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F1 2026


Dexter said:
They were fastest in FP1 and not far off in FP2. 4th and 5th I think so the car definitely has pace.

Does look like the two Merc powered cars will be fastest though.
Click to expand...
Kimi faster of the two aswell ! Still think he’ll get the better of George this year, really hope he does !

Think Merc will show their true pace in qualy and Ferrari will prove to be the second fastest team with McLaren a close third

Kimi to beat George and Lewis to be amazingly close if not infront of Charles this year, might not be as one lap quick but is quicker with race craft and management
 
Formula 1 is set to not replace the Bahrain and Saudi Arabian Grands Prix if they are cancelled due to the ongoing conflict in the Middle East.
 
Big Jeff said:
I’ll still watch and I still think Max will win it. The championship, not necessarily this race.
Click to expand...
Well if he is, he's going to have to do it with arguably the 3rd or 4th best car. Lets see what hes made of.

If the ground effect cars were made for him. These are not. Lets see how he copes with that.
 
Lots of cars stopping and engines cutting out or dying off before restarting in FP1 and FP2. Verstappen at the end of the pitlane, both McLarens, Colapinto down the pit straight and a few more.

All very well in practice, but in the race we could see cars dropping like flies!
 
The Rules - We have the Rules. (or guidelines, at least)

2026 Formula 1 Driving Standards Guidelines
These are GUIDELINES and NOT REGULATIONS

At all times the Stewards will adjudicate based upon the Regulations, but decisions will be informed and guided by these guidelines and the experience of their Driver Stewards.

If it has been established from points A and B below, that an overtaking driver has priority, it is the responsibility of the defending driver to avoid a collision or forcing off the overtaking driver.

However, many incidents require subjective judgement and therefore the following important caveats apply:

1. A car being overtaken, or performing an overtake, cannot simply “disappear”.

2. A lock up or small steering correction do not necessarily imply a driver has lost control

3. An apparent temporary loss of control, or a lock up, may be due to an attempt to avoid a collision, or simply the “laws of physics”.

4. The apex may vary depending on the racing line taken and/or the nature of the corner itself.

As a general policy, penalty points will be applied only for dangerous, reckless or apparently deliberate actions resulting in a collision, or other unacceptable driving behaviour or unsportsmanlike behaviour on the part of the driver

Attention is also drawn to the important note in Point F on page 3, for defending drivers who leave the track whilst defending a position.

A. Overtaking on the INSIDE of a corner

To be entitled to be given room when overtaking on the INSIDE, the overtaking car must:

i) Have its front axle AT LEAST ALONGSIDE THE MIRROR of the other car PRIOR TO AND AT THE APEX

ii) Be driven in a fully controlled manner particularly from entry to apex and not have “dived in”.

iii) In the Stewards’ estimation, have taken a reasonable racing line and been able to complete the move whilst remaining within track limits.

B. Overtaking on the OUTSIDE of a corner

Overtaking on the outside will always be viewed as a more difficult manoeuvre to accomplish.

To be entitled to be given room, including at the exit, when overtaking on the OUTSIDE, the overtaking car must:

i) Have its front axle AHEAD OF THE FRONT AXLE of the other car AT THE APEX.

ii) Be driven in a controlled manner from entry, to apex, and to exit.

iii) Be able to make the corner within track limits.

Note(s):

On long radius curves, provided point (ii) above is complied with, the Stewards will treat each case on its merits particularly where there is no defined apex or there are multiple apexes.

C. Chicanes and S-Bends

The above guides for INSIDE and OUTSIDE may apply for each element of the combination. Generally, priority will be given to the first corner element. However other factors such as the sequence of corners will be considered holistically by the Stewards when assessing the right to the corner.

IMPORTANT NOTES FOR A, B & C ABOVE:

Racing is a dynamic process. Although these guidelines indicate specific relative positions of the cars at various points, the Stewards will always look at how the situation played out in total when reviewing an incident. For example:

i) How did the cars get to the incident? (E.g. late braking, diving in, moving under braking.)

ii) Was the manoeuvre late or “optimistic”?

iii) What could the drivers reasonably see, know, or anticipate?

iv) Do we believe the manoeuvre could be completed on the track?

v) Was there understeer / oversteer / locking?

vi) Was there an attempt to avoid a collision?

vii) Did either car release the brakes in order to attempt to gain priority.

viii) Did someone position / handle their car in a way that contributed to the incident?

ix) Did the type of corner contribute to the incident? (e.g. camber, kerbs, curve, apexes)

x) What were the relative tyres / tyre age / grip?

