After a historic 2025 campaign that saw him capture his 9th World Title (equaling Valentino Rossi) in a dominant first year with the Ducati Lenovo factory team, Marquez enters this season on the precipice of immortality.

The “Century” is Calling

Statistically, Marquez is no longer racing his peers; he is racing history. Having closed 2025 with 99 career Grand Prix victories, his first win of 2026 will make him only the third rider in history to reach the 100-win milestone, joining legends Giacomo Agostini (122) and Valentino Rossi (115).

“The pressure is always there when you wear red,” Marquez told reporters during the final pre-season test in Buriram. “Last year we closed the circle of the ‘comeback.’ Now, we are here to fight for championships. If the 10th title arrives, it’s welcome—if not, it’s not a disaster, but we will push every lap.”

Testing Turmoil: Speed vs. Concentration

Despite his championship favorite status, Marquez’s pre-season hasn’t been without drama. The final days of testing in Thailand saw the #93 hit the gravel three times—incidents he chalked up to a lack of concentration following a brief stomach virus.

“I was a bit tired, and when you lose focus on these bikes, you go over the limit,” Marquez admitted. “But the feeling with the GP26 is good. We focus on long-run pace, and that is where we are strongest.”

The Brotherly Rivalry

In a twist that would have seemed like fiction three years ago, Marquez’s primary title threat may come from across the dinner table. Alex Marquez, who finished a career-best second in the 2025 standings, topped the timesheets on Day 1 of the Buriram test.

Armed with factory-spec machinery for 2026, the younger Marquez has evolved from a solid mid-pack rider into a legitimate “Alien.” Marc himself has labeled Alex his “number one rival” based on last year’s form.

The Road Ahead

The 22-round 2026 season kicks off this Sunday in Thailand, followed by a high-speed swing through Brazil and the United States. With Francesco Bagnaia looking to reclaim his throne and Marco Bezzecchi leading a resurgent Aprilia charge, Marquez’s path to a 10th crown will be the most scrutinized journey in motorsport history.

As the lights go out in Buriram, the question isn’t just if Marc Marquez can win—it’s how much more of the record book he can rewrite before the year is out.

The post The 100-win countdown: Marquez enters 2026 season as the man to beat first appeared on InsideRacing.com.

The 2026 winter testing session marks not just the beginning of a new championship fight, but the dawn of a radical new technical era, one that could irrevocably reshape the competitive landscape for years to come. With sweeping aerodynamic changes and significantly revised power unit regulations, every team arrives at the circuit with a mixture of trepidation and fervent hope. The stakes are immense, and for Scuderia Ferrari, in particular, this winter offers a crucial litmus test for their ambitions, not just for the immediate season, but for the long-term goal of challenging for championships, a goal that intertwines tantalizingly with the prospect of Lewis Hamilton’s potential eighth world title in 2028.

The 2026 Regulation Overhaul: A Brave New World

The technical regulations introduced for 2026 are perhaps the most significant in over a decade. The focus is squarely on sustainability and closer racing. While V6 turbo-hybrid engines remain, the MGU-H (Motor Generator Unit – Heat) has been removed, simplifying the power unit and making it more appealing for new manufacturers to enter the sport. The electrical component of the power unit has been significantly boosted, meaning a much greater reliance on electrical energy throughout a lap. This shift fundamentally alters the demands on energy management strategies and driver technique.

Aerodynamically, the cars are slimmer, lighter, and feature movable aerodynamic elements, including active front and rear wings designed to reduce drag on straights and increase downforce in corners. This radical concept, dubbed “active aero,” aims to create more overtaking opportunities and make the cars more efficient. However, it also introduces a new layer of complexity for engineers and drivers alike, demanding precise calibration and intuitive understanding.

The intention is clear: to reset the competitive order, reward ingenuity, and create a more level playing field. But as history has shown, new regulations often lead to one team unlocking a secret advantage, leaving the rest playing catch-up.

Ferrari’s 2026 Challenge: From Hope to Reality

For Scuderia Ferrari, 2026 is more than just another season; it’s a pivotal moment. The tifosi, ever-loyal and ever-demanding, have endured periods of feast and famine. While glimpses of championship potential have emerged in recent years, consistency and the ultimate prize have remained elusive. The 2026 regulations present a double-edged sword: an opportunity to erase past deficiencies and build a truly dominant car, but also the risk of misinterpreting the new rulebook and falling further behind.

Early reports from Maranello speak of an intense development program, leveraging every available resource. The integration of the new, simplified power unit with the active aero concept is paramount. Ferrari’s engine department, historically a cornerstone of their success, faces the challenge of maximizing the electrical component and ensuring seamless energy deployment. Their aerodynamicists, meanwhile, are tasked with taming the active wings, finding the optimal balance between straight-line speed and cornering grip – a delicate dance that will define performance.

