best of its ability and maintain consistency." "Consistency isn't always achieved, but I don't fixate on what transpired last week. It's behind us now, and we must focus on the future." McLaren also expressed dissatisfaction that Leclerc faced no punishment following the contact with Piastri.
GPDA chairman Alex Wurz stated that Formula 1 drivers have already influenced changes to the 2026 regulations, which have faced significant criticism, although a complete overhaul was not feasible. The former F1 racer acknowledged the numerous complaints from Max Verstappen and others but noted that the controversy has not harmed the sport's commercial appeal.
"There has been considerable dissatisfaction among drivers and insiders," Wurz commented to Austria’s Osterreich newspaper. "However, that hasn’t adversely affected the F1 brand. On the contrary, viewership remains strong, particularly among younger audiences, who stick around until the very end. Yet, there are constant claims that today’s youth have short attention spans."
Verstappen has been a vocal critic of the current cars and has often tied his future in the sport to whether Formula 1 becomes more enjoyable again.
"When a leading figure from recent years questions his future, it raises some issues," Wurz remarked. "Only he can answer those questions. I think he himself is uncertain about the direction things are headed, but I believe he’ll continue with Formula 1. After all, that’s where the fastest and most exciting cars are. We can observe that the regulations are improving and heading towards what he prefers."
Wurz acknowledged Verstappen's frustration is justifiable. "I understand his perspective. Maybe the regulations were altered too much and too rapidly," the Austrian expressed.
As the chairman of the drivers’ association, Wurz asserts that the GPDA has been instrumental in prompting the FIA and manufacturers to take action. "We’re already doing it. Without the involvement of the GPDA, the regulations wouldn’t have been modified," he stated. "However, to be fair to the engine manufacturers, significant changes couldn’t happen all at once but rather in increments. A lot will transpire in the next two years. The share of combustion engines will increase again, but a hybrid element will remain."
On the track, Wurz admitted his pre-season prediction of George Russell as champion now seems increasingly improbable. "Did I really bet on Russell?" he joked. "Joking aside, Kimi is adapting to the new car and energy management demands exceptionally well, while George is finding it challenging. Plus, Kimi is a good guy and appears to have plenty of friends."
"There has been considerable dissatisfaction among drivers and insiders," Wurz commented to Austria’s Osterreich newspaper. "However, that hasn’t adversely affected the F1 brand. On the contrary, viewership remains strong, particularly among younger audiences, who stick around until the very end. Yet, there are constant claims that today’s youth have short attention spans."
Verstappen has been a vocal critic of the current cars and has often tied his future in the sport to whether Formula 1 becomes more enjoyable again.
"When a leading figure from recent years questions his future, it raises some issues," Wurz remarked. "Only he can answer those questions. I think he himself is uncertain about the direction things are headed, but I believe he’ll continue with Formula 1. After all, that’s where the fastest and most exciting cars are. We can observe that the regulations are improving and heading towards what he prefers."
Wurz acknowledged Verstappen's frustration is justifiable. "I understand his perspective. Maybe the regulations were altered too much and too rapidly," the Austrian expressed.
As the chairman of the drivers’ association, Wurz asserts that the GPDA has been instrumental in prompting the FIA and manufacturers to take action. "We’re already doing it. Without the involvement of the GPDA, the regulations wouldn’t have been modified," he stated. "However, to be fair to the engine manufacturers, significant changes couldn’t happen all at once but rather in increments. A lot will transpire in the next two years. The share of combustion engines will increase again, but a hybrid element will remain."
On the track, Wurz admitted his pre-season prediction of George Russell as champion now seems increasingly improbable. "Did I really bet on Russell?" he joked. "Joking aside, Kimi is adapting to the new car and energy management demands exceptionally well, while George is finding it challenging. Plus, Kimi is a good guy and appears to have plenty of friends."
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On Friday, the National Highway Traffic Safety Administration rejected a petition to look into the Tesla Model 3’s emergency door handles, which are considered difficult to find and unsafe in the event of a crash. However, in that decision, the agency committed to creating new regulations that will require a clear and dependable door egress system in all vehicles.
It will take time to formulate these regulations; one expert interviewed by Bloomberg predicted that they may not be established as a new Federal Motor Vehicle Safety Standard until at least 2030. Nonetheless, this marks a significant step forward, particularly given recent incidents.
