The reception that Pato O’Ward ( Pato O’ ) has received at the Mexican Grand Prix might make one believe the 25-year-old was lining up on the F1 grid alongside the likes of Lando Norris and Oscar Piastri. Rather, the Arrow McLaren IndyCar driver has resonated so strongly with motorsport fans in his home country that he receives a hero’s welcome upon arrival in Mexico City.
His promotion to McLaren reserve driver, and the announcement that he’ll jump behind the wheel during FP1 at this weekend’s race, has only heightened the fervor around the Monterrey-born athlete. We caught up with O’Ward earlier this month to discover some of his must-do recommendations in Mexico’s capital.
Coyoacan district street scene in Mexico City
Photo by: Getty Images
Eat
O’Ward has one rule when it comes to tacos: street vendors are king. “Any taco stand that you see on the street will be good,” he said. “It doesn’t matter what the name is or what [they sell], any street taco stand will be phenomenal.” As for his order? “Tacos al pastor,” O’Ward said, noting that he also likes gorditas with beans and cheese.
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If you’re looking for a more traditional dining experience, O’Ward shared two of his go-to haunts. “There’s a restaurant called Sylvestre, which is wonderful,” he said of the rooftop hot spot serving up fine fare. “There’s also a restaurant called La Unica which has very, very good Mexican food.”
Drink
O’Ward isn’t a big drinker, but there’s one beverage he recommends to anyone visiting Mexico. “In any restaurant that you go to, after you’re done with you meal, order a carajillo,” he said. The cocktail is a simple concoction traditionally made from a Spanish liqueur called Licor 43 and a shot of espresso.
“It’s wonderful. It’s kind of like an espresso martini, but Latin style because they have them in Brazil and Argentina as well,” he went on. “I highly recommend trying it in pretty much any restaurant that you’re at.”
Picture of a Mexican typical drink called carajillo
Photo by: Getty Images
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Explore
When O’Ward isn’t at the Autódromo Hermanos Rodríguez during the Mexican Grand Prix weekend, he spends most of his time in one area: Polanco. The opulent, artistic neighborhood boasts art galleries, luxury shopping, and high-end restaurants in the city’s northwest.
“You can actually walk around and not feel like you have to be looking everywhere,” he explained. “I don’t leave that area to be honest. I just go to the track and then walk around Polanco and go to the restaurants … there’s probably concerts and parties going on but I like my nine hours of sleep too much so I don’t really go out.”
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Although O’Ward prioritizes his rest, he revealed he’s also a fan of the nearby Soho House, which opened last September. “It’s a beautiful facility … I recently ran into Peso Pluma there,” he said of the 25-year-old singer and rapper. “There’s a lot of Mexican celebrities you might run into.”
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Travel
For F1 fans with a bit of extra time on their hands, O’Ward recommends heading west to the pristine sandy beaches of the private peninsula, Punta Mita. “It’s beautiful, and a very peaceful, very nice area,” he went on. “It’s a bit like Cabo [San Lucas] but less touristy.”
NASCAR Cup Series drivers have dabbled in the podcast space.
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Denny Hamlin has his “Actions Detrimental” podcast. Corey LaJoie has his “Stacking Pennies” podcast. Ryan Blaney used to do a podcast called “Glass Case of Emotion.”
We asked the Cup playoff drivers (except for Hamlin and Blaney since they have/had podcasts), If you had a podcast, what would you name it?
Some had ideas:
Christopher Bell: “The Bell’s Tolls.”
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Alex Bowman: Somebody had a podcast a couple of years ago that I loved the name of, I think it was called “The Unprofessionals” — that’s very fitting.
Chase Briscoe: “Risky Brisckie’s Business.”
Harrison Burton: I’d call it “Burning Rubber With Burton” or something like that. I don’t know.
Brad Keselowski: If I had a podcast, it would be called “Let’s Talk About Six.”
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Tyler Reddick: I don’t know. “Don’t Know What To Expect Next.” I’m not really sure.