D. Track Limits

It is considered that respecting track limits is important for both racing fairness and safety, thus Article B1.8.6 will be strictly enforced:

“Drivers must make every reasonable effort to use the track at all times and may not leave the track without a justifiable reason.

Drivers will be judged to have left the track if no part of the car remains in contact with it and, for the avoidance of doubt, the white lines defining the track edges are considered to be part of the track, but the kerbs are not….”

Note(s):

In the case of an infringement in Sprint Qualifying or Qualifying, the lap time will be deleted, and the time of the subsequent lap if it is deemed that there could be a benefit.

For the Sprint Session and Race, acknowledging that racing is a dynamic process, invalid lap times will be deleted and a “three strikes” system shall normally be applied prior to issuance of a Black & White Flag or penalty under Article B1.9.5. For the avoidance of doubt any invalid lap will be deleted and counted as a “strike” with the following EXCEPTIONS:

i) If a driver exceeds track limits following an obvious loss of control.

ii) If a driver exceeds track limits in order to avoid a collision e.g. Typical Lap 1, Turn 1 incident.

iii) If a driver has been considered to be “forced off” by another car (in a decision of the stewards)

iv) If a driver exceeds track limits and is penalised for gaining a lasting advantage or unsafe re-join.

v) If a driver exceeds track limits during an incident which is penalised for any other reason. E.g. if a driver exceeds track limits during an incident for which they are penalised for causing a collision.

vi) In the context of an overtaking manoeuvre, be that failed or completed, if a driver leaves the track but clearly gains no advantage, the Stewards retain the discretion to determine that no strike will be applied.

It is noted that the imposition of a “strike” remains at the sole discretion of the Stewards and that on some occasions, where it is considered a car has left the track without a justifiable reason for specific, intentional or unsportsmanlike reasons, a penalty rather than a strike may be imposed.

E. Impeding

Not only will Article B4.1.1 be enforced, but drivers are reminded of Article B1.8.5:

“At no time may an F1 Car be driven unnecessarily slowly, erratically or in a manner which could be deemed potentially dangerous to other drivers or any other person.”

F. Giving back a lasting advantage

The Procedure in Article B1.8.6 will be strictly applied:

“Should a car leave the track the driver may re-join, however, this may only be done when it is safe to do so and without gaining any lasting advantage. At the absolute discretion of the Race Director a driver may be given the opportunity to give back the whole of any advantage he gained by leaving the track.”

Note(s):

If, while defending a position, a car leaves the track (or cuts a chicane) and re-joins in the same position, it will generally be considered by the stewards as having gained a lasting advantage and therefore, generally, the position should be conceded. It will be the sole discretion of the Stewards to determine if the driver of a car is “defending a position.” See also point D above.

G. Moving on the Straight

Appendix L, Chapter IV, Article 2b states:

“More than one change of direction to defend a position is not permitted. Any driver moving back towards the racing line, having earlier defended his position off-line, should leave at least one car width between his own car and the edge of the track on the approach to the corner. “

“However, manoeuvres liable to hinder other drivers, such as deliberate crowding of a car beyond the edge of the track or any other abnormal change of direction, are strictly prohibited. Any driver who appears guilty of any of the above offences will be reported to the Stewards.”

Note(s):

In this context, moves intended to break the slipstream of a following car when the following car is a safe distance behind, considering relative speeds and position on the track, may be acceptable.

H. Moving under Braking

When defending, there must be no change in direction by the defending car, after the deceleration phase has commenced, except to follow the racing line.

I. Re-joining the Track

Maintaining racing speeds in the run-off area is not acceptable. Cars on track must not be forced to change speed or line to avoid a re-joining car.
 
Last edited:
PTR said:
The Rules - We have the Rules. (or guidelines, at least)

2026 Formula 1 Driving Standards Guidelines
These are GUIDELINES and NOT REGULATIONS

At all times the Stewards will adjudicate based upon the Regulations, but decisions will be informed and guided by these guidelines and the experience of their Driver Stewards.