In recent years, numerous passengers have been trapped in crashed or burning cars, struggling to escape due to the malfunction of their vehicles’ electronic door handles and the challenge of locating the often concealed mechanical backups. Compounding the issue, these backup handles are typically situated inside the vehicles, complicating the work for first responders.
Consider Rivian, for instance. For a rear-seat passenger in a newer R1S or R1T to access the emergency handles, they need to first remove a plastic cover that conceals a pull cord. Rivian allegedly recognized the potential problems this could create after implementing this design and opted not to hide the secondary handles in a similar manner in its newer R2 model. However, the R1 series continues to function this way, and there are currently no regulations compelling the company to amend it.
Ideally, that would change following this rulemaking initiative. The NHTSA dismissed the petition regarding a defect concerning Tesla specifically because the system was functioning as intended, albeit with significant risks during emergencies. Instead, the agency is focusing on establishing future standards.
“NHTSA does not believe that the issues presented by the Petitioner indicate the likelihood of a safety-related defect that would warrant a defect investigation, and the issue is best addressed through the rulemaking process,” the department's docket filed on Friday states.
Do you have a tip? Contact us at tips@thedrive.com.
The latest in car news and reviews, no nonsense.
Subscribe to our free daily newsletter for the stories that matter most, delivered to you every weekday.
On Friday, the National Highway Traffic Safety Administration rejected a petition to look into the Tesla Model 3’s emergency door handles, which are considered difficult to find and unsafe in the event of a crash. However, in that decision, the agency committed to creating new regulations that will require a clear and dependable door egress system in all vehicles.
It will take time to formulate these regulations; one expert interviewed by Bloomberg predicted that they may not be established as a new Federal Motor Vehicle Safety Standard until at least 2030. Nonetheless, this marks a significant step forward, particularly given recent incidents.
In recent years, numerous passengers have been trapped in crashed or burning cars, struggling to escape due to the malfunction of their vehicles’ electronic door handles and the challenge of locating the often concealed mechanical backups. Compounding the issue, these backup handles are typically situated inside the vehicles, complicating the work for first responders.
Consider Rivian, for instance. For a rear-seat passenger in a newer R1S or R1T to access the emergency handles, they need to first remove a plastic cover that conceals a pull cord. Rivian allegedly recognized the potential problems this could create after implementing this design and opted not to hide the secondary handles in a similar manner in its newer R2 model. However, the R1 series continues to function this way, and there are currently no regulations compelling the company to amend it.
Ideally, that would change following this rulemaking initiative. The NHTSA dismissed the petition regarding a defect concerning Tesla specifically because the system was functioning as intended, albeit with significant risks during emergencies. Instead, the agency is focusing on establishing future standards.
“NHTSA does not believe that the issues presented by the Petitioner indicate the likelihood of a safety-related defect that would warrant a defect investigation, and the issue is best addressed through the rulemaking process,” the department's docket filed on Friday states.
Do you have a tip? Contact us at tips@thedrive.com.
Esteban Ocon's contract with Haas F1 is set to last until the end of 2026, and there are rumors that it will not be extended. Negotiations will take place during the summer break, so the Frenchman won't be able to forget about Formula 1 for a while...
Esteban Ocon: "I have nothing to say about the contract for now. I think the summer break will be quite intense. We'll see. Right now, we are fully focused on the upcoming race.
There are always options. First, we will discuss everything with the team. I have been with Haas F1 for two years. I was invited by Ayo Komatsu, and I will first talk to this team.
Am I disappointed with how this season is going? It's probably not disappointment; there are just too many problems. Too many things are preventing us from showing good results.
This has probably been the toughest first half of the season in my career. This includes both the lack of stability of the car from race to race and the number of problems I have faced. I hope everything will get better. We are all working hard on this together. It's tough not only for me but for the whole team."
Esteban Ocon: "I have nothing to say about the contract for now. I think the summer break will be quite intense. We'll see. Right now, we are fully focused on the upcoming race.
There are always options. First, we will discuss everything with the team. I have been with Haas F1 for two years. I was invited by Ayo Komatsu, and I will first talk to this team.
Am I disappointed with how this season is going? It's probably not disappointment; there are just too many problems. Too many things are preventing us from showing good results.
