Author: bang7

Johnny Herbert’s Explosive Comments On Lewis Hamilton: Critique or Disrespect? Why Ferrari Fans Are Furious

Few moments in Formula 1 cause ripples quite like a respected former driver publicly questioning the ability of a legend. Such is the controversy ignited by Johnny Herbert’s recent comments on Lewis Hamilton; statements which, according to many Ferrari fans, cross the line between honest critique and outright disrespect. In a sport as politicized and passionate as Formula 1, especially around an iconic team like Ferrari and a colossal figure like Hamilton, the reverberations are profound. In this in-depth analysis, we examine what Herbert actually said, why it has provoked fury among Ferrari supporters, the evidence backing (or disputing) his claims, and what it means for both Hamilton and the Scuderia’s future.

The Comments That Shook the Paddock

Johnny Herbert, a three-time Grand Prix victor and long-time F1 pundit, did not hold back when evaluating Hamilton’s adaptation to life at Ferrari. “Ferrari cannot continue to rely on Lewis,” Herbert asserted, going as far as to doubt whether the Brit still has “the natural speed that made him unbeatable.” Herbert drew comparisons to late-career declines seen in legends like Michael Schumacher and Nigel Mansell, warning that Hamilton could be following a similar trajectory. The most stinging words painted a picture of a “genuinely lost” driver, apparently disconnected from his car, his team, and the very instincts that built his championship legacy.

Crucially, Herbert did not couch his observations as tentative or respectful concerns. Instead, he suggested Ferrari should “stop building around Hamilton,” a public invocation for the team to reconsider their entire strategy. It’s a call that, from someone of Herbert’s stature, carries weight far beyond a casual press-room soundbite.

Why Ferrari Supporters Are Outraged

Ferrari’s decision to bring in Lewis Hamilton for 2025 was not merely about merchandise sales or global headlines. It was a statement of intent—their bet on experience, grit, and the hope that Hamilton’s tireless drive would bridge their 16-year title drought. Herbert’s comments struck directly at the heart of this hope. For millions of Ferrari fans, still dreaming of returning to championship glory, the suggestion that their new talisman is now part of the problem rather than the solution is more than criticism—it’s an affront.

Supporters, used to media jabs and rival pundits downplaying their team, bristled at the notion that Hamilton might already be past it, just nine races into his Ferrari tenure. They took particular issue with Herbert equating Hamilton’s current struggles with the late-career falloffs of Schumacher and Mansell, arguing it dismisses Hamilton’s recent competitive flashes and ignores the fundamental messiness of transitioning drivers into new teams.

Analyzing the Data: Is Herbert Right About Hamilton’s Form?

But speculation and sentimentality should always be tested against facts. Hamilton’s start at Ferrari has been mixed. Nine Grands Prix in, he trails teammate Charles Leclerc, who many now say may be a more natural fit for the current car and the anchor Ferrari needs. There have been shaky qualifying performances and the uncomfortable reality of team instructions asking Hamilton to let Leclerc by on track.

Yet, calling this a “decline” needs nuance:

Hamilton Has Outperformed the Car Before: In 2022 and 2023 at Mercedes, Hamilton regularly eclipsed his machinery, eking out results few others could. The current Ferrari car is notoriously finicky, and adaptation—even for champions—can be brutal.
He’s Not Alone in Struggling to Adapt: Icons like Sebastian Vettel, Fernando Alonso, and even Schumacher had initial setbacks when joining new teams in the later stages of their careers. Some rebounded; for others, the clock did run out. For Hamilton, the jury is still out.
Mental Resilience: Herbert referenced apparent “disconnection” in radio chatter with engineer Riccardo Adami and a lack of chemistry. While true that great driver-engineer bonds (like Hamilton and Pete Bonnington at Mercedes) can make a visible difference, such relationships often take multiple seasons to cement.

The Herbert Effect: More Than Just Punditry

When someone like Johnny Herbert speaks, teams listen. His proximity to both the press and paddock means his doubts can quickly become a self-fulfilling prophecy. Ferrari, already under enormous pressure, now faces a barrage of questions: Should they keep focusing resources on Hamilton, hoping he rediscovers his magic? Or should they quietly pivot toward the homegrown Leclerc, who’s delivering steady points, podiums, and appears less rattled?

