Tag Archives: Max Verstappen

Lewis Hamilton’s radio frustration with his Ferrari Formula 1 team inevitably became the big story of the Miami GP.

Afterwards the former World Champion was keen to play down his comments – while stressing that they showed that he still has that desire to win.

The situation arose because he started on the hard tyres and switched to mediums. Finding that the car came alive and suited him better he came up behind Charles Leclerc, who had done the opposite strategy.

The heated discussion followed as Lewis felt that he had the pace with which to chase the Mercedes of Kimi Antonelli up ahead, and he thus wanted to get cleanly past Leclerc and make best use of his tyres.

His frustration came as it took a couple of laps for the decision to be made to let him through.

When he failed to make much progress – perhaps because his tyres had lost some of the initial advantage that he might have had – the positions were reversed.

In these cases that tension is usually still in the air after the flag when drivers meet the media.

Crucially in this instance Lewis had met with team boss Fred Vasseur before the came to face the media, and they’d had a chance to put their points across.

Subsequently rather than clam up Lewis was keen to explain his point of view. He was almost sheepish in the way he downplayed his comments, perhaps aware that the stable door was being closed too late to stop the storm that they had already created.

“I generally enjoyed the race,” he said when I asked him about his afternoon. “I think this weekend, whilst we were not as quick as we want to be, I think I feel like I had a better weekend in general.

“The result might not show necessarily today, but I was 12th, so very hard to overtake here. Cars were obviously so close.

“I got onto the medium tyre, and I felt the car really come alive. And I felt super optimistic in that moment, and I all I could see is the [Mercedes] up ahead, and I was thinking, maybe we can get up to sixth or something.

“But we lost a lot of time in those laps, and I was clearly quicker in that moment. And I didn’t think the decision came quick enough, and then for sure in that time, you’re like, ‘Come on!’

“That’s really kind of it. I have no problems with the team, or with Charles. I think we could do it better, but the car is where we really need to improve. We’re ultimately battling for seventh and eighth.”

The frustration came really because Hamilton initially felt so good on the medium tyre, and couldn’t use the pace he felt he had when behind Leclerc.

“I lost quite a bit of the tyres in that, which is okay,” he said. “We’re battling for position at the end of the day, but it would have been great if we could have maybe done what Valtteri and I did back in the past, years ago, or just move, see if I can catch him.

“If I can’t, then move back. But ultimately, it didn’t work out. Whether or not we could have overtaken a Mercedes, and at the end of the day, we were not quick enough.

“That’s probably where the frustration came from. We will keep our heads up. We’ll keep pushing.”

As noted Hamilton met Vasseur before he talked to the media, and both men had a chance to explain their positions.

It’s clear that, while understanding the frustration of any racing driver in such a situation, the team boss wasn’t happy with the tone of some of the radio traffic. In effect it was aimed at him, given that ultimately it was his call to make.

“Fred came to my room,” said Hamilton. “I just put my hand on his shoulder, like, dude, calm down! It’s not good to be so sensitive. I could have said way worse things on the radio. You hear some of the things other people have said in the past!

“Some of it was sarcasm. You’ve got to understand, we’re under a huge amount of pressure within the cars. You’re never going to get the most peaceful messages come through in the heat of battle.”

He added: “It was ‘Make a decision. Let’s go.’ It was kind of like, ‘We’ll get back to you.’ I definitely said that to Shov or Bono once before.”

Hamilton also made the point that at least he didn’t resort to swearing.

“It wasn’t even anger,” he said. “It wasn’t even effing and blinding or anything like that. It was just like, come on make a decision, you’re sitting there on the chair, you’ve the stuff in front of you, make the decision quick.

“That’s how I was, whereas me, I’m like, we’re in a panic. We’re trying to keep the car on the track. The computer thinks fast.

“It was all PG at least, right? I don’t know what you’re going to write, whether I was disrespectful or whatever. I honestly, I don’t feel I was. I was just like, come on guys. I want to win.”

And that’s the bottom line – Hamilton is the ultimate racer, and he simply wanted to get on with it.

“Still got that fire in my belly,” he said. “I could feel a little bit of it like really coming up there. And I’m not going to apologise for being a fighter.

“I’m not going to apologise for still wanting it. I know everyone in the team does too, and I truly believe that when we fix some of the problems that we have with the car, we’ll be back in the fight with the Mercedes, with the Bulls, and it just can’t come quick enough.

