#f1 knowledge

[raikkoberg]

Some Carlos facts and stats after the Mexican GP 2024:

Since Australia '24, Carlos did not finish anywhere above 3rd till USA '24, where he finished second, followed by Mexico '24, where he won. There is a 14 race gap between Australia and USA.

Nobody had won from pole in Mexico since 2016 till 2022. In 2016, it was Lewis who got pole and then won the race. In 2022, it was Max who was on pole and won the race from the same. Carlos, by winning this year, has made himself the third driver to achieve this since 2016.

Carlos made this Ferrari third win ever in Mexico. The first one was scored by Jacky Ickx in 1970 and the second one was scored by Alain Prost in 1990.

This race was the only third race to be won from pole in the previous 12 Grands Prix (Lando did it by winning in Netherlands and then in Singapore).

This was Carlos first ever podium in Mexico. He had never been on podium on this track before this.

Carlos is also the first ever native Spanish-speaker to have won in Mexico City, the largest Spanish-speaking city in the world.

This is also the first time Carlos has won more than 1 race in the same season, the first one being Australia '24.

With this race win, Ferrari moves up to 2nd place after McLaren in the Constructor's championship points table, pushing Red Bull to drop to 3rd.

This is also the first time George Russell did not crash or end up DNFing when Carlos won the race. Russell finished an exceptional 5th.

This is the second time we have had the privilege to witness a Carlando 1-2 finish, the first one being Singapore '23, where, coincidentally, Carlos won too, with Lando coming in second.

This is the third time Carlos has converted his pole position to a successful race win. First one was Silverstone '22 and the second one was Singapore '23.

[icaruspendragon]

he did. my husband tried. he tried to warn them. he did. he said to them, “i’m not as into this as my wife is. i just like looking at cars, but she’s got all the facts and specs and everything. she’s practically a walking encyclopedia.”

and they didn’t believe him. they laughed. they shrugged it off. they shrugged me off. they were warned. and yet they still decided to try and put me to the test. they were warned. they were warned of what would happen to them. and yet they didn’t listen.

their ambition made them icarian. their folly turned my warmth from brilliant to sweltering.

their hubris led to their humiliation.

they were warned. but ambition makes men bold.

this is all just a very dramatic way of saying that grown men decided to play a game of, “oh you’re a fan? prove it” only to have their asses handed to them by their opponent.

this was the opponent btw:

[bastardcatthings]

George Russell: Professional Cat Pointer™

[hotandcoldest]

I'm impressed when I see f1 rpf writers doing so much research, taking what they're writing very seriously, and then you see books published about f1 where the protagonist wins the wdc by overtaking under the safety car.

[sequinsandfins]

Max watches as Daniel slowly and haphazardly folds his clothes and throws them into his suitcase.

“Are you sure you cannot stay?”

Daniel laughs, more amused than the bitter reaction of late. “You just want me to stay because of this sweet bod,” he waves his hands over himself and Max can’t help but let his eyes follow before rolling them.

“Yes, Daniel, you know of course, how I am always missing you.”

Max tries to make it a joke, but he has to swallow back the sad truth, a poor attempt at hiding his feelings as he averts his eyes.

Luckily for him, Daniel appears to be focused on packing up his things, and soon it will be like he was never even in this room.

Daniel sighs and Max’s gaze is drawn back to him. “I wish I could, but…” Daniel trails off and Max doesn’t need him to finish the sentence. He knows.

“At least do not leave it so long next time.” Max stands up from where he’d be lounging on the bed.

He has to leave. He can’t stay here and watch Daniel leave him behind again. Leaving him here to deal with this circus.

“Yeah, I won’t. You know you’re never getting rid of me right?” Daniel says casually, as if he hasn’t just carved out more space in the Daniel shaped hole in Max’s heart.

Max nods quickly before giving Daniel a hug which lasts only marginally longer than platonically normal, “Yes Daniel, I of course know this. You are stuck with me for life,” he mumbles into Daniel’s neck, and then pulls himself away before he does something stupid like kissing him.

One day Daniel will decide to stay with him, Max will wait. He knows that he and Daniel are inevitable. But he hopes Daniel will work it out soon, before Max’s patience runs thin and he will have to show Daniel, with his lips, and his body,

Max doesn’t have to wait long.