The repercussions extend far beyond this season. Next year’s car development, internal politics, even the team’s marketing narrative—all are now tangled up in the drama unleashed by Herbert’s remarks. In a sport where perception shapes reality, public doubts from a respected name can erode confidence inside the team just as quickly as they sway fans outside it.

What’s Next: Redemption or Reassessment?

Hamilton now faces one of the sternest tests of his career—a battle not just against Max Verstappen, Red Bull, or even time itself, but against creeping doubt from within his own garage. Every race becomes a referendum on his legacy and Ferrari’s faith. Historically, Lewis Hamilton has thrived when written off, summoning titanic performances under pressure. But as Herbert and Ferrari’s armies of critics know all too well, Formula 1 waits for no man.

The window for Hamilton’s comeback is shrinking. Every lackluster Grand Prix adds ammo to those advocating for a Leclerc-centric future. Ferrari, legendary for both their patience and ruthlessness, must decide: Double down on Hamilton and risk further disappointment, or reorient around the young Monegasque and a fresh vision for 2026 and beyond?

The Bottom Line

Johnny Herbert’s recent salvo was more than pointed paddock chatter. It was a public gauntlet thrown at both Hamilton and Ferrari’s feet. Critique or disrespect? The answer depends on your vantage point. For some, Herbert is simply being honest, warning of patterns seen throughout F1 history. For others, particularly Ferrari fans, he crossed a line—dismissing a champion before he’s had the chance to truly prove himself in red.

What remains beyond doubt is that the stakes for the rest of the season just escalated. Whether Herbert’s words were premature or prophetic, only Lewis Hamilton—and Ferrari—can provide the answer on track.

Sauber F1 team principal Jonathan Wheatley considers Michael Schumacher a friend having worked together in the 1990s at Benetton and has opened up on that experience

Michael Schumacher won his first F1 titles with Benetton(Image: Bongarts/Getty Images)

A friend and former colleague of Michael Schumacher has opened up on what it was like to work with the seven-time Formula 1 champion. Speaking to Pit Lane Chronicle, our new FREE weekly F1 newsletter , Jonathan Wheatley opened up on his “tremendous” experience of working with a true sporting great.

Now team principal at minnows Sauber, Wheatley is best known by F1 fans for his 18 years spent as a key member of the leadership team at Red Bull. First as team manager and then sporting director, he was a key lieutenant to Christian Horner right up until he departed last summer.

But he has been in F1 for more than 30 years in total, starting out in the early 1990s at the same time as Schumacher. The German famously made his debut for Eddie Jordan but was then snapped up by the Benetton team where Wheatley, in his early 20s, was working as a mechanic.

“I did one race with Roberto Moreno and then the next race I was carrying a seat out for this guy called Michael Schumacher and that was at Monza,” he told Pit Lane Chronicle.

Schumacher wasn’t yet the global megastar he would go on to become but, already, he had a presence that inspired those around him. Wheatley said: “It was a pivotal part of my career, I think.

“You suddenly realise if you had a talisman, you had a driver of that ability in the team, you just saw this team that wasn’t super well connected suddenly just joining up, having this person that you wanted to do your absolute best for.”

His presence helped to galvanise Benetton and that led to back-to-back drivers’ title wins for Schumacher in 1994 and ’95, the latter also yielding a constructors’ championship victory. He then joined Ferrari and added five more titles between 2000 and 2004.

But Schumacher was also at the centre of plenty of controversy, such as in the manner of that first championship success. He won the 1994 title by appearing to deliberately collide with rival Damon Hill in the final race in Adelaide, causing race-ending damage to both cars – though Schumacher always maintained his innocence.

Sadly, he is no longer able to speak publicly about his past endeavours after suffering life-changing injuries in a skiing accident in December 2013. Few details of his condition have ever been shared with his family fiercely protective of his privacy, though it is known that he continues to require full-time care more than 11 years on.

“Michael was a tremendous person to work with, but also I consider him a friend,” Wheatley said of his stricken former colleague. “I haven’t seen him for a while, but he still checked in. And actually, that’s one of the things with most of the great drivers is they’re nice people as well, you just don’t always see it.”

