Villeneuve: Vettel and Leclerc are both to blame

Both Ferrari drivers are to blame for their Interlagos crash according to outspoken 1997 Formula 1 world champion Jacques Villeneuve who claims the pair were trying to out-do one another during a thrilling race in Sao Paulo.

It was a defining moment in the civil war between Sebastian Vettel and Charles Leclerc when they collided on lap 66 while running fourth and fifth respectively, the pair reacting in anger in the aftermath of the inevitable.

The well-reported coming together ended with both Ferraris parked at the side of the Interlagos track, their drivers rendered spectators. Another embarrassing capitulation by the mighty Maranello outfit on an afternoon when at least a podium or two beckoned.

Who was to blame?

A question that has launched a million debates as the civil war between Vettel and Leclerc is fodder for the off-season as it is clear the pair are a liability to the team which now appears to have the firepower to mount a serious title campaign, their drivers are their biggest problem.

After analysing the incident, Villeneuve told Sky Italia: “Vettel and Leclerc are allowed to fight among themselves, but they should not abuse this freedom.

“In my opinion, they are both to blame. Leclerc was too aggressive, and Vettel should not have immediately slammed the door when overtaking his teammate. They both made a mistake.

“It was unnecessary, as they were fighting for third place at most. I think they just wanted to show everyone that they are the better one,” insisted Villeneuve.

In the wake of the incident, Ferrari boss Mattia Binotto said of his drivers, “It’s not for me to blame them. I feel, sorry for the team. I think the drivers need to feel sorry for the team because, in the end, they were free to fight.”

“At the end, both of them have got at least a small or small percentage of responsibility,” added Bonotto, inadvertently, echoing Villeneuve’s sentiments.

Meanwhile, Corriere della Sera reports that Binotto met with Ferrari CEO Louis Camilleri at Maranello on Tuesday where they discussed potential penalties for repeat incidents, including driver fines and other “disciplinary measures.”

Former Ferrari driver Rubens Barrichello, who was at Interlagos last Sunday, told Bild newspaper: “It was a misunderstanding between the two drivers and a sad day for Ferrari.”

As for 2020, both Vettel and Leclerc are staying put, but Sky Deutschland commentator Sascha Roos thinks differently, “Ferrari would be well advised to set a deadline. For example, after the first four races of the season, the decision on a number one driver should be made.”

Big Question: Who was to blame?


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Miami Grand Prix future gets six month reprieve

Hopes that Miami will be able to host a Grand Prix in 2021 remain alive for at least another “three to six months”, according to the Florida city’s mayor Carlos Gimenez.

Formula 1 has reached a deal in principle for a race at and near Hard Rock Stadium, but preparations hit an early snag when opposition groups made key blocking moves at the Miami-Dade commission.

Mayor Gimenez used his veto to block the opposition earlier in this month and again this week, as an effort to override the veto failed as commissioners voted 7 to 5 in favour.

“This race isn’t until May of 2021,” Gimenez told CBS Miami. “Sustaining my veto buys three to six months so that we can at least get the parties that are involved together and we can continue to work toward a solution,” he added.

Formula One Management, as well as Hard Rock Stadium CEO Tom Garfinkel, said in similarly-worded statements that they will now use the extra time to work “very hard to address community concerns in a meaningful way.”


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Barrichello: Verstappen is very popular in Brazil

Red Bull ace Max Verstappen has become very popular among Brazilian motorsport fans according to former Formula 1 driver and local hero Rubens Barrichello.

Once strongly represented in the top flight, featuring F1 legends like Ayrton Senna, Emerson Fittipaldi and Nelson Piquet as well as multiple race winners including Felipe Massa and Barrichello himself, there is no longer a single Brazilian driver on the grid for their passionate fans to cheer for.

But Barrichello says told De Telegraaf Brazilian people are now turning their attention to Dutchman Verstappen, “Max is an aggressive driver. People think he’s crazy. He is also very outspoken. He says what he thinks. His weekend at Interlagos was ten out of ten. It all makes him a very popular driver in Brazil.”

The 22-year-old has a soft spot for Interlagos, last year he nearly won the race but was punted out of the lead by Esteban Ocon but he recovered to finish second. In 2016, Verstappen impressed on his way to third place in damp conditions in which he shone.

With a very similar view about Verstappen is 1997 F1 world champion Jacques Villeneuve, “In my opinion, he is ready to become world champion. But that doesn’t mean he doesn’t have to be careful with what he says.”