If it has been established from points A and B below, that an overtaking driver has priority, it is the responsibility of the defending driver to avoid a collision or forcing off the overtaking driver.

However, many incidents require subjective judgement and therefore the following important caveats apply:

1. A car being overtaken, or performing an overtake, cannot simply “disappear”.

2. A lock up or small steering correction do not necessarily imply a driver has lost control

3. An apparent temporary loss of control, or a lock up, may be due to an attempt to avoid a collision, or simply the “laws of physics”.

4. The apex may vary depending on the racing line taken and/or the nature of the corner itself.

As a general policy, penalty points will be applied only for dangerous, reckless or apparently deliberate actions resulting in a collision, or other unacceptable driving behaviour or unsportsmanlike behaviour on the part of the driver

Attention is also drawn to the important note in Point F on page 3, for defending drivers who leave the track whilst defending a position.

A. Overtaking on the INSIDE of a corner

To be entitled to be given room when overtaking on the INSIDE, the overtaking car must:

i) Have its front axle AT LEAST ALONGSIDE THE MIRROR of the other car PRIOR TO AND AT THE APEX

ii) Be driven in a fully controlled manner particularly from entry to apex and not have “dived in”.

iii) In the Stewards’ estimation, have taken a reasonable racing line and been able to complete the move whilst remaining within track limits.

B. Overtaking on the OUTSIDE of a corner

Overtaking on the outside will always be viewed as a more difficult manoeuvre to accomplish.

To be entitled to be given room, including at the exit, when overtaking on the OUTSIDE, the overtaking car must:

i) Have its front axle AHEAD OF THE FRONT AXLE of the other car AT THE APEX.

ii) Be driven in a controlled manner from entry, to apex, and to exit.

iii) Be able to make the corner within track limits.

Note(s):

On long radius curves, provided point (ii) above is complied with, the Stewards will treat each case on its merits particularly where there is no defined apex or there are multiple apexes.

C. Chicanes and S-Bends

The above guides for INSIDE and OUTSIDE may apply for each element of the combination. Generally, priority will be given to the first corner element. However other factors such as the sequence of corners will be considered holistically by the Stewards when assessing the right to the corner.

IMPORTANT NOTES FOR A, B & C ABOVE:

Racing is a dynamic process. Although these guidelines indicate specific relative positions of the cars at various points, the Stewards will always look at how the situation played out in total when reviewing an incident. For example:

i) How did the cars get to the incident? (E.g. late braking, diving in, moving under braking.)

ii) Was the manoeuvre late or “optimistic”?

iii) What could the drivers reasonably see, know, or anticipate?

iv) Do we believe the manoeuvre could be completed on the track?

v) Was there understeer / oversteer / locking?

vi) Was there an attempt to avoid a collision?

vii) Did either car release the brakes in order to attempt to gain priority.

viii) Did someone position / handle their car in a way that contributed to the incident?

ix) Did the type of corner contribute to the incident? (e.g. camber, kerbs, curve, apexes)

x) What were the relative tyres / tyre age / grip?

D. Track Limits

It is considered that respecting track limits is important for both racing fairness and safety, thus Article B1.8.6 will be strictly enforced:

“Drivers must make every reasonable effort to use the track at all times and may not leave the track without a justifiable reason.

Drivers will be judged to have left the track if no part of the car remains in contact with it and, for the avoidance of doubt, the white lines defining the track edges are considered to be part of the track, but the kerbs are not….”

Note(s):

In the case of an infringement in Sprint Qualifying or Qualifying, the lap time will be deleted, and the time of the subsequent lap if it is deemed that there could be a benefit.

For the Sprint Session and Race, acknowledging that racing is a dynamic process, invalid lap times will be deleted and a “three strikes” system shall normally be applied prior to issuance of a Black & White Flag or penalty under Article B1.9.5. For the avoidance of doubt any invalid lap will be deleted and counted as a “strike” with the following EXCEPTIONS:

i) If a driver exceeds track limits following an obvious loss of control.

ii) If a driver exceeds track limits in order to avoid a collision e.g. Typical Lap 1, Turn 1 incident.

iii) If a driver has been considered to be “forced off” by another car (in a decision of the stewards)

iv) If a driver exceeds track limits and is penalised for gaining a lasting advantage or unsafe re-join.

v) If a driver exceeds track limits during an incident which is penalised for any other reason. E.g. if a driver exceeds track limits during an incident for which they are penalised for causing a collision.

vi) In the context of an overtaking manoeuvre, be that failed or completed, if a driver leaves the track but clearly gains no advantage, the Stewards retain the discretion to determine that no strike will be applied.