[goldenvboots]

oscar piastri does not have the sadness you only see in eastern european gay porn. he has the sadness you only see in a woolies nightfill worker

[rickybaby]

Yuki via

[ef-1]

I see some confusion (both real and manufactured lol) about the authenticity of the claims reported by F1-Insider on the Red Bull seat.

There are two main claims in that article

That everyone, including "the Verstappen family" were told by Horner and Helmut that Sergio WILL be replaced by the next race in Zandvoort:

2. That the drastic change of course was the result of Liberty Media (the rights holder to all of F1) pressuring Red Bull not to drop Sergio during the break because it would cost Liberty too much money if the only Mexican driver, who is regarded a hero, is dropped before the Mexican GP- tanking the event:

There has been a lot of handwringing about how F1-Insider is not a reliable news source, this is only partially correct because they are not really AMuS (<- regarded as THE gold standard in f1 journalism and reporting) F1-insider mostly report on other people's interviews and sources, it is however a reliable Verstappen camp source. Ralf Bach, the owner of F1-Insider AND MORE IMPORTANTLY THE AUTHOR OF THIS ARTICLE is a career long f1 journalist (30 yr long veteran and is inducted in the paddock hall of fame) has been a Verstappen camp insider since 2016 (think of him as Erik van Haren-lite), if he says something about the Verstappens it is either from Jos or Raymond. He's also by extension close to Helmut (Helmut gave him all those exclusive interviews about how close Red Bull came to bringing Seb back into Red Bull after Ferrari refused to extend him). Most of F1-Insider's interviews are from Red Bull, specifically Helmut and camp Verstappen.

Ralf Bach and Jos are even closer than that because they're friends. In 2021, Jos complained to Bach about Lewis and Toto without knowing he was saying those comments on the record because he thought he was just chatting with Bach as a friend. When Bach wrote about those comments in F1-Insider, Jos tweeted that he doesn't know who F1-Insider is because he didn't know Bach had founded his own company and the website was still quite new. Bach then asked Jos to delete that tweet because it dented F1-insider's credibilty and Jos DID delete that tweet because didn't want to make his friend look like a liar and he HAD said those things to Bach lol. + Bach was only second to EVH when it came to reporting Jos' side of the story when they were trying to overthrow Horner after news of the allegations against him broke.

For Ralf Bach to say, and I quote ,"The Verstappen family were surprised [...] Horner and Helmut gave them a clear statement: Perez is gone" literally means only 1 of 2 things: This is coming directly from camp Verstappen, either from Raymond or most probably Jos given that's his friend and the way Ralf specifically made sure to say 'the Verstappen family' (girl who else? Sophie? Victoria?).

Whether both claims are true can be up for debate but what is a point of fact is that Ralf Bach is reporting what camp Verstappen is telling him they know. And they're telling him that they were verbatim told by both Horner and Helmut that Sergio will be booted on Sunday after the race. The heli ride with Daniel, Max, Jos and Raymond + the fact that camp Verstappen have no reason to lie about this point to at least most of this being true.

[skitskatdacat63]

Here are some other F3 Seb pics I thought were really cute

[mannap]

My non F1 sister randomly sent me a Strollonso edit on Instagram today

Cryingggggggggggg😭😂

[ch3rubd0lls]

shoot me if this doesn't make sense but post-retirement brocedes ugh

the contrast of nico getting married and settling for the quiet life, trying to be content with the fact that it's really all over and he's just going to have to be okay with that because it was for the better. To lewis, who was written all over tabloids on boats w/ models and skydiving and who knows what. How far can a man run until he runs out of ground? How long until he's going to have to face what he did, and what that says about him as a teammate, as a person?

At the end of the day, things settle, lewis grows and nico leaves the past behind, but god i wonder if they will ever truly be done mourning what they had. Do they still see it when they see each other in those stupid post-race interviews? I wonder if they ever think of frosties and greece and the days as teammates and the days as best friends. How do you live with that loss without ripping yourself open i could never.