However, speaking on Sky Italia Villeneuve admitted he was not impressed with Verstappen for recently accusing Ferrari of “cheating” with its engine.

“In that case, he was talking about something he cannot know about. That is the whole problem with that statement,” ventured Villeneuve.


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Vettel: I was going straight

Despite television images clearly showing Sebastian Vettel drifting from the right side of the track to the middle in front of Ferrari teammate Charles Leclerc, seconds before they crashed out of the Brazilian Grand Prix, the German was adamant he was going straight.

Asked about the block in his post-race interview with Sky F1, Vettel replied, “I was going straight.”

And added, “The summary of the day is that we did not finish a race in which we could have got a good result. It’s a shame about the collision between us, especially for the team as a whole, given that both cars were in the points and considering how much work everyone puts in, both at the track and back in Maranello.

“I think it’s a pity for the team, I think we could have achieved a better result and deserved it. Obviously we were fighting among ourselves at the chicane and it was an aggressive fight.

“I had more battery than him, between curves two and three I thought I was already ahead, I don’t know why we touched each other, and this concluded the race of both,” added the four-time F1 World Champion.

Vettel has a history of crashing with teammates. Doing so during his time at Red Bull with Mark Webber when battling for the lead of the 2010 Turkish Grand Prix.

A couple of years ago he was involved in a three-way crash with Kimi Raikkonen and Max Verstappen at the start of the Singapore Grand Prix.


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Red Mist: An Italian Thinking Out Loud

Sunday’s Ferrari casino may well be a defining moment. For two race cars to take each other out is a no-no, but for teammates to do that is shamefully unacceptable, for Ferrari teammates to do that is, well… let’s just leave that one there.

Two Ferraris have often crashed together in Formula 1, but that has invariably been the result of a separate issue — like Lauda and Regazzoni taken out by a Brambilla-Andretti clash, or Kimi and Vettel rendered hors d’combat after Seb’s tangle with Max. I don’t ever recall two Ferrari drivers taking each other out though?

Teammates have never been immune from clashing — McLaren’s Prost vs. Senna most famously in Japan ’89, Hakkinen and Coulthard again for McLaren in Austria ten years later, Jordan’s Fisichella and Ralf Schumacher in Argentina ’97; Montoya and repeat offender Ralf in the US in ’02 and more recently, Mercedes’ Rosberg and Hamilton, properly the second time around in Spain 2016. Don’t forget Webber and our latest repeat offender, Vettel in Turkey 2010.

Feuding teammates are noting new either — and boy, has Ferrari had its fair share — Prost vs. Mansell and Villeneuve and Pironi’s tragic spat, to name but two. Sadly, these things always end up in tears.

Now add to our little pot of collusion, a few more factors; like Italy and its press fed up with Ferrari, its drivers and management. Finger-pointing is at its best at times like this, no?

And then there is all the other stuff allegedly going down in that paddock and beyond. This Penske-Mercedes malarkey for instance. If that is real, significant winds will blow change through that silver cloud and with a soon out of contract Lewis — and even Toto appearing a bit bored with all this winning they’ve been doing lately, would both not want a real new challenge?

What about that eternal Ferrari critic Flav and his chosen Spanish son — has he not just now suggested a return to the Scuderia as one of Fernando’s few F1 options? So, what are the chances of Hamilton and Woolf descending on Maranello — or even more bizarrely, Alonso and Briatore? And all of them? I’m nuts you say?

Well, stranger things have happened in F1 and remember two things here — one, Briatore was the architect of the Schumacher era Ferrari Superteam back at Benetton and it was he who beat Maranello at the end of it — with Alonso, of course. And then those silver guys… well they just won five world titles together, so why not opt for a fresh conquest to actually break all those records dressed in red…?

Somehow, I cannot see today’s line-up strapping into those radical new Ferraris in 2021 — possibly one, definitely not both drivers. And you can probably factor in (another) fundamental change in management at Maranello. Nor can I see too may other proper options beyond the bickering duo who are there now, Hamilton and Alonso. Or perhaps Ricciardo.