It is noted that the imposition of a “strike” remains at the sole discretion of the Stewards and that on some occasions, where it is considered a car has left the track without a justifiable reason for specific, intentional or unsportsmanlike reasons, a penalty rather than a strike may be imposed.

E. Impeding

Not only will Article B4.1.1 be enforced, but drivers are reminded of Article B1.8.5:

“At no time may an F1 Car be driven unnecessarily slowly, erratically or in a manner which could be deemed potentially dangerous to other drivers or any other person.”

F. Giving back a lasting advantage

The Procedure in Article B1.8.6 will be strictly applied:

“Should a car leave the track the driver may re-join, however, this may only be done when it is safe to do so and without gaining any lasting advantage. At the absolute discretion of the Race Director a driver may be given the opportunity to give back the whole of any advantage he gained by leaving the track.”

Note(s):

If, while defending a position, a car leaves the track (or cuts a chicane) and re-joins in the same position, it will generally be considered by the stewards as having gained a lasting advantage and therefore, generally, the position should be conceded. It will be the sole discretion of the Stewards to determine if the driver of a car is “defending a position.” See also point D above.

G. Moving on the Straight

Appendix L, Chapter IV, Article 2b states:

“More than one change of direction to defend a position is not permitted. Any driver moving back towards the racing line, having earlier defended his position off-line, should leave at least one car width between his own car and the edge of the track on the approach to the corner. “

“However, manoeuvres liable to hinder other drivers, such as deliberate crowding of a car beyond the edge of the track or any other abnormal change of direction, are strictly prohibited. Any driver who appears guilty of any of the above offences will be reported to the Stewards.”

Note(s):

In this context, moves intended to break the slipstream of a following car when the following car is a safe distance behind, considering relative speeds and position on the track, may be acceptable.

H. Moving under Braking

When defending, there must be no change in direction by the defending car, after the deceleration phase has commenced, except to follow the racing line.

I. Re-joining the Track

Maintaining racing speeds in the run-off area is not acceptable. Cars on track must not be forced to change speed or line to avoid a re-joining car.
Click to expand...
And max will have just scrunched all that up and he will do exactly what he always does. Especially if he does not have the fastest car.
 
PTR said:
The Rules - We have the Rules. (or guidelines, at least)

2026 Formula 1 Driving Standards Guidelines
These are GUIDELINES and NOT REGULATIONS

At all times the Stewards will adjudicate based upon the Regulations, but decisions will be informed and guided by these guidelines and the experience of their Driver Stewards.

If it has been established from points A and B below, that an overtaking driver has priority, it is the responsibility of the defending driver to avoid a collision or forcing off the overtaking driver.

However, many incidents require subjective judgement and therefore the following important caveats apply:

1. A car being overtaken, or performing an overtake, cannot simply “disappear”.

2. A lock up or small steering correction do not necessarily imply a driver has lost control

3. An apparent temporary loss of control, or a lock up, may be due to an attempt to avoid a collision, or simply the “laws of physics”.

4. The apex may vary depending on the racing line taken and/or the nature of the corner itself.

As a general policy, penalty points will be applied only for dangerous, reckless or apparently deliberate actions resulting in a collision, or other unacceptable driving behaviour or unsportsmanlike behaviour on the part of the driver

Attention is also drawn to the important note in Point F on page 3, for defending drivers who leave the track whilst defending a position.

A. Overtaking on the INSIDE of a corner

To be entitled to be given room when overtaking on the INSIDE, the overtaking car must:

i) Have its front axle AT LEAST ALONGSIDE THE MIRROR of the other car PRIOR TO AND AT THE APEX

ii) Be driven in a fully controlled manner particularly from entry to apex and not have “dived in”.

iii) In the Stewards’ estimation, have taken a reasonable racing line and been able to complete the move whilst remaining within track limits.

B. Overtaking on the OUTSIDE of a corner

Overtaking on the outside will always be viewed as a more difficult manoeuvre to accomplish.