Daniel Suarez: “Daniel’s Amigos.”
Martin Truex Jr.: It’d be something around “Hunting and Fishing With Me.” I don’t know.
Others did not have an answer beyond they don’t expect to have a podcast or couldn’t think of one on the spot:
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William Byron: I don’t think I would have a racing-related podcast. I don’t know. I would maybe defer.
Austin Cindric: I probably will never have a podcast, so I’ve got nothing for you.
Chase Elliott: I don’t have a podcast, so I don’t have to worry about it.
Ty Gibbs: I don’t know if I would. What’s Denny’s called again? (Actions Detrimental). Yeah, I don’t even know. I don’t know that I’m good with that podcast stuff.
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Kyle Larson: I don’t know. I came up with the name “Actions Detrimental” [for Hamlin], but I don’t think I would have my own NASCAR-style podcast.
Joey Logano: I’ve never thought about it. I don’t know. I want to come up with something witty real quick here but I don’t have nothing that comes to the top of my head. I don’t have anything at the top of my mind.
Bob Pockrass covers NASCAR for FOX Sports. He has spent decades covering motorsports, including over 30 Daytona 500s, with stints at ESPN, Sporting News, NASCAR Scene magazine and The (Daytona Beach) News-Journal. Follow him on Twitter @bobpockrass.
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Aston Martin’s new Formula 1 CEO Andy Cowell says he is following a “work experience” package in aerodynamics as he steps out of his usual domain of F1 power units.
Cowell was appointed by Aston Martin owner Lawrence Stroll as the successor to Martin Whitmarsh as Group CEO, overseeing the British brand’s F1 and automotive activities.
The British engineer previously spearheaded Mercedes High Performance Powertrains, becoming the driving force behind the Brixworth plant’s successful hybrid power units that dominated F1 at their introduction in 2014.
Cowell left Mercedes and F1 in 2020, but was lured back into the series by Stroll, relishing the prospect of being able to step outside of his comfort zone by overseeing the entire F1 team rather than returning to an engine-related role.
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As part of getting up to speed at Aston Martin, Cowell says the Silverstone-based team’s engineers put together an aerodynamics crash course to better understand what the aero department needs from the rest of the organisation.
“To be on the team side rather than on the power unit side brings me back to something that I loved, and I enjoyed for decades with a different challenge,” Cowell explained. “It’s a different set of technical challenges.
“One of the first people I spoke to in my early days at the factory was [technical director] Dan Fallows and I said to Dan: ‘I know that aerodynamicists want lots of power from the engine, no heat rejection, no aero blockage, I know all that, but what else does an aerodynamicist want?’ And so he put together a work experience package for me.
“I spent time with all the principal aerodynamicists, I watched some runs at the wind tunnel, spent time with the aero performance group that were measuring the pressure tappings at Singapore and then working out how that ties in with aero data and CFD.
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“So, I guess I’m now wearing a bobble hat called an aerodynamicist but it’s a work experience compared with a bobble hat of a power unit person. I think it’s good to do something different.”
Martin Whitmarsh, Group CEO, Aston Martin Performance Technologies, Dan Fallows, Technical Director, Aston Martin F1 Team, Andy Cowell, Group CEO, Aston Martin F1 Team, Mike Krack, Team Principal, Aston Martin F1 Team, Fernando Alonso, Aston Martin F1 Team, Adrian Newey, Lawrence Stroll, Owner, Aston Martin F1 Team, Lance Stroll, Aston Martin F1 Team, Tom McCullough, Performance Director, Aston Martin F1 Team, and Andy Stevenson, Sporting Director, Aston Martin F1 Team
Photo by: Zak Mauger / Motorsport Images
Cowell will manage a star-studded line-up of engineers at the group’s F1 team, with former Red Bull man Fallows soon joined by Ferrari’s technical director Enrico Cardile and legendary designer Adrian Newey, who joins from Red Bull in March 2025. When asked how he will manage that high-profile array of engineering talent, Cowell said the team’s situation is not too different from Mercedes’ dominant run that started in 2014.