This has probably been the toughest first half of the season in my career. This includes both the lack of stability of the car from race to race and the number of problems I have faced. I hope everything will get better. We are all working hard on this together. It's tough not only for me but for the whole team."
Lance Stroll prematurely ended the first practice due to an unexpected suspension failure and missed the second one – the mechanics couldn't repair the car due to a lack of spare parts, which will be delivered by plane tonight. Everything should be ready by the start of the third practice.
Pedro de la Rosa, team representative: "Due to the lack of spare parts, we couldn't repair Lance's car in time, but he will be on the track on Saturday. This is very important.
Driving this car is a completely new experience, with different characteristics, and the drivers also need to adapt. It's not just about the car's settings, but about the drivers getting used to it. Some parts need to be repaired, while others will be delivered later."
Pedro de la Rosa, team representative: "Due to the lack of spare parts, we couldn't repair Lance's car in time, but he will be on the track on Saturday. This is very important.
Driving this car is a completely new experience, with different characteristics, and the drivers also need to adapt. It's not just about the car's settings, but about the drivers getting used to it. Some parts need to be repaired, while others will be delivered later."
Hungarian Grand Prix: Norris - Verstappen - Antonelli
Sunny. Dry. Air +30…31°C, track +51...49°C
In 2026, the Hungarian weekend did not take place in the calm and relaxed atmosphere of vacation anticipation, as usual, but turned out to be truly combative. Recent stages on fast tracks in Silverstone and Spa were easier for the teams than on the slow Hungaroring.
All practices were interrupted by red flags, and the power dynamics looked completely different than last week in Spa – and the teams could not explain the unexpected loss of competitiveness.
On Friday, Lewis Hamilton led, and everyone talked about Ferrari's advantage, but on Saturday, Lando Norris from McLaren set the best time in practice and qualifying. This was the first pole of the season that did not go to Mercedes.
Aston Martin brought the AMR26 "specification B" for the first time – and Fernando Alonso made it to the second part of qualifying for the first time this season.
Two drivers lost three places at the start. Hamilton inadvertently hindered Oscar Piastri's fast lap, while Antonelli did not slow down enough under yellow flags when Verstappen spun at the end of qualifying. Cadillac violated the closed park conditions, and Sergio Perez started from the pit lane.
Norris and Leclerc started the race from the front row of the grid, Piastri and Verstappen from the second, Hamilton and Russell from the third. Championship leader Kimi Antonelli started seventh.
Pirelli brought a "soft" trio of compounds for the stage – C3, C4, and C5 as Hard, Medium, and Soft.
Sunday was the hottest day of the weekend, but fans paid no attention to the weather, as the stands were completely filled on Saturday.
Leclerc, Hamilton, Bortoleto, Alonso, Sainz, and Stroll started on Soft, while the others chose Medium.
At the start, Piastri overtook Leclerc and Norris, taking the lead in the race. Hamilton passed Leclerc, who lost three positions. Russell's system that prevents the engine from stalling worked, and he exited the first corner last.
The top ten on the 2nd lap: Piastri - Norris - Verstappen - Hamilton - Leclerc - Antonelli - Hadjar - Lawson - Lindblad - Hülkenberg.
Russell made several overtakes and climbed to 15th place by the fifth lap.
On the 9th lap, Stroll changed tires.
Many drivers pursued their rivals with an interval of less than a second, but overtaking in Hungary is almost impossible without a significant speed difference. Hamilton attempted to attack Verstappen several times, but the straight ended too early for overtaking.
On the 12th lap, Albon went off in the fourth corner but continued moving.
On the 14th lap, Hamilton was the first of the leaders to make a pit stop, returning in ninth. On the 15th, Red Bull responded with Verstappen's pit stop – and Max returned to the track right behind Lewis.
Bottas informed his engineer that the brakes were smoking. The front left wheel was on fire. Valtteri turned into the pits but did not reach the team, stopping near the pit lane.
On the 16th lap, Verstappen overtook Hamilton.
On the 17th lap, Piastri, Leclerc, and Gasly changed tires, on the 18th – Norris and Ocon, on the 19th – Sainz, on the 20th – Hadjar and Hülkenberg, on the 21st – Lindblad, on the 22nd – Lawson, on the 23rd – Perez, Antonelli, and Berman, on the 27th – Albon, on the 28th – Russell.
On the 29th, Norris made a mistake and went off the track but continued moving.