[versedicis]

Explained: Why Red Bull swapped Liam Lawson and Yuki Tsunoda

Lawson’s disastrous Australian GP weekend, in which he failed to clear Q1 after a solid, if unspectacular, Friday practice had Marko already pressing the panic button to have Lawson swapped out immediately. With Lawson’s head already drooping, the Chinese Grand Prix weekend did little to assuage the issues. Not only was he unable to find pace, grip, or confidence, but his demeanour had become concerning – the normally quite chipper and upbeat Kiwi had become somewhat despondent and morose, with one source revealing Lawson had spent most of his weekend apologising to anyone present about his lack of competitiveness. With the seat having been up in the air between Lawson and Tsunoda just over three months ago, Lawson’s rapid change of mental state meant the scales tipped back firmly in Tsunoda’s direction. This was despite Lawson’s social media use being restricted by the team following his announcement of his drive due to the extent of the negativity shown towards him by various fanbases. A source has indicated to PlanetF1.com that the feeling in the camp was that it was a little too much, too soon, for Lawson – the reality of stepping up as a rookie to race alongside F1’s current talisman, Max Verstappen, under the weight of expectation and the pressure of delivering when his predecessors had not, got to him in ways that weren’t foreseen. While the RB21 is undoubtedly a tricky beast, as Lawson made clear by his reveal of how he was struggling to get the car into what is a very narrow operating window, the Kiwi is understood to have been quite open about the fact that he also was not driving to the best of his abilities. Lawson, whose youthful confidence in his own abilities has now had to give way to a more humbling position, has taken a serious career blow, and it will be a devastating period of time for someone who has never had their abilities in doubt before. But it’s key to note that the journey isn’t over for Lawson – it’s in his hands from here, with Racing Bulls a likely home for the foreseeable. After all, referring back to the word “rotation” as was mentioned in the press release, what does Red Bull do if Tsunoda meets with the same struggles?

📸 by mark thompson | excerpt via PlanetF1

[usernyoom]

28/08/07, Northampton. Daniel Ricciardo watches the World Cup of Motorsport testing in Silverstone. Photos by A1GP, edited.

[estebanbicon]

The F1 driver who takes every opening he sees

A mechanic’s son, Esteban Ocon took an unlikely path to an F1 driver’s seat. Now he’s fighting to keep it.

MONTE CARLO, Monaco — The mechanic’s son walks past women in bright dresses and men in fine suits, many of them sipping champagne. He breathes in the salty air of the Mediterranean, its shoreline neither rocks nor sand but dozens of mega-yachts.

The Monaco Grand Prix, held each May, is the global peak of sports opulence, less street race than picture postcard from high society: A-listers and royals toasting the good life in the richest place on Earth. Several Formula One drivers live here, their plain-sight hideaway amid a Netflix-fueled fascination with their sport. Among them are Max Verstappen and Lewis Hamilton — champions, multimillionaires and household names in a sport Hamilton has called a “billionaire boys club.”

Esteban Ocon, though, is not of this world. When Ocon was a karting wunderkind, other drivers would sneer at him and scoff, whispering that the only child of a dumpster-diving mechanic doesn’t belong. That the Frenchman, now 28, will forever be a [wanderer] playing dress-up in a place such as Monaco. Even after eight years on the grid, he remains an outsider.

Then again, an impressive finish here would change minds. It might even change Ocon’s, convincing him it’s possible to be born into one end of the economic spectrum and, with enough talent and moxie, reach the other.

He changes out of his jeans and into an Alpine race suit. He stretches the muscles on his thin frame and climbs into a $15 million super machine. The green flag drops. Ocon accelerates, 0 to 100 mph in 2½ seconds, trying to position himself and his team for an early chance at points. Over the years, he has proved himself as a skilled and fearless driver, aggressive sometimes to the point of recklessness.

With Monaco’s narrow streets and hairpin turns, passing is dangerous. Three-time world champion Nelson Piquet once compared it to riding a bicycle in your living room. And trying to pass a teammate? It simply isn’t done.

Before the race, in fact, Alpine instructed its drivers to avoid each other. Whoever is ahead after the first lap should stay there; the driver behind him is to protect his blind side.

Midway through the first lap, the cars are clustered. Pierre Gasly, Alpine’s other driver, is immediately in front of Ocon. On the eighth turn, just before the circuit’s famed tunnel, Gasly eases off the accelerator. Ocon sees his teammate drift left, allowing space between Gasly and the wall, creating an opening.

FIVE HUNDRED MILES NORTH, there’s a small French village built into the lush countryside. People in Évreux raise chickens, recycle batteries, mow their own grass. And the locals tell of a man north of town who could bring back the dead, so long as the corpse had four wheels.

One of those locals, Marc Guillouet, still remembers the sound of Laurent Ocon’s air compressor bellowing at all hours as Ocon performed reconstructive surgery on another broken-down used car that had been towed through his gate. Then, hours later, another sound: the engine humming back to life.

“The way he refurbished it,” Guillouet says, “it was like new.”

