The streaming service Prime Video is producing a documentary series about Lando Norris. The project, tentatively titled Lando, will tell the story of the current Formula 1 world champion's life both on and off the track. The world premiere of the three-part project is scheduled for 2027. The production is handled by the production company Box to Box Films, whose most well-known project is another documentary series about Formula 1, Drive to Survive. The creators of the series plan to showcase Norris's life up until his 27th birthday (November 13, 2026). The focus will not only be on the story of defending the championship title but also on the personal life of the McLaren driver.
Lando Norris: "We have been filming for quite a while now. I already share many episodes of my life with people, but this series will allow them to see much more of what I do outside of the racetrack. I have been actively involved in the creation of the project, so I hope people will find it interesting to see what usually stays behind the scenes."
Lando Norris: "We have been filming for quite a while now. I already share many episodes of my life with people, but this series will allow them to see much more of what I do outside of the racetrack. I have been actively involved in the creation of the project, so I hope people will find it interesting to see what usually stays behind the scenes."
Kimi Raikkonen's 11-year-old son Robin may make a significant move toward Formula 1 before the year's end. In an interview with Ilta-Sanomat at Zandvoort, Gino Rosato—Robin's godfather, a close family associate, and now a consultant for Red Bull—verified that discussions about driver academy opportunities are already underway.
"Definitely," he remarked. "We are actively working on these matters."
"We are currently assessing options."
When inquired if Ferrari might be among those options, Rosato declined to comment. "It’s a surprise," he grinned, suggesting that news could arrive soon. "We hope to reveal significant updates on this front this year."
Having spent nearly 30 years at Ferrari and maintaining a close relationship with the Raikkonen family, Rosato emphasized that the focus lies more on finding the appropriate environment than merely leveraging a well-known surname. "Our aim is to prioritize what’s best for the child, rather than what’s best for the name," he noted. "The name can open doors, but we must ensure those doors remain open by placing them in the right program and with the right people."
Robin has already displayed potential in karting, yet Rosato highlighted that Kimi and Minttu Raikkonen are taking a thoughtful approach. "Kimi is very realistic," he clarified. "He won’t be the overzealous parent claiming his son is the next Senna." "If Kimi realizes that Robin is losing interest or not performing well at some point, I doubt he will continue this."
Rosato, however, perceives notable similarities between father and son. "He is very quiet. Extremely quiet. And fast," he described Robin. "From morning till night, that’s all he thinks about. Kimi hasn’t imposed that on him."
Should Robin keep advancing, Rosato notes that the route would be traditional. "It starts with the academy and then gradually progresses. From F4 to F3, F2, and then Formula 1, just like everyone else."
"Definitely," he remarked. "We are actively working on these matters."
"We are currently assessing options."
When inquired if Ferrari might be among those options, Rosato declined to comment. "It’s a surprise," he grinned, suggesting that news could arrive soon. "We hope to reveal significant updates on this front this year."
Having spent nearly 30 years at Ferrari and maintaining a close relationship with the Raikkonen family, Rosato emphasized that the focus lies more on finding the appropriate environment than merely leveraging a well-known surname. "Our aim is to prioritize what’s best for the child, rather than what’s best for the name," he noted. "The name can open doors, but we must ensure those doors remain open by placing them in the right program and with the right people."
Robin has already displayed potential in karting, yet Rosato highlighted that Kimi and Minttu Raikkonen are taking a thoughtful approach. "Kimi is very realistic," he clarified. "He won’t be the overzealous parent claiming his son is the next Senna." "If Kimi realizes that Robin is losing interest or not performing well at some point, I doubt he will continue this."
Rosato, however, perceives notable similarities between father and son. "He is very quiet. Extremely quiet. And fast," he described Robin. "From morning till night, that’s all he thinks about. Kimi hasn’t imposed that on him."
Should Robin keep advancing, Rosato notes that the route would be traditional. "It starts with the academy and then gradually progresses. From F4 to F3, F2, and then Formula 1, just like everyone else."
James Hinchcliffe highly praised the work of Lawson and Tsunoda.
A former IndyCar driver, now collaborating with the official website of the World Championship as an expert, writes that following the recent Dutch Grand Prix, he is primarily ready to highlight the work of Liam Lawson and Yuki Tsunoda. For both, the Dutch weekend was associated with additional challenges, as Lawson was set to drive the Red Bull Racing car for the first time this season, replacing the injured Isaac Hajar, while the Japanese reserve driver was entrusted with taking Liam's place in Racing Bulls. According to Hinchcliffe, both performed excellently...
Both drivers had the opportunity to return to the teams they previously raced for and participate in another Grand Prix for them. When such substitutions occur mid-season, complications are always inevitable, and both Red Bull drivers know this all too well. But how did they perform this time?
Let's start with Lawson. His previous experience with Red Bull Racing was brief and caused the young New Zealander quite a bit of distress. That failure was explained by many quite valid reasons, but in Zandvoort, Liam got a chance to correct a number of mistakes he made at the beginning of the 2025 season. The task for both drivers was further complicated by the fact that the Dutch Grand Prix included a sprint. After a single hour of practice, Lawson needed to quickly adapt to the RB22, and it certainly helped that he knows this team. As he later admitted, since he didn't need to study the features of the power unit, this was also an important factor and helped a lot.
The sessions held during the day on Friday and the morning on Saturday were perceived more as additional practice, allowing him to better prepare for the main qualifying session of the weekend and the Sunday Grand Prix, and he did not strive to show the maximum possible result. However, in Saturday's qualifying, Liam made an excellent impression, finishing the first part just one-tenth behind Max Verstappen. In the second qualifying session, the gap increased to almost half a second, but in the final, Lawson again reduced it to one-tenth and started alongside the four-time world champion from 8th position.
Thus, on a track where Red Bull was not known for high speed, Lawson was able to extract almost everything the RB22 was capable of. He drove the race calmly, avoiding troubles, which unfortunately Verstappen could not do, finishing 7th and earning the maximum points the team could hope for. But what impressed me the most was his ability to get so close to Max in qualifying – the gap was less than what Isaac Hajar typically allowed throughout the season. I agree that it should be noted that the characteristics of the Dutch track configuration may have contributed to this, but overall, Liam performed very well, especially since he had something to prove.
Yuki Tsunoda was set to return to the starting grid for the first time since last year's Abu Dhabi Grand Prix. His task was significantly more challenging, as he had not driven a new generation car in competitive conditions and was only familiar with it from the simulator, and not even with the VCARB 03, but with the RB22. Despite all the difficulties, Yuki, like Lawson, focused on preparing for the main qualifying session of the weekend and performed quite decently in the task set before him. He finished just one-tenth behind Arvid Lindblad, a talented British rookie from Racing Bulls, who made it to the final session for the fifth consecutive time.
