Latest news with #Silverstone
Yahoo
16 hours ago
- Automotive
- Yahoo
Why Adrian Newey 'goes to another office' to avoid work on 2025 Aston Martin F1 car
Adrian Newey made a rare appearance trackside during the British Grand Prix Formula 1 weekend. Apart from a visit to Monaco in May (and a cameo at the Goodwood Festival of Speed) he has been sequestered within Aston Martin's 'campus' near Silverstone since he started at the team in March. But while Newey was present on the British GP grid with his sketchbook – despite overseeing 12 constructors' championship-winning cars since 1992, he has never been too proud to learn from others' ideas – he will continue to focus on developing Aston Martin's response to the 2026 technical reset rather than being drawn into solving problems with the current car. Advertisement 'He's working, he's involved,' Fernando Alonso told Spanish broadcaster DAZN at Silverstone. 'He's very motivated. But it's true that this year's car doesn't seem to interest him much. 'Every time we ask something about this year or how to improve something, he gets up and goes to another office. So he's already in 2026 mode…' Fernando Alonso, Aston Martin Racing, Adrian Newey, Managing Technical Partner of Aston Martin F1 Team Fernando Alonso, Aston Martin Racing, Adrian Newey, Managing Technical Partner of Aston Martin F1 Team Although Alonso was being somewhat flippant, Newey has traditionally resisted becoming involved in development of an inherited project when moving teams. His first Williams, the FW14, had more in common aerodynamically with his previous design (the Leyton House CG901) than the FW13 it replaced; at McLaren he got straight into conceptual work for the 1998 narrow-track ruleset while still on gardening leave, having as little involvement as possible with the '97 car; at Red Bull he almost entirely swerved the wretched RB2. Advertisement 'I spent some time trying to understand the RB2,' he told this author, with a barely suppressed eye roll, in a contemporary interview. [ ] As surely as eggs don't bounce, a 'but' followed: reshaping the malfunctioning technical department he'd inherited from Jaguar Racing took priority over silk-pursificating the car it had produced. And this is the policy to which Newey is adhering at Aston Martin, while phrasing his observations more diplomatically – in public, at least, though he has spoken of the development 'tools' being 'weak'. The challenge is to transact this reconstruction phase while managing expectations in the interim. Team owner Lawrence Stroll is notoriously impatient, as evinced by excoriating 'roastings' in the factory on the Monday following an unsuccessful weekend – of which there have been rather too many of late. Alonso, now into his 40s and painfully aware of the passage of time, is also in a hurry to get in a quick car again. Lance Stroll gives the outward impression of being manifestly disengaged, and yet talk of behind-the-scenes tantrums suggests he does have an interest in development taking a turn for the better. Advertisement Read Also: Lance Stroll's bizarre Canadian GP press conference: dour, defensive, and disconnected CEO and team principal Andy Cowell must therefore follow a pragmatic and delicately balanced route through this season, enabling Newey to reshape the technical organisation to his liking and keep his head in the 2026 game while also giving some impression of forward momentum with the current project. A new floor applied to the AMR25 in Imola was said to have had a noticeably positive effect, while further revisions to that floor – including new 'fences' – at Silverstone were in close-but-no-cigar territory. Advertisement 'I think it's a step forward – the car felt a bit better,' said Alonso. 'The data showed that in some parts of the track there's improvement; in others it's harder to see. So, let's say it's a very small upgrade package, but it's always welcome. Fernando Alonso, Aston Martin Racing Fernando Alonso, Aston Martin Racing 'The way the grid is right now – with five or six cars within two tenths – a tenth or even half a tenth is valuable. It also shows that the team keeps pushing. 'We're not content being stuck in the midfield. We want to be as close as possible to the top teams by the end of the year.' If the trajectory doesn't seem to be heading towards that vaguely expressed position in the upper midfield, will Stroll Sr start thumping desks and demanding Newey get involved? Maybe, but Adrian will resist all the way. To read more articles visit our website.
