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August 1, 2024 · 4:06 pm

Audi: Binotto and Wheatley combination “a decisive step” for F1 project

Highly regarded in the paddock Jonathan Wheatley has played a big role in RBR’s success

Audi CEO Gernot Dollner says that the addition future team principal Jonathan Wheatley to the company’s Formula 1 outfit alongside recently announced COO and CTO Mattia Binotto is “a decisive step” ahead of the marque’s entry in 2026.

RBR sporting director Wheatley’s move to Audi was confirmed by his current team earlier today, and the German manufacturer has now clarified how the twin leadership roles will be split, with both men reporting to Gollner, who is chairman of Sauber Motorsport AG.

Audi says that Binotto “takes over the operative management of Sauber Motorsport AG at the site in Hinwil and the technical development of the future racing cars.

“In this role he is the overall technical interface between the development teams in Hinwil and Audi Formula Racing GmbH at the Audi site in Neuburg an der Donau, which is responsible for development of the power unit.”

Wheatley meanwhile will be more involved in race operations as well as day-to-day political dealings with the FIA and F1. Audi says that “he will focus above all on the racing performance of the future F1 factory team, on operational management of all race events, and on representing Audi at team principal level in matters relating to F1.”

In confirming the news Dollner made it clear that he believes that he has created the ideal combination.

“I am delighted that we have been able to gain Jonathan Wheatley as team principal for our future F1 team,” he said. “Jonathan has played a major part in many F1 race victories and World Championship titles in his F1 career so far, and has extensive experience in the paddock. He is a very valuable addition to our team.

“With the appointment of Jonathan and Mattia we have taken a decisive step towards our entry into F1. I am convinced that with the two of them, we have been able to combine an extremely high level of competence for Audi. Their experience and their ability will help us to get a foothold quickly in the tough competitive world of F1.”

Wheatley is set to go on gardening leave at the end of his final season at RBR, with Audi revealing that he will start work in July 2025 “at the latest.”

He said: “I am extremely proud to have been a part of the Red Bull Racing journey over the last 18 years and will leave with many fond memories. However, the opportunity to play an active part in Audi’s entry into F1 as head of a factory team is a uniquely exciting prospect, and I am looking forward to the challenge.

“Also I am glad to be working together with Mattia, whom I have known for many years and who is the right person to collaborate with in this exciting project.”

Binotto added: “I have known Jonathan for many years and rate him highly as an experienced and committed motorsport expert. 2026 is not a long time away now, and I’m looking forward to setting up the new racing team for Audi along with Jonathan and leading it to success.”

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July 27, 2024 · 1:11 pm

How GM and Cadillac can solve Renault’s Viry F1 problem

Alpine is set to align with Mercedes in 2026 – but could the Viry PU become a Cadillac?

On Friday Alpine’s outgoing Formula 1 team principal Bruno Famin confirmed that the Enstone outfit is planning to use a customer power unit in 2026, thus abandoning the in-house project that has been underway at Renault’s Viry-Chatillon base for the past couple of years.

He also stressed that the customer plan is pending agreement with the unions and French authorities, and a guarantee that the Viry employees will still have a job.

Famin talked in somewhat vague terms about the facility’s resources and the 250-300 people who work on F1 being reallocated to Alpine’s road car programme.

However there is a far more straightforward solution to the Viry problem, and one which will potentially actually earn the Renault Group a lot of money – sell the 2026 project to General Motors and create a Cadillac PU that could put Andretti on the grid.

As is well known Andretti’s original strategy was to be a Renault customer in 2026-’27, and then bring its own US-built Cadillac PU onstream in 2028.

Those plans remain in limbo given that F1 steadfastly refuses to approve Andretti’s entry.

In the rejection letter it sent on January 31 F1 specifically cited the customer engine plan as one of the key reasons, seemingly ignoring the fact that McLaren, Aston Martin, Williams, Haas and Sauber are all currently customer teams.

However the last paragraph appeared to leave the door open: “We would look differently on an application for the entry of a team into the 2028 Championship with a GM power unit, either as a GM works team or as a GM customer team designing all allowable components in-house.

“In this case there would be additional factors to consider in respect of the value that the applicant would bring to the championship, in particular in respect of bringing a prestigious new OEM to the sport as a PU supplier.”

This was written on the basis that, as per the plans submitted by Andretti, the Cadillac PU would not be ready until 2028. However, it was perhaps not as generous a concession as it might appear.