To be entitled to be given room, including at the exit, when overtaking on the OUTSIDE, the overtaking car must:

i) Have its front axle AHEAD OF THE FRONT AXLE of the other car AT THE APEX.

ii) Be driven in a controlled manner from entry, to apex, and to exit.

iii) Be able to make the corner within track limits.

Note(s):

On long radius curves, provided point (ii) above is complied with, the Stewards will treat each case on its merits particularly where there is no defined apex or there are multiple apexes.

C. Chicanes and S-Bends

The above guides for INSIDE and OUTSIDE may apply for each element of the combination. Generally, priority will be given to the first corner element. However other factors such as the sequence of corners will be considered holistically by the Stewards when assessing the right to the corner.

IMPORTANT NOTES FOR A, B & C ABOVE:

Racing is a dynamic process. Although these guidelines indicate specific relative positions of the cars at various points, the Stewards will always look at how the situation played out in total when reviewing an incident. For example:

i) How did the cars get to the incident? (E.g. late braking, diving in, moving under braking.)

ii) Was the manoeuvre late or “optimistic”?

iii) What could the drivers reasonably see, know, or anticipate?

iv) Do we believe the manoeuvre could be completed on the track?

v) Was there understeer / oversteer / locking?

vi) Was there an attempt to avoid a collision?

vii) Did either car release the brakes in order to attempt to gain priority.

viii) Did someone position / handle their car in a way that contributed to the incident?

ix) Did the type of corner contribute to the incident? (e.g. camber, kerbs, curve, apexes)

x) What were the relative tyres / tyre age / grip?

D. Track Limits

It is considered that respecting track limits is important for both racing fairness and safety, thus Article B1.8.6 will be strictly enforced:

“Drivers must make every reasonable effort to use the track at all times and may not leave the track without a justifiable reason.

Drivers will be judged to have left the track if no part of the car remains in contact with it and, for the avoidance of doubt, the white lines defining the track edges are considered to be part of the track, but the kerbs are not….”

Note(s):

In the case of an infringement in Sprint Qualifying or Qualifying, the lap time will be deleted, and the time of the subsequent lap if it is deemed that there could be a benefit.

For the Sprint Session and Race, acknowledging that racing is a dynamic process, invalid lap times will be deleted and a “three strikes” system shall normally be applied prior to issuance of a Black & White Flag or penalty under Article B1.9.5. For the avoidance of doubt any invalid lap will be deleted and counted as a “strike” with the following EXCEPTIONS:

i) If a driver exceeds track limits following an obvious loss of control.

ii) If a driver exceeds track limits in order to avoid a collision e.g. Typical Lap 1, Turn 1 incident.

iii) If a driver has been considered to be “forced off” by another car (in a decision of the stewards)

iv) If a driver exceeds track limits and is penalised for gaining a lasting advantage or unsafe re-join.

v) If a driver exceeds track limits during an incident which is penalised for any other reason. E.g. if a driver exceeds track limits during an incident for which they are penalised for causing a collision.

vi) In the context of an overtaking manoeuvre, be that failed or completed, if a driver leaves the track but clearly gains no advantage, the Stewards retain the discretion to determine that no strike will be applied.

It is noted that the imposition of a “strike” remains at the sole discretion of the Stewards and that on some occasions, where it is considered a car has left the track without a justifiable reason for specific, intentional or unsportsmanlike reasons, a penalty rather than a strike may be imposed.

E. Impeding

Not only will Article B4.1.1 be enforced, but drivers are reminded of Article B1.8.5:

“At no time may an F1 Car be driven unnecessarily slowly, erratically or in a manner which could be deemed potentially dangerous to other drivers or any other person.”

F. Giving back a lasting advantage

The Procedure in Article B1.8.6 will be strictly applied:

“Should a car leave the track the driver may re-join, however, this may only be done when it is safe to do so and without gaining any lasting advantage. At the absolute discretion of the Race Director a driver may be given the opportunity to give back the whole of any advantage he gained by leaving the track.”

Note(s):

If, while defending a position, a car leaves the track (or cuts a chicane) and re-joins in the same position, it will generally be considered by the stewards as having gained a lasting advantage and therefore, generally, the position should be conceded. It will be the sole discretion of the Stewards to determine if the driver of a car is “defending a position.” See also point D above.