Photo: © IMAGO

Lewis Hamilton has urged fans to cool down on making judgements about his Ferrari career, begging for a much longer runway from them.

The British driver has had a rocky start to his dream team-up with the Italian F1 team, failing to finish on the podium in a grand prix as he approaches double-digit races since his move from Mercedes.

Hamilton spoke out about the early judgements before the recent triple-header of European races, where Ferrari were hoping to claw back some ground on their rivals, insisting that he wouldn’t ‘put it all on’ that trio of races.

“I don’t put it all on these three races,” he said. “If we were to have three bad races, hopes would still remain alive. I don’t believe that will be the case, but I’m just saying, we don’t pin it to one race. For me, I’m not judging our success by a short amount of racing, half a season, one season.

“Let’s talk at the end of my career here at Ferrari, at the end of a few years here at Ferrari, then let’s talk about what we’ve done. That’s when we can look back and say whether or not we were successful. These few months are paving stones towards where we’re going, and that’s that.”

Hamilton Ferrari spell has shades of fellow legend

It might’ve been good foresight on Hamilton’s part to play down the importance of the triple-header, as his podium-free run continued – and team-mate Charles Leclerc increased the gap between the pair in the drivers’ championship standings with back-to-back podiums in Monaco and Spain.

The seven-time world champion’s start to life in Italy has been, as the locals would say, molto garbagio. Probably. Not sure, really. My school didn’t offer Italian lessons and the Duolingo owl freaks me out.

The questions about the pace of the Ferrari are still there, and Hamilton’s right in many ways that his first year at the team won’t define his legacy, not even with the tifosi.

However. There’s always a ‘however’. We’ve seen the ‘dominant world champion goes to Ferrari later in his career’ thing play out before – and recently, too.

Sebastian Vettel was a year removed from the fourth of his four consecutive titles when he headed to Italy in 2015, finishing third in the championship that year and twice finishing as championship runner-up behind, yep, Hamilton.

While the 40-year-old isn’t likely to stay at the team for the six seasons that Vettel did, there are some striking similarities between the German’s spell with the Scuderia and the path Hamilton seems to be on.

Vettel never won the title with Ferrari, despite twice leading the standings at the halfway point of the season. Hamilton…well, he can say what he wants, but the goal in leaving Mercedes was to secure an eighth world championship. That looks a long way out of reach right now.

In each driver’s case, there was a dominant team that Ferrari were institutionally a little short of challenging. In Vettel’s case that team was Mercedes, while for Hamilton it’s McLaren (and okay, they’re not ‘a little short’ right now either).

Despite Vettel challenging for the title twice, and outperforming his team-mate in each of his first four seasons, there’s still heated debate over whether his time with the most famous team in F1 was a modest success or, ultimately, a disappointment. You come to Ferrari to win titles. You hire a four-time world champion to win titles. They failed to do that.

Hamilton looks on course to have a similar legacy with the team, if not a less sparkling one. ‘Judge me after a few years here’. Okay. But unless he starts at least beating his team-mate, that judgement won’t be kind when it arrives.

Lewis Hamilton endured another difficult race at the Spanish Grand Prix last weekend despite a better qualifying effort, as his difficulties since joining Ferrari continue

Lewis Hamilton has struggled for form at Ferrari(Image: Formula 1 via Getty Images)

Lewis Hamilton admitted he could soon ask Ferrari to focus fully on their preparations for the 2026 season. Such a shift would be seen as giving up on what has so far been a difficult debut campaign for the seven-time Formula 1 champion with his new team.

Despite all the hype around one of the most high-profile driver moves in F1 history, there has been little for Hamilton to write home about so far in 2025. Other than one victory and a podium, both in Sprint races, his results have been underwhelming.

Part of that has been put down to his difficulties adapting to his new surroundings, but it is clear that Ferrari as a team have had a poor start. Last year they ran McLaren close for the constructors’ title but, nine rounds into the current season, they are already 197 points adrift of the leaders.

They also have not won any of the nine Grands Prix held so far, though Charles Leclerc has managed three podium finishes. The Monegasque is fifth in the drivers’ standings with 94 points, one place and 23 points ahead of Hamilton.

The Brit’s qualifying had been a key issue but the last two races have been encouraging in that regard. He was particularly happy last Saturday night in Barcelona having qualified fifth for the Spanish Grand Prix, two places ahead of his team-mate.