Laurent was a self-taught mechanic who built his shop onto the back of the Ocons’ home, a single-car garage jutting out in yellow stucco. It was in the house’s rear, but it acted as the family’s entrance. Before school some mornings, young Esteban would see his father, grease up to his elbows, still trying to solve the previous night’s puzzle. When Esteban returned in the afternoon, he would watch Dad beamas he turned the key, listened and … there it was, that beautiful music.

“We live for that,” Esteban says now. “He wants to win, like me.”

Laurent’s passion was reviving machines. His son’s was maneuvering them. Esteban says he was 4 the first time he got behind the wheel of a go-kart, gliding around the track at an amusement park, through cones and around other karts as if it were second nature. His friend who came along drove straight into the wall.

Esteban kept driving, testing himself in bigger, faster, more complex machines. The families of some other 8-year-olds hired engineers, barked into radios and traveled with professional mechanics. But Laurent and wife Sabrina had no money for that. If Esteban’s carburetor failed or his torsion bar broke, it was Laurent who mounted a new one. Then they would return to Évreux from Ambourville or Rouen, often with Esteban cradling another trophy.

“We tried to protect Esteban from pressure as much as possible,” Laurent says, answering questions emailed by The Washington Post. “But unfortunately, the only solution is to perform.”

After one of Esteban’s races, a representative from a management company approached. The boy had the talent to make racing his career, the man said, but it wouldn’t be easy. Or cheap.

Thousands of European kids grow up dreaming of the Formula One life, waiting to pilot a rocket at circuits such as Monza and Silverstone and Monaco. Most never make it, and even those who only come close do so after millions have been spent on equipment, travel and engineering.

The families of many drivers commit hundreds of thousands before their child becomes a teenager, largely to get noticed by top feeder programs and driver academies. Among the hopefuls are the kids of billionaires and oligarchs, able to bankroll the pursuit of a nine-figure dream. A few even pay their way onto the F1 grid, with cash-strapped teams agreeing because it transfers the financial responsibility.

Most, though, spend years working their way up.

“Even if you are talented,” Esteban says, “if you don’t have the right people, you don’t manage.”

But all he had were his parents.

“If he really wants to do it,” Esteban remembers hearing Laurent say years ago, “we’ll give him everything we can.”

LAURENT AND SABRINA SOLD THEIR HOUSE and the family business, leaving behind anything that didn’t fit in a 21-foot motor home. They stuffed Esteban’s mini-kart into the rear of a van, surrounded it with tools and Esteban’s toys, then hitched the motor home to the van’s rear.

“Prepping,” Esteban’s parents told him, “for the rest of your life.”

With Évreux in the rearview, home now was a parking lot in Lyon or a roadside in Le Mans. Ten-year-old Esteban had his bicycle and the family border collie to keep him company. Sabrina outfitted the motor home with a fake fireplace and told friends it was their mobile chateau. Le Palais des Ocons had a living room and shared sleeping quarters, with views that were a mountain some days, a vineyard others.

Sabrina and Laurent convinced their son that each day was an adventure, each morning a chance for Esteban to open the door so he and their dog, Viper, could breathe in a dramatic new backdrop. He and Laurent sometimes went on long bicycle rides, where they talked about engines, racing, the future. Then the convoy headed to a nearby track, where the soft-spoken Esteban slid on a helmet, climbed into his kart and transformed into an assassin. There wasn’t an opening he wouldn’t hit, a pass he wouldn’t attempt, a throat he wouldn’t cut. Esteban wanted to win races, yes, but victory was about more than bragging rights.

In his 9-year-old mind, he says, it was the only way to repay his parents.

“I had weight on my shoulders very early,” he says. “There was never a Plan B in my head.”

In 2006, Esteban, then 10, won the regional mini-kart championship, which qualified him for a spot in the French Cup’s “Minime” division. He reached the final heat, and he and another young star, Charles Leclerc, angled for positioning on the last lap. Esteban went inside, trying to overtake Leclerc, and their tires touched. Leclerc spun out and hit the wall; Esteban recovered but finished outside the top five. The two boys spent the rest of the day crying.

The family returned to Évreux each winter, staying with family so Esteban could attend a few months of school before the new season. Otherwise, they kept moving, rarely in the same place for more than a few days.