G. Moving on the Straight

Appendix L, Chapter IV, Article 2b states:

“More than one change of direction to defend a position is not permitted. Any driver moving back towards the racing line, having earlier defended his position off-line, should leave at least one car width between his own car and the edge of the track on the approach to the corner. “

“However, manoeuvres liable to hinder other drivers, such as deliberate crowding of a car beyond the edge of the track or any other abnormal change of direction, are strictly prohibited. Any driver who appears guilty of any of the above offences will be reported to the Stewards.”

Note(s):

In this context, moves intended to break the slipstream of a following car when the following car is a safe distance behind, considering relative speeds and position on the track, may be acceptable.

H. Moving under Braking

When defending, there must be no change in direction by the defending car, after the deceleration phase has commenced, except to follow the racing line.

I. Re-joining the Track

Maintaining racing speeds in the run-off area is not acceptable. Cars on track must not be forced to change speed or line to avoid a re-joining car.
Click to expand...
Did Max write these??
 
Newly on Honda:
“When they reformed, a lot of the original group had it now transpires disbanded and gone to work on solar panels or whatever.”
He’ll be lucky to get Briggs & Stratton to build him a power plant with that attitude.
 
Toronado said:
Kimi faster of the two aswell ! Still think he’ll get the better of George this year, really hope he does !

Think Merc will show their true pace in qualy and Ferrari will prove to be the second fastest team with McLaren a close third

Kimi to beat George and Lewis to be amazingly close if not infront of Charles this year, might not be as one lap quick but is quicker with race craft and management
Click to expand...
Sounded as though Russell's race simulation run was quite a bit quicker than Antonelli's.
 
PTR said:
The Rules - We have the Rules. (or guidelines, at least)

2026 Formula 1 Driving Standards Guidelines
These are GUIDELINES and NOT REGULATIONS

At all times the Stewards will adjudicate based upon the Regulations, but decisions will be informed and guided by these guidelines and the experience of their Driver Stewards.

If it has been established from points A and B below, that an overtaking driver has priority, it is the responsibility of the defending driver to avoid a collision or forcing off the overtaking driver.

However, many incidents require subjective judgement and therefore the following important caveats apply:

1. A car being overtaken, or performing an overtake, cannot simply “disappear”.

2. A lock up or small steering correction do not necessarily imply a driver has lost control

3. An apparent temporary loss of control, or a lock up, may be due to an attempt to avoid a collision, or simply the “laws of physics”.

4. The apex may vary depending on the racing line taken and/or the nature of the corner itself.

As a general policy, penalty points will be applied only for dangerous, reckless or apparently deliberate actions resulting in a collision, or other unacceptable driving behaviour or unsportsmanlike behaviour on the part of the driver

Attention is also drawn to the important note in Point F on page 3, for defending drivers who leave the track whilst defending a position.

A. Overtaking on the INSIDE of a corner

To be entitled to be given room when overtaking on the INSIDE, the overtaking car must:

i) Have its front axle AT LEAST ALONGSIDE THE MIRROR of the other car PRIOR TO AND AT THE APEX

ii) Be driven in a fully controlled manner particularly from entry to apex and not have “dived in”.

iii) In the Stewards’ estimation, have taken a reasonable racing line and been able to complete the move whilst remaining within track limits.

B. Overtaking on the OUTSIDE of a corner

Overtaking on the outside will always be viewed as a more difficult manoeuvre to accomplish.

To be entitled to be given room, including at the exit, when overtaking on the OUTSIDE, the overtaking car must:

i) Have its front axle AHEAD OF THE FRONT AXLE of the other car AT THE APEX.

ii) Be driven in a controlled manner from entry, to apex, and to exit.

iii) Be able to make the corner within track limits.

Note(s):

On long radius curves, provided point (ii) above is complied with, the Stewards will treat each case on its merits particularly where there is no defined apex or there are multiple apexes.

C. Chicanes and S-Bends

The above guides for INSIDE and OUTSIDE may apply for each element of the combination. Generally, priority will be given to the first corner element. However other factors such as the sequence of corners will be considered holistically by the Stewards when assessing the right to the corner.