If change must happen, it should be radical — just like it was when Briatore’s Benetton Superteam upped camp and headed to Ferrari to commence the previous golden era…

One thing is for sure though, judging by the several case studies we have based on similar F1 team acrimony over the seasons, the wedge dividing Ferrari is right now is likely to soon cut through it — these things always end in tears for one driver or the other, if not both. Especially down Maranello way…

So being, a mellowed Hamilton and his new friend Alonso in a new Ferrari ’21 Superteam may not seem so daft after all…


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Brawn Report: Interlagos podium was youngest ever

Formula 1’s MD of motorsport, Ross Brawn provides his post-mortem of  “an intense, unpredictable and utterly compelling Brazilian Grand Prix”  hailing F1’s podium debutantes – Pierre Gasly and Carles Sain.

He also pointed out that with Max Verstappen on the top step it also happens to be youngest average age for a trio on a Grand Prix podium.

The former team chief now turned rule-maker also tucked into the Ferrari drivers’ civil war saga and other bits and pieces from a thrilling race, viewed from the lofty heights of F1’s head of motorsport.

“The Brazilian Grand Prix was an incredibly exciting and dramatic race, packed with incidents and accidents, but while there was a huge amount going on behind him, for Max Verstappen his eighth career win was actually more straightforward than it looked on the results sheet.

“Certainly, there were moments of concern for the Dutchman – the pit lane incident involving Robert Kubica and the need to pass Lewis Hamilton on track twice, which is no mean feat – but after making a good start from pole, the Red Bull star always had victory in his grasp.

“His Red Bull was definitely the best package on the day but Max, too, was in superb form. He didn’t waver, he trusted the judgement of his engineers and strategists, and he delivered a winning drive of pace, power and precision.

“He was particularly strong at the second re-start, when he slowed the field right down with the aim of ensuring no one would be able to slipstream past him and snatch victory. It was an exciting and fascinating re-start which will be analysed very carefully, as the closeness of the pack in the seconds leading up the green flags resulted in a thrilling spectacle as drivers jockeyed for position and where the slightest advantage proved decisive.

“Examining the possibility of procedurally recreating those conditions in future is an interesting concept and one that will undoubtedly be explored in the coming period.

“Of Max’s three wins this year, this was the one where the Red Bull-Honda package was at its best, as it seems to have closed on if not actually matched the level of its rivals. There’s only one race to go, but the Milton Keynes team and the Japanese manufacturer have laid down a strong marker for 2020.

“The Interlagos podium set a Formula 1 record for having the youngest ever average age, at 23 years, 8 months and 13 days, beating the previous record from the 2008 Italian Grand Prix. Of course we are used to seeing Verstappen, the youngest of the three, on the podium, but I’m sure that no one would have bet on Pierre Gasly or Carlos Sainz scoring a maiden podium finish.

“Gasly made the most of the fact that most the top three teams’ drivers were out of the running, but in the race and indeed in qualifying, he has always been in the right place at the right time.

“It’s a great shot in the arm for Pierre, at the end of what’s been a rollercoaster year. His return to Toro Rosso was viewed as a step backwards for the 2016 GP2 champion, but he wasn’t fazed by the switch, and since his return to the Faenza squad he has put in some impressive performances to pick up enough points to possibly take sixth place in the Drivers’ championship. Sunday’s result was a rewarding vindication of his resilience and talent.

“Toro Rosso also now have a chance of doing something special and finishing fifth in the Constructors’ as they are now just eight points behind Renault. The team has already scored more points than in any other year and to improve on its sixth-place from 2008 would be a great send-off for the Toro Rosso name, as it morphs into Alpha Tauri next year.

“Carlos Sainz missed out on his first champagne moment in F1, but later on he and the entire McLaren team stood on the podium to celebrate his third place in style. It was a hugely impressive race from Carlos and the fact that he had some help from safety cars, retirements and accidents, can take nothing away from what was a bravura performance.

“He started from last on the grid and then went on to be the only driver to go the distance making just one pit stop, and without resorting to the hardest Pirelli compound. He attacked in the early stages and then defended to the last and delivered a faultless performance from start to finish.

“He had a particularly exciting tussle with Kimi Räikkönen over the last few laps, with the Finn on quicker tyres that were also 20-laps newer than the Spaniard’s.

“Third place is a deserved reward for the driver and team that has been best of the rest all year. In fact, the 19 points it picked up on Sunday assures it of fourth place in the Constructors’ Championship, the target McLaren set itself at the start of the season. Yes, there’s a big gap to third place and there’s still plenty of work to do, but it’s a real morale booster to take into the winter.