During winter testing, Ferrari’s focus will be multifaceted. Reliability, always a primary concern with new regulations, will be rigorously tested. Data correlation between simulator and track will be critical, as will understanding how the tires interact with the lighter, more agile cars. Driver feedback from Charles Leclerc and his new teammate (or continued partnership, depending on contractual specifics) will be invaluable in guiding the development path. If Ferrari can emerge from testing with a car that demonstrates strong straight-line speed, efficient energy management, and a predictable aerodynamic platform, it will send a clear signal of intent to their rivals.

The real test, however, will be in the subtle details. How quickly can they adapt their setup to varying track conditions? How robust is their active aero system? Can they consistently extract peak performance without encountering unforeseen issues? The whispers from the paddock will tell a story long before the first race lights go out. A strong showing in 2026 is not just about winning races; it’s about building momentum, attracting the best talent, and creating a stable platform for future success, particularly with an eye on the monumental 2028 season.

The Contenders: Who Will Master the New Era?

While Ferrari toils, their rivals are equally immersed in the maelstrom of new regulations.

• Red Bull Racing: The reigning champions enter 2026 with a formidable reputation and the genius of Adrian Newey, who has historically excelled in exploiting new rule sets. Their new engine partnership with Ford brings an element of the unknown, but their track record suggests they will be a force to be reckoned with. The key for Red Bull will be integrating their chassis philosophy with the new power unit and active aero, while maintaining their strategic prowess. If Newey finds another loophole, the field could be in trouble.

• Mercedes-AMG Petronas F1 Team: Mercedes, having dominated the hybrid era, will be desperate to reclaim their throne. The 2026 regulations offer them a fresh start to rectify the design missteps of previous years. Their engine department remains incredibly strong, and their experience with complex hybrid systems will be an advantage in the new electrical-heavy era. The big question mark is their aerodynamic concept. If they can produce a more balanced and efficient car, particularly with the active aero, they will be a serious threat. Their driver lineup, especially with the absence of Lewis Hamilton, will be under intense scrutiny to deliver.

• Aston Martin F1 Team: Having invested heavily in infrastructure and personnel, Aston Martin harbors genuine championship ambitions. The 2026 regulations represent a golden opportunity for them to leapfrog their rivals. Their new factory and wind tunnel should be fully operational, providing them with cutting-edge tools. The focus for Aston Martin will be on translating their significant investment into on-track performance, particularly in terms of early understanding and development of the new car.

• McLaren F1 Team: McLaren’s resurgence in recent seasons has been impressive, demonstrating a strong development curve. With a stable leadership and a talented driver pairing, they will be aiming to hit the ground running in 2026. The integration of their engine with the new chassis will be crucial, as will their ability to adapt to the active aero. McLaren has shown they can develop a fast car, and this reset could play into their hands if they exploit the new rules effectively.

• Audi F1 (Sauber): The arrival of a new manufacturer in Audi is one of the most exciting prospects of 2026. While they may take time to fully integrate and challenge at the front, their long-term potential is immense. Their presence adds another powerful player to the grid and could ignite a new era of manufacturer battles. Winter testing will be about laying foundations and demonstrating reliability.

The early pecking order established during winter testing will be intensely scrutinized. Lap times, long runs, and driver comments will all provide clues, but the true picture will only emerge in the opening races of the season.

The 2028 Horizon: Can Lewis Hamilton Secure an Eighth Title?

This brings us to the tantalizing prospect of Lewis Hamilton and his quest for an unprecedented eighth world championship in 2028. By then, Hamilton will be 43 years old, an age at which most drivers have long since hung up their helmets. Yet, his move to Ferrari for 2025, and potentially beyond, signals an unwavering desire to achieve that ultimate record-breaking feat.

The 2026 regulations are critical to this ambition. If Ferrari can master this new era, if they can build a consistently competitive car from 2026 onwards, then Hamilton’s chances in 2028 become significantly more realistic. His decision to join Ferrari is a massive gamble, but it’s a calculated one. He believes in Ferrari’s potential, in their resources, and in their ability to deliver a championship-winning machine.

By 2028, the technical landscape will have further matured. Teams that initially struggled with the 2026 rules will have had two full seasons to refine their concepts. The cars will likely be pushed to their absolute limits, and the margins between competitors will be razor-thin. This is where Hamilton’s immense experience, his strategic acumen, and his unparalleled race craft will be invaluable.

Imagine: A seasoned Hamilton, perhaps in his final season, battling for an eighth title in a fully developed Ferrari. The narrative would be legendary. However, several factors must align for this dream to materialize:

1. Ferrari’s 2026 Success: This is the bedrock. Ferrari must nail the 2026 regulations. If they stumble, and spend the next two years playing catch-up, Hamilton’s window of opportunity will shrink considerably.

2. Hamilton’s Sustained Performance: While his dedication is unquestionable, maintaining peak physical and mental performance into his mid-40s in the relentlessly demanding world of F1 is a monumental challenge.