The entry process that Andretti took part in and which was approved on the FIA side was for 2025, 2026 or 2027. In other words an entry for 2028 would require a whole new process, and there’s no guarantee that Andretti would get past the FIA stage. It would also require the team to spend ‘25, ‘26 and ‘27 on the sidelines, spending a huge amount on salaries with no reward.

But what if Andretti could turn up with a Cadillac PU in 2026, or even 2027 if it takes more time to put the pieces together – in other words within the currently approved FIA entry window?

Renault has a PU project that has been full steam ahead for a couple of years and which is about to be canned, along with all the hybrid V6 knowledge gained since 2014. The IP of the 2026 project will be worth absolutely nothing – all that investment and no return.

Alpine may not want to use the Viry PU, but in theory there’s no reason why someone else can’t take over the project.

Renault could retain ownership of the Viry facility and simply provide IP and services to GM, in so doing creating a useful income stream that keeps the place running and still able to do other Alpine racing and road car work.

GM using Viry to create an F1 PU is little different to Ford doing it via Red Bull Powertrains, but to add some legitimacy it could bolster the French staff with a few US engineers, or perhaps undertake specific projects – as it is doing with the Andretti chassis – at its American facility. All of which would of course have to be done within the restrictions of the new PU financial regulations.

If it happened Cadillac could have a PU two years earlier than planned, the Viry operation could continue with barely a blip, and the Renault shareholders would surely welcome the funding that will be pumped in. And F1 will still have six PU manufacturers in 2026.

It all makes so much sense in theory. However, the reality is that the political complications will be hard to overcome. Renault boss Luca de Meo would have to be keen to make it happen, and any deal would have to be discussed at CEO level with his GM/Cadillac counterparts.

And given that Flavio Briatore is his advisor, the former Benetton boss would also have to have good reasons to support a GM deal.

It’s widely believed that Briatore’s longer term goal on De Meo’s behalf is to increase the value of the Enstone team in preparation for an eventual sale. Many observers believe that taking a Mercedes PU in 2026 is seen as a simple shortcut to better results, which will in turn boost the value of the team.

Thus helping Andretti to get on the grid, diluting the prize fund and potentially reducing the value of all 10 current teams, would not be in De Meo’s interests. In addition he is close to F1 boss Stefano Domenicali, who strongly opposes the Andretti entry, and it makes little sense to rock the boat. Indeed sources suggest that De Meo is not been keen to help Andretti in any way.

Has a Cadillac/Viry deal already been discussed by GM and Renault? Given that it has been several weeks since the first stories of the Alpine customer PU plan emerged, potentially leaving Andretti without an engine for 2026 and ’27, it would be naïve to think that there hasn’t already been a conversation, and Halfway house scenarios such a sale of specific IP to fast track a full US Cadillac project, for example battery technology, may also be on the table. How far any such talks have got is another story.

The clock is already ticking in terms of an Andretti entry in 2026, and also in terms of key Viry staff sticking around rather than jumping ship to Audi or Red Bull, the obvious destinations.

The question now is what can GM and Andretti do to convince De Meo and Renault to play ball?

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July 26, 2024 · 3:10 pm

Next Alpine F1 upgrade package will be basis of 2025 car, says Sanchez

Alpine has a big package at Spa – but the next one is more significant

Alpine Formula 1 executive technical director David Sanchez says an update package due after the summer break will form the basis of the team’s 2025 machine.

The team introduced a new package at Spa on Friday, which includes a revised front wing, beam wing, rear wing, engine cover, and rear brake ducts.

Sanchez says the next package will be an “extension” of this one and will lead into next year’s car.

All teams are planning to carry over a lot of their 2024 cars into next season, the last with the current regulations, as they start to switch resources to their 2026 projects.

The Spa package includes a low-drag rear wing, but it wasn’t used in initial running in FP1.

“So from what you see today, all the changes are full season upgrades I would say, non-track specific,” said Sanchez. “It’s only a new rear wing, which is not on the car for now, which is track specific. The rest, which is a front wing evolution, bodywork, rear brake duct, is for everywhere.

“So the wing which we may try, depending on conditions, is the one which we may race here, in Monza, and in Vegas.”

Asked if the Spa updates had been brought forward he said: “I wouldn’t say it’s been fast-tracked. But for sure, it’s been pushed very hard through the system.”

Unsurprisingly Sanchez said that the priority is chasing downforce.

