Motorsports
Audi says Schumacher in frame for 2025 Sauber F1 seat
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.”
Red Bull is planning an evolution of its current RB20 car for 2025, believing that investing in a bold revamp is not worth it.
With the Milton Keynes-based squad locked in a tight championship fight with McLaren, it is mindful that, if it does not make solid gains this winter, it could risk an even more difficult campaign next year.
However, a combination of cost cap limits, plus the need to ramp up efforts for the new rules revolution coming in 2026 when Red Bull will run its own engine, has prompted it to step away from doing anything radical.
Speaking about how the squad was dealing with the different requirements of now, next year and 2026, team boss Christian Horner said: “In this business, you’re always juggling and you’ve got to put one foot in front of the other.
“You can’t project too far into the future. Long term in F1 is about two and a half months and, basically, what we learn this year is relevant to next year.
“So next year’s car will be an evolution of this year’s car. I mean, there’s many components of last year’s car that have been carried over into this year, because with the way the cost cap works, unless there’s significant performance upgrade, it doesn’t make sense [to change].”
Max Verstappen, Red Bull Racing RB20
Photo by: Simon Galloway / Motorsport Images
Engine challenge
Red Bull’s decision to not overstretch itself with car changes for next year comes as it ramps up to run its first F1 engine from the start of 2026.
It has invested heavily in its new Red Bull Powertrains division, which it is convinced will bring it gains despite the huge costs.
“It is by far our biggest challenge,” added Horner. “We’ve created a start-up business, aggressively recruited 600 people into it, built a factory, put in the process and brought a group of people together to work within a Red Bull culture that has been so successful on the chassis side.
“Of course, many have come from other teams, competitors and suppliers in F1, and that’s a massive undertaking to get 600 people and all your processes, your supply chain, everything geared up to deliver for two teams in ’26.
“We also have the benefit of a great partner in Ford Motor Company and that relationship is working very well. But inevitably there will be short-term pain, but there is a long-term gain of having everything under one roof with engineers.
“We’ve already seen the benefit and the difference of having chassis and engine engineers sitting essentially next to each other as we start to integrate the ‘26 engine into the ‘26 car.”
Red Bull Ford Powertrains
Photo by: Red Bull Content Pool
Wind tunnel factor
As Red Bull has dug deep into the factors that have hurt the progress of its current RB20, problems with wind tunnel correlation have been exposed.
It comes with the team still operating from the same Bedford facility that it has used since it entered F1 in 2005.
While work has begun on a new state-of-the-art facility at its Milton Keynes factory, that is unlikely to be up and running before 2026.
Horner insisted that Red Bull was always mindful that, while it has upgraded Bedford over the years, it is not as technically advanced as more modern facilities.
“We’ve always known the limitations of the tunnel,” he said. “But I think as we’ve really started to push the aerodynamics of these cars now and you’re into really fine margins, then the limitations show themselves up.”
He added that committing to invest in its new wind tunnel was only possible once it became clear that the idea of outlawing teams from using such facilities had been abandoned.
“There was a point in time that wind tunnels could have been banned,” he said.
“There was a discussion about whether that was going to be the case, and whether CFD would overtake it or not.
“Adrian [Newey] held off pushing for a new tunnel until there was clarity on that. But it got to a point where Aston Martin wanted a new tunnel and the FIA changed their stance.
“So it was a question of: ‘Look, we have to do this, and we have to do this now, because the regulations dictate that, within a cost cap, the tunnel that we’re running is grossly inefficient.’”
Asked what the challenges Red Bull faced with its Bedford tunnel were, Horner said:“We’ve got a facility that is a 60-year-old wind tunnel. It is a relic of the Cold War.
“It’s been good enough to produce some fantastic cars for us over the years. But it has its limitations.
“So anything under five degrees [centigrade], we can’t run it. Anything over 25 degrees, it becomes pretty unstable.”
Motor racing updates from around the world, including the United States.
Kyle Busch shared his thoughts on Kansas after he slipped away while trying to pass Chase Briscoe.
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
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| Rank | Driver | Team | Wins | Points |
|---|---|---|---|---|
|
1 |
Max Verstappen
 |
Red Bull |
7 |
331 |
|
2 |
Lando Norris
 |
McLaren |
3 |
279 |
|
3 |
Charles Leclerc
 |
Ferrari |
2 |
245 |
|
4 |
Oscar Piastri
 |
McLaren |
2 |
237 |
|
5 |
Carlos Sainz Jnr
 |
Ferrari |
1 |
190 |
|
6 |
Lewis Hamilton
|
Mercedes |
2 |
174 |
|
7 |
George Russell
|
Mercedes |
1 |
155 |
|
8 |
Sergio Perez
 |
Red Bull |
0 |
144 |
|
9 |
Fernando Alonso
|
Aston Martin |
0 |
62 |
|
10 |
Nico Hulkenberg
 |
Haas |
0 |
24 |
|
11 |
Lance Stroll
 |
Aston Martin |
0 |
24 |
|
12 |
Yuki Tsunoda
 |
RB |
0 |
22 |
|
13 |
Alexander Albon
 |
Williams |
0 |
12 |
|
14 |
Daniel Ricciardo
|
RB |
0 |
12 |
|
15 |
Pierre Gasly
 |
Alpine |
0 |
8 |
|
16 |
Oliver Bearman
|
Haas |
0 |
7 |
|
17 |
Kevin Magnussen
 |
Haas |
0 |
6 |
|
18 |
Esteban Ocon
|
Alpine |
0 |
5 |
|
19 |
Franco Colapinto
 |
Williams |
0 |
4 |
|
20 |
Zhou Guanyu
 |
Sauber |
0 |
0 |
|
21 |
Logan Sargeant
 |
Williams |
0 |
0 |
|
22 |
Valtteri Bottas
 |
Sauber |
0 |
0 |
Last updated 23rd September 2024 at 06:16
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