New York Times
16 hours ago
- Automotive
- New York Times
F1 at 75: The eight visionaries who shaped every decade of the sport
This article is part of our 75 Years of Speed series, an inside look at the backstories of the clubs, drivers, and people fueling Formula One. Formula One is celebrating the 75th anniversary of its world championship. From the 1950 British Grand Prix at Silverstone, the series has transformed through technological eras into today's popular, sprawling business. Advertisement As motorsport is a discipline that tests humans alongside machines, many characters have come to enjoy fame and fortune through F1 success. Here, we select eight important figures from across the eight decades of the world championship to this point in 2025, arranged typically from when their influence in the sport began. Some came to prominence immediately. Others bestride multiple eras. All have lingering legacies. These are the F1 characters who really stand out from 75 years of sport and counting. 'Everybody's a Ferrari fan,' Sebastian Vettel said in 2016. 'Even if they say they're not, they are a Ferrari fan.' 'There's just no team and no brand like Ferrari,' Lewis Hamilton said this year. 'I don't think there's any other brand in the world that encapsulates this passion.' Both drivers were unable to resist the move to Maranello after a series of title-winning seasons at Red Bull and Mercedes, such is the allure of driving for the team that still bears Enzo Ferrari's name. As the only team to have competed in every single F1 world championship, the Prancing Horse squad has long enjoyed a special status. Ferrari himself raced for Alfa Romeo in the 1920s and went on to found Scuderia Ferrari in 1929 under the Alfa banner. It eventually started producing its own race cars in 1947, just in time for the first F1 world championship in 1950, as racing became more formalized after the Second World War. Ferrari's team holds the record for the most constructors' titles (16) and drivers' titles (15), with over half of these trophies coming before he died in 1988. Enzo controlled the manufacturer tightly, but did have to forge an alliance with Fiat in 1969. The two companies separated again in 2016. The success is undeniable, though it is difficult to quantify the full extent of Enzo's influence, as it also lies in the less tangible — emotion, fanhood and aura. But from the ground up, Ferrari built a team that would eventually carry the most revered name in motor racing and command an army of loyal 'tifosi' (fans), with the rest of the Italian nation looking on too. Advertisement One just has to look at the sea of red in a grandstand at any modern race to see how his impact endures to this day. Or take a look at the list of drivers who have raced for the outfit to understand how it attracts the best of the best. There's just something unique about Ferrari. As it quotes its own founder saying: 'Ask a child to draw a car, and certainly he will draw it red.' Here's another well-known Ferrari quip, in response to a question about a windscreen at the 1960 24 Hours of Le Mans: 'Aerodynamics are for people who can't build engines.' This one hasn't aged quite as well. F1 changed forever once it became accepted that the structure of a car was just as important to its speed as how fast an engine made it go. Chapman understood this better than anybody at the time and founded Lotus Engineering in 1952. The small British manufacturer made its F1 debut six years later. In 1962, Chapman changed the game with the introduction of the Lotus 25, the first F1 car to have a fully stressed monocoque structure (a design where the outer shell bears all the weight and forces, eliminating the need for an internal frame). The car was significantly lighter than its competitors. It took Jim Clark to his first world title in 1963, while the Scotsman won again two years later in the Lotus 33. 'Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere,' is an often-quoted Chapman line, including by the modern Lotus company. The monocoque — also referred to as the 'survival cell' — remains an integral part of F1 cars. It was far from Chapman and Lotus' only innovation. The team helped popularise the use of integrated wings and inboard brakes, while the 1970's wedge-shaped Lotus 72 was the first car to feature radiators mounted in the sidepods. It was this car that really made Chapman the godfather of F1 aerodynamics, even establishing the template of today's cars. Advertisement The Lotus 78, its spiritual successor, debuted in 1977 and swept in F1's ground-effect revolution, producing huge amounts of downforce from innovations, including Venturi tunnels and side skirts. This design was so influential that teams pushed subsequent development to the limits of its safety to extract every bit of performance. This resulted in ground effect designs being banned for the 1983 season. Modern F1 car designs owe plenty to the series' first engineering wizard, who pushed mechanical boundaries when it was all about straight-line speed. At the same time, there is considerable debate in the motorsport sphere about whether Chapman's boundary-pushing designs contributed to the deaths of several Team Lotus drivers. Aside from being the reason that many fans are familiar with the term 'Supremo', Ecclestone is arguably the person most responsible for turning F1 into what