Tsunoda proved that he maintained excellent racing form, which is very difficult when there is no opportunity to drive a real car on a real track; he did not lose any skill or former aggressiveness, making impressive overtakes, even though the Zandvoort track is known for being difficult to overtake on.
A former IndyCar driver, now collaborating with the official website of the World Championship as an expert, writes that following the recent Dutch Grand Prix, he is primarily ready to highlight the work of Liam Lawson and Yuki Tsunoda. For both, the Dutch weekend was associated with additional challenges, as Lawson was set to drive the Red Bull Racing car for the first time this season, replacing the injured Isaac Hajar, while the Japanese reserve driver was entrusted with taking Liam's place in Racing Bulls. According to Hinchcliffe, both performed excellently...
Both drivers had the opportunity to return to the teams they previously raced for and participate in another Grand Prix for them. When such substitutions occur mid-season, complications are always inevitable, and both Red Bull drivers know this all too well. But how did they perform this time?
Let's start with Lawson. His previous experience with Red Bull Racing was brief and caused the young New Zealander quite a bit of distress. That failure was explained by many quite valid reasons, but in Zandvoort, Liam got a chance to correct a number of mistakes he made at the beginning of the 2025 season. The task for both drivers was further complicated by the fact that the Dutch Grand Prix included a sprint. After a single hour of practice, Lawson needed to quickly adapt to the RB22, and it certainly helped that he knows this team. As he later admitted, since he didn't need to study the features of the power unit, this was also an important factor and helped a lot.
The sessions held during the day on Friday and the morning on Saturday were perceived more as additional practice, allowing him to better prepare for the main qualifying session of the weekend and the Sunday Grand Prix, and he did not strive to show the maximum possible result. However, in Saturday's qualifying, Liam made an excellent impression, finishing the first part just one-tenth behind Max Verstappen. In the second qualifying session, the gap increased to almost half a second, but in the final, Lawson again reduced it to one-tenth and started alongside the four-time world champion from 8th position.
Thus, on a track where Red Bull was not known for high speed, Lawson was able to extract almost everything the RB22 was capable of. He drove the race calmly, avoiding troubles, which unfortunately Verstappen could not do, finishing 7th and earning the maximum points the team could hope for. But what impressed me the most was his ability to get so close to Max in qualifying – the gap was less than what Isaac Hajar typically allowed throughout the season. I agree that it should be noted that the characteristics of the Dutch track configuration may have contributed to this, but overall, Liam performed very well, especially since he had something to prove.
Yuki Tsunoda was set to return to the starting grid for the first time since last year's Abu Dhabi Grand Prix. His task was significantly more challenging, as he had not driven a new generation car in competitive conditions and was only familiar with it from the simulator, and not even with the VCARB 03, but with the RB22. Despite all the difficulties, Yuki, like Lawson, focused on preparing for the main qualifying session of the weekend and performed quite decently in the task set before him. He finished just one-tenth behind Arvid Lindblad, a talented British rookie from Racing Bulls, who made it to the final session for the fifth consecutive time.
Tsunoda proved that he maintained excellent racing form, which is very difficult when there is no opportunity to drive a real car on a real track; he did not lose any skill or former aggressiveness, making impressive overtakes, even though the Zandvoort track is known for being difficult to overtake on.
The day and hour are getting closer when the McLaren Hypercar Team will present its latest sports prototype, the MCL-HY, to the FIA for homologation, which will compete in the World Endurance Championship in the LMDh category next year. Meanwhile, tests are ongoing; last week, the team worked at Silverstone, once again confirming that everything is moving in the right direction, and the pace of progress is even higher than expected.
The main takeaway from the summer testing program is that the car successfully completed a 30-hour endurance test, similar to what it will face in competitive conditions during the Le Mans marathon in 2027. This test was conducted earlier by the team led by James Barkley at the Motorland Aragon racetrack in Spain.
As the technology is generally reliable, the McLaren Hypercar Team can now focus on the efficiency and speed of the hypercar. "We have already covered many kilometers," Barkley confirmed in an interview with Racer, although he did not provide exact figures or say how many test sessions have taken place since the initial rollout of the car in May. "We conducted the planned 30-hour tests, and it was great. In fact, they lasted even longer, meaning the program was exceeded.
The team worked as if participating in a race. There were moments when we stopped and conducted checks because we wanted to avoid any serious breakdowns. We made short stops, checked everything, and then returned to the track, all of this over 30 hours."
The MCL-HY hypercar is based on a proven Dallara chassis, but many key components and systems are developed and manufactured by McLaren, including a 2.9-liter V6 engine with twin turbos and aerodynamic bodywork. "You can conduct bench tests, but that's not enough," Barkley continued. "You need to find out if all systems can handle the loads when your car attacks curbs during the race distance. We are now at the stage of testing where we are determining the durability of various parts of the hypercar.
You could say the tests are going well, but not all questions have been answered, and there is no complete confidence. The purpose of conducting 30-hour tests at such an early stage was to find out what level we have already reached. Some minor issues are arising, but that's normal; it was to be expected. We are making some small changes to the design – for example, it could be about some fastenings or components of the cooling system."
During the tests in Aragon, factory drivers Mikkel Jensen and Laurent Wauters piloted the car, but they were also assisted by Ben Henley, Grégoire Soares, and Richard Fershor. Jensen and Wauters also conducted tests at Silverstone.
An important point is that since July, a new simulator has been operating at the McLaren Technology Centre in Woking, specifically designed for the hypercar testing program, which the McLaren Hypercar Team drivers are using.
Everyone in the team understands that McLaren needs to catch up with the factory teams of Toyota, Ferrari, Cadillac, and BMW, which have long been competing in the WEC, and this applies to literally all areas, but primarily to the software. However, this work is also progressing quite successfully.
"We are indeed in good shape," James Barkley summarized. "The foundation is solid, everything is on schedule, and importantly, we are not hindered by any delays. There is still a lot of work ahead, but our drivers have satisfied smiles on their faces – they understand that the car has great potential.
However, for now, all of this means little, as we can only truly judge what we have achieved after the green light on the pit lane turns on, and we conduct a couple of initial qualifications and races. But there are already signs that we are succeeding."
The main takeaway from the summer testing program is that the car successfully completed a 30-hour endurance test, similar to what it will face in competitive conditions during the Le Mans marathon in 2027. This test was conducted earlier by the team led by James Barkley at the Motorland Aragon racetrack in Spain.
As the technology is generally reliable, the McLaren Hypercar Team can now focus on the efficiency and speed of the hypercar. "We have already covered many kilometers," Barkley confirmed in an interview with Racer, although he did not provide exact figures or say how many test sessions have taken place since the initial rollout of the car in May. "We conducted the planned 30-hour tests, and it was great. In fact, they lasted even longer, meaning the program was exceeded.
