Lancia’s sporting director Eugenio Franzetti has explained why the brand is making its rally return in Rally4 and what is required to make a comeback to the World Rally Championship.

Lancia, the winner of a record 10 WRC constructors’ titles (1974-1976, 1983, 1987-1992), is set to return to the rally stages next year with its all-new Ypsilon Rally4 car. Officially launched last month, the car will compete in the Italian Rally Championship and the newly created one-make Lancia Rally Trophy.  

The creation of the two-wheel drive Ypsilon Rally4 marks a return to rally for Lancia, 50 years after it won its first WRC title with the legendary Stratos in 1974. 

While Lancia’s emergence has created much fanfare, there had been speculation it would consider a Rally2 programme. It ultimately confirmed a Rally4 project that will see the brand contest the 2026 European Rally Championship.

Lancia has not ruled out a future WRC comeback and would consider forming a business plan once the WRC has announced its 2027 technical regulations. The FIA is expected to reveal its new regulations in December this year.

According to Franzetti, the stability of the Rally4 regulations was among the considerations that swayed the car maker to make its return at the lower end of the rally pyramid.  

“What we need is to have the rules [2027 regulations], we need to know how the Rally2 of the future will be made and how the Rally1 of the future will be made. Once we understand this, in a few months we can also understand how much it costs to make them and how much. And then once we understand the rules, we can create a business plan,” Franzetti told Motorsport.com’s Italian edition. 

“Once the business plan has been created, we can put the costs on one side of the scale, and the value of visibility and the revenue on the other side, and understand if this scale is a scale that is positive. 

“We do motorsport and there is a return on investment. The return on investment is given on one hand by the technical and logistical costs of doing it, on the other hand it is substantially the value of visibility, which has a great significance. This visibility also brings you sponsors, partners and so on. All this clearly must be extremely positive. 

“Today the only certain rule is Rally4. We know how it is made, how much it costs and everything. That’s why Lancia is back with a Rally4. The only certain thing we know is the regulation, it’s clear, it’s an extraordinary product, interesting from a racing point of view and from a commercial point of view.”

Lancia Ypsilon Rally4

Photo by: Lancia

Lowering costs and the introduction of a cost cap are factors that could interest Lancia to rejoin the WRC. 

Franzetti also admitted to be an admirer of the Rally2 class, which Lancia’s owner the Stellantis Group is already visible in through the Citroen C3 Rally2 programme.   

“Let’s try to create championships that cost a little less and that have a cost cap, after which, staying within it, you do what you want,” he added. 

“You have to make a championship with a finite number of millions, after which the engineers can unleash their imagination, knowing that motorsport is used as a promotional tool and therefore in any case everyone will bring what they know how to do also in terms and in the end it’s a show case. 

“Today we are all moving towards hybrid, electric, electrified. I imagine that everyone wants to demonstrate that they know how to do that thing there. But a cost cap would be enough and then leave space for the others.

“The Rally2 is a very interesting car because it’s fast, it lets you win [national] championships, obviously the European championship, which allows you to go very fast also in WRC. 

“Today, with few Rally1s [in WRC], if you have a Rally2 you can also get into the top 10, even get close to the top five and you have crazy visibility. And then it’s a commercial product, it’s a product that you sell and whoever buys it is happy, it [the car] runs well, has an acceptable cost per kilometre and so on. The Rally2 was an extremely clever specification.”

Last Saturday, after crashing out on the third lap of the sprint race at Sepang while fighting his rival for the win and the championship crown, Francesco Bagnaia was both hurt and bewildered. The reigning world champion was unable to find a rational explanation for the five zeroes he has accumulated so far in the sprint races which, as he himself pointed out, have been decisive in leaving Jorge Martin a step away from the title.

The Pramac rider will be celebrating in 10 days’ time if he is able to win the sprint, in which he has built a large part of his championship chances, at the Barcelona season finale that replaces the cancelled Valencia GP.