3. The Competitive Field: By 2028, a new generation of talent will have firmly established itself. Drivers like Max Verstappen, Charles Leclerc, Lando Norris, and George Russell will be in their prime, fiercely hungry for championships. Hamilton will face relentless pressure from multiple quarters.

4. Team Dynamics: A harmonious and unified team environment will be essential. Any internal strife or strategic missteps could derail a championship bid.

The 2026 winter testing is therefore far more than just a preview of the upcoming season. It’s the first tangible step on a multi-year journey, one that could see the resurgence of an iconic team and the crowning glory of a legendary driver. The performance of Ferrari in these crucial early stages, their ability to interpret and execute the new technical regulations, will cast a long shadow over not just the immediate future, but over the monumental target that Lewis Hamilton has set for himself in 2028. The engines may be warming up for 2026, but the grand narrative of 2028 is already being written.

The post The dawn of a new era: 2026 Formula 1 winter testing and the path to 2028 first appeared on InsideRacing.com.

The heart of the current conflict is not just about the transition to sustainable fuels, but a specific “grey area” in engine physics that has split the paddock into two camps

The 2026 Power Unit: A 50/50 Revolution

The new regulations have moved away from the complex MGU-H (Heat) system, simplifying the engine to attract new manufacturers like Audi and Ford (partnering with Red Bull). The core architecture is a 1.6-liter V6 Turbo, but the power delivery has shifted fundamentally:

• Electrical Output: Increased from 120 kW to 350 kW (approx. 470 hp).

• The 50/50 Split: The Internal Combustion Engine (ICE) and the battery now contribute almost equally to the car’s total output.

• Sustainable Fuels: 100% advanced sustainable fuels are now mandatory, removing the sport’s reliance on fossil-based energy.

While these goals were intended to level the playing field, pre-season testing in Bahrain (February 2026) has revealed a significant technical controversy: the Compression Ratio Dispute.

The Current Debate: The “Hot vs. Cold” Loophole

The 2026 regulations mandate a maximum compression ratio of 16:1 (down from 18:1 in previous years). However, the technical wording of the FIA rules created a massive oversight. Historically, the compression ratio has been measured at ambient (cold) temperature when the car is stationary in the garage.

The Mercedes Advantage?

Rival manufacturers, reportedly led by Audi and Red Bull-Ford, have raised alarms that Mercedes High-Performance Powertrains (HPP) has engineered a “trick.” The theory is that Mercedes’ engine complies with the 16:1 limit when cold, but due to specific material expansion and thermal properties, the ratio increases significantly when the engine reaches its operating temperature of 130°C.

The Stakes: Analysts suggest this “operating temperature loophole” could provide an extra 20–30 horsepower, a massive margin in a sport where tenths of a second are won and lost in the engine’s efficiency.

Mercedes maintains their engine is “crystal clear” in its legality, arguing that they have simply out-engineered their rivals within the written letter of the law.

The Next Step: The High-Stakes Vote

To resolve this, the FIA has called for an emergency e-vote via the Power Unit Advisory Committee (PUAC). This vote, expected to conclude by late February or early March 2026, is one of the most critical political moments in recent F1 history.

What is being voted on?

The proposal introduces a mandatory “Hot Test” starting August 1, 2026. Under this new rule, engines must demonstrate compliance with the 16:1 compression ratio at both ambient temperature and a representative operating temperature of 130°C.

The Voting Dynamics

For the rule change to pass mid-season, it requires a super-majority:

• The Players: Mercedes, Ferrari, Honda, Audi, and Red Bull Powertrains.

• The Conflict: Ironically, some rivals who originally complained (like Audi) may now vote against the change. Why? Because they realized that if they can’t stop Mercedes for the first half of the season, they would rather leave the loophole open so they can copy the technology themselves for the second half.

• The Outcome: Expectation is leaning toward a resolution that provides “clarity.” Williams boss James Vowles has signaled that a compromise is imminent to prevent the season from descending into a series of legal protests at the Australian Grand Prix.

Research & Technical Analysis: The “Anti-Racing” Fear

Beyond the engine legality, recent research and driver feedback from the February tests have highlighted a secondary debate: Energy Management.

Research into the new 50/50 power split shows that drivers are now “energy-starved” on long straights. Max Verstappen and other leading drivers have labeled the new regulations as “anti-racing” in certain conditions.

• The “Clipping” Problem: Because the MGU-K provides so much power, the battery often runs out of charge before the end of a long straight (like at Baku or Spa), causing the car to “clip” or lose speed dramatically while the driver behind still has a “boost” button.

• Active Aero Dependency: To counteract the lack of engine power, the 2026 cars rely on “X-Mode” (low drag) and “Z-Mode” (high downforce). Critics argue this makes the cars feel like “servants to the software” rather than pure racing machines.