But while Leclerc came roaring through on the Sunday, rising to the podium positions, Hamilton struggled for pace. He limped to finish sixth after Max Verstappen’s late penalty, having been overtaken by the Sauber of Nico Hulkenberg late on, and said it was the “worst race I’ve experienced”.

He will hope to have a more competitive Ferrari to drive next time out at the Canadian Grand Prix, but did not sound too confident when asked if he felt that might be the case. “I don’t know, if I’m honest,” Hamilton replied.

And he suggested focusing on their 2026 plans might be a better use of Ferrari’s resources, adding: “I don’t know what upgrades we have coming. We haven’t had an upgrade for quite some time. We’ll keep pushing with what we have but, before too soon, I’ll be just saying focus on next year.

“So building foundations this year, learning about the tools in terms of structure, in terms of our processes, nailing those so when we arrive next year we’ll be with the car that we really want.” In contrast, though Leclerc knows it will be “very tough” to fight against the dominant McLarens, he vowed: “I’ll give everything until the end.

“I hope this weekend helps us to do a step in the right direction and then, hopefully with new parts as soon as possible, we can then take the lead in terms of performance on track at least. That will help us to hope for better, but we cannot afford to lose too many races.”

Sergio Perez on the Verge of Formula 1 Return: Alpine and Cadillac Leading the Charge

With the rapid twists and turns of the Formula 1 silly season, 2025 is shaping up to be one of the most dynamic years in the sport’s recent memory. The rumor mill is spinning fast, and one name sits at the heart of it: Sergio Perez. The veteran Mexican driver, whose stock has fluctuated dramatically after a mixed tenure at Red Bull Racing, now stands on the threshold of an F1 return—and there’s serious interest from more than one team.

While the Cadillac Formula 1 project remains deeply intriguing for Perez, Alpine has suddenly emerged as a compelling alternative. With their imminent shift to Mercedes engines from 2026, changed leadership, and a new sense of urgency, Alpine could offer Perez both a lifeline and a stage to prove that he’s far from finished at the top level.

The Alpine Opportunity: A New Era Dawning

Alpine, formerly Renault, has long struggled to convert promise into consistent performance. Key management changes, with Flavio Briatore—a master tactician with a flair for bold moves—back in a pivotal adviser role, have signaled a more aggressive approach. The French team’s imminent switch to Mercedes power units from 2026 provides a fresh technological platform, and with substantial new funding in the pipeline, Alpine appears determined to break away from their frustrating midfield purgatory.

But as always, the team’s driver lineup is under scrutiny. Franco Colapinto, once heralded as the next big thing, has faced mounting criticism due to costly crashes and inconsistent form. His arrival at Alpine—already under question following Jack Doohan’s departure after a harrowing crash at Suzuka—has not sparked the revival many hoped for. With pressure building and F1’s ultra-competitive environment leaving no room for sentiment, Flavio Briatore is renowned for his ruthless focus on results rather than hype.

This is where Perez fits in. Alpine, keen to stabilize and energize their team with proven performers, sees an opportunity to snap up a seasoned winner—someone who brings both racecraft and, crucially, massive financial support. Perez has long been backed by Mexican billionaire Carlos Slim and companies like Telmex, making him a rare blend of marketing gold and capable hands behind the wheel. For a team like Alpine, which needs both cash and class, this is almost too tempting to ignore.

The Perfect Storm: Perez on the Market

Despite playing a key role in Red Bull’s recent dominance—as the first teammate to secure P2 in the drivers’ championship alongside Max Verstappen—Perez’s time at Milton Keynes was always overshadowed by his clear “number two” status. While he outperformed legendary teammates like Mark Webber in terms of championship finish, Perez never truly managed to escape Verstappen’s shadow or consistently match his pace.

Persistent rumors about the so-called “second seat curse” at Red Bull have not been dispelled by the struggles of his successors, most notably Liam Lawson, who was dropped after just two races, and even Yuki Tsunoda. Many question if the car’s development philosophy simply makes it notoriously difficult for anyone not named Max Verstappen to get the most out of it.