“I just need to improve my performance on Saturdays. I have to understand why I have failed so much, work on it. On Sundays, I was at a high level, but it was the sprint that made the difference,” lamented factory Ducati rider Bagnaia.

The results achieved by the two riders are frightening, and put them on a level unattainable for the rest. Paradoxically, Bagnaia is very close to losing a world championship which, numerically speaking, is his best season since he has been competing in MotoGP.

His performance in the Sunday races has been phenomenal, with 10 victories and 15 podiums out of a possible 19. In the longer races, Bagnaia has scored 345 of his 461 total points. Subtraction indicates that the Turin native has scored 116 points on Saturdays, 48 fewer than Martin’s tally of 164.

In the amount of sprint wins, they are more or less on a par (seven to Martin’s six), but the contrast between them is in the number of retirements. Bagnaia has five to his opponent’s two.

Jorge Martin, Pramac Racing, Francesco Bagnaia, Ducati Team crash

Photo by: Gold and Goose / Motorsport Images

Statistics need to be interpreted and context needs to be added. In the era before the weekend format change introduced in 2023, only counting Sunday results, Bagnaia would lead the overall standings with a 24-point cushion and would be just one point away from becoming a three-time world champion in the premium class.

But that model of championship is now a thing of the past, and the current situation highlights one of Martin’s strengths.

“We already knew that one of Jorge’s strengths was his explosiveness, and now he has found a way to maximise that,” Pramac team manager Gino Borsoi tells Autosport. “To understand his form and the records he has set, I would point to that explosiveness and the mentality he has adopted this year.

It would be unfair to conclude that the reigning champion has failed if we consider that nobody has won more than him in a year in which he has broken all the individual records of any Ducati rider

“Now he goes out to race knowing that he is not obliged to always win, but that the important thing is to perform well, bring the bike back, and then let the standings be the judge.”

Apart from the points on offer, the main difference between Saturday and Sunday races is that the bikes are not as fine-tuned in the former as they are in the latter. In this sense, it is no coincidence that Bagnaia, one of the most methodical riders on the grid, tends to make a big jump in performance between Saturday and Sunday.

Combined with his enormous talent and his temperance, the two-time champion makes the most of the working method established at Ducati since the arrival of Gigi Dall’Igna in 2014. Based on the collection and analysis of the information provided by the eight Desmosedici at the Bolognese constructor, this protocol allows the performance of the bikes to be optimised much more quickly and efficiently throughout the weekend.

The most useful test bench for drawing conclusions is the sprint race. Until then, the technicians have ‘only’ three practice sessions to analyse and look for the best set-up.

Martin has regularly managed to find the limit quickly in sprints, where Bagnaia tends to take longer to come to the boil

Photo by: Gold and Goose / Motorsport Images

Advertisement

“Jorge adapts very well and very quickly to the bike from the moment he gets on the bike on Friday morning,” an authoritative voice from Ducati tells Autosport. “On the other hand, with Pecco we often see that he grows as the practices go by.

“It’s usually on Sundays that he makes the difference, because the people around him have been able to collate all the information available. With all those resources, he usually arrives at the most decisive moment with the bike completely to his liking.”

“From the outside, without knowing all the details, you get the feeling that Pecco arrives a little bit more precise at the sprint, but then, with all the information from the rest of the Ducati team, about tyre consumption, electronic set-up and so on, he makes that leap that is reflected on Sundays,” adds a track engineer from a rival team which works with one of the world champions on the grid.

In Malaysia, this feeling was once again evident, not so much because of Saturday’s slip-up, but because of the victory the following day. Bagnaia’s 10th win has sublimated Ducati’s method, despite the fact that it is practically impossible to retain the title in Barcelona.

Should that happen, it would be unfair to conclude that the reigning champion has failed if we consider that nobody has won more than him in a year in which he has broken all the individual records of any Ducati rider. In any case, it will be that Martin’s reading has been more accurate.