Financial Sustainability: The Cost Cap Factor

The debate is further complicated by the Power Unit Cost Cap, which for 2026 has been adjusted to roughly $135 million per manufacturer. Manufacturers are hesitant to agree to any rule changes that would force them to redesign expensive internal components (like pistons or con-rods) mid-season, as it would likely trigger a breach of the financial regulations.

Summary of the Situation

The Expected Outlook

The most likely scenario after the upcoming vote is a “Gentleman’s Agreement” facilitated by the FIA. The governing body is desperate to avoid a technical scandal in the first year of a new era. We expect the FIA to formalize the “Hot Test” for August, but allow teams a “grace period” for the first half of the 2026 season to avoid disqualifications that would ruin the championship’s credibility.

The 2026 season is proving to be a battle of thermal expansion and software logic as much as it is a battle of drivers. The next 10 days will determine if this season is remembered for its racing or for its rulebooks.

The post The “hot test” huddle: Why F1 manufacturers are at war over a 130°c rule change? first appeared on InsideRacing.com.

Phillip Island Grand Prix Circuit. With the Victorian Government standing firm against a move to Melbourne’s Albert Park, South Australia has seized the opportunity, positioning Adelaide as the new home of the Australian MotoGP starting in 2027.

This move is more than just a change of scenery; it represents a fundamental shift in the commercial and strategic direction of the sport.

The Breakdown: Why Phillip Island Lost Its Grip

Phillip Island is universally regarded by riders—including legends like Valentino Rossi and Marc Marquez—as one of the best “pure” racing circuits in the world. However, its greatest charm—its remote, rugged location—has become its greatest commercial liability.

For years, MotoGP’s commercial rights holders, Dorna Sports, have faced logistical hurdles and unpredictable weather at the Island. Seeking a more “F1-style” urban experience, they proposed a move to Albert Park in Melbourne. This would have mirrored the success of the Formula 1 Australian Grand Prix, offering better corporate hospitality, easier fan access, and a more controlled environment.

However, the Victorian Government issued a definitive “no.” Minister for Tourism, Sport and Major Events Steve Dimopoulos made the state’s position clear: Victoria would increase funding for the race, but only if it stayed at its spiritual home on the Island. By refusing to fund a move to Albert Park, Victoria inadvertently opened the door for a rival state to swoop in.

A Strategic Pivot: The Adelaide Advantage

Adelaide is no stranger to world-class motorsport. The city famously hosted the Formula 1 Australian Grand Prix from 1985 to 1995 on its legendary street circuit. By moving the race to South Australia, MotoGP gains several advantages that Phillip Island lacked:

1. Urban Accessibility: Unlike the two-hour trek from Melbourne to Phillip Island, an Adelaide-based race (likely utilizing a modified version of the Victoria Park street circuit or the nearby permanent The Bend Motorsport Park) places the event in the heart of a major city.

2. Economic Certainty: The South Australian government is hungry for major events to boost tourism. While Victoria was tied to the “Island or nothing” sentiment, SA is offering a blank slate and significant financial backing.

3. Modern Commercial Appeal: A city-based race allows for night-time events, better broadcast infrastructure, and a “festival” atmosphere that appeals to younger demographics.

Comparing 2025 to 2027: A New Performance Metric

In 2025, the Australian Grand Prix at Phillip Island was praised for its on-track action but criticized for the aging infrastructure and the logistical strain on fans. Attendance has remained steady, but growth has plateaued due to the limited accommodation on the island.

What This Means for the Future of the Teams

For the factory teams like Ducati, KTM, and Aprilia, the move to a technical street-style circuit (if Adelaide uses the city layout) will require a total rethink of bike setup. Phillip Island is a high-speed “flow” track where aerodynamics and tire temperature management are everything. A move to an Adelaide street circuit would shift the focus to heavy braking, agility, and acceleration—favoring different bike architectures and riding styles.

For the sport’s future, this move signals that MotoGP is following the F1 blueprint: moving away from traditional, isolated tracks in favor of “destination” cities. While purists will mourn the loss of Lukey Heights and the Gardner Straight, the move to Adelaide ensures the Australian Grand Prix remains financially viable and accessible for the next generation of fans.

A joint announcement is expected as early as February 19, 2026. If the rumors hold true, the 2026 race at Phillip Island will be a massive, emotional farewell to a circuit that has defined Australian motorsport for a generation.

The post The end of an era: Why MotoGP is swapping Phillip Island’s cliffs for Adelaide’s streets? first appeared on InsideRacing.com.

The championship aims to showcase the potential of micro-mobility in urban areas and will see riders compete at speeds of upto 100kph around city tracks on specially developed electric racing scooters.

In addition, the series will combine the cost-effectiveness of micro-mobility, with the sustainability and growth of all-electric mobility.