The team worked as if participating in a race. There were moments when we stopped and conducted checks because we wanted to avoid any serious breakdowns. We made short stops, checked everything, and then returned to the track, all of this over 30 hours."
The MCL-HY hypercar is based on a proven Dallara chassis, but many key components and systems are developed and manufactured by McLaren, including a 2.9-liter V6 engine with twin turbos and aerodynamic bodywork. "You can conduct bench tests, but that's not enough," Barkley continued. "You need to find out if all systems can handle the loads when your car attacks curbs during the race distance. We are now at the stage of testing where we are determining the durability of various parts of the hypercar.
You could say the tests are going well, but not all questions have been answered, and there is no complete confidence. The purpose of conducting 30-hour tests at such an early stage was to find out what level we have already reached. Some minor issues are arising, but that's normal; it was to be expected. We are making some small changes to the design – for example, it could be about some fastenings or components of the cooling system."
During the tests in Aragon, factory drivers Mikkel Jensen and Laurent Wauters piloted the car, but they were also assisted by Ben Henley, Grégoire Soares, and Richard Fershor. Jensen and Wauters also conducted tests at Silverstone.
An important point is that since July, a new simulator has been operating at the McLaren Technology Centre in Woking, specifically designed for the hypercar testing program, which the McLaren Hypercar Team drivers are using.
Everyone in the team understands that McLaren needs to catch up with the factory teams of Toyota, Ferrari, Cadillac, and BMW, which have long been competing in the WEC, and this applies to literally all areas, but primarily to the software. However, this work is also progressing quite successfully.
"We are indeed in good shape," James Barkley summarized. "The foundation is solid, everything is on schedule, and importantly, we are not hindered by any delays. There is still a lot of work ahead, but our drivers have satisfied smiles on their faces – they understand that the car has great potential.
However, for now, all of this means little, as we can only truly judge what we have achieved after the green light on the pit lane turns on, and we conduct a couple of initial qualifications and races. But there are already signs that we are succeeding."
Christian Danner, a former Formula 1 driver and now an expert for the Austrian publication Motorsport Magazin, believes that Williams' problems are not just related to a slow car, and in reality, they are much more serious.
"I think there are more problems than it appears from the outside," Danner said. "Something is clearly going wrong. It's no coincidence that they can't make up the deficit despite all their efforts. They constantly get stuck in second-to-last place, ahead of only Cadillac."
Strictly speaking, this is not entirely true, as until recently, Williams drivers were also ahead of Aston Martin, but as Carlos Sainz admitted after the Dutch Grand Prix, they can no longer keep up with the upgraded AMR26, and in terms of pace, the FW48 can really only compete with Cadillac F1.
Meanwhile, in Zandvoort, the Williams drivers managed to collide with each other on lap 66: Sainz tried to overtake Alex Albon at Turn 1 but misjudged his braking, and the cars collided. The Spanish driver immediately apologized to the team and his teammate, but it was already too late to change anything, so it ended not only with Albon's damaged car, which forced him to retire, but also with a 10-second penalty, after which Carlos finished last among those who managed to reach the finish line.
"What those two did on the track was very amusing and not quite professional," Danner continued. "Sainz took Albon off the track, but that shouldn't happen. And certainly, such incidents shouldn't occur between teammates. Carlos completely misjudged the situation."
Since the Grove team recently extended contracts with both drivers, Williams' management will have to somehow resolve such incidents in the future, and according to Danner, this also involves certain difficulties:
"Now Sainz says he only has a one-year contract, not a multi-year one. In response, James Vowles stated, 'No, we have multi-year agreements.' In general, either Sainz is making something up, or Williams made a big mistake."
There is some hope that Williams can perform a bit better in Monza despite all the problems, as in the past, the fast Italian track has always suited Williams cars, but a large package of technical updates will only be ready for the Baku stage. Then it will be revealed whether the team can improve its position at least by the end of the season.
"I think there are more problems than it appears from the outside," Danner said. "Something is clearly going wrong. It's no coincidence that they can't make up the deficit despite all their efforts. They constantly get stuck in second-to-last place, ahead of only Cadillac."
Strictly speaking, this is not entirely true, as until recently, Williams drivers were also ahead of Aston Martin, but as Carlos Sainz admitted after the Dutch Grand Prix, they can no longer keep up with the upgraded AMR26, and in terms of pace, the FW48 can really only compete with Cadillac F1.
Meanwhile, in Zandvoort, the Williams drivers managed to collide with each other on lap 66: Sainz tried to overtake Alex Albon at Turn 1 but misjudged his braking, and the cars collided. The Spanish driver immediately apologized to the team and his teammate, but it was already too late to change anything, so it ended not only with Albon's damaged car, which forced him to retire, but also with a 10-second penalty, after which Carlos finished last among those who managed to reach the finish line.
"What those two did on the track was very amusing and not quite professional," Danner continued. "Sainz took Albon off the track, but that shouldn't happen. And certainly, such incidents shouldn't occur between teammates. Carlos completely misjudged the situation."
Since the Grove team recently extended contracts with both drivers, Williams' management will have to somehow resolve such incidents in the future, and according to Danner, this also involves certain difficulties:
"Now Sainz says he only has a one-year contract, not a multi-year one. In response, James Vowles stated, 'No, we have multi-year agreements.' In general, either Sainz is making something up, or Williams made a big mistake."
There is some hope that Williams can perform a bit better in Monza despite all the problems, as in the past, the fast Italian track has always suited Williams cars, but a large package of technical updates will only be ready for the Baku stage. Then it will be revealed whether the team can improve its position at least by the end of the season.
Alex Albon explained the significant difference between his new contract with Williams and the agreements between the team and Carlos Sainz, his teammate.
It was announced that both drivers would continue to race for Williams before the Dutch Grand Prix, although on different days. However, while Albon's contract is only until 2027, Sainz's agreement is of a multi-year nature. At least, this is implied by the text of the official statement from the team's press service.
According to Alex, he wants to ensure that the team can overcome the serious issues hindering them this season before making a decision about continuing his collaboration with Williams.
"If we talk about me, I want to see how the team will react to all of this," Albon is quoted by RacingNews365. "I want to see what results it is capable of, how it can bounce back after a problematic year. We are talking about the car's performance, but in reality, there are many areas where the team is not meeting the required level.
This includes the quality of the chassis, its excess weight, and the fact that we missed the first tests – overall, this year we are falling short in a number of areas. At the same time, I know that James Vowles and everyone in our team are making tremendous efforts to address all these issues.
But it's not just about one task – the team has to solve many tasks, and there is a lot of work ahead."