Bagnaia faces an uphill struggle to win his third world title despite winning 10 Grands Prix in 2024

Photo by: Gold and Goose / Motorsport Images

Yuki Tsunoda believes he would have led the Brazilian Grand Prix had the safety car and subsequent red flags not been called for at Interlagos.

The Japanese driver was one of a select few to opt for a switch to extreme wet tyres as rain pelted the Sao Paulo circuit, with he and team-mate Liam Lawson at one stage lapping faster than those around them by almost five seconds per lap.

But with others trying to brave it out on intermediates as the deluge got heavier, race control had no alternative other than to send the safety car out on track, a neutralisation that became a full red-flag stoppage once Franco Colapinto had crashed his Williams catching up to the pack after a pitstop.

Tsunoda, who was running third before his pitstop, lost out with F1’s rules allowing for free tyre changes under red flag conditions and would eventually finish eighth on the road – a result that was upgraded to seventh courtesy of a 10-second penalty for McLaren’s Oscar Piastri, who had earlier punted Lawson into a spin at Turn 1.

“I think what we did, switching to extreme, that was good,” explained Tsunoda.

“Just the safety car and the red flag came out, that was the point that went very down. If the red flag didn’t come out, probably I would, at some point, have overtaken a lot of cars and maybe [been] P1, but it just didn’t come towards us.”

Yuki Tsunoda, RB F1 Team VCARB 01

Photo by: Red Bull Content Pool

Lawson also scored points as RB locks into a fight for sixth in the constructors’ standings, albeit losing ground to double podium-scoring Alpine.

Having stressed the importance of the result for the Faenza-based team, Tsunoda added: “It wasn’t easy conditions. If you lose concentration, [it can have] a lot of consequence.

“I enjoyed the last stint, good fight with Oscar [Piastri]. I tried to be within 10 seconds. You know, could have done a lot of things wrong, but kept it clean and tried to score P7, which is good.”

Francesco Bagnaia’s hopes of retaining the MotoGP title are hanging by a thread. The factory Ducati rider is facing a 24-point deficit to Pramac rival Jorge Martin heading into the final round of the season in Barcelona next week.

Although the odds have been against Bagnaia for some time, it was his crash from second place in the Malaysian Grand Prix sprint that has effectively sealed the deal in Martin’s favour.

From the early part of the year, Bagnaia had identified sprint races as being the main weakness in his title bid. After the first six rounds, he had accumulated just 14 points on Saturdays while his chief rival Martin had tallied up 56. By this stage, Bagnaia had actually outscored Martin by three points in Sunday races, but was left with a mammoth 39-point gap to overcome in the overall table.

To be fair to Bagnaia, he has upped his performance in half-distance races in the ensuing period. Since the Italian Grand Prix back in June, Bagnaia has picked up six sprint wins in 13 attempts, compared to four for Martin. Over the course of the full year, Martin is still ahead in the reckoning with seven wins to six thanks to his early-season form but clearly, the defending champion has shown that he can be rapid in the new format.

However, while Bagnaia knows how to score big on any given day, he has also hemorrhaged big points to the championship leader over the course of the season.

As early as the second round in Portugal, the two-time champion gave away a sprint win by outbraking himself at Turn 1 while leading the race. He later revealed that a mistake in miscalculating the impact of decreasing fuel load on braking led to him running off track.

A DNF in the Le Mans sprint was partly down to him, as the crash in qualifying left his primary bike with too much damage. The back-up GP24 that he ended up racing was described by him as “dangerous”, forcing him to pull into the pits after just three laps.

Francesco Bagnaia, Ducati Team crash

Photo by: Gold and Goose / Motorsport Images

Advertisement

Then there was the biggest error of all in Barcelona, where he crashed on the final lap while circulating a second clear of his nearest rival.

Even with that patchy run in the first part of the season, Bagnaia had managed to pull himself to the top of the championship, incidentally after Martin dumped his bike while leading the German Grand Prix.