“After seeing the potential for the growth of micro-mobility and eScooters, we spent several years developing a concept and vision for the Electric Scooter Championship,” co-founder and COO Khalil Beshir said.

“More recently, the coronavirus has further developed the conversation about how we can do things better; how we can make effective, meaningful change that has a positive impact on our cities and the people around us.

“In creating the eSC, we wanted to celebrate the concept of mobilising cities and liberating people who have been trapped within a transport system that no longer properly works. By aligning that with a new category of motorsport – one that works for both participants and audience – we feel we can accelerate a collective conversation about mobility that will take us far into the future.

“When we go racing next year, it will be as a means to change motorsport and mobility forever.”

Fellow co-founder and CEO Hrag Sirkassian also explained how the inspiration for eSC came from a history of mobility innovations beginning in motorsport.

“Exploring the future landscape of mobility through motorsport is a fascinating concept – particularly in a post-coronavirus world,” he said.

“In defining the initial goals of the Electric Scooter Championship, we quickly realised that the notion of a pioneering, innovative and fully sustainable category was a real and interesting proposition.

“The eSC will define how micro-mobility and motor racing could and should work together, not only by making the partnership wholly environmentally sustainable, but by also using it to dynamically fast-track concepts and ideas that can reframe mobility for every level of society.

“We go racing with purpose because we can explore the concepts of innovation and sustainability and because we can drive this exciting new conversation forwards.”

One of the major benefits the series hopes to benefit from is the wide range of disciplines where competitors can apply their skills, whether it be cycling, snowboarding, skating, racing drivers, motorcycle riders and even eSports.

In a major boost, the eSkootr Championship has also gained support from two well-known motorsport names, ex-Formula 1 driver and current Formula E driver Lucas di Grassi and GPDA chairman Alex Wurz.

“As the world increasingly looks to sport for leadership in social responsibility, we’re also seeing a growing requirement for conventional motorsport to adapt, develop and diversify,” Di Grassi commented.

“The concept of a new series, operating on a global scale with professional participants, yet running with a carbon-zero footprint and offering solutions for a better, more mobile society is a fascinating glimpse toward a more accessible and sustainable way to go racing,” 

“As we’ve already seen with Formula E, there is considerable scope for disruption within the electric mobility space – both on and off the track. And, as the discussion around micro-mobility grows, the Electric Scooter Championship is perfectly placed to amplify the benefits of clean, sustainable transport solutions within our everyday lives.

“This is the start of real – and important – growth for micro-mobility within motorsport.”

Wurz added: “The world is changing, and everything in our society reflects that dynamic change – whether it is anticipated or unexpected.

“Of course, motorsport is not removed from that conversation, and we’ve already seen ways in which the sport has started to develop in order to better serve both its competitors and its audience.

“With eSC, we’ve taken that scalability to an extreme, creating a series that can operate from a tiny footprint yet still work as an accelerant for meaningful change within the world’s leading cities.

“As a racer, I want to create a series that has all the thrill and intensity of the motorsport series we all grew up with, but with the costs and responsibility that make it accessible and appealing to everyone. This is the next step we need to take, and it’s the start of a really exciting journey.”

The post All-new city-based eSkootr Championship launched for 2021 first appeared on InsideRacing.com.

 If you’re a veteran gamer who’s grown tired of the usual fare, there’s no shortage of racing games that you can try today. Here are some of the more unique ways to get your regular dose of digital high-octane action.

TrackMania 2: Canyon

This game is all about insane racing tracks. PCGamesN hit the nail on the head by calling this game’s tracks ‘Hot Wheels-inspired,’ a reference to the sweeping barrel rolls, floating platforms, and impossible tracks that pit racers not just against each other, but against the laws of physics as well. In the online mode, players have access to the crazy racetracks created by other players.

While the cars are easy to drive, fresh player-made tracks are always different, ensuring that even if veterans race against amateurs in multiplayer mode, no one really knows who’ll take first place. Race to your heart’s content and lose hours as you navigate Canyon’s crazy tracks. Once you get to designing your own levels, that’s when this game really takes on a life of its own.

888 Casino Slot Races

As the name suggests, Slot Races combines web-based slot gaming with a racing dynamic. Players start by logging into 888 Casino’s website and picking a qualifying game from the Slot Races Lobby.

The quicker you finish the reels and sessions, the faster you advance in the race, raking in various bonuses and other opportunities to increase earnings along the way. Not surprisingly, 888 Casino has a rich history of developing in-house online games. 888 has won several ‘Casino of the Year’ awards from 2005 to 2007, and again in 2012 and 2013.

Nowadays, it’s mostly known as a secure option for those looking for a pure casino gaming experience. And Slot Races is their way of breaking new, yet-uncharted ground in the extremely competitive web-based casino industry.

Pixel Car Racer

Unlike the other games on this list, Pixel Car Racer has no multiplayer mode. However, this game’s unique combination of pixel art, Japanese car culture, and role-playing elements have birthed a massive online Reddit community dedicated to its pixelated universe.