“I think the number one problem is for everyone finding more downforce, and trying to design out some anomalies which we may see with the current car,” he said. “So this package is intended primarily for more downforce.

“So this is a first step in the pipeline. We have another one which will be more big, and that will be the basis for next year. So we will do more on this year’s car.

“We’ve been working on this one [for Spa] since day one. The other one is an extension, using a bit more time to go further.”

Regarding the time of that package he said: “A few races after the break.”

Having been at Enstone since May and had time to assess its facilities Sanchez remains confident that Alpine has the potential to make progress.

“From an infrastructure point of view the team was already well advanced with the plans,” he said when asked by this writer what he had found.

“We looked together, whether we needed to prioritise a few items more than others. I think where we are now, the plan we have, if I look at ’26 and beyond, we should be in a good position.

“Now, it’s more to get everything in the right direction with this car and the next one, and build more confidence in the team.”

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July 10, 2024 · 11:45 am

Key Mercedes staff join Andretti Cadillac F1 management team

The Andretti Cadillac team continues to bolster its staff

The Andretti Cadillac Formula 1 team has hired two key players from Mercedes as it continues to bolster the head count at its new Silverstone base.

Chris Green has joined as IT director, while Laura Sturland is the organisation’s new finance director.

Both are set to play significant roles in helping to build up the fledgling organisation given the experience that they gained with their previous employer.

Green was at the Brackley team for 17 years, joining the then Honda outfit as network systems administrator in 2007, a position he retained during Brawn GP’s World Championship winning season in 2009.

In the Mercedes era he became IT operations manager in 2014, and was appointed head of IT commercialisation and future technology in 2021.

Sturland joined Mercedes in 2017 as financial controller. She was appointed group financial controller in 2022, before also taking on the finance director role in January last year.

She brings vital knowledge of the FIA financial regulations and in particular how the cost cap operates, although Andretti Cadillac will remain outside of its scope until an entry is confirmed.

Green and Sturland are not the first former Mercedes employees to become part of the growing management team at Silverstone, with chief legal officer Caroline McGrory having joined earlier this year.

McGrory was the legal head at the Brackley team from 2004 to 2016, and was an owner/shareholder during the Brawn GP era. More recently she had a spell at Alpine.

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July 6, 2024 · 7:20 am

Sanchez says Alpine F1 team has “everything needed” for success

Sanchez is adamant that the pieces can fall into place at Alpine

Alpine’s new executive technical director David Sanchez says that the Enstone Formula 1 team has “everything needed to make a competitive car.”

The former Ferrari man joined Alpine in May after brief spell at McLaren in a role that sees him overseeing a team of three technical directors, divided into the performance, engineering and aerodynamics areas.

The Frenchman, who previously worked at the team starting in the Fernando Alonso era in 2005, has now had time to make an assessment of what he has found.

“They are very good,” he said when asked about the team’s facilities. “Everything needed to make a competitive car is there. So I was very pleased when I joined.

“Coming from outside, there was obviously a few things where I tended to have my own opinion.

“There was a plan in place, we reviewed the plan, we adjusted a few things, and for sure, that car needs a big push on upgrades. We are working on it, and it’s going pretty well for now.

“Some of them were on the pipeline. Now we have a lot more coming up, plenty of ideas, and now it’s trying to pedal as fast as we can.”

Ask about the A524’s weaknesses he added: “I think it’s a bit of a lack of development. We just need more downforce, we need a bit more of everything, especially downforce.

“I think for now, we’re developing around the weaknesses. This year in-season, it’s a lot about aerodynamics and for next year’s car, when we review the hardware, we’ll try and focus on fundamentally changing a few aspects of the car, and that should be another step forward.”

Most teams intended their basic 2024 packages to remain largely unchanged heading into 2025, give the obvious focus on the 2026 rules.

However Sanchez admitted that Alpine will make mechanical changes for the A525.

“For next year, there will be conceptual changes,” he said. “Again, we’re talking on suspensions, mostly. For this year, we’re shifting a big focus on aerodynamics.

“I wouldn’t say it’s going to be big concept changes, because when you look at the car, it will look similar, but when you look at the aerodynamic characteristics, they would tend to be, some of them different, some of them with a just bit more powerful performance.”

Sanchez agreed that the team has done a good job of optimising what has been a relatively stable package recently, with both drivers regularly in the top 10.