In Alpine, Perez would likely encounter a much more neutral environment. Both drivers receive equal treatment until one asserts themselves as the clear team leader—an approach that could benefit Perez. In a pairing with Pierre Gasly, another Red Bull alumnus, Perez could rely on his race experience, tire management, and maturity to anchor a resurgent Alpine into the new turbo era.

The Question of Cash: F1’s Eternal Dilemma

Let’s not mince words: Formula 1 is as much about business as it is about raw speed. As much as teams pride themselves on performance, the reality is sponsors and financial clout matter immensely—especially for teams outside the podium regulars. For Alpine, recruiting Perez is not just about his track record; it also opens the door to the sizeable commercial backing he commands.

Estimates put the annual figure Carlos Slim and his associated companies are willing to invest to keep Perez on the grid as high as $30 million. For a manufacturer team looking to fund technical upgrades and staff expansion, that’s a game-changer. Alpine’s management is acutely aware that with Perez on board, not only does the repair bill go down—as he’s a relatively safe pair of hands—but the team’s annual spend could go up just from his sponsors’ checks.

The Cadillac Factor: American Ambition

Meanwhile, Cadillac’s much-hyped Formula 1 entry looms large as an alternative for Perez. A new team always brings growing pains, but Cadillac offers Perez a blank slate—a chance to shape an operation from the ground up, much as Fernando Alonso did in 2003 when he joined Renault. The American giant also appreciates Perez’s potential impact on North American markets, especially with F1’s popularity booming post-Drive to Survive.

Cadillac is weighing its options, especially with Colton Herta delayed by super license issues and uncertainty surrounding its second seat. For a squad seeking to hit the ground running, the combination of Perez’s experience and commercial appeal could be a natural fit. It’s also well understood in the paddock that Perez’s presence is key to keeping the Mexican Grand Prix on the calendar, an event that means millions in revenue for both the sport and the host nation.

Decision Time: What’s Next for Checo Perez?

As the 2026 regulations draw closer, the clock is ticking for Perez—and for the teams vying for his signature. With Alpine integrating Mercedes engines and looking to start fresh, and Cadillac seeking experienced hands for their maiden campaign, Perez holds enviable cards.

He also controls his own destiny in a way he never did at Red Bull. Both teams promise the chance to compete without being pigeonholed as a number two, and with Alpine appearing steadier with Mercedes power—and, potentially, a teammate in Gasly of proven yet slightly less star power—Perez may see this as his ideal next chapter.

Wherever he lands, one fact is undeniable: Sergio Perez remains one of F1’s most marketable and capable drivers. In a sport where talent and money are equally prized, his comeback story could be just beginning.

DAYTONA BEACH, Fla. – Former F1 driver Paul Di Resta and Rolex 24 At Daytona race winner Ben Hanley will return to the IMSA WeatherTech SportsCar Championship paddock with United Autosports USA in 2025, to contest the team’s second consecutive season in the North American endurance championship.

Gold-rated Hanley – who is the first driver to be announced for the No. 2 ORECA 07 – is a five-time IMSA race winner, nine-time IMSA podium placer and 2023 IMSA Michelin Endurance Cup champion.

In 2025, he will contest the full seven-round IMSA season for the Le Mans Prototype 2 (LMP2) class in addition to the six-round European Le Mans Series with United Autosports.

“It’s fantastic to be back for another season with the team.” says Hanley, “We showed great pace pretty much everywhere … we had some bad luck in certain races, but the win at Road America proved what we are capable of. With all that we’ve learned this year, we will be aiming to take more victories and ultimately go for the championship.”

The upcoming 2025 Rolex 24 At Daytona will mark the British racer’s 20th IMSA race, where he will be looking to build on his impressive Daytona track record – with six appearances, one victory and a further two podium finishes to date.

In the sister No. 22 ORECA 07, Bronze-graded driver Daniel Goldburg will team up with Le Mans winner Paul Di Resta for a second consecutive IMSA season, alongside Di Resta’s fullseason commitments with Peugeot Sport in the FIA World Endurance Championship.

“I am very happy to be racing alongside Daniel next year,” says Di Resta. “I think it was a huge ask for Daniel to step into racing against guys who have been in LMP2 for a very long time … and he held his head high. Second year round, there’s no hiding behind any sliding doors now – but with Daniel’s progression, the way the team has integrated itself into the US, and some new driver announcements, the foundations look very strong. We’re definitely going to mean business when we line up to start this championship in Daytona … right through to the last lap in Atlanta.”