But when the championship resumed at Silverstone in early August after the summer break, Bagnaia failed to capitalise on the situation, hitting the deck in the sprint while having a podium in the bag.

That weekend clearly showed the 27-year-old’s tendency to make errors at the worst time possible. The 10-point lead he had inherited after Sachsenring was turned into a three-point deficit and the focus suddenly shifted to Martin’s mental strength in overturning a psychological and sporting disadvantage.

In that context, it is easy to explain why Bagnaia fumbled under pressure in Malaysia at Turn 9 – admittedly at one of the trickiest corners on the track, a complex uphill left-hander that comes at the end of a fairly long straight.

The retirement from Sepang marked his fourth non-score in a sprint event this year (compared to two for Martin). That goes to show why he has lost a whopping 48 points to his title rival on Saturdays alone.

Points scored by Martin and Bagnaia in sprints:

Of course, Bagnaia then responded with a bang on Sunday, outduelling Martin in the early stages of the grand prix before sprinting clear to win by 3.1s.

It was his 10th win of the year from 19 grands prix, which already puts his 2024 campaign as one of the best by any rider in the history of the premier class.

With that success, he is now tied with ex-Ducati and Honda star Casey Stoner in the list of riders with most wins in a season, albeit with a lower success ratio due to there being more races on the calendar now.

Francesco Bagnaia, Ducati Team

Photo by: Gold and Goose / Motorsport Images

Another triumph in the Barcelona finale would mean he would have scored as many victories as Valentino Rossi did in 2001, ‘02 and ‘05, but again with the same caveat as before with Stoner.

In fact, 11 victories was the maximum motorcycling legend Giacomo Agostini achieved in his career in a single season – in 1972, back when there were just 13 races in the 500cc class.

Points scored by Martin and Bagnaia in grands prix

With those numbers, it would be easy to conclude that Bagnaia would have been champion if MotoGP had not overhauled its weekend format and added sprint races to the schedule. After all, if you take sprints out of the equation, it would be Bagnaia leading the championship by 24 points heading to Barelona and not Martin.

But that only explains part of the picture. Bagnaia is known to build his speed over the course of a weekend. He starts off slowly on Friday and gradually picks up the pace, making steady gains in both single-lap performance and long run speed.

A crucial part of that trajectory is the sprint, which gives him the opportunity to hone his speed in real-life racing conditions. It’s one of the reasons why he is able to win races on Sundays after being outperformed by Martin in the sprints.

Of course, it’s important to note that some of his dismal sprint results in sprints haven’t entirely been of his own making. At Jerez, for example, he was blameless when he scored a duck after being sandwiched by Brad Binder and Marco Bezzecchi. He also strongly hinted at a faulty Michelin tyre for his troubled run to ninth place in the Aragon sprint, a race in which Martin finished on the podium.

But those misses pale in comparison to the unforced errors committed by Bagnaia and it’s a key reason why he may have to surrender the crown to Martin in a little over a week’s time.

The rain-affected Brazilian Grand Prix delivered what was perhaps the biggest shock podium of the Formula 1 season so far.

Max Verstappen‘s charge from 17th on the grid to the front had been anticipated by very few people, and it marked his first triumph since the Spanish Grand Prix back in June.

Right behind the Dutchman were the two Alpine cars of Esteban Ocon and Pierre Gasly, who scored more points for the squad in a single afternoon than they have all season so far.

The joy of the top three was in contrast to the struggles that other teams faced in the wet conditions, with recent benchmark squads McLaren and Ferrari struggling with a lack of pace.

World championship contender Lando Norris was fighting front-locking problems, while Ferrari’s Charles Leclerc described his SF-24 as pretty horrendous to drive.

“We were just not fast enough,” declared the Monegasque after the race. “The car was extremely difficult to drive and very, very pointy, very digital, very oversteery.”

While Verstappen and the two Alpines were certainly given a helping hand to their result by the red flag that handed them a free tyre change, it would be wrong to say that this was a fluke result won by a roll of the dice.