“They’ll be buoyed by the knowledge that they can count on a couple of young and very talented drivers, as Lando Norris also drove a strong race yesterday, and the rookie is still on course to finish in the top 10 in the championship.

“The saddest man in the post-race interviews was undoubtedly Alex Albon, who must have thought his first podium finish was within his grasp until there were just 10 kilometres to go to the chequered flag.

“After switching places with Pierre Gasly in the summer break Alex was last week confirmed for a full season at Red Bull for 2020 and claiming a first F1 podium would have been a great way to celebrate that news and to cap what has been a remarkable turnaround for a driver whose F1 dream looked all but over last winter.

“A top-three finish looked on the cards after a great race in which he overtook Vettel with an impressive move before grittily fending off the Ferrari man’s attempts to reclaim the position. But his hopes of trophy were shattered as a result of the coming together with Hamilton.

“I can understand his disappointment but he shouldn’t dwell on it because he’s had a really good year. He was definitely the least fancied rookie this season, but he has secured his place in the sun and deserves to stay with Red Bull, having performed very consistently, even outscoring his team-mate up to this weekend. He missed out on the podium here, but given Red Bull’s current form, the opportunity might present itself again in Abu Dhabi.

“If Albon was the epitome of disappointment, the two Ferrari drivers were just plain angry. It’s never nice when teammates knock one another out of a race, even more so when it’s not even a particularly important result that goes begging, as in this case, third place in Brazil was the most they could aspire to.

“After tensions flared in the races following the summer break, everything seemed to have calmed down in the Ferrari dressing room. But now, Mattia Binotto faces the tough task of getting things back on track and indeed he said just that in his interviews after the race.

“He had to get stuck in and tell the drivers to face up to their responsibilities, which in Maranello always means putting the interests of the team ahead of those of the individual, which was not the case in yesterday’s race.

“I wouldn’t want to venture an opinion on who was most at fault for the collision, but in the cold light of day, maybe it would be good if one of them will follow Hamilton’s example and immediately admit culpability, as the champion did regarding his clash with Albon.

“If Ferrari really wants to put an end to Mercedes’ dominance, not only does it need to provide its drivers with a more competitive car next year, it must also ensure that incidents like this one are not repeated. Formula 1 is a team sport, especially so in Maranello.”


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Renault: The team will consider its next course of action

Renault F1 Team acknowledges the decision of the Stewards of the Japanese Grand Prix regarding the protest by SportPesa Racing Point F1 Team concerning the legality of Renault F1 Team’s braking system during the Japanese Grand Prix.

Despite the FIA concurring with Renault that the system was entirely legal under the FIA Technical Regulations, it was judged by the stewards that the system was in breach of the FIA Sporting Regulations regarding driver aid. Both Renault cars were disqualified from the Japanese Grand Prix and the team loses the nine points scored.

However, considering the subjectivity of the qualification of a system as a driver aid and the variability of the associated penalties in recent cases, Renault F1 Team will consider its next course of action within the timeframe laid out by the FIA.


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Renault disqualified, stripped of Japanese Grand Prix points

Renault’s Daniel Ricciardo and Nico Hulkenberg were disqualified from the results of the Japanese Grand Prix after the sport’s governing body ruled they had benefited from an illegal driver aid.

Australian Ricciardo and German Hulkenberg were classified sixth and 10th at the Oct. 13 race in Suzuka but the Racing Point team protested the brake bias system used by the French manufacturer.

The governing FIA said in a statement ahead of the Mexican Grand Prix that Renault had until Thursday to appeal the decision.

Renault scored nine points in Japan, consolidating their fifth place in the constructors’ standings.

It said the stewards had concluded after a telephone hearing that while the brake bias system “used innovative solutions to exploit certain ambiguities”, it did not breach the technical regulations.

The system was, however, not allowed as a driver aid.

“The brake balance adjustment system in question acts as a driver aid, by saving the driver from having to make a number of adjustments during a lap,” it said.


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Renault: We’re aiming to carry some momentum

Renault speaks ahead of the Mexican Grand Prix, Round 18 of the FIA Formula One World Championship.

Drivers Nico Hülkenberg and Daniel Ricciardo share their thoughts on the challenges of Mexico City, while Engine Technical Director Rémi Taffin provides an update on the team.