“We’ll try something different in the next race. We’ll keep working on our processes. Look forward to the time where maybe I can fight for a podium. That’ll be nice.”

The fact that Hamilton felt good on the medium tyre in the latter part of the race was another sign of light at the end of the tunnel, following a similarly strong middle stint in the Bahrain GP.

The trick is to find the sweet spot, and get that feeling on a regular basis.

“I had a good day in general. Eighth doesn’t really look like that. I feel optimistic for the future. I think this car really does have performance.

“But something is holding us back at the moment, and we’ve lost performance since China. And it’s there. It’s just we can’t use it until we get a fix for that. This is where we are.

“In the meantime, we can work on all the other stuff, the processes. But as I said, I came from the sim last week, I felt like I generally had a better weekend to get the third yesterday was positive, had a better qualifying, I only missed out by half a tenth.

“Still for us, we’re battling with the Williams here, so we’re clearly not as quick as we ought to be. Williams did a great job this weekend.”

The Alpine Formula 1 team has taken some of the heat out of the driver situation by framing the switch from Jack Doohan to Franco Colapinto as a “rotation,” with the Argentine driver guaranteed five races before a review prior to the British GP.

The team stresses that Doohan is the number one reserve – leaving Paul Aron in the lurch – and that he’s still part of the team.

How that unfolds remains to be seen, and one assumes Colapinto will have to really screw up to not still be in the car at Silverstone, especially given the commercial package that he brings.

He has the advantage of knowing Imola, Barcelona, Monaco and Austria from F2, although Montreal will be new to him. He’s been kept sharp with testing in a 2023 car and sim running, and also has the experience of his nine Williams races last year, whereas Doohan came into the season with just one F1 start behind him, and had more unfamiliar tracks to learn.

It will be fascinating to see if Colapinto can rebuild the momentum he had late last year, before a messy Las Vegas weekend derailed him somewhat.

He certainly deserves another chance to prove that he really has what it takes to be a future superstar, although it’s a pity that it’s happened at the expense of Doohan.

Rarely has a new driver been so undermined elements within his own team, with the signing of Colapinto and the arrival of his sponsorship clearly pointing to a race seat sooner rather than later.

Doohan was under intense pressure even before the first test of this season, and it was inevitable that mistakes would follow as he tried to impress.

The contrast with the red carpet rolled out for Kimi Antonelli, who has felt nothing but support and love from all sides at Mercedes and has been given time to get onto the pace of his team mate, could not be greater. And while Liam Lawson faced a difficult time at RBR he had the soft landing of a return to VCARB.

Pretty much everything that could go wrong for Doohan did go wrong, with him losing qualifying runs to yellow flags or (as in the Miami sprint) to a chequered flag.

There were flashes of inspiration, such as P5 in Q1 in Bahrain, and beating Pierre Gasly in main qualifying last weekend. Alas the Miami GP first corner tangle with Lawson – who was responsible for a previous clash between the pair in China – came at the worst possible time.

In justifying the change Alpine quotes Flavio Briatore as saying: “Having reviewed the opening races of the season, we have come to the decision to put Franco in the car alongside Pierre for the next five races. With the field being so closely matched this year, and with a competitive car, which the team has drastically improved in the past 12 months, we are in a position where we see the need to rotate our line-up.

”We also know the 2026 season will be an important one for the team and having a complete and fair assessment of the drivers this season is the right thing to do in order to maximise our ambitions next year.

”We continue to support Jack at the team, as he has acted in a very professional manner in his role as a race driver so far this season. The next five races will give us an opportunity to try something different and after this time period we will assess our options.”

Doohan says: “I am very proud to have achieved my lifelong ambition to be a professional F1 driver and I will forever be grateful to the team for helping me achieve this dream.

“Obviously, this latest chapter is a tough one for me to take because, as a professional driver, naturally I want to be racing. That said, I appreciate the team’s trust and commitment.

“We have long-term goals as a team to achieve and I will continue to give my maximum efforts in any way I can to help achieve those. For now, I will keep my head down, keep working hard, watch with interest the next five races and keep chasing my own personal goals.”

Oscar Piastri has had a brilliant run in recent weeks, but the McLaren F1 ace’s luck ran out in the sprint on Saturday in Miami when the safety car timing tipped the balance in favour of Lando Norris.