Esteban won the French Cup in 2007, the “Cadet” title a year later, the junior championship in 2010. With every promotion came longer trips and more expensive gear. An entry-level “baby” kart costs about $3,000, not including registration fees and fuel, and a used mini-kart engine and chassis can be twice that.

By 2011, with a promotion to Winning Series Karting, the chateau was crossing borders so Esteban could race in Spain, Italy and Portugal. Entry fees alone were upward of $5,000 per race, with fuel and spare parts pushing the cost higher. All youth sports have their own unique cultures, and in this one, there is an established taboo: Kids don’t talk about their parents’ wealth.

But chatter happens anyway. Jos Verstappen, father of 14-year-old Max, used to drive in Formula One and spent $1 million bankrolling his son’s career. Leclerc grew up among the yachts and Ferraris of Monaco, and Lance Stroll’s dad, Lawrence, was a fashion billionaire.

Esteban’s folks?

Homeless, the other boys murmured. Sometimes, they said, they even saw his dad lurking near the circuit, waiting to pull other drivers’ used tires out of the trash.

IN 2014, OCON, THEN 18, won nine races and finished in the top three in 21 of 33 races to claim Europe’s Formula Three championship. But it was 17-year-old Verstappen, who had finished third, who was promoted seven months later and became the youngest driver ever to appear on the F1 grid.

“My dad always said it’s not going to be easy,” Ocon says now. “I didn’t really know what my future would be.”

He spent the 2015 season with Mercedes and Lotus — discussed alongside Verstappen, George Russell and Gasly as the sport’s next generation of starsbut still toiling in its minor leagues.

The next season, another young driver, Indonesia’s Rio Haryanto, won a spot with Manor Racing, a fledgling F1 team from Britain. F1 teams today operate under an annual maximum budget. Back then, though,the annual cost for a two-car team could reach nearly $200 million per year. Some teams have lucrative sponsorship agreements and investments from engine manufacturers, but others rely only on prize money and the potential share of a year-end financial pie that is distributed to the teams that finish in the top 10 in points.

Haryanto started the first 12 races that year before Manor dropped him — and not just because he never finished better than 15th. It was because Haryanto, initially backed by a $16.65 million investment from an Indonesian oil and gas company, ran out of money.

Manor’s own survival depended on performance, so in August 2016, it contacted the most talented driver available and told 19-year-old Esteban to get to Belgium. A management company had agreed to underwrite Ocon’s career, so with the motor home now retired, the family traveled by plane.

“A lot of emotions and relief,” Laurent recalls. “The culmination of 16 years.”

FOUR MONTHS AFTER ESTEBAN’S F1 DEBUT, with the sport itself at a crossroads, Manor Racing announced it was broke.

It was January 2017, and this was the first of several dominos to tumble.

The next was that Force India, a well-funded team and a new contender, offered Esteban a multiyear contract after its No. 2 driver, Nico Hülkenberg, defected for Renault. With an elite car, Esteban finished seventh in Russia, fifth in Barcelona, sixth in Montreal — valuable points for his team and proof he belonged.

Then, in Azerbaijan, Ocon saw an opening. He tried to pass Sergio Perez, his Force India teammate, before their wheels touched. A moment later, he went for it again, contacting Perez’s car and damaging both vehicles.

“What did Esteban do, guys?” Perez said on his headset radio. He later called Ocon’s behavior “unacceptable.”

Three races later, Ocon again collided with Perez in Hungary, and a week later in Belgium, Ocon tried to pass his teammate on the inside. The cars made contact, Perez’s front wing flew off, and the veteran driver’s anger exploded.

“Honestly, what the f--- is this guy doing?” Perez said. “F---ing idiot.”

High drama — which, considering the sport’s new ownership, was undoubtably welcome.

Long owned by a European private equity fund, Formula One had recently been purchased by Liberty Media, an American entertainment titan that parlayed its ownership of struggling assets, from satellite radio to the Discovery Channel and QVC, into ownership of the Atlanta Braves. It wasalready planning the all-access Netflix docuseries that would debut in 2019 — less than a year before the pandemic. When the sports calendar ground to a halt, “Drive to Survive” became a massive hit that sent each team’s value soaring.

Sponsors and investors were fighting for a piece of a sports gold rush. Not everyone could keep up, though. Force India’s owner, Vijay Mallya, defaulted on more than $1 billion in loans after his airline failed, before numerous banks accused him of fraud. (Mallya has called these accusations “rubbish” but, after fleeing India for England, is still considered a fugitive.) He sold his team to a group of investors led by Canadian billionaire Lawrence Stroll, who had made his fortune on the threads of Tommy Hilfiger and Michael Kors. And who happened to have a son, Lance, who drove, if not very well, for Williams Mercedes.