“There is for sure at the moment good momentum in the team,” he said. “We’ll try and maintain this until we get more upgrades, and we should build on that.”

“This has been a lot about learning how to how best to run the car set-up wise. There are some aspects to get the car in low-speed corners, which is good, to get the car turning, but in traction, it’s not very good.

“And then it’s about how to combine aero and mechanical sides just to try and get in a different optimum. This is where we seem to be at the moment. We’re trying to go further this weekend, and in the future we will try and have a car bit more adaptable.”

Sanchez acknowledged that weight has been a key issue: “When the car is overweight at the start of the season you know that weight-saving is the most straightforward way to add performance of the car.

“So for us, it was a little unfortunate the extra weight at the start of the season, but there’s been a lot of very good work in the design office to get that car now under the weight limit.”

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June 8, 2024 · 5:31 pm

Tombazis: 2026 F1 regulations will need refinement

The 2026 rules could change before teams start aero work in January

FIA single seater director Nikolas Tombazis insists that the 2026 Formula 1 technical regulations are not yet set in stone, and there is plenty of scope to make changes before they are finalised.

The FIA has given the teams the draft rules, and on Thursday the governing body issued the main details to the media.

Under the International Sporting Code the regulations have to be approved by the World Motor Sport Council by June 30.

Refinements can be made by the end of October, while in reality on the aero side the deadline for detailed changes is the end of the year, as teams cannot start work until January 1.

Teams and drivers have expressed doubts about some aspects of the draft regs, notably the 30kgs weight reduction, the low downforce and hence reduced speed in the corners, and the higher speed on the straights.

Teams are also on happy at how little freedom they have initially been given in terms of aerodynamic development.

However Tombazis made it clear that their views will be taken into consideration in the coming weeks.

“There’s clearly some concern expressed by some drivers or some teams,” he said. “First of all, these regulations are not yet approved.

“We are presenting them to the World Council on Tuesday in a very extensive manner, the aim being to have them approved by the World Council towards the end of the month. But that’s still not the case.

“Additionally, I would say that we clearly wanted to share these things with the media earlier, because we didn’t want things to leak from teams, we just wanted the media to get the full picture early on.

“But finally, most important of all, I would say, the World Council discussion, and hopefully the approval is the first step, we’re not in the final set of regulations yet.

“We do have quite a few things that we need to refine and discuss with the teams. We are fully conscious of some of the concerns over the level of downforce of the cars, or straightline speed, and these are things that are weak class as the refinements that still need to take place.

“So between, let’s say, the end of the month, when these regulations would hopefully be published, and the start of 2025 when teams can start aerodynamic development, because they cannot start earlier, we do expect a reasonable amount of extra work to be done – in full consultation with the teams, with FOM, and everybody else.

“And hopefully that will then lead to some refinements that would be submitted to the World Council maybe bit later in the year, and hopefully approved.”

Tombazis acknowledged that teams believe that as the regulations stand 2026 F1 cars will be potentially matching current F2 speeds.

“I think the fears are accurate because people are taking a snapshot of what the regulations on a piece of paper are now, and are making comments on the basis of what they see,” he said.

“So I don’t have any concern about these issues raised by people, but clearly as I explained at the start, we have full expectation to make some steps up for performance, and that’s exactly why we’ve set the bar reasonably low to start with, so we can build up on that, with collaboration of the teams.

“And to increase the downforce of these cars, is actually quite easy, if you have the regulatory freedom, I mean, and that’s exactly the step we want to take. 

“So I understand the comments. I don’t think there’s any concern these cars will be not faster than F2 or anything like that. I think that would be 100% resolved by the time we are in the final regs.”

FIA single seater technical director Jan Monchaux insisted that the views of the teams are being taken into account.

“We are still in discussion, and we are always in discussion with the teams,” said the former Sauber technical director.

“They have expressed concerns. Typically, teams are always a bit reluctant at implementing large changes, so it’s a bit of an ongoing compromise that needs to constantly be found.”

Monchaux stressed that it’s better to start with restrictive regulations, especially on the aerodynamic side, and then give the teams more freedom.

 “As Nikolas said effectively the approach we had since we needed to respect the framework, in terms of date of publication,” he noted.

“The regulations as they have been presented now, and which hopefully will be voted, are probably the most restrictive teams will be seeing, because we think also it’s going to be far easier in the next months to start increasing the freedom, and review some aspect of the regulation, which potentially currently are far too constrained, then the other way around, because they will all agree on having more freedom.