A couple of hours later he ended the main qualifying fourth, having lost out to Max Verstappen, Norris and Kimi Antonelli.

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Afterwards he was brutally honest about the mistakes he’d made in Q3 in the sort of manner that we’ve come accustomed to with his team mate.

“This afternoon was nothing to do with luck,” he said when I asked about the outcome.

“It was just not the level of execution I needed to have in Q3. It’s never a great qualifying session when your best lap is the first lap of Q2. There was quite a bit left on the table, a few mistakes on both laps in Q3 which is a shame.

“Both laps of Q3 I struggled at Turn 1. I think I lost pretty much two-tenths in Turn 1, and then my first lap of Q3 I kind of gained it back a bit through the rest of sector one, and then fell away in the middle.

“The last one I eventually recovered some of it at the end, but it wasn’t enough. So this was nothing to do with preparation. It was just execution of the driving, unfortunately.”

Piastri had no doubts about his potential speed had he got it just right.

“I’m not concerned about the pace I had today,” he said. “It was just that, unfortunately, I didn’t use it when I really needed it. And, yeah, I think after the lap in Q2 I just never quite got back into the same rhythm.

“And that was kind of the difference at the end. So some things to look at, for sure, but I know exactly where it went wrong, which is frustrating. But better than asking some questions.”

At the start of the season many people thought McLaren would be dominant and run away with everything, but it’s not been quite like that, especially over one lap.

Verstappen has had a great run of poles for Red Bull, while Ferrari and Mercedes have taken the top spots in the two sprint events.

In other words McLaren has to enjoy a perfect qualifying session in order to be on top.

“There’s definitely still some things with our car that we want to try and address, and driving it right on the limit is one of them,” said Piastri.

“I think this weekend it has had enough pace to be on pole. It’s just that I’ve not done as good a job as I should have, unfortunately.

“I think it’s always been tight. The gap has always been closed, and potentially our advantage has been a little bit more on Sundays. But I think our picture of where we stand has always been that if we make mistakes, where we’re going to be beaten. And that’s been true through the year.”

It remains to be seen if things will turn around in the Miami race.

“It’s hard to say, honestly, the tires have behaved a bit better than most people have expected, I would say, compared to last year. If it’s hot, that might help us out a little bit, but qualifying is still going to make a massive difference for tomorrow.

“So it’s not going to be easy to make progress, but I’m confident in the car that we’ve got.”

Saturday in Miami turned into a nightmare for Charles Leclerc, with a reconnaissance lap crash robbing him of the chance to start the sprint event.

Even worse for the Ferrari driver after the car was repaired he had a relatively straightforward qualifying session with clean laps that resulted in a humble P8, benchmarking the pace of the SF-25 this weekend.

Meanwhile team mate Lewis Hamilton just missed the Q3 cut, and will start in 12^th.

The double frustration for Ferrari was that Leclerc’s crash was an own goal as the team sent both drivers out for their exploratory laps in soaking conditions on intermediate tyres, when others went for full wets.

Hamilton admitted that he’d also had a moment and was lucky to escape his team mate’s fate.

“I’ve watched it quite a few times,” said Leclerc when I asked him about the crash. “Honestly, I can drive around 100 times, and there’s not as much you can do as a driver.

“I think the mistake was in the first place to be out on inter tyres, with those track conditions and this we need to understand what we’ve done wrong as a team.

“I won’t go too deep into that, but obviously, I think this was the main mistake that then cost us a lot. But yeah, obviously that made the whole day a lot more difficult for the mechanics, for me as well not doing as many laps as others, but I don’t feel like I’ve paid the price of it today.”

Leclerc agreed that P8 was as much as the team could expect given the overall lack of pace.

“We’re just not fast enough,” he said. “We’ve got to analyse. There was something strange on our side. I had to change massively, the car, the tools and everything, in order to have kind of a balance I liked. It was very different. So we’ve got to look into it to understand what happened there.”

Asked if the car wasn’t 100 percent after the rebuild he said: “I don’t want to say that for now. The mechanics have done an incredible job putting everything on and to be honest, we’ve changed few things on the cars as well in terms of setup.

“It’s unclear to me whether the set-up changes had had a much bigger impact than what I thought, or whether there’s something off. But this will look tonight.”