Even after the red flag resumption, the trio were the fastest cars on track, showing that the end result was certainly more down to how the relative cars performed in the wet.

It is a well-known phenomenon that some cars are more suitable for wet conditions than dry, as multiple elements come together to help drivers overcome deficiencies that are exposed in the dry.

Pierre Gasly, Alpine

Photo by: Alpine

One factor that almost certainly helped Alpine was the fact that the wet masked one of its main weaknesses: engine performance. With the tricky conditions more about managing throttle input than simply having the most power, the squad was on a much more level playing field than it is in the dry.

But one other interesting element popped up as a factor that could explain the shuffling of the order in the wet – and that is the aero impact of wet-weather tyres.

The current generation of ground-effect cars are very sensitive to ride height, and just a couple of millimetres of difference in ground clearance can have a pretty big impact in terms of downforce levels, with all the juicy performance coming as close to the track as possible.

So with the diameter of the inter tyre that most teams use being 5mm greater with its tread pattern than the slick (725mm compared to 720mm), there is a direct impact on where the car platform is running compared to where it sits on a slick.

And it must be remembered that teams were already finding that they could not run as close to the ground as they would have liked in Brazil because of the Interlagos bumps, so those cars already falling out of the ideal window will have been further pushed away by running on inters.

But it is not just the minuscule ride-height impact that can make a difference when it comes to the aero impact of the tyres, because sidewall stiffness is perhaps an even more important element.

How the tyre deforms under cornering load, and when downforce is applied, has a big impact on the car’s aerodynamics, which is why teams put a lot of effort into ensuring that their cars are optimised to take the changing shape of tyres into account.

That is why wind tunnel tyres are designed to replicate in perfect scale the sidewall deformation that real-life tyres have.

A change of sidewall stiffness and a subtle impact on ride height is certainly more than enough to alter the aero map of a car, potentially shifting the balance and making what is a benign car in the dry quite pointy in the wet.

Haas team principal Ayao Komatsu, whose own team seemed to be worse off on the inter than the slick, said it was not a new phenomenon for his squad – as Spa earlier this year had exposed problems of his car losing rear downforce when put on to rain-weather tyres.

Pirelli tyres on the car of Oscar Piastri, McLaren MCL38

Photo by: Steven Tee / Motorsport Images

“The amount of aero balance we need to take out just shows the rear of the car is weak on the intermediate tyres, which is a new problem this year,” he said.

“You design the car with your wind tunnel tyres for dry conditions, obviously. Then, I can’t remember when we first ran the inters or wet, but straight away we lost so much stability.”

On the flip side, the Red Bulls and Alpine certainly seemed to be a step ahead of the opposition in the wet.

What the data says

While teams do not yet have answers as to whether the aero influence of the tyres was decisive in Brazil, analysis of lap times definitely points to some shift in trends.

Most interesting is that the Brazilian GP weekend, with its dry sprint event and wet rain race, offered us a snapshot of performance differences across the two conditions.

And while qualifying comparisons are not totally indicative, because some cars did not show their full potential in the same conditions as others, they do at least show how some teams moved around in the pecking order – with Alpine and RB certainly looking relatively better in the wet and Ferrari dropping back.

The below results show the fastest car from each team in Q3.

Sprint qualifying result – Dry

Qualifying – Wet

But a more accurate gauge of the pace of the cars, and how things moved around from the dry to the wet, comes from race pace.

Looking at the fastest car from each team, based on clean racing laps – so not including pitstops nor restarts – we get the following data set.

Sprint – Dry

Race – Wet

Red Bull and Mercedes’ pace was certainly much improved in the wet relative to its rivals, while McLaren and Ferrari fell back.

And Ferrari’s was perhaps the biggest drop-off, as Alpine and RB proved to be quicker over the stints.