IMPORTANT NOTES FOR A, B & C ABOVE:

Racing is a dynamic process. Although these guidelines indicate specific relative positions of the cars at various points, the Stewards will always look at how the situation played out in total when reviewing an incident. For example:

i) How did the cars get to the incident? (E.g. late braking, diving in, moving under braking.)

ii) Was the manoeuvre late or “optimistic”?

iii) What could the drivers reasonably see, know, or anticipate?

iv) Do we believe the manoeuvre could be completed on the track?

v) Was there understeer / oversteer / locking?

vi) Was there an attempt to avoid a collision?

vii) Did either car release the brakes in order to attempt to gain priority.

viii) Did someone position / handle their car in a way that contributed to the incident?

ix) Did the type of corner contribute to the incident? (e.g. camber, kerbs, curve, apexes)

x) What were the relative tyres / tyre age / grip?

D. Track Limits

It is considered that respecting track limits is important for both racing fairness and safety, thus Article B1.8.6 will be strictly enforced:

“Drivers must make every reasonable effort to use the track at all times and may not leave the track without a justifiable reason.

Drivers will be judged to have left the track if no part of the car remains in contact with it and, for the avoidance of doubt, the white lines defining the track edges are considered to be part of the track, but the kerbs are not….”

Note(s):

In the case of an infringement in Sprint Qualifying or Qualifying, the lap time will be deleted, and the time of the subsequent lap if it is deemed that there could be a benefit.

For the Sprint Session and Race, acknowledging that racing is a dynamic process, invalid lap times will be deleted and a “three strikes” system shall normally be applied prior to issuance of a Black & White Flag or penalty under Article B1.9.5. For the avoidance of doubt any invalid lap will be deleted and counted as a “strike” with the following EXCEPTIONS:

i) If a driver exceeds track limits following an obvious loss of control.

ii) If a driver exceeds track limits in order to avoid a collision e.g. Typical Lap 1, Turn 1 incident.

iii) If a driver has been considered to be “forced off” by another car (in a decision of the stewards)

iv) If a driver exceeds track limits and is penalised for gaining a lasting advantage or unsafe re-join.

v) If a driver exceeds track limits during an incident which is penalised for any other reason. E.g. if a driver exceeds track limits during an incident for which they are penalised for causing a collision.

vi) In the context of an overtaking manoeuvre, be that failed or completed, if a driver leaves the track but clearly gains no advantage, the Stewards retain the discretion to determine that no strike will be applied.

It is noted that the imposition of a “strike” remains at the sole discretion of the Stewards and that on some occasions, where it is considered a car has left the track without a justifiable reason for specific, intentional or unsportsmanlike reasons, a penalty rather than a strike may be imposed.

E. Impeding

Not only will Article B4.1.1 be enforced, but drivers are reminded of Article B1.8.5:

“At no time may an F1 Car be driven unnecessarily slowly, erratically or in a manner which could be deemed potentially dangerous to other drivers or any other person.”

F. Giving back a lasting advantage

The Procedure in Article B1.8.6 will be strictly applied:

“Should a car leave the track the driver may re-join, however, this may only be done when it is safe to do so and without gaining any lasting advantage. At the absolute discretion of the Race Director a driver may be given the opportunity to give back the whole of any advantage he gained by leaving the track.”

Note(s):

If, while defending a position, a car leaves the track (or cuts a chicane) and re-joins in the same position, it will generally be considered by the stewards as having gained a lasting advantage and therefore, generally, the position should be conceded. It will be the sole discretion of the Stewards to determine if the driver of a car is “defending a position.” See also point D above.

G. Moving on the Straight

Appendix L, Chapter IV, Article 2b states:

“More than one change of direction to defend a position is not permitted. Any driver moving back towards the racing line, having earlier defended his position off-line, should leave at least one car width between his own car and the edge of the track on the approach to the corner. “

“However, manoeuvres liable to hinder other drivers, such as deliberate crowding of a car beyond the edge of the track or any other abnormal change of direction, are strictly prohibited. Any driver who appears guilty of any of the above offences will be reported to the Stewards.”

Note(s):

In this context, moves intended to break the slipstream of a following car when the following car is a safe distance behind, considering relative speeds and position on the track, may be acceptable.

H. Moving under Braking

When defending, there must be no change in direction by the defending car, after the deceleration phase has commenced, except to follow the racing line.

I. Re-joining the Track

Maintaining racing speeds in the run-off area is not acceptable. Cars on track must not be forced to change speed or line to avoid a re-joining car.
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All depends on how the Stewards treat Max's enivitable rule breaking.
 
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