it is today. He suggested in 2019 that he had no legacy in F1, a sentiment that even his most ardent critics would struggle to echo. Ecclestone was not some far-removed executive who swanned in and abducted F1 by throwing cash about. He had been moulded by motorsport, initially as a driver and bike racer before fully entering F1 in 1971 when he purchased the Brabham team that subsequently took Nelson Piquet to two drivers' titles. He helped form the Formula One Constructors' Association (FOCA) in 1974 and became its president four years later. Unimpressed with what he saw as a disjointed sport with clumsy negotiating processes, Ecclestone wielded the united interests of F1's teams as a tool to reinvent things and simultaneously climb the ranks. He took on FISA, then the motorsport subsidiary of the overarching FIA, in a battle that had Ecclestone and FOCA take over F1's broadcast rights within the sport's first binding Concorde Agreement. Under Ecclestone, F1 professionalized rapidly. Today, it's known as the pinnacle of motorsport and a global spectacle. Ecclestone knew that television was the key to making F1 mainstream — and bringing in money — and began agreeing annual deals with broadcasters, rather than negotiating on a race-by-race basis. Advertisement Sponsorship skyrocketed, drivers' salaries ballooned and Ecclestone eventually took full control of F1's commercial rights in 1995 through what came to be known as the Formula One Group, which he owned. This organization still controls F1 today, as Formula One Management. Ecclestone was a polarizing figure throughout his career, unafraid of making enemies or producing controversial remarks. He held a vice-like grip on F1 until Liberty Media's acquisition of the sport's commercial rights was finalized in 2017, an $8 billion deal that would have been unthinkable when the Supremo — a term that reflected Ecclestone's status and level of control within the paddock and global motorsport — arrived on the scene. The family ties of the son of Sir Oswald Mosley, leader of the British Union of Fascists, meant that a successful career in politics was never realistic for Max Mosley — not that it stopped him from trying. He had qualified as a barrister in 1964, but ventured into motorsport later in the decade. 'I thought to myself, 'I've found a world where they don't know about Oswald Mosley',' he later remarked. Mosley raced cars in Formula Two — his first race was the 1968 Deutschland Trophäe, which took Jim Clark's life in a crash — and later formed the March Engineering F1 team before stepping into motorsport politics. After a brief stint working for the United Kingdom's Conservative Party, Mosley began leaving his mark on F1 in the 1980s while forging a menacing partnership with Ecclestone at FOCA as March's representative. Alongside Ecclestone, he was another driving force behind the first Concorde Agreement in 1981. He unseated incumbent Jean-Marie Balestre as president of FISA in 1991, before taking the FIA presidency in 1993. This gave him the additional remit of road car safety. Advertisement Mosley was unafraid of making bold decisions or navigating complex negotiations in the top job. He steered F1 through public outcry after the deaths of Ayrton Senna and Roland Ratzenberger in 1994 and made sweeping safety reforms, mandating the use of the head and neck support system (HANS device) and helping establish and promote crash testing. He facilitated the deal that led to Ecclestone acquiring F1's commercial rights in 1995, despite fierce opposition from the teams. Mosley also waged what were seen as personal wars against figures such as former McLaren boss Ron Dennis, dropping an unprecedented $100 million fine on Dennis' team in 2007 after the 'spygate' scandal. Mosley was an expert in weathering the storm and initially proved as unflappable as ever when he was rocked by a sex scandal in 2008, even surviving a confidence vote. But he eventually stepped down as FIA president in 2009 after four terms and 16 years that had established him as the ruthless, pragmatic face of motorsport governance. Schumacher is truly synonymous with F1. He was voted the sport's most influential person ever in a vote on F1's official website in 2020. A serial record-setter and seven-time drivers' world champion, Schumacher's influence as a sporting role model goes without saying. He has been an idol to many F1 drivers past and present. What he did for the on-track spectacle, though, might be the most interesting part of his legacy. Schumacher didn't invent aggressive racing, but he helped make it the norm in the 1990s and then early 2000s – personifying the 'elbows-out' style and ripping up unofficial 'gentlemen's agreements' between drivers. This infuriated rivals, including former champion Jacques Villeneuve, who believed the German ventured into disrespectful territory during their 1997 title battle. Martin Brundle said in 2003 that his former teammate's 'ruthless' driving sometimes 'went too far.' Advertisement An example of this was the Adelaide 1994 finale collision with title rival Damon Hill, the crash with Villeneuve in the 1997 finale at Jerez, or his infamous squeeze of former team-mate Rubens Barrichello in Hungary 13 years later. But Schumacher, a born winner who would jump at even a sliver of a competitive advantage, was brazen in his attitude. For him, it was all in the name of racing, and saying he found a winning formula would be an understatement. The German also redefined athletic expectations of F1 drivers, possessing a pioneering fitness regimen that was born of his desire to gain an edge over his peers by any means. His former engineer, Pat Symonds, explained to F1 Racing magazine in 2019 how Schumacher would take blood samples during breaks in testing before heading to the gym to replicate the samples in order to guarantee the correct aerobic rate for a race. 