On the 30th lap, Bortoleto changed tires.
The top ten on the 30th lap: Piastri - Norris - Verstappen - Hamilton - Leclerc - Antonelli - Hadjar - Russell - Lawson - Lindblad.
On the 31st lap, Hamilton made his second pit stop. Returning to the track, Lewis overtook Hadjar and increased the pace.
On the 34th lap, Piastri changed tires, on the 36th – Alonso (only the first pit stop), on the 37th – Leclerc and Ocon.
On the 38th lap, Alonso overtook Sainz in the battle for 16th place.
Sunny. Dry. Air +30…31°C, track +51...49°C
In 2026, the Hungarian weekend did not take place in the calm and relaxed atmosphere of vacation anticipation, as usual, but turned out to be truly combative. Recent stages on fast tracks in Silverstone and Spa were easier for the teams than on the slow Hungaroring.
All practices were interrupted by red flags, and the power dynamics looked completely different than last week in Spa – and the teams could not explain the unexpected loss of competitiveness.
On Friday, Lewis Hamilton led, and everyone talked about Ferrari's advantage, but on Saturday, Lando Norris from McLaren set the best time in practice and qualifying. This was the first pole of the season that did not go to Mercedes.
Aston Martin brought the AMR26 "specification B" for the first time – and Fernando Alonso made it to the second part of qualifying for the first time this season.
Two drivers lost three places at the start. Hamilton inadvertently hindered Oscar Piastri's fast lap, while Antonelli did not slow down enough under yellow flags when Verstappen spun at the end of qualifying. Cadillac violated the closed park conditions, and Sergio Perez started from the pit lane.
Norris and Leclerc started the race from the front row of the grid, Piastri and Verstappen from the second, Hamilton and Russell from the third. Championship leader Kimi Antonelli started seventh.
Pirelli brought a "soft" trio of compounds for the stage – C3, C4, and C5 as Hard, Medium, and Soft.
Sunday was the hottest day of the weekend, but fans paid no attention to the weather, as the stands were completely filled on Saturday.
Leclerc, Hamilton, Bortoleto, Alonso, Sainz, and Stroll started on Soft, while the others chose Medium.
At the start, Piastri overtook Leclerc and Norris, taking the lead in the race. Hamilton passed Leclerc, who lost three positions. Russell's system that prevents the engine from stalling worked, and he exited the first corner last.
The top ten on the 2nd lap: Piastri - Norris - Verstappen - Hamilton - Leclerc - Antonelli - Hadjar - Lawson - Lindblad - Hülkenberg.
Russell made several overtakes and climbed to 15th place by the fifth lap.
On the 9th lap, Stroll changed tires.
Many drivers pursued their rivals with an interval of less than a second, but overtaking in Hungary is almost impossible without a significant speed difference. Hamilton attempted to attack Verstappen several times, but the straight ended too early for overtaking.
On the 12th lap, Albon went off in the fourth corner but continued moving.
On the 14th lap, Hamilton was the first of the leaders to make a pit stop, returning in ninth. On the 15th, Red Bull responded with Verstappen's pit stop – and Max returned to the track right behind Lewis.
Bottas informed his engineer that the brakes were smoking. The front left wheel was on fire. Valtteri turned into the pits but did not reach the team, stopping near the pit lane.
On the 16th lap, Verstappen overtook Hamilton.
On the 17th lap, Piastri, Leclerc, and Gasly changed tires, on the 18th – Norris and Ocon, on the 19th – Sainz, on the 20th – Hadjar and Hülkenberg, on the 21st – Lindblad, on the 22nd – Lawson, on the 23rd – Perez, Antonelli, and Berman, on the 27th – Albon, on the 28th – Russell.
On the 29th, Norris made a mistake and went off the track but continued moving.
On the 30th lap, Bortoleto changed tires.
The top ten on the 30th lap: Piastri - Norris - Verstappen - Hamilton - Leclerc - Antonelli - Hadjar - Russell - Lawson - Lindblad.
On the 31st lap, Hamilton made his second pit stop. Returning to the track, Lewis overtook Hadjar and increased the pace.
On the 34th lap, Piastri changed tires, on the 36th – Alonso (only the first pit stop), on the 37th – Leclerc and Ocon.
On the 38th lap, Alonso overtook Sainz in the battle for 16th place.
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