While Pixel Car Racer carries no official licenses for real-world vehicles, its near-limitless customization dynamics allow players to recreate virtually any actual car model they want, which is mostly what’s shared on the game’s highly active web community. Whether you’re into drag, street racing, or dyno runs, you’re bound to spend hours just customizing vehicles, and trying not to get too lost in this immersive, nostalgic world.

FR Legends

FR Legends’ first claim to fame is its viral video of Daigo Saito – Japanese D1 and Formula Drift champion – playing and enjoying the game.

This is what allowed it to spread like wildfire all over the world. The second is how its control system combines onscreen buttons as well as the ability to use your smartphone’s accelerometer for feint maneuvers — resulting in a level of intuitiveness that no other drift racing game can offer.

After demanding the multiplayer feature for years, players finally got what they asked for at the start of 2020, making it possible to compete with your friends in one of the most challenging online racing games of all time.

Top Speed 2

There’s no big secret to the success of Top Speed 2. Its dynamics are simple as it focuses on one type of racing: drag. What makes it unique is that apart from simply being the best drag racing game on mobile, it not only supports multiplayer racing, but also regularly features live events, which makes its leaderboard extra interesting.

This is the go-to online racing game for any virtual racer who’s obsessed with drag racing — period.

The post Race to victory with these 5 unique online racing games first appeared on InsideRacing.com.

Silverstone races delayed as Zandvoort confirms 2020 GP cancelled

McLaren, Racing Point optimistic as F1 cost-cutting measures approved

Red Bull intrigued by new F1 aero handicap system after initial opposition

Massa, Wurz blame Ferrari for lack of success with Vettel & Alonso

Wolff on why he plays down Mercedes: We never see ourselves as favourites

The post Instagram: Top News of the Day – 27 May 2020 first appeared on InsideRacing.com.

From a season that now looks set to stretch across two calendar years, to delaying the most hyped-up series of rule changes the sport has ever seen.

What has been most impressive is how surprisingly little resistance these historic decisions have faced, as the usual political minefield that fills the paddock has been replaced with almost worrying levels of cooperation in F1’s interest.

Of course, the main reason for that is these are unprecedented times and regardless of where any team or manufacturer stands typically on big issues, those positions are meaningless if there isn’t a sport for them to exist in.

Anyway, you’ve opened this article to read about Fernando Alonso, so I supposed it’s time to do just that.

The beloved two-time world champion may have retired from F1 at the end of 2018, but his name has rarely been far away from the sport in the 15 months since.

Sure, he’s kept himself occupied with his World Endurance Championship stint at Toyota, failing to qualify for the Indianapolis 500 last year and then attempting the 2020 Dakar Rally.

But through it all there’s been one question following Fernando where ever he would go: “Will you return to Formula 1?”.

Being Alonso, his answers have always kept the journalists guessing, but over the past six months or so, one thing has been very clear, if he is to make the much-talked-about comeback, it would be for the new regulations coming in 2021.

You see, Alonso’s problem was not that he had passed his best in his last year’s at McLaren, but rather he couldn’t get the car which allowed him to show he could fight with Lewis Hamilton, Max Verstappen, Sebastian Vettel and Co.

But from 2021, it was possible the rule changes could allow McLaren or Renault or even another top midfield team to potentially make that jump to the front, thus increasing his options.

Now, however, due to the coronavirus, that has changed and the cars Alonso thought could offer him a route to potentially a third F1 title have been pushed back until 2022.

That is significant because his racing decisions are done on an annual basis, based on what it is he feels like trying.

Already, Alonso’s schedule this year has been shifted with his only big race planned, the Indianapolis 500, moved from May to August, and he admits he is having to watch the future plans of F1, IndyCar and others to assess his next move.

“The IndyCar and the Indy500 have published their new schedule, but until this is all over, I don’t have much desire to fight or to think about putting the helmet back on,” the Spaniard said recently on Instagram.

“I will decide after the summer. Everything has been postponed, including the new rules for Formula 1 until the end of 2021.

“I also have to see whether or not I will do the Dakar next year. If it is not next year, I will do it again later.”

The last comment by itself suggests an F1 comeback is unlikely because only a very open-minded team would allow him to compete in something as tough and dangerous as the Dakar just a month before pre-season testing starts.

But then there’s the main reason he isn’t coming back, Alonso isn’t exactly getting younger.

If he was to join the F1 grid in 2022 he’d do so aged 40 and could he really be successful against the likes of Leclerc, Verstappen, Russell and Norris after three years away at that point?

Just look at Michael Schumacher’s return at Mercedes and there lies your answer.

Also at that age, which team would consider him versus the considerable young talent currently on the grid?

McLaren, Ferrari and Red Bull have all publicly said no, Renault wants to focus on youth and Mercedes may not even be on the grid by then.