'Michael knew fitness was equal to lap time and he broke new ground,' Symonds said, in a testament to F1's ultimate competitor. F1 is no stranger to its drivers attaining celebrity status, but Hamilton is a true household name. He is one of the few individuals to transcend the sport and cross into the mainstream, and just so happens to be statistically the most successful F1 driver ever (with more wins than Schumacher, while each has the same number of drivers' titles). He might be most associated with the Mercedes-dominated turbo-hybrid era of the 2010s, but Hamilton made his F1 debut in 2007 with McLaren, when he redefined expectations of rookie drivers by finishing second in that year's championship, missing out on the title by just one point to Ferrari's Kimi Raikkonen. He won his first title the following season and has been an F1 frontrunner ever since. The seven world championships, 105 wins, 202 podiums and 104 poles — all F1 records, with the first shared with Schumacher — speak for themselves, but Hamilton the activist is just as impactful as the driver. He has displayed the words Black Lives Matter on his helmet. Worn a shirt on the podium with the words 'Arrest the cops who killed Breonna Taylor'. Spoken passionately about LGBTQ+ rights and worn a rainbow helmet in Saudi Arabia and Qatar. These moments show how his influence also continues to shine in the 2020s. Advertisement And he has done it all while being the only Black competitor in F1 history. 'Don't ever compare me to anybody else,' he told Time Magazine before the 2025 season. 'I'm the first and only Black driver that's ever been in this sport. I'm built different. I've been through a lot. I've had my own journey. You can't compare me to another 40-year-old, past or present, Formula One driver in history. Because they are nothing like me.' Having formerly worked in news media with FOX and News Corp, Carey became F1 chief executive officer following Liberty Media's acquisition of the series and the FOM organization, ending the Ecclestone era in early 2017. F1 was entering a new period of uncertainty, but Carey oversaw its development into the spectacle it is today. The relaxation of social media restrictions in the paddock in 2017 and the 2019 introduction of the Netflix series Drive to Survive were part of a major marketing rebrand that focused on showcasing the sport's individuals and personalities just as much as the racing itself. This morphed F1 into a cultural phenomenon. At the end of Carey's first year in the role, F1 had 11.9 million followers across its social platforms, according to its website and Liberty's annual reports. In 2021, when Stefano Domenicali replaced Carey at the helm, that figure had nearly trebled, to 35m followers. At the end of 2024, the number stood at 97m. Carey also led a drive for parity, working with Jean Todt, Mosley's successor as FIA president, to introduce F1's first cost cap and even out payments to its teams in the 2021 Concorde Agreement. He also introduced the sport's first sustainability strategy in 2019 and worked to revamp the 2020 calendar as the Covid-19 pandemic launched global sport into chaos. Perhaps the biggest indicator of his legacy can be found in the 2025 calendar, which contains three races in the United States (Miami, Austin and Las Vegas) when, for years, only the Texan race had been on the schedule. Carey made it a priority to tap into the vast and previously unfulfilled potential of the American market, with F1 now chasing a new U.S. TV rights deal and attracting interest from Apple TV, and Indiana-based Cadillac entering the series to represent automotive giant General Motors in 2026. His association with F1 goes back over four decades but Newey becomes an exception to the rule here — after all, has anyone impacted the sport in the 2020s more than him? And if we're breaking rules, Max Verstappen is a particularly strong honorable mention, having ended one era of dominance by establishing his own. But it would be fair to argue that it was Newey's influence that positioned the Dutchman for that success. Advertisement Described by former Red Bull team principal Christian Horner as 'the only bloke who can see air,' Newey has been cemented as F1's most successful technical figure in the first half of the 2020s. But he was already a long way down that path after designing some of the most famous title-winning cars of the 1990s for Williams and McLaren. As Red Bull's chief technical officer, Newey has twice led the design of four straight title-winning cars. First came the RB6, which in Sebastian Vettel's hands scored Red Bull's first title in 2010, and the German wrapped up three more by 2013's end. Then there was the RB16B, which took Verstappen to his first drivers' championship and ended the Hamilton/Mercedes' reign of dominance in the memorable 2021 season. In 2022, new