Rank	Driver	Team	Wins	Points
11	Max VerstappenVER	Red Bull	77	331331 Advertisement
22	Lando NorrisNOR	McLaren	33	279279 Advertisement
33	Charles LeclercLEC	Ferrari	22	245245 Advertisement
44	Oscar PiastriPIA	McLaren	22	237237 Advertisement
55	Carlos Sainz JnrSAI	Ferrari	11	190190 Advertisement
66	Lewis HamiltonHAM	Mercedes	22	174174 Advertisement
77	George RussellRUS	Mercedes	11	155155 Advertisement
88	Sergio PerezPER	Red Bull	00	144144 Advertisement
99	Fernando AlonsoALO	Aston Martin	00	6262 Advertisement
1010	Nico HulkenbergHUL	Haas	00	2424 Advertisement
1111	Lance StrollSTR	Aston Martin	00	2424 Advertisement
1212	Yuki TsunodaTSU	RB	00	2222 Advertisement
1313	Alexander AlbonALB	Williams	00	1212 Advertisement
1414	Daniel RicciardoRIC	RB	00	1212 Advertisement
1515	Pierre GaslyGAS	Alpine	00	88 Advertisement
1616	Oliver BearmanBEA	Haas	00	77 Advertisement
1717	Kevin MagnussenMAG	Haas	00	66 Advertisement
1818	Esteban OconOCO	Alpine	00	55 Advertisement
1919	Franco ColapintoCOL	Williams	00	44 Advertisement
2020	Zhou GuanyuZHO	Sauber	00	00 Advertisement
2121	Logan SargeantSAR	Williams	00	00 Advertisement
2222	Valtteri BottasBOT	Sauber	00	00 Advertisement

Last updated 23rd September 2024 at 06:16

Back in 1974, McLaren performed a feat that very few teams have achieved in motorsport – winning both the Indy500 AND the F1 Championship in the same year, with the McLaren M16 and M23 cars respectively. But what made these cars so spectacular? What makes them so similar, yet so fundamentally different?

Kevin Turner spent the day with McLaren at Pembrey Circuit to view these cars in action on track and find out everything to do with these title-winning machines. Many thanks to @McLaren for inviting us out for the day! If you want to read more about the cars, head over to the link below: https://www.autosport.com/f1/news/when-mclaren-conquered-f1-and-the-indy-500/10660460/

0:00 Winning the Indy 500 & F1 Title

1:02 The McLaren M16

3:17 The M16’s Importance for McLaren

4:32 McLaren’s M23 F1 Car

6:05 The Differences between the M16 and M23

7:12 Engineers Working on Both Cars

8:04 Ranking the M16 & M23 in McLaren’s History

9:02 McLaren’s Historic Legacy

9:42 Can Anyone Else Win Both Titles in One Year?

#f1 #indycar #mclaren

FOLLOW us online:

Website: https://www.autosport.com/

Facebook: http://facebook.com/AUTOSPORT

Twitter: https://twitter.com/autosport

Instagram: http://instagram.com/autosport

The debate about to what extent the MotoGP riders who started the 2024 season with the latest Ducati specification had an advantage is still alive, although somewhat less than a few months ago when the Borgo Panigale brand had to decide who would partner Francesco Bagnaia in 2025 as second factory rider.

Enea Bastianini’s poor start to the year left Jorge Martin and Marquez as the main candidates to take his place, and in the end, it was the latter who won the battle. According to Ducati, one of the most important reasons for choosing the Catalan, who at that time in Mugello had not yet won a race, was the performance he was able to demonstrate with a 2023 bike which, on paper, is inferior in performance to this year’s prototype.

“The Ducati engineers saw my progression with the 2023 bike; that outweighed the rest,” said Marquez, just after being confirmed as a factory rider for next year. “According to Gigi [Dall’Igna, Ducati’s general manager], the element that tipped the balance was what I saw on the track; my progression and ability to improve.”

Although Dall’Igna himself has acknowledged that the GP24 can indeed be considered a better bike than its predecessor, there are still those who dare to question or relativise it.

“We have definitely improved the GP24 in those aspects where the GP23 was a bit weaker,” agreed Dall’Igna in August during the British Grand Prix, where Ducati introduced the last package of updates before stopping its development to let Bagnaia and Martin play for the title with the bikes they already know. “I have to say that the factory guys have done a really good job,” added Dall’Igna.