Nico Hülkenberg: “Mexico has a really cool atmosphere. The circuit is quite old with a lot of history and you really feel that vibe when you’re there. It’s a tricky little circuit. It’s high altitude and that changes the racing dynamic quite a bit. The car has less downforce, a lot less drag, so we’re fast down the straights and then under braking the car feels like it has a lot less grip. It’s quite a unique feeling and one you have to get used to. It’s important we score well again in Mexico. We’re approaching the business end of the season and everything has to count.”

Daniel Ricciardo: “Mexico is an awesome place and I really enjoy going there. The atmosphere in the paddock is full of life and quite vibrant. The pole position last year was pretty memorable. It was an exciting lap, putting it all together at the end; it was special. If we can get into Q3 and be first of the midfield this weekend then that will be pretty good too. We’ve been on a disappointing run recently so we deserved the result in Japan. We’re aiming to carry some momentum now in Mexico. The target is to better the McLarens and outscore them to keep the pressure on. Let’s go Mexico!”

Rémi Taffin, Engine Technical Director: “Mexico is a unique challenge for the season. At 2,000m, the air is much less dense than what we see throughout the year. Air is used to create downforce and cool the car, which we know is much lower than usual in Mexico. We run a Monaco-level aero package even if it still doesn’t create that much drag and produces our high maximum speed. Mexico is like a performance damage limitation event; we don’t primarily design the car to be Mexico specific, we only ensure we minimise the effects of the altitude. During the last few years, we’ve been relatively competitive there.”


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Ferrari: We arrive in Mexico determined to win

Ferrari preview the Mexican Grand Prix, round 18 of the 2019 FIA Formula One World Championship.

Maranello, 22 October 2019 – This weekend’s race will be the twentieth Mexican Grand Prix. The race has always been held at the same venue, although its name and layout have changed over the years. The track is not far from the centre of Mexico City, at the vast Magdalena Mixhuca sports complex after which it was originally named and which also hosted the 1968 Olympics. It features a long straight, a mixed middle sector and a final part featuring the Peraltada, much modified today from its past as a parabolic corner reminiscent of the one at Monza.

Early years. Mexico’s inaugural Formula 1 race was held in 1962 and was a non-championship event. The win went to Jim Clark, who took over Trevor Taylor’s Lotus after his own car broke down. The event was marred by the death of the local youngster, Ricardo Rodriguez. It was also a sad loss for the Scuderia, which had an agreement in place with the Mexican that, the previous year, had seen him become the youngest ever driver to make his Formula 1 debut with the Maranello team, at the age of 19 years and 208 days, a statistic which still stands today. The following year, Scuderia Ferrari took part in the first race to count for the world championship, but posted a double retirement with John Surtees and Lorenzo Bandini.

The second title. In 1964, Ferrari turned up with the same driver pairing, along with Ricardo Rodriguez’s elder brother, Pedro. The three cars raced in the colours of the North American Racing Team (NART) because at the time, Enzo Ferrari was at loggerheads with the Italian sporting authority that had not supported his homologation as a GT car of the 250 LM destined for the Le Mans 24 Hours. This was the last race of the season and both titles were still up for grabs. The contenders were Graham Hill in the BRM, Surtees in the Ferrari and Clark in a Lotus. Clark led from the start, followed by Dan Gurney in the Brabham, while Surtees was fifth. Hill and Bandini were having a good scrap for third, but when the championship leader Hill tried to pass the Italian, they collided. Hill spun and was out of the race. It looked as though Clark was therefore heading for the title, but with ten laps to go, his car began to have some problems. Ferrari ordered Bandini to let Surtees pass into second place and he won the title when Clark stopped on the final lap. There were great celebrations, as John became the first and, to date the only, driver to win world championships at the highest level on two wheels and four. For the Maranello marque it was its second Constructors’ title.

Crazy one-two. Scuderia Ferrari did not enjoy much success in subsequent years in Mexico City, until 1970, when Jacky Ickx and Clay Regazzoni finished first and second. However, the race was held in chaotic conditions and the start had to be delayed by an hour, when many of the 200,000 strong crowd broke down the crash barriers to stand perilously close to the track. Having repaired the safety installations, the Grand Prix got underway, but as the laps ticked by, the fans once again began to creep onto the grass at the side of the track. Ickx dashed under the chequered flag the clear winner and the crowd surged onto the track to celebrate the Belgian’s win. It meant that Regazzoni and Denis Hulme, second and third, as well as the rest of the field, had to tackle a scary slalom through the crazy crowd. No one was injured, but that was the end of the Mexican Grand Prix for now. The country’s fans suffered another much worse tragedy, when Pedro Rodriguez was killed in an Interserie race at the Norisring, in Germany, in 1971.