regulations had F1 enter its second ground-effect era, after the technology was prohibited in the 1980s. Newey is considered an expert in the field and even focused his university thesis on ground-effect aerodynamics. While many of the other teams struggled to adapt and were heavily affected by 'porpoising' — the car bouncing on its suspension as it is pulled to the ground by the airflow under the floor — Red Bull and Newey hit a home run with the RB18. It delivered Verstappen his second title and the team's first constructors' championship since 2013 and the end of its first era of dominance. The subsequent RB19 broke records as statistically the most dominant F1 car ever, winning 21 out of 22 races in 2023. Although he had long since transitioned to heading Red Bull's technical team, and even spending plenty of time on projects outside F1, Newey was directly involved in producing the car's front and rear suspension parts. The next year, Red Bull was finally reeled in and was toppled in the constructors' championship by McLaren. But nothing could stop Verstappen maximising his potential to win title number four in 2024. Advertisement Newey left Red Bull last year in the aftermath of Horner's behavior scandal, bringing an end to a 19-year tenure with Red Bull. He now serves as managing technical partner at Aston Martin, with a legacy that depicts him as a pioneer and a crucial part of what it takes to succeed in F1. The 75 Years of Speed series is part of a partnership with Shell. The Athletic maintains full editorial independence. Partners have no control over or input into the reporting or editing process and do not review stories before publication. (Top photos: Benjamin Cremel/AFP, Bernard Cahier, Mark Thompson,; graphic: Demetrius Robinson/The Athletic)
Yahoo
17 hours ago
- Automotive
- Yahoo
Oscar Piastri vs Lando Norris, who's favorite for F1 title? Our writers have their say
Oscar Piastri is the Formula 1 championship leader but title rival Lando Norris is on the ascendency, having won the past two grands prix. The McLaren team-mates headed into the last month's Austrian Grand Prix separated by 22 points after Norris retired in Canada having crashed into Piastri. Advertisement But the Briton has impressively bounced back by winning at the Red Bull Ring, and then his home race at Silverstone, to now trail Piastri by only eight points. All the momentum therefore seems to be with Norris, but is his form sustainable especially when the British GP win was largely down to Piastri being penalised for his antics behind the safety car whilst leading? Nevertheless, it all makes for an intriguing title battle with 12 rounds remaining this year. So, our writers debate who is currently favourite to clinch their maiden F1 championship in 2025. Norris seems to have momentum, but only for now - Stuart Codling It feels as if the front-suspension tweak McLaren introduced for Norris in Canada turned his MCL39 into the car with which he should have started the season. He might downplay its impact on his recent uptick in form, preferring to credit a refreshed approach to his mental and physical preparations – but here we are entering the realm of marginal gains. Advertisement Earlier this season Norris talked about not 'clicking' with the car, alluding to a lack of feel at the limit – the MCL39 wasn't adequately telegraphing the threshold of grip. Just as noteworthy was Norris's body language after those races and qualifying sessions where he felt his performance wasn't up to scratch because of this: disconsolate, slump-shouldered, defeated. Lando Norris, McLaren, Oscar Piastri, McLaren, Zak Brown, McLaren Lando Norris, McLaren, Oscar Piastri, McLaren, Zak Brown, McLaren That pattern continued until Monaco where the evidence of Norris taking a new approach was there for all to see – and hear – as he was coached around the track in qualifying, took pole position, and won. But would this kind of approach be sustainable week in, week out? Piastri got the better of him again in Spain… Advertisement McLaren had been holding off on evaluating the alternative suspension geometry because it is believed to offer less pronounced anti-dive properties (team personnel would only allude vaguely to there being negatives as well as positives to the new configuration). Piastri decided against using it because of this, feeling that he didn't need what Norris clearly required – this is probably a factor of driving style, since Norris likes to trail the brakes into corners, asking more of the front axle with the combined forces. Fundamentally Norris needed more confidence in the front end, particularly over a single lap in qualifying, where any deficit to Piastri almost inevitably carries forward into a sub-optimal race result. There are never any 'magic bullet' solutions in F1, but it seems this marginal gain is working in combination with all the other processes he's initiated to boost his confidence. Nevertheless, if it doesn't come together in the coming weekends then Norris might well start to doubt himself again… Piastri just keeps a cooler head - Ben Vinel Composure might be the key factor as the McLaren drivers vie for a maiden F1 title. Advertisement Their head-to-head has been pretty even in terms of pure pace so far, even though Piastri has a slight edge in qualifying – the Australian is 0.088s faster on average, leading 9-5 