After an extended period of mulling over its driving options for Formula 1’s 2025 season and beyond, Sauber had found itself in a binary choice between experience and youth. The Swiss outfit, which becomes Audi in 2026, has opted for the latter; Valtteri Bottas will leave the team at the end of the year, and F2 championship leader Gabriel Bortoleto will join in the Finn’s place.

Sauber’s hiring of the promising Bortoleto gives Brazil one of its own full-time F1 drivers to support since Felipe Massa left the grid at the end of 2017. Bortoleto joins an illustrious cast of names to hail from the South American nation: Emerson Fittipaldi, Ayrton Senna, Nelson Piquet, Carlos Pace, Rubens Barrichello, et al, and will hope to have the chance to thread his own legacy into F1’s rich tapestry – if he’s able to get up to speed and impress, of course.

This is the culmination of a whirlwind few years for Bortoleto, who scarcely featured on the radar of most in the F1 paddock until he started winning races in Formula 3 – and, eventually, the title – in his debut season. McLaren promptly snapped him up for its junior team, but was adamant that it would not stand in his way if an F1 seat became available. Thanks to his impressive performance in F2 this year, his first season in the second-tier category, that eventuality became more likely; should the Brazilian complete the F2-F3 double, he’ll join the likes of Charles Leclerc, George Russell and Oscar Piastri to achieve that feat in recent years.

With Sauber, a team which is expected to remain towards the back in 2025 as it focuses on its preparation for the new ’26 formula as Audi, Bortoleto has a low-pressure environment to learn his trade and a well-known benchmark in Nico Hulkenberg alongside him at the team. 

Who is Gabriel Bortoleto?

Gabriel Bortoleto, Trident

Photo by: Formula Motorsport Ltd

For those less familiar with the Paulista, let’s start with his oeuvre in motorsport thus far. After racing in karts in both Brazil and Europe, he first stepped into the world of single-seaters with Prema for the 2020 Italian F4 season. He finished fifth that year in a season won by Alpine junior Gabriele Mini, but earned an immediate step up to the Formula Regional European Championship for its first year after merging with the Formula Renault Eurocup series.

His first year in a more powerful car was a trying one, joining Fernando Alonso’s FA Racing team – then in a partnership with MP Motorsport – and finished 15th overall. The highlight of that year was his second-place finish at the Red Bull Ring, where he crossed the line within three seconds of champion Gregoire Saucy. Bortoleto remained in touch with Alonso through his A14 management stable, but switched to the more competitive R-ace GP squad to finish sixth overall in his sophomore campaign – claiming two wins at Spa and Barcelona.

Trident signed Bortoleto for the 2023 F3 season, but he was a relative outsider when it came to the pre-season title discourse; Prema was well-stocked with talent with a three-pronged front line of Paul Aron, Zak O’Sullivan and 2022 FRECA champion Dino Beganovic, MP Motorsport had future Williams driver Franco Colapinto on its books, Campos had second-year driver Pepe Marti, while Hitech had Mini, Sebastian Montoya and GB3 champion Luke Browning all vying for a title win.

Gabriel Bortoleto, Trident

Photo by: Formula Motorsport Ltd

In a competitive season, Bortoleto’s consistency won out. He picked up second on the grid for the opening round in Bahrain, from which he took victory in the feature race when polesitter Mini was slapped with a five-place penalty for a starting grid infringement. Next, Bortoleto took pole at the following Melbourne round; in the reversed-grid sprint he rose to sixth, but held his nerve from the front in Albert Park’s feature race to complete a lights-to-flag victory and take an early 20-point lead in the championship after four races.

Bortoleto did not win again in 2023, but never once relinquished the championship lead; the other title contenders took points off each other, while the Trident driver scored in every race between his Bahrain feature win in March and Hungary’s feature race in July. The streak ended with his retirement from the bizarre Spa-Francorchamps sprint, in which there were no consecutive laps of green-flag racing in damp conditions, as Dino Beganovic locked up at La Source and knocked Bortoleto’s left-rear tyre to cause a race-ending puncture. He only finished 11th in the feature race, entering the Monza finale 38 points clear of Aron in the title race.