So sorry Fernando, while you might have been worth a look for 2021, beyond that, there’s simply no reason to. So go complete your Triple Crown, go win Dakar and we’ll look forward to seeing you back in F1 in your managerial role when you decide it’s time to hang it up too.

The post Opinion: If Alonso’s F1 dream wasn’t over before, it is now first appeared on InsideRacing.com.

Last week, Max Verstappen aligned himself at Red Bull until 2023 in a surprisingly early announcement, taking the number of secure seats to four with Charles Leclerc at Ferrari, Sergio Perez at Racing Point and Esteban Ocon at Renault the other three.

The seat everyone is talking about, however, is the one alongside Leclerc at the Italian team where Sebastian Vettel is out of contract and the likelihood of him staying appears low.

That’s not because Ferrari is about to throw the four-time world champion out the door, but rather because Vettel himself is expected to put himself through it.

In 2015, when he made the move from Red Bull, it was the moment he had always dreamt of, following in the footsteps of Michael Schumacher to lead the Scuderia back to the top.

At times, that goal appeared attainable, notably in 2017 and 2018 when he held the championship lead at the summer break. But when that final push was needed, Vettel cracked with collisions and spins that threw it all away.

Despite that, his status at Ferrari remained unchallenged as Kimi Raikkonen played the team game and perhaps himself was no longer consistently at his peak.

But that changed when the hierarchy at Maranello did what they never do and put faith in youth by promoting Leclerc to a race seat in 2019.

It didn’t take long for predictions of the apprentice beating the master to emerge and sure enough the hungry, motivated Monegasque eager to shake up the establishment did exactly that, putting down a marker with a dominant display in Bahrain.

As we know fate intervened with engine issues denying him his first F1 win, but for the rest of the year, the 22-year-old dominated in qualifying, won twice, notably earning the admiration of the Tifosi at Monza, and proved without a doubt why he is the future of Ferrari.

Meanwhile, having seen Leclerc not simply fall into line and instead openly challenge why he was being asked to play second fiddle, Vettel wilted, with his only successes coming at circuits where experience counts, like in Monaco and Montreal, and through a big slice of luck in the case of his win in Singapore.

At one of those races mentioned, in Canada, the other reason why Vettel’s future is so uncertain emerged: frustration with the current state of F1.

Having superbly held off Lewis Hamilton for an entire race, another small error was all it took within the tight confines of the Circuit Gilles Villeneuve for the stewards to deny him victory with a five-second penalty.

Feeling robbed, he visibly showed what he thought of the controversial decision by switching the parc ferme boards and that started a greater willingness to voice unhappiness with other aspects, notably the “bring back V12’s” jab in Sochi.

So, defeated by his apprentice and disenchanted with F1, it begs the question why, with nothing left to prove, would Seb want to continue if his dream of becoming champion at Ferrari is no longer possible.

Of course, a much better 2020 could change that as might the appeal of the 2021 regulations but for the sake of this, let’s assume he will call it a day, then what?

Ferrari might have taken the gamble by promoting Leclerc, but they are seemingly not prepared to give him clear No.1 status, meaning Vettel’s replacement needs to be a driver who could lead the team or at least match the Monegasque.

The prospect that has the mainstream motorsport media licking their chops is Lewis Hamilton making the move from Mercedes.

Indeed, simple rumours that the six-time world champion was in contact with Ferrari chairman John Elkann last year sent them into meltdown, but if we take a step back, it would be a move that really doesn’t make much sense.

Why, for example, having committed to Leclerc until 2024, would they risk the Monegasque by putting him up against Hamilton – even though he would likely more than hold his own.

Then there’s the baggage Lewis would bring to Maranello which isn’t really compatible to what Ferrari expects from there drivers and even if it was, at a time when Ferrari is trying to build up with Mattia Binotto at the helm, all that would be an unnecessary distraction.

Given Leclerc is already signed for the next five years, what would be the point in taking on Hamilton for a couple of years other than to give the now 35-year-old his swansong?

And would the Tifosi actually accept Hamilton after all these years of beating Ferrari? Particularly having also warmed so much to Charles so quickly.

They are just the immediate thoughts and variables that spring to mind and for exactly what gain? Would Lewis be any better equipped to help Ferrari win a championship than Leclerc would?

Given the very different environments between Brackley and Maranello, the answer is probably not, particularly as Leclerc keeps developing and Lewis himself would have to adapt to life in Italy.

No, if Ferrari needs to replace Vettel, what they need is a driver who’ll create zero-conflict while also having the ability to push Leclerc and potentially becoming world champion in his own right.

Step forward, Daniel Ricciardo. The Australian is out of contract at Renault after 2020 and doesn’t exactly appear to be in the long-term planning of the French manufacturer, who have signed Esteban Ocon and have eyes on promoting academy drivers in the future.