Just like that, it was Ocon being bumped, his dream blown to pieces by his own team. When the 2019 season started, he was out of a job. He blamed “politics.”

He joined Mercedes as a reserve driver, and during race weekends, he says, he would climb into a racing simulator and go through scenario after scenario until 4 a.m. On no sleep, he would go to the airport and travel to wherever F1 was because that’s also where Ocon could meet with potential investors, sponsors and engineers. Then, a week later, he would do it all again.

“I didn’t care because I said, ‘Let’s give it a full go,’ show the people how hungry I am,” he says. Failure, he told himself, would mean that his parents’ sacrifices had been in vain.

“I didn’t do all that just to sit on the side,” he continues. “Teams saw how much I was willing to give, how much I was willing to suffer. I wanted to show everyone that I’m willing to go further than anyone else. No sleep for three straight days, simulator day and night, I’m going to do it. And, yes, I’ve lost four kilos in that year and got sick seven or eight times, and the reality is, yes, I’ve suffered and it was tough. And I don’t want to be suffering forever.”

In late summer 2019, with the first season of “Drive to Survive” being filmed, Ocon’s phone rang. Renault was parting ways with Hülkenberg. The French team wanted the kid from Évreux to come home.

“A crazy moment,” Ocon says. “This was it. The tough times are over now.”

LAST YEAR IN MONACO, something happened that was highly disruptive: Ocon finished third. It was his third appearance on the podium and his best result since he won the Hungarian Grand Prix in 2021. In one of Europe’s nightclub capitals, the 27-year-old celebrated. Hard.

Fatigued, dehydrated and emotionally drained, Ocon again got sick. He was nonetheless due back on the grid in Barcelona four days later. He finished eighth in each of his next two races, then 14th, then didn’t finish the two after that.

Nobody weeps for the motorsports rock star, but a life spent in constant motion does take a toll. A year after signing with Renault, which rebranded as Alpine, Ocon was reportedly paid $5 million per year. He put Laurent and Sabrina on the payroll of “Team Esteban,” he says, assigning his mother administrative tasks and his father responsibilities such as renovating Esteban’s house. He could also hire a performance coach to keep his body and mind sharp — or as sharp as possible in a sport whose schedule features two dozen stops around the globe.

Now, years after Laurent and Sabrina tried shielding their son from many of racing’s pressures, it is Tom Clark’s job to act as Ocon’s conscience. To tell him it’s okay to sleep in on weekends, to grab a nap after practice, to avoid media and fans because more interactions mean more exposure to pathogens.To urge him to eat more lean protein and complex carbohydrates, stay ahead of time zones by wearing sunglasses to simulate darkness, use a light therapy lamp or glasses that emit a bright glow above the eyes. To encourage him to take it easy sometimes, especially when it comes to challenging teammates, and maybe to even think about gearing things down a tad.

“Let’s really just put a bubble around you,” Clark says he tells Ocon.

The problem is this is in conflict with the instincts that got Ocon here. Without deprivation and exhaustion, would he have ever left Évreux? If not for aggressive racing and a ruthless competitive drive, could he have even reached the grid? Especially when it comes to challenging teammates, can’t he gear things down a tad?

ON THE FIRST LAP at this year’s Monaco Grand Prix, there’s Gasly in 10th place. Ocon is 11th. Points are awarded to only the top-10 finishers.

The Alpine drivers have known each other since childhood, their hometowns just 20 minutes apart, friends scratching and clawing for better footing. When they were 12, both were in the same championship race. Gasly overtook Ocon on the last lap to win. “I kicked his ass,” Gasly told the Netflix documentary crew, “and he didn’t like it.”

Not long after, the French racing federation had an opening at its sports academy in Le Mans, a kind of Hogwarts for kid racers. It was Gasly who got the invitation, not the mechanic’s son. The friendship crumbled, just one more thing Ocon left behind as he boarded the motor home once more, looking to win races, yes, but also in search of acceptance.

“But look where I am now,” he says. “That has helped me to get through a lot of steps in my life. That’s what made me so competitive, I guess, from so early on.”

Ocon and Gasly hadcollided in 2023, too, in Australia, with both cars taking race-ending damage. After that, tension between the teammates boiled over when Gasly accused Alpine of coddling Ocon. Before Monaco, the team told the pair to cool it.