“I remember Mercedes Grand Prix pulling together a gaggle of impressive technical directors and it working out okay on that run into 2014,” Cowell said. “We’re quite a young organisation, operating with that level of facility and resources. There are lots of things to do, whether it’s setting up our own wind tunnel and all the facilities that are required to do that, whether it’s making a gearbox to go on the back of the Honda power unit for 2026, simulation tools, getting those to be class leading.
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“And if you’ve got senior leaders that can each take one of those big challenges and focus on it, then we’ll get to the front quicker.
“What I want to do is make the organisational changes that I think will help all of us going forward, so that there’s not only office space and a desk and a chair and a drawing board ready, but there’s also a structure that’s got their name in it. So my ambition is that [Cardile’s and Newey’s] very first day in the factory is a working day, not a reflecting and making change day. I see that as my role as the CEO.”
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Fernando Alonso will miss his media day obligations at the Mexico City Grand Prix through illness, but is aiming to drive in Friday practice as he celebrates his 400th Formula 1 grand prix.
The Spaniard was due to miss the opening free practice session at the Autodromo Hermanos Rodriguez in any case, as reserve driver Felipe Drugovich is pencilled in to drive in his stead to satisfy the rule over young drivers being given running in FP1.
However, Alonso will not take part in Thursday’s media activities, where he was due to appear in the second press conference session with Charles Leclerc and Zhou Guanyu.
A team statement from Aston Martin read: “Fernando Alonso is feeling unwell and will therefore not attend media day at the Mexico City Grand Prix.
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“Fernando is focused on feeling 100% for Friday and his planned return to the AMR24 for Free Practice 2.”
Fernando Alonso, Aston Martin AMR24
Photo by: Glenn Dunbar / Motorsport Images
Although the Mexico race is Alonso’s 400th race weekend as a Formula 1 driver, it is not until Qatar where he will celebrate his 400th start.
The Spaniard failed to start in the 2001 Belgian Grand Prix, the 2005 US Grand Prix (in which all Michelin runners pitted after the formation lap) and the 2017 Russian Grand Prix.
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Currently on 399 race entries, Alonso is some way ahead of the next most experienced drivers in Kimi Raikkonen and Lewis Hamilton, while former holder Rubens Barrichello is fourth on the all-time list with 326 entries.
“It’s nice to achieve. Obviously, championships and race wins are what matter most to us as drivers but, at the same time, it shows my love for the sport and the discipline I’ve had to perform at a very high level for more than 20 years,” Alonso said of his milestone.
“In that time, I’ve achieved what every racing driver dreams of doing: becoming world champion, and I’ve had some incredible experiences racing against some of the best drivers in the world on the greatest racetracks.
“I don’t think I’ll be adding another 400 to my total, but hopefully I’ve got at least another 40 or 50 more races to come in the next couple of years.”
It is a question seemingly put to Franco Colapinto after every session he has entered as a Formula 1 driver – ‘do you think this performance will help get you a seat next year’?
In truth, the Argentinian has only an outside chance of lining up for the 2025 season-opening Australian Grand Prix on 16 March as, despite catching the eye, Colapinto has ended up in the right place at the wrong time.
Williams team principal James Vowles has explained why Colapinto was brought in to replace Logan Sargeant from the Italian GP onwards, the American having struggled for form as well as suffering a few high-speed crashes.
Colapinto, 21, hit the ground running having stepped up from the MP Motorsport team in F2 – taking five points from his four races, which started with the rookie recovering from a poor qualifying to finish 12th on debut in Monza.
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He then outqualified team-mate Alex Albon at the Azerbaijan GP and went on to take his first points as he came home eighth, tussled with the Red Bull of Sergio Perez on his way to an 11th place finish in Singapore and then claimed a point by rounding out the top 10 in Austin – where he was also robbed of the fastest lap point by a tactical move from Alpine in the closing stages.