across all sessions, including sprint qualifying. But even that metric is flawed by the fact that Norris has a tendency to make mistakes under pressure, including a Q3 crash at Jeddah. Lando Norris, McLaren Lando Norris, McLaren More recently, in Canada, Norris' errors landed him his second-worst qualifying result of the season in seventh, half a second adrift of Piastri, and he went on to cause an unnecessary collision with his team-mate in the race. Advertisement When things go well for Norris, he is a formidable racer and a force to be reckoned with, as shown by his impeccable Austrian Grand Prix weekend. But Piastri has proven to be more consistent so far – and his unshakeable mindset might be all the more unsettling for Norris. Momentum is with Norris right now with consecutive wins at the Red Bull Ring and Silverstone, but the latter was mainly the product of a lapse of judgement from Piastri under the safety car, with this mammoth deceleration that landed him a costly 10-second penalty. Always open about his mental health, Norris says he feels less anxious and more confident. Now is the time to prove it. Norris favourite for F1 title after impressive bounce back from Canada - Mark Mann-Bryans Up until two races ago, the only answer I think both myself and all of my esteemed colleagues would have given when asked this question was 'Piastri'. Advertisement The level-headed Australian seemed to have the edge over Norris, who had just rammed unceremoniously into the back of his team-mate at the Canadian Grand Prix to lose further ground in the title race. But, seemingly, Norris gave his head a bit of a wobble after the Montreal mistake, and he has come out fighting. He was untouchable in Austria, sitting out FP1 before jumping straight into his McLaren and leading the way for the remainder of the weekend. Lando Norris, McLaren Lando Norris, McLaren It was no flash in the pan, either, as he followed that up with victory at Silverstone in his home grand prix – there are caveats required for the British Grand Prix success that were not needed in Austria, but Norris was still in the right place to pick up the pieces following Piastri's penalty. Advertisement That is why, for me, at the moment Norris is the slight favourite, the points gap is negligible and could be overturned quite easily in Spa should Piastri again finish behind his title rival on the other side of the papaya divide. Whichever way it goes, it will be intriguing to see if the two can remain cordial as the battle goes down to the wire. Piastri remains favourite by a landslide - Owen Bellwood Norris is on an impressive run right now, winning back-to-back races in Austria and Great Britain. But, the major reason that we're all excited about his double victories is because it's a relative anomaly in his season so far – and it follows that fateful crash in Canada. His wins at the Red Bull Ring and Silverstone were his third and fourth wins in 2025, and while Norris has shown flashes of brilliance through the year, it's his Australian team-mate who is really in control of the standings. Advertisement Piastri had his blip at the opening race in Australia, but since then has been the McLaren to beat. He seems to be more consistent on track, more in tune with his MCL39 and, key to becoming a future world champion, more confident in his abilities. Silverstone was an off day for the Aussie, which still saw him finish on the podium. So, I'm confident that he will be able to come back from this strong in Spa, where he'll hold on to his title lead and won't let go for the remaining 12 races on the F1 calendar. After all, calmer heads prevail, right? Read Also: Did Silverstone F1 loss show the real Oscar Piastri? To read more articles visit our website.
Auto Car
20 hours ago
- Automotive
- Auto Car
My Week In Cars: New Steve Cropley/Matt Prior podcast (ep.149)
Close This week finds Steve Cropley and Matt Prior talking about Bentley's new EXP15 design concept, and to what extent they had Jaguar in mind when they created it. Cropley goes to Silverstone for some of the British Grand Prix weekend, Prior drives a Ferrari F80 and Bugatti W16 Mistral, and the pair talk much more besides, including your correspondence. You can make sure you never miss an Autocar podcast by subscribing wherever you get your podcasts. Make sure you never miss an Autocar podcast. Subscribe to our podcasts via Apple Podcasts, Spotify, Amazon Podcasts or via your preferred podcast platform. And if you subscribe, rate and review the pod, we'd really appreciate that too.
The Independent
2 days ago
- Automotive
- The Independent
Former F1 driver has his say on Norris-Piastri championship battle
Lando Norris has secured victories in the last two Formula 1 races held in Austria and Silverstone, marking his first home Grand Prix win. These recent successes place Norris just eight points behind his McLaren teammate Oscar Piastri in the championship standings. Former F1 driver Johnny Herbert believes both Norris and Piastri must adopt a "selfish" mindset to win this year's F1 world championship. Herbert noted a deliberate separation between the two drivers after the Silverstone race, suggesting Norris is maturing into a more ruthless competitor. The next race is the Belgian Grand Prix at Spa-Francorchamps, where Piastri will be looking to rebound after a penalty cost him the win at Silverstone.