Ferrari’s lack of performance is a real concern for a team that can’t afford to be starting in P8, with much now riding on updates expected for Imola and beyond.

“It is frustrating. But to be honest this weekend I feel like – and that’s probably even more frustrating – is that I feel we are maximising the potential of the car. It’s just that the potential of the car is just not there. When I finish a lap, again today in qualifying, I feel very satisfied with my lap, but it’s only bringing us whatever it is, P8 or something.

“So yeah, we’ve got to look at it. I think a track like this also highlights our weaknesses. There’s a lot of low-speed content. Williams are in front of us, and I consider my lap a good one. It’s pretty easy to understand where we are lacking.

“We are just not fast, and whatever we do with the car, we can run it in different ways, but we just don’t have the downforce that the others have at the moment, especially at low speeds.”

A bold strategy call and a great third place for Lewis Hamilton and Scuderia Ferrari in Saturday’s Miami sprint was a welcome boost after their recent struggles.

It was also a sign that any wild suggestions of a premature end to their relationship are wide of the mark – Hamilton is not the kind of guy to give up on a challenge.

Speaking after the sprint chequered flag he admitted that there is still a long way to go.

“The fact is so far we’re not extracting everything,” he said. “I don’t think we’re extracting everything from the car, and that’s what we need to work on to extract the full potential of the car. I think we have good downforce.

“I don’t think we’re on the same pace as as in McLarens, but I think we we should be fighting a little bit closer, perhaps, to to the Bulls and to McLaren.

“So I think there’s a lot of elements that we need to elevate, and hopefully we’ll try and see if we can do that into into qualifying today. Definitely lots learned already so far.”

It’s not been an easy start to 2026 for Hamilton, and his regular assertion that he’s simply taking time to get used to a new car and team has been met with some scepticism.

However others who are going through the same process this year know exactly what he’s facing as he moves along the learning curve.

Carlos Sainz has noted since the start of the year that he’s been in the same situation, having done the opposite swap from Ferrari to Mercedes power units.

“I’m not surprised at all,” said the Spaniard when I asked him about Hamilton’s struggles.

“I think for me, I expected it to myself, and I expected it with him, because in this sport, there are no secrets. And when you are up against two team mates like we are, like Alex and Charles, that they know the team inside out, and they are already performing at the maximum that that car can perform.

“So you can only do just a little bit better or the same as them. You cannot suddenly arrive and be two three tenths quicker, because it’s not possible. They are already at the limit of the car.

“So when you jump to any team and you’re expected by yourself and by everyone around you to be at that level, you know it’s going to take time if there’s no secrets. They know a lot more than you, and it’s going to take a bit of time. And the sooner you make that process, and the sooner you are at that level, the better.

“But for some drivers, it might take longer or shorter. Lewis had an amazing weekend in China. Then he seemed to have a bit more trouble now. But it’s going to take time for both.”

So how long is it acceptable for a driver to take to make that transition?

“It’s a tricky question, because it depends,” said Sainz. “It depends how natural the car comes to you, depends how natural the relationship with engineers and that blend comes.

“I’ve always said that to know a car well, you need at least half a year to a year to experience everything with that car. That doesn’t mean that you cannot perform during that year. This is a different topic. You can perform at 100% or at 99, and your 99 might still be pretty good, but the 100% for sure, there’s things that you need for sure, half a year, I would say, to experience.

“And I’m not using it as an excuse. I want to perform like I did in Jeddah from race one, even if I am at 97 instead of 99. But it’s I just know it takes time, and I’m going to be demanding with myself.”

You could look at history and point out examples of drivers making a smooth transition and even winning their first races with new teams.

The fact is that the current ground effect cars are much trickier to drive at the limit than those of the past, and range of controls available to drivers far more complicated.

“These cars nowadays, I feel like you need to drive them in a very specific way to be quick,” said Sainz.

“I feel like the cars of ’21 you could come in with two or three different driving styles and more or less get the same lap time, because the car would allow you to get to that limit in different ways.

“I feel the more I get to drive this generation of cars, the more I dig into the data, the more I realise you need to be closed loop to one driving style. And if you don’t drive in that way, you’re never going to be quick.

“And it’s just how the car interacts with you, which allows you to drive in that specific way that you need to make sure you understand. I think these cars are particularly difficult.”