Such has his form caught the imagination in his homeland that F1 CEO Stefano Domenicali has hinted the sport could look to return to Argentina in the near future.
Franco Colapinto, Williams FW46
Photo by: Glenn Dunbar / Motorsport Images
But that plan could fall flat if Colapinto drops out of F1, a real possibility given there is no space at Williams – who are teaming Albon with the incoming Carlos Sainz for 2025 onwards.
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Vowles has said he believes Colapinto is worthy of a drive – even if that means he ends up taking points off Williams while representing one of its rivals.
So what options does that leave open to a man who is already having to laugh off suggestions he could be F1’s answer to compatriot Lionel Messi?
There are two seats currently left unfilled for the 2025 F1 season but there are a number of moving parts that will ultimately decide which driver takes them.
RB, and big brother team Red Bull, have always preferred promoting from within their own racing programme – with world champions Sebastian Vettel and Max Verstappen the shining examples but also Daniel Ricciardo, Pierre Gasly and Sainz coming through a similar pathway.
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Verstappen is in place for at least 2025 but Perez’s seat alongside him at Red Bull remains under scrutiny, the Mexican surviving a summer summit which awarded him a stay of execution for the rest of the year.
Ricciardo has gone from RB and his replacement from Austin onwards was Liam Lawson, another off the Red Bull production line, while his new team-mate Yuki Tsunoda is expected to get his first taste of driving a Red Bull in the Abu Dhabi test at the end of the season.
Liam Lawson, RB F1 Team, Yuki Tsunoda, RB F1 Team
Photo by: Red Bull Content Pool
If Perez is axed over the winter, it is likely Lawson and Tsunoda would be vying over a drive for the senior team of the Red Bull stable – meaning the other would stay at RB, where there could be room for Colapinto alongside.
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“I think Franco’s turning heads, obviously,” Horner said after Colapinto’s point-scoring finish at the United States GP.
“Form in Formula 2 at the moment looks very difficult to read, because some of these youngsters are jumping in and doing a great job.
“I think Liam shone equally as brightly as some of Franco’s earlier races as well. At a track he’s never been to before, against a quick team-mate, to go from the back of the grid to P9 – it’s a good performance.”
Lawson is clearly highly regarded at Red Bull and would in all likelihood be ahead of Colapinto in a straight shootout for a seat – but the puzzle there is more complex than at most other squads.
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The only other team without a completed driver line-up for next season is Sauber – who have yet to take a point throughout 2024.
The slowest car on the grid may not have broken the top 10, but 2025 is an important one as the team prepares to complete its full rebrand to Audi from 2026 when the German manufacturer enters the series.
Nico Hulkenberg has been signed from Haas to lead the team into a new era but a decision has yet to be taken on his team-mate, with former Ferrari team boss Mattia Binotto leading the search having taken the reins in August.
It seems increasingly unlikely that either of the current incumbents will remain, while Zhou Guanyu has said he will give his all to be kept on that is a scenario even more unexpected than Valtteri Bottas being retained.
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Zhou Guanyu, Stake F1 Team KICK Sauber, Valtteri Bottas, Stake F1 Team KICK Sauber
Photo by: Andy Hone / Motorsport Images
That could open the door to Colapinto, but would driving a car that is seemingly the least desirable in F1 at the moment have a potentially negative impact on his burgeoning reputation?
Usually, yes, but the fact Audi is coming into F1 in a big way and with plenty of financial firepower means Colapinto could be tempted by the project.
He is, however, not the only option available to Binotto and the team – with the likes of Gabriel Bortoleto, Theo Pourchaire, Kevin Magnusssen and Mick Schumacher all likely to be in the hunt.
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Reserve Driver
It might not technically be a place on the grid, but another potential option open to Colapinto would be to accept an offer to be a team’s reserve driver.
While simulator work, sponsorship duties and the odd free practice session might not be the most appealing avenue, anything can happen over the course of an F1 season that could end up with Colapinto back racing.