A detailed look at the trace left so far by the two models, and a comparison with what happened in last year’s championship, not only supports Dall’Igna’s comments, but practically settles the debate. Especially because of the four riders competing on a GP23, only Marquez has been able to withstand the push from those on the GP24, especially in the second half of the season.

Marc Marquez, Gresini Racing Team

Photo by: Gold and Goose / Motorsport Images

The comparison between the statistics produced by the GP22 in 2023, and those left by the GP23 in 2024, confirms that the leap in quality of the 2024 bike over the 2023 is much greater than the one between the 2022 prototype and the 2023 one.

Last year, among the four riders who competed in the championship with the ‘old’ Ducati (GP22), they scored a total of four wins (three Bezzecchi and one Di Giannantonio), 13 podiums, three pole positions (two Marini and one Alex Marquez) and 15 front row starts.

These four victories account for 23.6% of the total of 17 wins for the Bolognese manufacturer. That proportion rises to 30.2% in podiums (13 of Ducati’s 43 total podiums). It is also worth noting that, in addition, all four riders were able to climb onto the podium on a Sunday, and all of them started at least once from the front row.

On the other hand, those percentages drop in 2024 with those who are currently riding the old version (GP23). And of those, only Marquez keeps that Desmosedici close. Last year’s specification has only won twice (Aragon and Misano) – always in the hands of the #93 rider – and that results in 13.3% of Ducati’s total number of victories (15).

As for the number of podiums, of the Italian manufacturer’s 48 total so far, only 10 (20.8%) belong to GP23s, eight of them by Marquez.

Continue reading with advertising …

… or with a subscription

Visit motorsport.com as usual with advertising and tracking. You can revoke your consent at any time via the data protection page.¹

Use motorsport.com without any advertising banners, personalized tracking and commercials for a small fee.

Accept and continue

More information about advertising and tracking in our Data protection notice, the List of our partners and in Data protection information center.

Already a subscriber?

Log in here

Mick Schumacher has emerged as a late contender for a seat at the Audi-owned Sauber team in what could be his last chance to get back to Formula 1.

The German has acted as a reserve for Mercedes for the past two seasons, after losing his drive at Haas at the end of 2022.

He had hoped to get the nod at Alpine for its vacancy next year, after racing for the French manufacturer in the World Endurance Championship, but the squad elected to take rookie Jack Doohan instead.

The closing off of that opportunity appeared to leave Schumacher with little hope of an F1 comeback, but it has been revealed that Audi’s new chief Mattia Binotto now has him on the radar for 2025.

The Audi-owned squad is still on the hunt for a team-mate for Nico Hulkenberg, and it had previously appeared that its choice was down to incumbent Valtteri Bottas or F2 front-runner Gabriel Bortoleto.

Speaking in an interview with Italian newspaper Corriere della Sera, Binotto said the team was not settled yet on what it wanted to do – and did not feel that it had to make a swift decision.

“We can afford the luxury of not rushing, since all the other teams have decided their line-ups,” he said.

“There are two essential options: on the one hand, experience to set us on the growth path. On the other is a young, talented driver who can accompany us on the path to the top.”

Audi CEO Gernot Dollner and Mattia Binotto, CEO and CTO, Stake F1 Team KICK Sauber

Photo by: Motorsport Images

Asked specifically about Schumacher, who Binotto knew from his days as Ferrari team principal, he said: “We are definitely evaluating him.

“I met him and spoke to him. I have known him for a long time having been part of the Ferrari Driver Academy. I know his strengths and advantages. He is one of the names we have in mind.”

Binotto says that the need to think long term is important because the Audi project is a huge challenge that will take a long time to reach fruition.

“We are at the beginning of the climb,” he said. “In front of us there is Everest, and now we can only see the base.

“We are deciding which side to climb, but it is important to establish a path. If we compare ourselves with our opponents, we have about 400 fewer people. We need to add to them to be able to compete at the same level: they cannot be found in two days, and not necessarily in F1. Our choice is to invest in young people.”

Pushed on what timeframe was in his head for Audi to become winners in F1, he said: “Other teams have taken years to get to the top.

“[Jean] Todt joined Maranello in 1993 and the first constructors’ title was in 1999. Same thing for Mercedes. It will take five to seven years. We expect to be able to fight in 2030.”