“If we had gone the other way around and effectively, let’s say, have something like providing a lot of freedom in their ability to design the cars, we would potentially realise in October or November on that one we don’t necessarily want, because it might put at risk some of the targets we want to achieve with these new regs.

“So it’s simply the approach we think is more reasonable to effectively now, step-by-step, since we have, I think, a solid basis to start discussion, to review some areas where, for the moment, we offer little or no freedom.

“Then if we convince ourselves, with the active support of the teams, to potentially say, ‘Okay, in this area, you can do more, it’s okay for us, you have more freedom,’ because we are convinced, through work they will have to do that it’s not going to put at risk all the high level objectives – the nimble car, which comes with reduction of weight, which comes with some reduction of downforce.

“And I think the process like this will be working, because it’s pretty much straightforward, because they will always say yes for more freedom.

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June 6, 2024 · 1:48 pm

FIA reveals new look for 2026 F1 cars

The 2026 cars will be lighter and smaller than the current ones, albeit not by much…

The FIA has released the first details of the 2026 Formula 1 technical rules package, which is set to be ratified by the World Motor Sport Council at the end of this month.

While the power unit spec has been available for some time the chassis regulations have been under debate.

Significantly the new cars will be 30kgs lighter – with the limit cut from 798kgs to 768kgs – and they will be 100mm narrower, and shorter, with the wheelbase trimmed by 200mm. The floor will be 150mm narrower.

As Pirelli requested 18-inch tyres have been retained, although they will be reduced in width by 25mm at the front, and 30mm at the rear.

The cars will also have active aerodynamics, with moveable front and rear wings. The FIA says that the system “will result in greater cornering speeds with standard Z-Mode deployed. On straights drivers will be able to switch to X-Mode a low-drag configuration designed to maximise straight-line speed.”

Expanding on the aero package the FIA notes the following changes: “A three-element active rear wing will be adopted, while the lower beam wing has been removed and end plates have been simplified.

“The front wing will be 100mm narrower than currently and will feature a two-element active flap.

“In contrast to the current cars, front wheel arches will be removed, and part of the wheel bodywork will be mandated, to help achieve optimal wake performance.

“In-washing wheel wake control boards will sit on the front of the side pods to assist with the control of the wheel wake.

“The cars will feature a partially flat floor and a lower-powered diffuser, which will reduce the ground effect and the reliance of the cars on ultra-stiff and low set-ups.

FIA president Mohammed ben Sulayem is bullish about the prospects for the new cars, which will use sustainable fuel.

“Following the publication of 2026 power unit regulations two years ago we have taken the opportunity to redefine the chassis regulations to match the energy requirement of the new power units,” he said.

“Collaborating with our partners at Formula 1 and with the assistance of the sport’s 10 teams and all our stakeholders this represents a unique revision that will ensure our premier championship is even more relevant to what is happening in the world.

“The power unit regulations have already resulted in a record number of PU manufacturers committing to the sport. And now, in tandem with chassis regulations that provide for lighter, more agile cars featuring innovative aerodynamic solutions, we have created a set of regulations designed to not only improve racing but also to make the championship even more attractive to PU manufacturers, OEMs and existing competitors.

“The key features of the 2026 F1 regulations are advanced, sustainability technology and safety. Our aim, together with Formula 1, was to produce a car that was right for the future of the sport’s elite category. We believe we have achieved that goal.”

F1 CEO Stefano Domenicali added: “These regulations mark a significant moment in the future of our sport as we look forward to a new generation of car and power unit that aims to give our fans closer and exciting racing.

“The new sustainably fuelled hybrid power unit presents a huge opportunity for the global automotive industry, the drop in fuel has the potential to be used by cars around the world and dramatically cut emissions. Its potential is one of the key reasons why we will have a record number of engine suppliers in Formula 1 in 2026.

“We enter this new regulatory cycle with the sport in the strongest position it has ever been, and I am confident that the work done by the FIA to create these regulations will further strengthen the position of the sport around the world.”

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May 8, 2024 · 2:47 pm

FIA’s first CEO Robyn leaves organisation

Natalie Robyn has left the FIA CEO role after just 18 months

The FIA’s first ever CEO Natalie Robyn is leaving the organisation after just 18 months in the job.

She will leave the FIA at the end of this month by “mutual agreement”, and a process to find a replacement has already begun.