Di Resta – who will be heading into his eighth consecutive season with United Autosports – will be at all the LMP2 IMSA races in 2025, with the exception of the Chevrolet Grand Prix at Canadian Tire Motorsport Park due to a timing conflict.

“Paul and Ben are two incredibly talented racing drivers who we are very fortunate to work with year after year.” says Richard Dean, United Autosports CEO. “Heading into 2025, with a full IMSA season under our belts, the drive to win … and win consistently … is even stronger – and when you’re pushing for that level of success, Ben and Paul are two formidable forces to have on your side.”

Max Verstappen was handed a 10-second time penalty and three penalty points on his FIA super licence after crashing into George Russell at the Spanish Grand Prix

Max Verstappen is now just one penalty point away from receiving a race ban (Image: Getty)

Max Verstappen once threatened to walk away from Formula One after being punished by the FIA for swearing. The reigning world champion is now facing a potential one-race ban after he inexplicably crashed into George Russell at the Spanish Grand Prix.

In the closing stages of Sunday’s race, Verstappen was battling it out with the Mercedes driver into Turn 1 of the Circuit de Barcelona-Catalunya. Russell seemed to have gained the upper hand following a safety car restart but a snap of oversteer led him to make contact with Verstappen, who then cut through the run-off area and held onto fourth place.

The Red Bull team instructed Verstappen to let Russell pass after their collision, which was met with a fiery response over the team radio. The reigning world champion appeared to comply momentarily by slowing down into Turn 5, only to accelerate again and hit Russell.

The FIA stewards hit Verstappen with a 10-second time penalty for his part in the shocking incident, causing him to drop from fifth to 10th place in the final standings. Verstappen also had three penalty points added to his license, meaning he’ll need to tread carefully in the next two Grands Prix.

He is just a single penalty point away from an automatic one-race suspension, having accumulated 11 points over the past year. Penalty points remain on a driver’s super licence for 12 months before they expire, meaning his next point won’t come off until the Austrian Grand Prix at the end of June.

A ban is unlikely to improve his relationship with the FIA as he has already expressed his frustration towards the motorsport governing body. His anger was visible last year when he was handed a community service sentence for swearing, a day after FIA president Mohammed Ben Sulayem had insisted that drivers needed to clean up their language.

After receiving his punishment, which Lewis Hamilton also opposed, Verstappen argued that the FIA was draining the fun from racing. He said: “Everyone is pushing to the limit. Everyone in this battle, even at the back of the grid. But if you have to deal with all these kinds of silly things: for me, that is not a way of continuing in the sport, that’s for sure.”

Verstappen inexplicably drove into George Russell at the Spanish Grand Prix(Image: Getty)

He went on to add: “I don’t know how seriously they will take that kind of stuff but for me, at one point, when it’s enough, it’s enough. We’ll see. Everything will go on, I have no doubt. It’s not a problem because Formula One will go on without me, but it’s also not a problem for me. So it’s how it is.”

Just under a year later, Verstappen has once again found himself at the centre of F1 controversy with Sunday’s incident. Russell branded the Dutchman’s manoeuvre as “deliberate” and “totally unnecessary”. Meanwhile, former champion Nico Rosberg weighed in by suggesting that Verstappen deserved a black flag for the on-track incident.

Verstappen remained unfazed and dismissed the criticism by saying: “Yeah, that’s his opinion, everyone can have his opinion.” He was also reluctant initially to answer the media’s questions over the incident, saying: “Does it matter? Yeah, okay, that’s great. I mean, I prefer to speak about the race rather than just one single moment.”

Having been informed that Russell said he was “worried for young kids watching,” Verstappen replied sarcastically: “Well, I’ll bring some tissues next time. He has his view, I have my view. It’s better to just focus on the race which I think was quite okay.”

He has since backtracked somewhat on his post-race comments, taking to Instagram on Monday to write: “Our tyre choice to the end and some moves after the safety car restart fuelled my frustration, leading to a move that was not right and shouldn’t have happened.”