The former Red Bull driver also has no immediate chance of championship success at Renault and would likely snap Ferrari’s hand off for the opportunity at a front-running car.

He would be a cheaper option than Hamilton, has a strong friendship with Leclerc and regardless, Ricciardo is not the type of character to stir up any issues within the team.

He also brings a wealth of experience that Charles can learn from and would hang with the man from Monte Carlo because while his results the past few years were disappointing, make no mistake the 30-year-old is still in the top-six racers on the grid.

As for whether Ferrari wants Ricciardo could be a different story, given they chose to promote Leclerc instead of push for him in 2018.

But as he noted himself recently to Sunday Times Australia: “They always linked me to that [a move to Ferrari], with my Italian roots, I guess it’s probably always going to be there

“But it’s nice to be talked about and still relevant and kind of in the mix as far as names getting thrown around.”

The post Opinion: Ferrari, forget Hamilton, Ricciardo is the man to replace Vettel first appeared on InsideRacing.com.

That’s right, spectacular Spa-Francorchamps awaits to kick off a nine-race sprint to Abu Dhabi and a shake-up of the competitive order is expected throughout the grid.

With long straights and high-speed corners, Ferrari head to Spa as favourites to take on Mercedes and maybe, just maybe, score their first victory of 2019.

The power advantage of the Prancing Horse is well-documented and that should help negate the deficit in the corners compared to their rivals.

In fact, it may bring Mercedes and Red Bull back to their level as a balance needs to be struck between low downforce for the flat-out blasts and having enough grip for the technical middle sector.

It isn’t just the opposition that Ferrari has to worry about though, with Sebastian Vettel and Charles Leclerc likely to go head-to-head.

This weekend marks a year since the German’s last F1 win in Belgium last season, and he does have a strong history at Spa claiming victory on three occasions.

But Leclerc has been better at adapting to this year’s car and with the middle sector likely to be crucial to Ferrari’s chances, that is where the Monegasque might make the difference.

One thing the Italian team will be desperate for is good reliability, which has often caught them out just when they seem to be competitive.

And it is for that reason that Ferrari’s biggest threat may well be themselves.

Unusually for the Ardennes, the weather forecast is settled for this weekend with no rain expected and that will slightly disappoint Mercedes and particularly Red Bull.

Indeed, while Mercedes know they can be competitive anywhere, with Lewis Hamilton bidding to continue his charge to a sixth world title, Honda’s continued deficit may mean Red Bull lags behind the two manufacturers.

Max Verstappen will, of course, give it his all at his de facto home race located next door to Holland and actually in the country where he was born.

But he may be relying on some drama ahead if he wants to claim a third win of 2019.

A lot of attention will also be on Alex Albon making his Red Bull debut, having been chosen as Pierre Gasly’s replacement for the rest of the year.

Immediate results shouldn’t be expected from the Thai driver, but there will be pressure to improve on the results of his predecessor, who often struggled to reach the top six.

In the midfield, the competition will be fierce as several teams could stake a claim to be ‘best of the rest’ at Spa.

McLaren has had the fourth-best car for a while and should be perfectly suited to the iconic circuit, but Racing Point can be considered as Spa specialists.

The team qualified on the second row last year, finishing fifth and sixth in the race and always excel on low downforce tracks.

Giancarlo Fisichella famously took pole for Force India in 2009 and in their original guise as Jordan, the Silverstone-based outfit scored a memorable 1-2 in the wet in 1998.

A series of upgrades before the summer has seen Racing Point make some progress and the emphasis will be on Sergio Perez and particularly Lance Stroll to pick up the pace in qualifying.

The Ferrari-powered midfield teams of Haas and Alfa Romeo can’t be ruled out either.

The American outfit is hoping gains have been made over the summer in optimising their recent updates to improve race pace, which has left them trailing since Canada.

While four-time Belgian GP winner Kimi Raikkonen isn’t known as the ‘King of Spa’ for nothing, and he’ll certainly be competitive for Alfa this weekend.

The unknown quantity is Renault, who should perform better at a lower downforce circuit as their result in Canada showed.

Daniel Ricciardo and Nico Hulkenberg are showing signs of frustration however, and these final nine races will be crucial to the team’s future goals.

Toro Rosso will also be in the fight for a top 10 finish and don’t be surprised if Gasly suddenly starts showing his old form again after being demoted during the summer break.

At the back, Williams showed signs of life thanks to George Russell in Hungary and their recovery should continue at Spa.

Repeating the near Q2 heroics of Budapest is unlikely given the strength of the cars ahead, but as Williams improve, it will increase the pressure on Robert Kubica to avoid the big gaps between himself and his teammate as seen at most races this season.

That’s your look ahead to the Belgian Grand Prix, where the sight of Eau Rouge awaits and another action-packed weekend of racing is in store.

The post Belgian GP Preview: Why Ferrari might be their own main threat at Spa first appeared on InsideRacing.com.