The CEO role was created by created by president Mohammed Ben Sulayem as part of a modernisation process.

Robyn was named in the job in September 2022, and officially started that November.

She had previously worked in senior roles in Daimler, Nissan and Volvo, and was heading the Swiss division of the last named company before moving to the FIA.

“Performing in the role of CEO at the FIA has been an enormous privilege and I am grateful to have directed a programme of restructuring and reform,” said Robyn.

“Now is the time to step away in the knowledge that the organisation is better placed for the challenges which lie ahead.

“I take great pride in my role in advancing the FIA’s transformation across both Sport and Mobility, and I am pleased to leave an organisation comprised of a wonderful team of talented and dedicated individuals.”

Confirming her departure the FIA noted: “Throughout the past 18 months, Natalie has spearheaded a comprehensive overhaul of the federation’s operational structure, playing a pivotal role in modernising the FIA, enhancing governance, and securing sustainable financial stability.

“Natalie’s appointment to the role of CEO in November 2022 marked a milestone, leveraging her 18-year career encompassing roles within both the automotive and finance sectors.

“Her decision to pursue opportunities outside of the FIA has prompted her departure from the organisation by mutual agreement, effective at the end of May.”

Ben Sulayem said: “Natalie’s appointment was notable as the first CEO in the history of the FIA. She has contributed greatly to a wide-ranging reorganisation of our operational and management structure. On behalf of the FIA, I wish her well in her future endeavours.”

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April 22, 2024 · 12:28 am

Fernando Alonso: “The best thing is not to do the sprint race…”

Fernando Alonso joked that “the best thing is not to do the sprint race” after a weekend of mixed fortunes for the Aston Martin in the Formula 1 Chinese GP.

Alonso picked up three penalty points on his licence after contact with Carlos Sainz in Saturday’s sprint, and then found his strategy for the main race on Sunday compromised by the tyre sets he had left over.

He thus found himself running the soft compound in the middle of the race and then losing track position when he pitted for mediums for a short final stint that saw him bag the fastest lap and seventh place.

“Well, we didn’t have any more hard tyres,” he said when I asked him about the strategy call.

“So we had one soft, one medium left, and 35 laps in front of us, which in our calculation was not possible to make it until the end. Obviously, there were a lot of safety car laps, removing the Sauber [of Bottas] out.

“And then as soon as the safety car came in, more safety car laps, because of the crash. So that was I think the luck that the hard cars had to finish the race. Yeah, the best thing is not to do the sprint race, probably on Saturdays, to keep more sets of tyres for Sunday.

“There are few points in the table for us, if you’re not winning the race, and you risk penalty points and things like that on the licence, so it’s better not maybe to race…”

Alonso believes that greater flexibility with tyres will benefit sprint weekends: “I think more tyres will be good, because also in FP1 it’s a game of who runs less, and who uses less sets of tyres, so it’s a shame for the fans.

“And then in the sprint race, if they want the sprint race for the show and for overtaking and ‘let them race,’ and then you don’t let them race… It’s better not to race.”

Alonso did at least enjoy himself in China, especially on the first lap, when after passing Sergio Perez he looked set to have a go at leader Max Verstappen.

“Yesterday, the same with Lewis [Hamilton]. I was P2 after Lando [Norris] went off. And I said, ‘Okay, I may try and lead the race, at least one lap,’ and today I passed Checo, and I said, ‘Okay, if I can, I will do it again…’ But I had no choice, and no opportunity. Hopefully one day soon.

He added: “The wind direction changed this morning, so in Turn 1/2, it was headwind. I knew that if I was parallel to someone in Turn 1/2, I had the opportunity to attack. So I was very aggressive.

“Then eventually you fall back to your natural position, which is ninth and 10th. We keep repeating the same thing, it’s repetitive, but we see every Sunday that we are the fifth fastest team. But for whatever reason they don’t put together the lap on Saturday. We qualify in front of them, and then there is this fight every Sunday. So let’s see if we improve the car.”

Regarding the charge after his late pit stop he said: “I felt fast, but the positions were not looking that good when I was P10. It was difficult, and it was our only strategy to do. It’s good to have the fastest lap, good to feel the car fast.

“We have a good DRS this year. so it was very easy to overtake. I nearly crashed in the last corner, so I was pushing maximum. Let’s see if we can improve. So far, the first five races show the same trend, we are still missing a good half a second in race pace. And this is something that we need to start focusing on now.”

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