Nico Rosberg said it was ‘hard to watch’ Lewis Hamilton speak about his Spanish Grand Prix after he had struggled in his Ferrari throughout the race while team-mate Charles Leclerc shone

Lewis Hamilton speaking after the Spanish Grand Prix(Image: Getty Images)

Lewis Hamilton produced a post-race interview after the Spanish Grand Prix which was “hard to watch”. That was the view of his former team-mate Nico Rosberg who found it difficult to see the seven-time Formula 1 champion to struggle as he did in Barcelona.

It had been a strong qualifying performance from Hamilton, who went fifth fastest. He started two places ahead of team-mate Charles Leclerc and said before the race that he was targeting his first Grand Prix podium as a Ferrari driver.

But it turned out that qualifying result would be the highlight of his weekend. Hamilton struggled for pace throughout the 66 laps around the Circuit de Barcelona-Catalunya and cut a glum figure as he reacted to it.

“It was just not a great day,” he muttered, speaking to Sky Sports after the race, adding: “Strategy was food, the team did a great job. When pressed for more detail, Hamilton made it clear he was not in a talkative mood.

The Brit said: “I just had a really bad day and I’ve got nothing to say. It was a difficult day, there’s nothing else to add to it, it’s terrible.”

And when interviewer Rachel Brookes ended the conversation by saying she hoped Ferrari would be able to figure things out for him soon, Hamilton made it clear he is blaming himself for his woes as he replied: “I’m sure they won’t, it’s probably just me.”

Speaking on Sky directly after that interview was broadcast, Hamilton’s old Mercedes team-mate Rosberg seemed concerned. “It’s hard to watch,” the German said. “Today was a horrible day for him because he was just slow out there, which is very unusual.

“Yes, sometimes he’s been a little bit off in qualifying but usually he’s still really really awesome, and today the race was just shockingly bad. And he doesn’t have answers either, so did he have damage on the floor? Because these floors are so sensitive and there can be a little bit there and you can lose a lot of time.

“When you don’t have answers, it’s always really tough as a driver. And then you see your team-mate racing up all the way to third place and being on the podium. In light of the whole season he’s had so far, it’s a really dark situation.”

There was some joy to be found for Ferrari, though, with Leclerc able to make progress. He had gambled on saving an extra set of tyres for the race and that paid off, the Monegasque cutting through from seventh on the grid to secure his third podium of the season.

Shockwaves in F1: Verstappen’s Predicted Drop-the-Mic Exit, Hamilton’s Ferrari Struggles & a McLaren Challenge

Imagine the scene: Max Verstappen scorches to his fifth straight world championship, steps from the car, and delivers a terse, mic-drop retirement. No teary farewell tour. No year-long goodbyes. Just “done.” Wilder than any Red Bull pit stop? Maybe, but it’s not just fan fiction. It’s a scenario coming straight from the inside—and F1 is abuzz.

This latest Verstappen rumor comes courtesy of Callum Nicholas, a man intimately familiar with the Orange Army’s champion. Nicholas has been a fixture in the Red Bull garage for most of Verstappen’s career, working as senior engine technician. These days, he’s an ambassador, not a wrench-wielder, but he remains tuned in to the heartbeat of Milton Keynes. And in a recent relaxed chat on Lucas Stewart’s YouTube show (on a golf course, no less), Nicholas dropped a bomb: Verstappen will clinch the 2025 title—and immediately retire, full stop.

“Why Would I Doubt Max?”

Nicholas makes his case plainly. He’s seen Verstappen weather pressure storms, battle through car issues, win in a variety of circumstances—and leave every teammate, whether Gasly, Albon, or Perez, in the dust. When asked if Verstappen can win the title even while trailing Oscar Piastri mid-season, Nicholas laughed off any doubt: “Not backing Max is lunacy.”

But after five? His gut says Verstappen will simply walk away. Do Red Bull insiders have secret knowledge? Nicholas swears not. It’s a technician’s instinct formed by years next to a singular competitor. With the regulations shaking up for 2026 and Red Bull already rumored to be reconsidering its direction, nobody should be too surprised if Max walks away at the absolute zenith.

The Myth of the “Second Seat Curse”

Some fans still whisper about a supposed “Red Bull second seat curse”—the idea that no one can live with Verstappen’s pace in matching machinery. Nicholas is blunt: “I built those cars. They’re the same.”