Comeback. This race is run at higher altitude than any other, around 2,300 metres above sea level and it returned to the calendar in 1986, with the circuit having been revised and also renamed, Autodromo Hermanos Rodriguez, in honour of the two brothers. Scuderia Ferrari secured a notable one-two here in 1990. Qualifying was difficult: Nigel Mansell was fourth on the grid and Alain Prost way down in 13th. However, it was clear from Sunday morning’s warm-up that the potential of the F1-90 was good enough for the tifosi to dream of glory. Gerhard Berger led in the McLaren from his team-mate, Ayrton Senna, while Mansell was battling Nelson Piquet for third. With 15 laps to go, they were passed by Prost who set off in pursuit of the McLarens, quickly dispensing with Berger. The Frenchman then overtook Senna and the win was safe once the Brazilian had to stop with a puncture. Stealing the limelight from the Frenchman in the closing stages were Berger and Mansell and their duel for second place. For the fans, the crowning glory came with just a few kilometres to go, when the Englishman pulled off one of the most spectacular passing moves ever, passing the Austrian around the outside of the high speed Peraltada.

New era. The Mexican Grand Prix returned to the calendar in 2015, again at the Autodromo Hermanos Rodriguez, although this time the layout had been substantially modified by F1 track architect Hermann Tilke. The most significant change was the disappearance of the original Peraltada, replaced with a very slow part in the Arena section, which actually runs through a huge grandstand from which the spectators get a great view of the cars at slow speeds. Sebastian Vettel took pole in 2017, going on to finish fourth behind team-mate Kimi Raikkonen. Last year, the Scuderia Ferrari Mission Winnow drivers finished second and third in a race won by Red Bull’s Max Verstappen.

FERRARI STATS
GP contested 987
Seasons in F1 70
Debut Monaco 1950 (Alberto Ascari 2°; Raymond Sommer 4°; Luigi Villoresi rit.)
Wins 238 (24,11%)
Pole positions 227 (22,99%)
Fastest laps 252 (25,53%)
Podiums  768 (77,81%)

FERRARI STATS MEXICAN GP
GP contested 18
Debut 1963 (John Surtees dsq; Lorenzo Bandini ret.)
Wins 2 (11,11%)
Pole positions 2 (11,11%)
Fastest laps 4 (22,22%)
Podiums 10 (55,55%)

Sebastian Vettel: “Obviously racing at altitude has an impact on how the car feels. We are racing with maximum downforce level in terms of car setup, but, since we are racing so high above sea level, the air is very thin and the cars actually produce very little downforce.
On the long straight, I think we see the fastest top speeds of the season, which makes it difficult  to manage the corners, because we’ve got so little downforce physically on the car. The car is moving around a lot and it’s difficult to get the tyres to work, in fact it’s hard to get the whole car to work and to get the right feel from it. It’s a relatively short lap but not an easy one.
Over the past couple of years, we have been on an upward trend in Mexico, although Red Bull has been the team to beat. But I think the gaps between us are getting smaller, so let’s see how we get on this year.”

Charles Leclerc: “The circuit in Mexico is an unusual one. We race at such a high altitude and all the teams try to put as much downforce on the car as possible. Despite that, it still feels quite weird and the grip is extremely low.
I have done one FP1 and one race there, so it’s one of the tracks that is still pretty new to me. I really enjoy driving there, especially because the walls are quite close and this is something I like as a driver.
The atmosphere is amazing and driving through the stadium part of the track is truly unique, because you can see all the fans in the grandstands.”

Mattia Binotto, Team Principal: “After two races in which we could have done better, we arrive in Mexico determined to win. We will be aiming for our sixth consecutive pole, before looking to convert that into a victory.
The Mexican track has plenty of elements that can catch you out, some of these linked to the fact we are racing at over 2000 metres above sea level. That makes fine tuning the settings on both the chassis and Power Unit side particularly complex, as the requirements are very specific to this track.
The circuit features a variety of corner types as well as long straights on which, year after year, the record relating to top speeds has been beaten. The necessary compromise between having good top speed and sufficient downforce in the corners dictates the aero settings with which we will take to the track.”


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