Alex Albon has been racing for Williams since 2022, and the next season will be his sixth with the team.
It was announced that both drivers would continue to race for Williams before the Dutch Grand Prix, although on different days. However, while Albon's contract is only until 2027, Sainz's agreement is of a multi-year nature. At least, this is implied by the text of the official statement from the team's press service.
According to Alex, he wants to ensure that the team can overcome the serious issues hindering them this season before making a decision about continuing his collaboration with Williams.
"If we talk about me, I want to see how the team will react to all of this," Albon is quoted by RacingNews365. "I want to see what results it is capable of, how it can bounce back after a problematic year. We are talking about the car's performance, but in reality, there are many areas where the team is not meeting the required level.
This includes the quality of the chassis, its excess weight, and the fact that we missed the first tests – overall, this year we are falling short in a number of areas. At the same time, I know that James Vowles and everyone in our team are making tremendous efforts to address all these issues.
But it's not just about one task – the team has to solve many tasks, and there is a lot of work ahead."
Alex Albon has been racing for Williams since 2022, and the next season will be his sixth with the team.
Kimi Antonelli leads the World Championship after 12 stages of the season with a 59-point advantage over George Russell, his teammate at Mercedes, which, of course, tops the Constructors' Cup standings. The progress of the Italian driver, who celebrated his 20th birthday less than a week ago, is recognized by all, as he finished his debut season in 7th place in the personal standings, and this year he already has six victories to his name, making him one of the main contenders for the title. "Experience plays a crucial role," Antonelli noted in an interview with the official championship website. "Of course, I still have a long way to go in accumulating it, but I think what I learned from last year, despite all the failures and difficult periods, was also necessary, as it helped me grow faster than I could have anticipated. It toughened me up psychologically."
Kimi quickly became a very popular figure in the paddock, and the interest of fans in him is at an all-time high, which only makes him happy: "I try to enjoy it to the fullest. Unfortunately, there are moments when you can't please everyone, but I strive to get the most enjoyment out of it and do everything I can every weekend, as fans play a very important role in our sport. Overall, of course, it's always very nice to see their excitement and feel their support.
Of course, during race weekends, our work rhythm is always very intense, but nevertheless, when I'm not behind the wheel, I not only focus on the tasks for the next day but also try to have a laugh with our mechanics, and Thursday is the best day for that.
So every Thursday, I always drop by the garage and spend half an hour with all the mechanics – we chat about everything. I really enjoy it because it helps me relax a bit and not overload my mind. But when I get behind the wheel, I become a different person.
When you realize that racing should be enjoyable, it helps you drive more relaxed, feel the car better – and then achieving high results becomes much easier. Of course, you have to remain yourself, always focus on achieving your goals, and try to see the positive moments, even when things aren't going well. That also helps you develop."
Kimi quickly became a very popular figure in the paddock, and the interest of fans in him is at an all-time high, which only makes him happy: "I try to enjoy it to the fullest. Unfortunately, there are moments when you can't please everyone, but I strive to get the most enjoyment out of it and do everything I can every weekend, as fans play a very important role in our sport. Overall, of course, it's always very nice to see their excitement and feel their support.
Of course, during race weekends, our work rhythm is always very intense, but nevertheless, when I'm not behind the wheel, I not only focus on the tasks for the next day but also try to have a laugh with our mechanics, and Thursday is the best day for that.
So every Thursday, I always drop by the garage and spend half an hour with all the mechanics – we chat about everything. I really enjoy it because it helps me relax a bit and not overload my mind. But when I get behind the wheel, I become a different person.
When you realize that racing should be enjoyable, it helps you drive more relaxed, feel the car better – and then achieving high results becomes much easier. Of course, you have to remain yourself, always focus on achieving your goals, and try to see the positive moments, even when things aren't going well. That also helps you develop."
This weekend, in the American state of Wisconsin, the penultimate double-header stage of the IndyCar season is taking place at the short oval Milwaukee Mile, which has a lap length of just 1.633 km. Mick Schumacher is performing more confidently towards the end of the championship, particularly in the oval track stages, as confirmed in today's qualifying. As a result, he will start from the 13th position on Saturday and from the 4th on Sunday. Thus, he has matched his best qualifying result, as he also started fourth in his debut race on an oval at Phoenix Raceway in Arizona at the beginning of the season.
When a stage consists of two races held on the same track during the weekend, the qualifying format is somewhat unusual: the driver's task is to complete two fast laps, with the time of the first determining the starting position for the Saturday race, and the result of the second for the Sunday race. It is quite rare for the time of the second lap to be better than the first, but today, in Mick's case, it turned out to be so. Despite the fact that, according to Schumacher, who drives for the Rahal Letterman Lanigan Racing (RLL) team, he was not entirely satisfied with the car's behavior.
"Definitely, this gives us a good opportunity to earn quite a few points," he commented after qualifying. "In the first race, we will have to work hard, but it seems that our starting position is not so bad."
By the way, on Sunday, Schumacher will start the race from the most favorable position compared to his RLL teammates, Louis Foster and Graham Rahal. Many drivers received penalties today for engine replacements, including Alex Palou, the leader of the individual standings and practically a five-time IndyCar champion with just five minutes to go. After accounting for all penalties, the Saturday race will start from pole position with Pato O'Ward, the Mexican driver from Arrow McLaren. And on Sunday, the first two rows of the starting grid look like this: Palou, O'Ward, Joseph Newgarden, and Mick Schumacher.
When a stage consists of two races held on the same track during the weekend, the qualifying format is somewhat unusual: the driver's task is to complete two fast laps, with the time of the first determining the starting position for the Saturday race, and the result of the second for the Sunday race. It is quite rare for the time of the second lap to be better than the first, but today, in Mick's case, it turned out to be so. Despite the fact that, according to Schumacher, who drives for the Rahal Letterman Lanigan Racing (RLL) team, he was not entirely satisfied with the car's behavior.
"Definitely, this gives us a good opportunity to earn quite a few points," he commented after qualifying. "In the first race, we will have to work hard, but it seems that our starting position is not so bad."
By the way, on Sunday, Schumacher will start the race from the most favorable position compared to his RLL teammates, Louis Foster and Graham Rahal. Many drivers received penalties today for engine replacements, including Alex Palou, the leader of the individual standings and practically a five-time IndyCar champion with just five minutes to go. After accounting for all penalties, the Saturday race will start from pole position with Pato O'Ward, the Mexican driver from Arrow McLaren. And on Sunday, the first two rows of the starting grid look like this: Palou, O'Ward, Joseph Newgarden, and Mick Schumacher.