He subsequently wrapped the title up qualifying for the Monza round as Aron failed to get pole, and an impressive sprint race served as his victory lap after finishing second behind Colapinto. Aron’s Vitantonio Liuzzi tribute act into Turn 1 collected Jonny Edgar and Marti in the process, as the Estonian narrowly missed Bortoleto. From eighth, the newly-crowned champion carved his way through the field in the following 18 laps. The final pass on second-placed Mari Boya was a test of bravery; the Spaniard had him on the grass through Curva Grande, but Bortoleto held the line through the Variante della Roggia to complete the move. 

Race winner Gabriel Bortoleto, Trident

Photo by: Formula Motorsport Ltd

Earning McLaren support for his first year in F2, Bortoleto signed with the Invicta Racing outfit – formerly known as Virtuosi – to join Kush Maini at the squad. Perhaps needing more time to get its head around the new Dallara chassis, Invicta started the year more slowly versus the likes of Campos and Rodin. Bahrain was a solid first outing for Bortoleto, yielding points finishes in both races after the Sao Paulo native took pole for the feature race, but a four-race stretch of no points seemed to put his hopes of a first-year title on ice, starting with a crash in qualifying at Jeddah that set him out of contention in Saudi Arabia.

Two weeks later, and starting second in the Melbourne sprint, Bortoleto was collateral in the clash between Red Bull juniors Isack Hadjar and Marti, when Hadjar swiped across the pair of them off the line. Hydraulic issues then yielded another retirement in the feature race Down Under.

Bortoleto stalled the poor luck with a feature race pole at the Imola round in May, taking second in Sunday’s race, and repeated that position in Monaco’s sprint race a week later. It took until the end of June for him to record his first F2 win, which emerged through victory in the Red Bull Ring feature race. He was now just 32 points off the championship lead, held by Paul Aron.

But the most impressive aspect of his season so far was victory from 22nd on the grid in the Monza feature race. Bortoleto failed to get a competitive lap in during qualifying after a spin, and had already achieved the nearly-impossible feat of tying with Dennis Hauger for eighth during the sprint to earn both drivers a point. Bortoleto was up to 14th by the end of lap five, and then cycled into the front while his fellow soft-tyre starters ahead all pitted early doors. When Hauger was pitched into a spin at Turn 1 by a slight touch from Ritomo Miyata to bring out a safety car, Bortoleto could pit cheaply and returned to the circuit in sixth, and immediately threw together a series of quick-fire passes to take the lead – and, ultimately, a famous victory.

Gabriel Bortoleto, Invicta Racing

Photo by: Invicta Virtuosi Racing

How did Bortoleto get the Sauber seat?

When Nico Hulkenberg was signed early doors for Sauber in 2025, very much a decision taken with the view of becoming an Audi works driver in 2026, the team had turned its attention to wooing Carlos Sainz for the other car. But Sauber had been gazumped by Williams, as Sainz bought into James Vowles’ vision for the team and wanted to become part of a project that returned Williams to the front of the grid.

This put Sauber into a protracted decision-making process for the other seat, one that remained dynamic as it essentially waited to see how the market would fall. It knew that, if all else failed, it could retain Valtteri Bottas; Zhou Guanyu looked to be out of luck, as the Chinese driver has paled in comparison his more experienced team-mate. Sauber also chased Esteban Ocon, but the Frenchman was dead set on joining Haas when his departure from Alpine was announced. 

With options among the established drivers starting to run out, Bottas had moved ahead in the race to retain his seat – although Bortoleto’s gathering momentum in F2 was starting to mark him out as an attractive candidate.

Liam Lawson had been another option, particularly once it looked like Daniel Ricciardo had worked his way through the early threats to his RB drive, and the Kiwi was understood to be a free agent if Red Bull could not grant him a drive in either of its two teams by the end of 2024. Ricciardo’s place then became more tenuous and was ousted after Singapore, taking Lawson out of the equation as he was promoted from his reserve role.