And they did, for all of 40 seconds. Now, seeing that narrow opening, Ocon goes for it.

His rear tire connects with Gasly’s front wheel once, then a second time, sending a bitter cloud of burned rubber into the sea air. Ocon’s car goes airborne before turning sideways, and though it lands on its wheels, the impact causes catastrophic damage.

“What did he do?” Gasly says into his radio.

Pieces of carbon fiber fly off Ocon’s car. The tire is punctured, the gearbox fried, the suspension arm broken.

“That’s it, guys,” Ocon tells his team. His Grand Prix is finished.

Needing repairs that will cost tens of thousands and with Ocon’s car due in Montreal in 10 days, Bruno Famin, Alpine’s team principal, publicly admonishes Ocon and vows “consequences.” F1’s governing body, the Federation Internationale de l’Automobile, penalizes Ocon after ruling he initiated the collision.

A week after Monaco, Alpine announces that, in 2025, it will replace one of its drivers. Neither had gotten a podium, and only Ocon had won a point for Alpine. But the team chooses to keep Gasly, meaning Ocon again will be set adrift, the [wanderer] seemingly destined to forever roam.

A FEW MONTHS AGO, Esteban and Laurent went for a long bike ride. The old man still lives near Évreux, operating a shop his son bought him. He still likes to work on cars and make music, albeit as more hobby than job, andprefers to traverse the countryside on an e-bike.

Even against his dad, Esteban can’t help himself.

“I still pull away,” he says.

First, though,during a quieter moment on a recent ride, Laurent told his son a story.

There was once another boy with talent and ambition, the story went, hoping to someday become a professional cyclist. He was as skilled as anyone, but the other kids had access to training and coaches that this boy’sfamily couldn’t afford. So lying in bed one night when he was 16, he succumbed to these economic realities and abandoned his dream, diverting his attention and passion into becoming a mechanic.

So, he went on, when that boy became a man and a husband and a dad, he and his wife agreed to do everything possible to position their son for success. To tell him about possibility, not limitation, and raise him in an environment that would eliminate regret.

“He had never told that story,” Esteban says. “That moment, basically, when he was lying on the bed like that, probably changed my life. They clearly gave more than what they could, and without them I wouldn’t be here.”

Esteban says he occasionally fantasizes about what it would be like to stay in one place: to stop moving, inhale, feel settled. Maybe someday, he says, but not just yet. In July, after Ocon was two months adrift, Kevin Magnussen announced he would be leaving Haas.

Haas, as it happens, is run by Ayao Komatsu, a former F1 engineer who had met and encouraged Esteban when he was just a teenager. A decade later, Komatsu came through. Haas offered Ocon not only a seat for 2025 but acceptance for all the things he is and is not.

“Esteban, he needs an environment that he knows the team is behind him, supporting him, listening to him,” Komatsu says. “No politics. I believe we can provide that.”

But what about the suggestion that Ocon doesn’t play well with others? That you can never take the Évreux fully out of the kid?

“If I was worried about that,” Komatsu says, “I wouldn’t sign him.”

After their bikeride, Laurent and Esteban turned around but kept talking over the wind. Farmland and hills blurred past, same as they did years ago, and a favorite memory of Esteban’s sprung to mind. It was morning, and the 12-year-old awoke in the motor home again with no idea where he was. So he opened the door to see blue sky, the slopes of great mountains, the shoreline of the Mediterranean.

Laurent had parked the van and motor home in Monaco, where yachts are moored and the best drivers live. Esteban remembers the feeling of that moment, the possibility, and his dad stepped out and said there was nothing to stop his son from racing here someday. Whatever came next would be determined by Esteban.

“There was no guarantee,” Esteban recalls his dad saying. But the boy had a chance to prove he belonged. Picturing the momentyears later, he inhaled, kept pedaling and let Laurent catch up as the two of them headed home.

[sunny-sainz]

this interview just shows how humble and self aware carlos is. he knows how privileged he is from his father and always tells people that he knows it, being incredibly appreciative all the time. he doesn’t let that privilege get to his head at all. i really don’t get why people hate him when he’s the sweetest one of them all

[complementaryhalves]

in case anyone needs it, for fic writing purposes, based on lando's story they were flying on an embraer lineage 1000E plane, which seems to have a fixed bedroom and handy separated spaces along the cabin