The Ferrari press office continues to stoke interest in the special livery of the SF-26 car for the upcoming Italian Grand Prix, dedicated to Michael Schumacher. Last week, Scuderia unveiled the design of the overalls that Charles Leclerc and Lewis Hamilton will wear in Monza. In particular, the overalls feature Michael Schumacher's logo and seven stars that once adorned the racing helmet of the seven-time world champion. Today, Ferrari presented the team uniform for the Italian Grand Prix, which retains the seven stars and a distinctive pattern of white stripes inspired by Schumacher's racing suit in his first season with Scuderia in 1996. The press office of the Italian team accompanied the publication of photos of Leclerc and Hamilton in this uniform with the following text: "We celebrate our home race with a special team uniform inspired by the influence of Michael Schumacher."
The Haas team has not been able to earn points for the past six races of the season, but in Monza, it plans to introduce a whole range of technical innovations and hopes that they will allow for a significant improvement.
Ayo Komatsu, team principal: "The Italian Grand Prix is always a special event for us, as the team's engineering department is based in Maranello. We take this opportunity to invite many of our colleagues to Monza so they can see the cars they work on every day in action and enjoy the unique atmosphere of a race weekend.
We are heading to Italy, trying to leave behind the disappointing weekend in Zandvoort. Of course, there were positive moments for the team there, but our main task remains to improve the efficiency of the VF-26.
In the upcoming weekend, we will present another set of technical innovations, so it will again be critically important to use the practice time as productively as possible, analyze the collected information in detail, and strive to compete with other mid-field teams.
In the second half of the season, races will come thick and fast, which is great on one hand, but on the other hand, it certainly creates additional challenges. However, last year we proved that we can improve closer to the end of the championship – that is where all our focus is directed right now."
Oliver Berman: "When you don't make it to the finish line, you naturally want to get back behind the wheel and return to work, but this weekend I am also pleased that we will bring a number of innovations to Monza – let's hope they will significantly improve the car's performance.
The European stage of the season has been challenging for us, so we hope that in the remaining part of the championship we will have more reasons for optimism.
The Monza circuit is called the 'Temple of Speed,' and it is one of my favorite tracks. When you attack in corners like Parabolica and Ascari, you feel that everything there literally breathes the history of motorsport. And off the track, the Italian fans create a unique atmosphere, and since I am associated with the Ferrari Racing Academy, in a way, the tifosi's love is directed at me too, and in that sense, I am lucky."
Esteban Ocon: "The whole team has been enthusiastically preparing for the upcoming race for some time now, and there are several reasons for that. Firstly, our engineering department is in Italy, and now we have a great opportunity to meet with colleagues, who will be able to see the results of their work on the track.
Secondly, we are bringing quite a few innovations to Monza, aimed at helping us return to the fight with other mid-field teams. In Budapest and Zandvoort, at least I felt comfortable behind the wheel, and we really tried to get the most out of the car. So I would like this trend to continue, so that we can work effectively with the new parts from day one and then fight for points."
Ayo Komatsu, team principal: "The Italian Grand Prix is always a special event for us, as the team's engineering department is based in Maranello. We take this opportunity to invite many of our colleagues to Monza so they can see the cars they work on every day in action and enjoy the unique atmosphere of a race weekend.
We are heading to Italy, trying to leave behind the disappointing weekend in Zandvoort. Of course, there were positive moments for the team there, but our main task remains to improve the efficiency of the VF-26.
In the upcoming weekend, we will present another set of technical innovations, so it will again be critically important to use the practice time as productively as possible, analyze the collected information in detail, and strive to compete with other mid-field teams.
In the second half of the season, races will come thick and fast, which is great on one hand, but on the other hand, it certainly creates additional challenges. However, last year we proved that we can improve closer to the end of the championship – that is where all our focus is directed right now."
Oliver Berman: "When you don't make it to the finish line, you naturally want to get back behind the wheel and return to work, but this weekend I am also pleased that we will bring a number of innovations to Monza – let's hope they will significantly improve the car's performance.
The European stage of the season has been challenging for us, so we hope that in the remaining part of the championship we will have more reasons for optimism.
The Monza circuit is called the 'Temple of Speed,' and it is one of my favorite tracks. When you attack in corners like Parabolica and Ascari, you feel that everything there literally breathes the history of motorsport. And off the track, the Italian fans create a unique atmosphere, and since I am associated with the Ferrari Racing Academy, in a way, the tifosi's love is directed at me too, and in that sense, I am lucky."
Esteban Ocon: "The whole team has been enthusiastically preparing for the upcoming race for some time now, and there are several reasons for that. Firstly, our engineering department is in Italy, and now we have a great opportunity to meet with colleagues, who will be able to see the results of their work on the track.
Secondly, we are bringing quite a few innovations to Monza, aimed at helping us return to the fight with other mid-field teams. In Budapest and Zandvoort, at least I felt comfortable behind the wheel, and we really tried to get the most out of the car. So I would like this trend to continue, so that we can work effectively with the new parts from day one and then fight for points."
Not only are there contract news in Formula 1 – there are also personnel changes coming in the World Championship for electric car racing. However, we wrote back in May that Mitch Evans, a three-time vice-champion of the electric series, is moving to the new factory team Opel after more than ten years of collaboration with Jaguar. The 32-year-old New Zealander has 16 victories to his name, which is still a record in Formula E, and it was officially confirmed recently that Mitch will be partnering with Theo Pourchaire in the team, whose full name is Opel GSE Formula E Team. According to Jörg Shrott, director of Opel Motorsport, "We have assembled our dream team. Mitch Evans has been our top candidate from the very beginning. His decision to collaborate with us underscores the seriousness of our entire project." Of course, Mitch himself confirmed this, and Russian fans remember him from his very bright performances for the Russian Time team in the GP2 youth series (now Formula 2) in 2014 and 2015. "It's great that we can finally announce everything officially," Evans said. "After ten years of racing for another factory team, it's time to take on a new challenge. The championship's transition to fourth-generation cars (GEN4) is the perfect moment for a new beginning. I immediately felt how much energy and passion Opel is putting into its project in Formula E. This team is not just coming to participate in the electric series – Opel is coming to win, and that inspires me." Last season, Mitch was among the title contenders until the final race, but he was once again unlucky – circumstances led him to finish in 3rd place in the championship, which only fueled his determination, so it will be interesting to see how he fares at Opel. Evans has already appeared in public in the uniform of his new team – this was during the presentation to the international automotive press of the new Opel Corsa GSE2, production of which is set to begin this year, with its official presentation scheduled for October at the Paris Motor Show. It is worth adding that the test driver duties in the Opel team will be performed by the well-known German racer Sophia Flörsch. While Evans is one of the most experienced drivers in Formula E, 21-year-old Zak O'Sullivan is a newcomer to the electric series. The young Brit will be partnering with Max Günther in the Envision team, which has completely changed its lineup. This year, Zak is competing in two Japanese championships – Super Formula and Super GT, which speaks to his versatile racing preparation. But after two seasons in the Land of the Rising Sun, he is returning to Europe – he has already confirmed his speed at recent tests held at the Portuguese racetrack in Estoril, where O'Sullivan piloted the Envision electric car. So far, his main achievement on the international stage remains 2nd place in Formula 3 at the end of the 2023 season. He also has experience piloting Formula E machinery – in 2024 he collaborated with Envision Racing as a test driver. This was after the previous chapter of his career ended, when he was a participant in the Williams youth program.