Esteban Ocon’s move from Alpine to Haas has been less high profile than those of Hamilton and Sainz, and he’s had some decent races and scored points. However he’s not had it easy either.

“It’s very difficult,” said the Frenchman when I asked him. “And especially when you change a car’s philosophy, because the Haas car and the Ferrari car have a lot of similarities, so I can relate a little bit to Lewis on that side, having driven the Merc as well in the past, it’s a very different way of driving the car – or extracting the potential of it. And the car feels very different.

“So it’s not easy, for sure, to adapt to that. I’m sure he will find a way very quickly. And in the meantime, I also have to improve quite a lot of things as well, still that I’m in a way of doing. It’s been five races, so things are getting more to normal. There’s more routine now going on, and how we prepare weekends, and how I feel I drive the car.

“I know straight away when something is not quite right, or where it should be compared to before, where I thought it was normality. So the more you drive, the more you learn. But there is at some point, you know, there is no adapting to it. You just have to deal with it.”

Ocon agrees with Sainz that the current ground effect cars are particularly difficult.

“For sure. I don’t think they are forgiving these cars at all, the way they are stiff, how they bounce. You know, how the tyres react. They are better these tyres, but they always tend to understeer quite a lot mid-corner.

“I don’t think there are two ways of driving it. You need to go with one way. There is no other direction that you can drive the car. You need to choose the quickest way, and that’s it.”

Ocon’s boss Ayao Komatsu has suggested that it’s easier for young drivers to adjust to the current cars than those with more knowledge. It’s a curious situation that life is harder for more experienced drivers.

“I think if you come from junior formulas and you go straight into that car you put everything that you’ve learned you know away and you just go into it,” said Ocon. “And you learn the new thing again.

“Now, with our experience, I mean, Lewis has much more experience than me, he’s driven a lot of different cars, but a lot of the same one as well for a long time. So I can understand why it’s not easy. And I know it’s also not easy for me, or for Carlos. But we’ll get there.”

McLaren F1 boss Zak Brown says the ‘Tire Water!’ drink bottle he displayed on the pit wall in Miami on Friday was a dig at Red Bull boss Christian Horner on what he calls the “serious issue” of teams making accusations about potential illegalities on rival cars.

In 2024 there were suggestions from the Red Bull camp that McLaren was using water in its tyres as a strategy for cooling.

Brown says he’s frustrated that teams can make allegations that cannot be backed up, but which potentially do damage to the accused.

He says that teams should make a formal protest, and that to ensure that they are not frivolous the fee should have a potential impact on the cost cap.

“My new water bottle, so that was poking fun in a serious issue, which is teams have historically made allegations of other teams,” he said. “Most recently, one team focuses on that strategy more than others.

“And I think that there’s a proper way to protest a team at the end of the race, and you have to make it formal, disclose where it comes from, you put some money down. I think that process should be extended to all allegations, to stop the frivolous allegations which are intended only to be a distraction.

“So if you had to put up some money and put on paper and not back channel, what your allegations are. I think that would be a way to clean up the bogus allegations that happen in this sport, which are not very sporting.

“And if someone does believe there’s a technical issue, by all means, you’re entitled to it. Put it on paper, put your money down. You should come against your cost cap if it turns out you’re wrong, and I think that will significantly stop the bogus allegations that come from some teams in the sport.”

Asked what sort of number the fee should be he said: “It needs to be meaningful from a I’m choosing to spend money on that instead of my own racing car. We’re all right at the limit of the budget cap.

“I know how much we will not waste a dollar on anything that we don’t think brings performance. So it’s probably 25 grand.

“If it was kind of would I spend 25 grand on a distraction tactic or development of my own race car, I’d spend 25 grand on my race car all day long. So it doesn’t need to be hundreds of thousands, but it needs to be meaningful enough that you’re taking away performance you’re spending on your car.”

When Lando Norris met the media in Jeddah not long after his heavy Q3 crash he was surprisingly calm and collected, given the obvious blow to his title hopes associated with a P10 start.

If anything he was less stressed that he had been exactly a week earlier in Bahrain, when he made his frustration at qualifying only sixth very obvious.

On this occasion crucially he’d already had an opportunity to speak to his team, and his own subsequent approach mirrored theirs – yes the crash wasn’t ideal, but let’s think about how do we turn this around in Sunday’s race?