A reserve role keeps a driver in the conversation, close to the action and embedded within a team.
What is for certain is that, if Colapinto’s star is going to continue to shine, the next step in his fledgling career must be the right one.
Three-time Le Mans 24 Hours winner Allan McNish has returned to the cockpit of the unraced Porsche LMP2000 25 years after he took part in the car’s solitary test.
McNish, who retired from racing after taking the World Endurance Championship title with Audi in 2013, drove the LMP2000 at Porsche’s proving ground at its Weissach research and development facility last week.
Porsche was marking the 25th anniversary of the LMP2000’s only run after recommissioning the open-top prototype powered by a 5.5-litre normally-aspirated V10 over the course of this year.
McNish, whose only previous outing in a racing car since his retirement came aboard an Audi R8 LMS GT3 in 2014, revealed that the car behaved exactly how he remembered.
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“I looked at the test report this morning and the way the car reacted was just as I had described it at the time,” he told Motorsport.com.
“The other thing that came back to me was that everything in the cockpit was exactly where it should be.
“It all came back to me like it was yesterday.
“But one thing I’d forgotten was the engine note: when you open up the throttle, it sounds really nice, really throaty.”
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Allan McNish, Porsche LMP2000
Photo by: Deniz Calagan
McNish revealed after the test that his thoughts had turned to the late Bob Wollek, the Porsche veteran with whom he shared driving duties over the course of two days of testing in the LMP2000 at Weissach in early November 1999.
Wollek, who was killed in a cycling accident on the eve of the 2001 Sebring 12 Hours, did the initial laps in the car at the Weissach test.
“Seeing Bob’s name on the side of the car brought back memories,” said McNish.
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“He was a very special character and taught young whippersnappers like me a lot.
“The funny thing is that when he drove this car he was more or less the same age as I am now.”
The LMP2000 was developed after Porsche opted not to defend its 1998 Le Mans crown, claimed up by McNish, Laurent Aiello and Stephane Ortelli sharing a 911 GT1-98, with a view to returning in 2000.
It decided to abandon the route it had pursued with the GT1-98 powered by a flat-six turbo, opting instead for an open-top LMP powered by a big-capacity V10 that had its roots in a Formula 1 development project from the mid-1990s.
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But a return to Le Mans with the LMP2000 was never signed off by the Porsche board, which opted to stop the programme in the weeks leading up to the November test.
The team at Porsche Motorsport that had developed the LMP2000, codenamed the 9R3, under famed engineer Norbert Singer was allowed to finish one car and give it a short test that stretched over two days at Weissach.
Last week’s run was only the second official appearance of the LMP2000, the first coming with a static display at the 2018 Goodwood Festival of Speed.
Allan McNish, Porsche LMP2000
Photo by: Deniz Calagan
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What happened next
No one could have predicted it at the time, but the ‘winningest’ marque in Le Mans history wouldn’t be back at the Circuit de la Sarthe chasing overall victory until 2014.
Porsche returned to the prototype ranks with the US-focused RS Spyder LMP2 programme in 2005, but it wasn’t until the arrival of the 919 Hybrid LMP1 that it would bid to add to its 16 wins.
The 919 would go on to claim a hat-trick of hat-tricks, winning Le Mans and the WEC drivers’ and manufacturers’ titles in 2015-17.
McNish had been loaned out to Toyota to race its GT-One at Le Mans in 1999 and had a three-year contract in place with Porsche but, with no chance of winning Le Mans, he negotiated a release and signed for Audi.
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The Scot won the American Le Mans Series title in 2000 before returning to Toyota for its F1 entry, undertaking a year of testing in 2001 and then one season of racing in 2002.
He was back at Audi in 2004 and went on to take a further two ALMS titles as well as his second and third Le Mans victories in 2008 and 2013.
Resources at Porsche Motorsport were diverted to development of the Carrera GT: the supercar was powered by a V10 developed from the prototype’s powerplant.
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