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A year ago, it seemed that Oscar Piastri was on his way to a championship title, as he was leading the individual standings before the Italian round of that season, ahead of his McLaren teammate Lando Norris by 34 points. However, subsequent events unfolded in such a way that last year's Dutch Grand Prix became the last race he managed to win.
Now Piastri is in a completely different position, sitting in 7th place, while Norris has secured two consecutive victories and leads the Australian by 55 points. Although Lando is currently in 4th place in the standings, he is driving with noticeably more confidence, and his progress is evident.
It must be acknowledged that this year Oscar has often faced misfortune, primarily due to technical issues, but his deficit can’t be explained by that alone, believes Mark Hughes, a well-known British journalist currently collaborating with The Race.
Mark Hughes: "I see that he finds it harder to drive the cars of this generation, especially in situations where grip is low. By the way, there were some signs of this towards the end of last season – in those races that took place on tracks where grip was somewhat worse, especially in Mexico.
These cars generate less downforce, the tires have also shrunk in size this year, and the pressure levels in them have increased. But Piastri seems to still be trying to drive in his characteristic manner, i.e., entering corners late and turning the steering wheel at a larger angle – the same is happening with George Russell. However, the Mercedes driver, in my opinion, has progressed a bit further in understanding this and is trying to change that approach.
I would say that Norris has a much more flexible driving style, and this is evident in how he works behind the wheel. He needs the front of the car to enter the corner confidently, but unlike Oscar, he doesn’t require the front tires to immediately provide maximum reliable grip on the track.
Sometimes situations arise where understeer begins to manifest, and then the driver has to turn the steering wheel at such a large angle that when the front tires finally grip the track properly, there is a sudden loss of grip at the rear wheels, and the car tends to go into a skid. You lose time both entering and exiting the corner.
Then you start analyzing the chassis settings, trying to smooth it out somehow, but in doing so, the car's behavior becomes even further from ideal, and the problem only worsens.
We have seen the high level at which Oscar can perform, and in this regard, nothing has changed. The question is only about finding the optimal approach to driving again and ensuring that the car's settings suit him."
Now Piastri is in a completely different position, sitting in 7th place, while Norris has secured two consecutive victories and leads the Australian by 55 points. Although Lando is currently in 4th place in the standings, he is driving with noticeably more confidence, and his progress is evident.
It must be acknowledged that this year Oscar has often faced misfortune, primarily due to technical issues, but his deficit can’t be explained by that alone, believes Mark Hughes, a well-known British journalist currently collaborating with The Race.
Mark Hughes: "I see that he finds it harder to drive the cars of this generation, especially in situations where grip is low. By the way, there were some signs of this towards the end of last season – in those races that took place on tracks where grip was somewhat worse, especially in Mexico.
These cars generate less downforce, the tires have also shrunk in size this year, and the pressure levels in them have increased. But Piastri seems to still be trying to drive in his characteristic manner, i.e., entering corners late and turning the steering wheel at a larger angle – the same is happening with George Russell. However, the Mercedes driver, in my opinion, has progressed a bit further in understanding this and is trying to change that approach.
I would say that Norris has a much more flexible driving style, and this is evident in how he works behind the wheel. He needs the front of the car to enter the corner confidently, but unlike Oscar, he doesn’t require the front tires to immediately provide maximum reliable grip on the track.
Sometimes situations arise where understeer begins to manifest, and then the driver has to turn the steering wheel at such a large angle that when the front tires finally grip the track properly, there is a sudden loss of grip at the rear wheels, and the car tends to go into a skid. You lose time both entering and exiting the corner.
Then you start analyzing the chassis settings, trying to smooth it out somehow, but in doing so, the car's behavior becomes even further from ideal, and the problem only worsens.
We have seen the high level at which Oscar can perform, and in this regard, nothing has changed. The question is only about finding the optimal approach to driving again and ensuring that the car's settings suit him."
Lando Norris started from pole in the last two Grands Prix and won both races, but McLaren team principal Andrea Stella warns against high expectations in Monza.
Andrea Stella: "Our approach is to focus on each race individually. There is little you can influence, other than to make the most of the car's capabilities in the next race, and this race will take place in Monza, where the car requirements are quite different than in Budapest or Zandvoort.
We will do everything we can, but we don't know what the competitive landscape will be like this weekend. I can only say that if we are competitive in Monza as well, we can look forward to the remaining races of the season with some optimism."
Andrea Stella: "Our approach is to focus on each race individually. There is little you can influence, other than to make the most of the car's capabilities in the next race, and this race will take place in Monza, where the car requirements are quite different than in Budapest or Zandvoort.
We will do everything we can, but we don't know what the competitive landscape will be like this weekend. I can only say that if we are competitive in Monza as well, we can look forward to the remaining races of the season with some optimism."
Last year, two-time world rally champion and four-time Dakar Rally winner, Carlos Sainz Sr. was planning to run for the presidency of the FIA, but then he abandoned the idea, partly because the FIA made his nomination impossible. Recently, a journalist from the Spanish AS asked FIA President Mohammed Ben Sulayem what he thinks about Sainz's candidacy... Mohammed Ben Sulayem: "Carlos Sainz is my good friend, but I don't think he understands the specifics of this job. He knows the FIA and the sport well, but the presidency of an international federation is not just about sport. It involves meetings with the business community, with 245 federation members from around the world. It’s a job without breaks, 365 days a year, where you get nothing in return. Before running for office, I worked for ten years in my country's federation and knew how difficult this job is, which continues day and night."
After stepping down as Red Bull's motorsport consultant at the end of last year, Helmut Marko rarely gives interviews. But on the eve of the Italian Grand Prix, he spoke with the Austrian press and shared how he reacted to Max Verstappen's crash in Zandvoort and when he expects Red Bull Racing to return to winning ways.
Question: When did you find out that Max Verstappen extended his contract with Red Bull?
Helmut Marko: In any case, not from the press. I have always said that it is the most sensible decision. But now the team must provide him with a car capable of winning.
Question: At the same time, the new engine was the main source of uncertainty. Now, according to FIA data, Red Bull has the most powerful engine, and the team cannot modify it...