It’s a positive approach that has been fostered by team principal and accomplished man manager Andrea Stella.

His engineer’s instincts kicked in – let’s deal with the challenge we now have – while at the same time helping to ensure that Norris himself quickly moved on.

“When you have an incident in qualifying, it’s always unfortunate,” said the Italian. “Because like today, Lando could have been the first row, and now we are starting from 10th.

“But these guys are race drivers, they have done this their entire life. I’m sure it’s not the only disappointing Saturday that Lando might have had in his career. We are all, drivers included, very thick skinned. Very used to that, very determined.

“In the briefing our focus immediately shifted onto what tyres for tomorrow? How do we try to use the performance that we are showing on Friday?

“It’s not only a morale aspect, it’s also almost a methodological aspect, like how do I move from this point into good? There’s a race tomorrow, let’s be programmed, let’s go and actually use this disappointment as additional determination.

“That was the conversation in the briefing, if you want. That’s the sport. And I think when you are into the sport, when you are the athlete or the engineers, you are well-trained, and sometimes you just have these five minutes of disappointment, and then you know how to convert it. This is what I’ve seen has happened with Lando and also with the team.”

Asked about his friend’s incident Carlos Sainz suggested that he could bounce back, citing last year’s Brazilian GP – when the fortunes of Norris and Max Verstappen were reversed – as an example of how quickly things can change between a Saturday and Sunday.

When I asked Stella if the circumstances now gave Norris a chance to turn things around on Sunday and show what he’s made of he agreed.

“One hundred per cent,” he said. “After five minutes, Lando was here, back in the office. Immediately, the mindset changed. That’s not the position that we want to be in a race in which we could have started from the front row.

“But actually, we take it as an opportunity to show our determination, to show the strength from our attitudinal point of view, in terms of our mindset. This was very much what we talked about in the debrief, post-qualifying and also the genuine attitude that everyone brought into the debriefing and into preparing and positioning the team for having a good race tomorrow.

“I really hope that we will be in condition to have some free laps, free air laps tomorrow, use the pace that we saw on Friday, and this weekend could actually be a weekend from which we come out stronger, reinforced, even more confident, because we see our strengths. And I think this aspect of the qualifying is very episodical.

“We just have to sort of understand how to deal with the fact that perhaps sometimes you just don’t have to go for the final few milliseconds until we make the car just more genuine in terms of the cueing and the feedback that the car gives to the drivers, this is 100% responsibility of the team.”

To his credit Stella also suggested that the team takes responsibility for putting Norris in a position where mistakes can happen at the very limit.

That’s an impressive attitude to adopt, especially when your driver hits a low like Lando did on Saturday evening.

Stella explained: “I think in Q3 when Lando tries to squeeze a few more milliseconds out of the car, what we see – and I think we are starting to see this even better in the in the data, like in terms of identification of what is going on – when he tries to squeeze this extra millisecond, just the car doesn’t respond as he expects.

“So I think this is a behaviour that kind of surprises him. Today it surprised him. The car understeered a bit in corner four, ended up on the outside kerb, and this outside kerb can be quite unforgiving.

“So in a way, it’s almost episodical. What’s happening is an episode, and it’s an episode that I think starts from some of the work that we have done on the car. It made the car faster overall, but I think it took something away from Lando in terms of predictability of the car once he pushes the car at the limit.

“So it’s a responsibility of the team to try and improve the car and to try and correct this behaviour, because we want Lando to be confident, comfortable that he can push the car.

“And when he needs to find a few milliseconds, he can do it with a behaviour of the car that, okay, maybe you realise I pushed a bit too much, but without this sort of macroscopic consequences. So I see very much of a responsibility of the team in terms of improving the situation.”

Stela acknowledged that it might take time to hone the car, and in the interim the key is to ensure that Norris is able to cope as best he can.

“What’s important from Lando’s side is that in the meantime, while we don’t improve it, he maintains the confidence and he maintains an availability to adapt. These cars are so fast, they are so demanding in terms of just adopting a very natural driving style.

“We hear this even from Hamilton, seven times world champion, and yet, he talks about driving the car in a natural way, because these cars are too fast to think. You either kind of get what you anticipate from the car, or you’re going to be slow.

“And Lando doesn’t accept to be slow. So it’s our responsibility to make sure that we give him a car that is at the level of his talent.”

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