The form of newcomer Franco Colapinto threw another spanner in the works. The Argentine had come into F1 with little expectation placed upon his shoulders as Logan Sargeant’s replacement, but immediately made an impression in his opening outings with Williams. With no seat available at 2025 with the Grove team, Vowles wanted to sound out an opportunity at Sauber and help Colapinto remain on the grid, but the alleged interest from Red Bull’s Helmut Marko appears to have complicated things.

Zhou Guanyu, Stake F1 Team KICK Sauber C44, Valtteri Bottas, Stake F1 Team KICK Sauber C44

Photo by: Andrew Ferraro / Motorsport Images

Either way, Sauber likely wanted a driver with no strings attached; Williams would have presumably kept Colapinto on a bungee cord in case Albon or Sainz were unavailable or casting their nets elsewhere. McLaren had no such qualms over Bortoleto; although the team presumably would like to keep tabs on the Brazilian, it knew that it had Norris and Piastri under lock and key for the next few years and thus could not make spurious promises to keep him.

Sauber also suggested Mick Schumacher was an option, given Mattia Binotto’s previous relationship with the ex-Haas driver through the Ferrari Driver Academy. Whether this was seriously mooted remains unknown, but Binotto admitted that he was at least “evaluating” Schumacher. 

Bottas seemed confident that a deal could be done, but months have since passed and the team appeared no closer to doing a deal with the Nordic mullet-owner for 2025. Although the championship positions do not show this, Bottas has been well clear of Zhou in terms of overall pace – but the Swiss team’s penchant for weird strategies in the vague hope of scoring its first point has masked overall race performance.

As such, Bottas appears to be out of time. Sauber has seen the performances of Colapinto, Lawson, and Haas driver-elect Oliver Bearman and figured it might be best to introduce a rookie to the party. Next to Hulkenberg, Bortoleto has a clear yardstick to measure up to; if he can keep pace with the veteran German in his first year, it will be symbolic of a driver with a bright future in F1.

What have people said about Bortoleto?

Fernando Alonso spoke highly of his protege, noting that he was not afforded the same opportunities as some of his F2 and F3 counterparts. Although largely hidden from view, it is known that multiple junior series drivers undertake testing in old machinery to gain experience of F2/F3-level cars, which Bortoleto has not been able to do.

“He’s an incredible talent and a very humble person as well – I think that’s the biggest thing that we need to work on,” Alonso explained in September. “He’s a hard worker aside from his talent, and I think that’s why in Formula 3 and Formula 2 he had this much progress. I think also he’s someone that is taking things very seriously as well, which at that age is never a guarantee. 

Fernando Alonso, Aston Martin F1 Team, Race winner Gabriel Bortoleto, Trident

Photo by: Mark Sutton / Motorsport Images

Advertisement

“On budgets and things like that, he won the championship as a rookie in Formula 3, and he’s fighting for the championship as a rookie in Formula 2, but without the testing of many other rookies. So he’s probably the only ‘rookie rookie’ in the championship. So this was an amazing achievement so far. And let’s see what the future brings. But it’s a matter of time that he gets to F1.”

McLaren team boss Andrea Stella reckoned that Bortoleto’s success made it “very normal and natural” that other teams would be interested, and explained that “McLaren will not stop the possibility for Gabriel to drive in Formula 1”. But perhaps the biggest endorsement came from reigning champion Max Verstappen, who stated that “if I was Sauber, I would have signed him already” – and used 2025 as a preparation season. This, he added, would afford Bortoleto the chance to get mistakes out of his system before Audi comes in for the following year.

“That’s the future with young drivers. And ‘26, a big rule change, it’s always good to get used to a team already for a year, make your mistakes here and there, get integrated well, and understand the car a bit. You always feel much more prepared and comfortable when you then start in ‘26.”