Helmut Marko: The regulations are raw, and they need to be changed as soon as possible. The power unit consists of an internal combustion engine, an electric part, software, and a battery. So, it cannot be said that Red Bull has the best power unit.
Question: Obviously, this engine is not the only weak point. What are the problems at Red Bull?
Helmut Marko: The team started the season not too badly, but then they went in the wrong direction. If you develop the car in the wrong direction twice, it will be difficult to fix the situation with the current budget constraints.
Question: Was it a mistake to let Adrian Newey go before the regulation change?
Helmut Marko: Last year, already without Newey, the team was very close to winning the title. This shows that Red Bull is capable of a lot. But you know that from this year I am just an outside observer.
Question: How scared were you when Max Verstappen crashed into the wall in Zandvoort?
Helmut Marko: I got scared the moment the car spun across the track. Fortunately, there was a considerable distance behind Max to the other cars, and Liam Lawson reacted excellently. If someone had crashed into the car standing across the track, it could have ended very seriously.
Question: How quickly did you calm down then?
Helmut Marko: I immediately saw from the movement of his head that Max was okay. Then he already said, "I'm fine" and "Sorry!"
How quickly everything can change was demonstrated by Isaac Hadjar. He injured his wrist during a boxing training session and missed the Dutch Grand Prix because of it.
Question: In two weeks at the karting event Max vs 100 in Silverstone, Max will have to overtake a hundred competitors. Will he manage?
Helmut Marko: It's a fun challenge, but not too safe if collisions happen in front of Max and less experienced drivers get involved in the fight. But it will surely be interesting.
Question: Will Red Bull have a chance to achieve its first victory under the new regulations in Monza?
Helmut Marko: Too little time has passed. On the short track in Zandvoort, Red Bull was four to five tenths behind the leaders, and that's a huge difference. It will be difficult to win in Monza. Most likely, there will be more chances in Austin, Las Vegas, or Mexico.
Question: When did you find out that Max Verstappen extended his contract with Red Bull?
Helmut Marko: In any case, not from the press. I have always said that it is the most sensible decision. But now the team must provide him with a car capable of winning.
Question: At the same time, the new engine was the main source of uncertainty. Now, according to FIA data, Red Bull has the most powerful engine, and the team cannot modify it...
Helmut Marko: The regulations are raw, and they need to be changed as soon as possible. The power unit consists of an internal combustion engine, an electric part, software, and a battery. So, it cannot be said that Red Bull has the best power unit.
Question: Obviously, this engine is not the only weak point. What are the problems at Red Bull?
Helmut Marko: The team started the season not too badly, but then they went in the wrong direction. If you develop the car in the wrong direction twice, it will be difficult to fix the situation with the current budget constraints.
Question: Was it a mistake to let Adrian Newey go before the regulation change?
Helmut Marko: Last year, already without Newey, the team was very close to winning the title. This shows that Red Bull is capable of a lot. But you know that from this year I am just an outside observer.
Question: How scared were you when Max Verstappen crashed into the wall in Zandvoort?
Helmut Marko: I got scared the moment the car spun across the track. Fortunately, there was a considerable distance behind Max to the other cars, and Liam Lawson reacted excellently. If someone had crashed into the car standing across the track, it could have ended very seriously.
Question: How quickly did you calm down then?
Helmut Marko: I immediately saw from the movement of his head that Max was okay. Then he already said, "I'm fine" and "Sorry!"
How quickly everything can change was demonstrated by Isaac Hadjar. He injured his wrist during a boxing training session and missed the Dutch Grand Prix because of it.
Question: In two weeks at the karting event Max vs 100 in Silverstone, Max will have to overtake a hundred competitors. Will he manage?
Helmut Marko: It's a fun challenge, but not too safe if collisions happen in front of Max and less experienced drivers get involved in the fight. But it will surely be interesting.
Question: Will Red Bull have a chance to achieve its first victory under the new regulations in Monza?
Helmut Marko: Too little time has passed. On the short track in Zandvoort, Red Bull was four to five tenths behind the leaders, and that's a huge difference. It will be difficult to win in Monza. Most likely, there will be more chances in Austin, Las Vegas, or Mexico.
On the eve of the Italian Grand Prix, Ferrari's Vice President and Non-Executive Director Piero Ferrari gave a brief interview to the press service, in which he spoke about Michael Schumacher's influence on the team and the principles established by the seven-time world champion, which are still adhered to in Maranello today.
Question: You have been observing Ferrari's performances in Monza for many decades. Is there anything that, despite all the changes in Formula 1 and in the team, remains unchanged every time Ferrari comes to Monza?
Piero Ferrari: What strikes me the most every time is the warmth of our fans. Monza has always been a special place for Ferrari, and there is always an expectation that the team will achieve something special, regardless of how the season has unfolded up to that point.
The unique atmosphere at the racetrack, the support from fans, and the passion that you feel here create a special energy for the entire team. This helps every employee and driver to give their best.
Question: Michael Schumacher won the Italian Grand Prix in 1996 in his first season with Ferrari. What do you remember about that day? How important was that victory for Michael's relationship with Ferrari and the fans?
Piero Ferrari: At the beginning of the Schumacher era, the Ferrari team was not yet ready to regularly fight for victories, but Michael, thanks to his incredible talent, still achieved great results. His victory in Monza in 1996 is a perfect example. It was a performance of a true champion on a track that has special significance for Ferrari.
I think that day was important for Michael's relationship with the fans as well. He had only been with Ferrari for a few months and by that time had already won in Spain and Belgium, but the victory in Monza helped create a bond that grew stronger in the following years.
Michael understood what it meant to race for Ferrari and how important it was for our fans. I think that is why he became such an important part of the team's history and holds a special place in the hearts of the tifosi.
Question: When we talk about Michael Schumacher's legacy at Ferrari, we remember the victories and titles. However, behind these results were qualities such as discipline, teamwork, attention to detail, and a constant pursuit of perfection. Which of these, in your opinion, has had the strongest influence on Ferrari's culture, and what of Michael's approach to work remains in the team today?
Piero Ferrari: During Michael's time, there were significant changes in the approach to work. Before him, the development of the car was mainly based on the driver's feelings, his comments, and the technical data collected on the track. Michael went further and began to study how he himself acted behind the wheel.
I remember how he would take telemetry data home to analyze every aspect of his work in detail, understand where he could improve, and find sections of the track where he could gain time. Such an exceptionally systematic approach, based on data analysis, had a huge impact on Ferrari's culture, and some of its elements are still used in the team today.
Of course, everything was different back then. There were many more tests, and all this analysis helped prepare as effectively as possible for practice, qualifying, and the race. Today, the rules restrict testing much more, but the principle itself remains the same.
Michael showed how important it is to study every detail, use telemetry data as a tool for improvement, and prepare thoroughly even away from the track. I think the ability to analyze one's own work and constantly seek opportunities for improvement is one of the most significant legacies he left to Ferrari.
Question: You have been observing Ferrari's performances in Monza for many decades. Is there anything that, despite all the changes in Formula 1 and in the team, remains unchanged every time Ferrari comes to Monza?
Piero Ferrari: What strikes me the most every time is the warmth of our fans. Monza has always been a special place for Ferrari, and there is always an expectation that the team will achieve something special, regardless of how the season has unfolded up to that point.
The unique atmosphere at the racetrack, the support from fans, and the passion that you feel here create a special energy for the entire team. This helps every employee and driver to give their best.
Question: Michael Schumacher won the Italian Grand Prix in 1996 in his first season with Ferrari. What do you remember about that day? How important was that victory for Michael's relationship with Ferrari and the fans?
Piero Ferrari: At the beginning of the Schumacher era, the Ferrari team was not yet ready to regularly fight for victories, but Michael, thanks to his incredible talent, still achieved great results. His victory in Monza in 1996 is a perfect example. It was a performance of a true champion on a track that has special significance for Ferrari.
I think that day was important for Michael's relationship with the fans as well. He had only been with Ferrari for a few months and by that time had already won in Spain and Belgium, but the victory in Monza helped create a bond that grew stronger in the following years.
Michael understood what it meant to race for Ferrari and how important it was for our fans. I think that is why he became such an important part of the team's history and holds a special place in the hearts of the tifosi.
Question: When we talk about Michael Schumacher's legacy at Ferrari, we remember the victories and titles. However, behind these results were qualities such as discipline, teamwork, attention to detail, and a constant pursuit of perfection. Which of these, in your opinion, has had the strongest influence on Ferrari's culture, and what of Michael's approach to work remains in the team today?
Piero Ferrari: During Michael's time, there were significant changes in the approach to work. Before him, the development of the car was mainly based on the driver's feelings, his comments, and the technical data collected on the track. Michael went further and began to study how he himself acted behind the wheel.
I remember how he would take telemetry data home to analyze every aspect of his work in detail, understand where he could improve, and find sections of the track where he could gain time. Such an exceptionally systematic approach, based on data analysis, had a huge impact on Ferrari's culture, and some of its elements are still used in the team today.
Of course, everything was different back then. There were many more tests, and all this analysis helped prepare as effectively as possible for practice, qualifying, and the race. Today, the rules restrict testing much more, but the principle itself remains the same.
Michael showed how important it is to study every detail, use telemetry data as a tool for improvement, and prepare thoroughly even away from the track. I think the ability to analyze one's own work and constantly seek opportunities for improvement is one of the most significant legacies he left to Ferrari.
Charles Leclerc revealed that in the qualifying session for the Italian Grand Prix, his teammate Lewis Hamilton will have priority in choosing the order of leaving the track.
In most Formula 1 teams, drivers alternate the order of their final attempts from race to race to ensure fairness. In the case of Ferrari at Monza, it will be Hamilton's turn to choose the order of departure, which could potentially give him a significant advantage over Leclerc due to the characteristics of the Italian track.
On the long straights of Monza, slipstreaming provides a decent speed boost, and considering the features of the 2026 power units, the effect of slipstreaming will become even more pronounced.
Charles Leclerc: "As for slipstreaming, we have been following roughly the same principle for many years – at one race, Lewis gets the right to choose the order of leaving the track first, and at the next, that opportunity goes to me. This weekend, Lewis will be the one to choose, and I think he will take the opportunity to get a slipstream.
However, I don’t think we will put one of us at a disadvantage in qualifying for this reason. But if we can help each other and leave for a lap at an optimal distance from each other, we will definitely do that. I will try to get a slipstream from someone else to be in the best position."
In most Formula 1 teams, drivers alternate the order of their final attempts from race to race to ensure fairness. In the case of Ferrari at Monza, it will be Hamilton's turn to choose the order of departure, which could potentially give him a significant advantage over Leclerc due to the characteristics of the Italian track.
On the long straights of Monza, slipstreaming provides a decent speed boost, and considering the features of the 2026 power units, the effect of slipstreaming will become even more pronounced.
Charles Leclerc: "As for slipstreaming, we have been following roughly the same principle for many years – at one race, Lewis gets the right to choose the order of leaving the track first, and at the next, that opportunity goes to me. This weekend, Lewis will be the one to choose, and I think he will take the opportunity to get a slipstream.
However, I don’t think we will put one of us at a disadvantage in qualifying for this reason. But if we can help each other and leave for a lap at an optimal distance from each other, we will definitely do that. I will try to get a slipstream from someone else to be in the best position."
Much of this weekend will be dedicated to the 30th anniversary of Michael Schumacher's first victory behind the wheel of a Ferrari in Monza. We wrote about how Ferrari prepared a special livery for the cars and the suits of their drivers, and the organizers planned many events, many of which will be shared with Ferrari. In particular, during the weekend, former Scuderia drivers will take the wheel of Michael Schumacher's Ferrari F2002 in demonstration laps – Rubens Barrichello will drive a few laps on Saturday before qualifying, and Sebastian Vettel will do so on Sunday before the Grand Prix.
The insufficiently effective operation of the recovery systems this year has become a weak point for the Ferrari SF-26. It is not surprising that the team decided to part ways with the engineer responsible for this area.
A few days before the Italian Grand Prix, changes occurred in the technical headquarters of Scuderia. The head of the ERS department, Thierry Barito, left the team, and his responsibilities will temporarily be taken over by the chief engine engineer, Enrico Gualtieri.
French engineer Thierry Barito had been with Ferrari since October 2000, holding various positions related to both Formula 1 and the company's road cars. In 2017, he became responsible for the recovery and turbocharging systems, taking on a key role in the development of hybrid powertrains.
A few days before the Italian Grand Prix, changes occurred in the technical headquarters of Scuderia. The head of the ERS department, Thierry Barito, left the team, and his responsibilities will temporarily be taken over by the chief engine engineer, Enrico Gualtieri.
French engineer Thierry Barito had been with Ferrari since October 2000, holding various positions related to both Formula 1 and the company's road cars. In 2017, he became responsible for the recovery and turbocharging systems, taking on a key role in the development of hybrid powertrains.
As part of the Formula 1 partnership with Disney, the 20th anniversary of the animated film "Cars" will be celebrated during the weekend in Monza. On this occasion, the Mercedes safety car will change its livery, and the main character of the film, Lightning McQueen, will drive along the track, with whom everyone happily took photos today. "For many, the animated film 'Cars' was their first introduction to racing, so this collaboration is a great way to celebrate the popularity of this sport with characters that many generations know and love," said Formula 1's Commercial Director Emily Prazer.