His explanation? It’s not the car, it’s the mentality. Max isn’t an engineering wizard, but he absorbs technical details and translates feedback. He’s emotionally unshakeable, immune to the unique Red Bull stress that chewed up even world-class talents. Drivers stepping into the second seat now carry the burden of instant comparison, media glare, and titanic expectations. None, so far, have proved Verstappen’s equal under fire.

The New Order: McLaren’s Rise & the Rule Changes

Away from Red Bull, the grid is hardly static. The FIA’s new flexi-wing crackdown landed in Spain with a thud—at least according to Lewis Hamilton. The seven-time champ decried the cost and minimal impact of the technical tweak, calling it “a waste of money.”

But Guenther Steiner, the former Haas boss renowned for his candor, doesn’t buy it. On The Red Flags podcast, he dismissed the notion that this was a costly distraction, pointing out that teams like McLaren barely tweaked their designs.

His bigger point? McLaren’s resilience. “Even when the rules shift, they don’t just survive—they adapt fast,” he said. While other teams dithered, McLaren plugged holes, simulated, iterated, and kept delivering. In motorsport, “it’s not just about who builds the fastest car—it’s who solves problems fastest when the FIA throws a wrench in the works.” McLaren is now consistently in the title conversation, with Oscar Piastri and Lando Norris exploiting every chance.

Hamilton’s Ferrari Gamble: Less Red Magic, More Red Flags

But if there’s one story eclipsing flexi-wings and Verstappen whispers, it’s Lewis Hamilton’s rocky start at Ferrari. The most decorated driver in history, trading in silver for scarlet—what could go wrong?

Plenty, as it turns out. Veteran voices like Mattia Binotto, Ferrari team principal during earlier Hamilton-Ferrari flirtations, have mused that Maranello waited too long. Back in 2019, there were secret meetings, rumors, interest on both sides. Ferrari chose Carlos Sainz, and Mercedes kept faith in its legend.

Fast forward to 2024: Hamilton, now 40, is still a world-class force. There have been flashes—a sprint win in China, a podium in Miami. But the grand prix Sundays have been disappointments: one race finish ahead of his teammate, two qualifying wins out of nine races, and Ferrari still trailing a resurgent McLaren.

Binotto wasn’t cruel but didn’t mince words: “Ferrari took him at the end of his career. The ideal would have been a few years earlier.”

Ferrari’s Broader Struggles

Is all this on Hamilton? Hardly. Charles Leclerc has yet to win a race this season. He’s ahead of Hamilton, but still nearly 100 points behind the charging Oscar Piastri. Even after Spain, with Ferrari up to P2 in constructors’ standings, the gap to McLaren is huge. The car simply isn’t talking to Hamilton, who’s earned a reputation for extracting magic when on song—but seems increasingly frustrated in interviews, echoing his late-period Mercedes discontent.

Now, as the F1 circus heads to Montreal—a Hamilton fortress with seven career wins and his very first pole—Canada could be a bellwether. If the Ferrari SF-25 continues to struggle, it’s not just another tough weekend. It’s a warning light for the whole Ferrari-Hamilton project.

What Comes Next?

If Verstappen truly bows out after five, he’ll leave as one of F1’s most dominant champions. Red Bull would face a titanic rebuilding job—one that Mercedes hasn’t managed since losing its own top act. McLaren and Ferrari would see renewed opportunity in the power vacuum.

Hamilton’s Ferrari story is still being written. His tenacity and adaptability are legendary. But if Maranello can’t give him a car to challenge at the front, his last gamble may end without one final crowning moment.

Strategies shift, dynasties fall, and rumors swirl. In F1, legends are born as much from what they win as from how, and when, they choose to leave. 2025-26 may mark the end of eras—and the birth of something very, very new.

Lewis Hamilton and the Latest Slander: Why History Will Still Favor F1’s Greatest

Recently, Lewis Hamilton has once again found himself at the center of F1 controversy, criticized by former Ferrari team principal Mattia Binotto. Since leaving Ferrari and now transitioning to a new role with Audi as they enter Formula 1, Binotto’s words about Hamilton’s move to Ferrari reignited the debate over Hamilton’s legacy, his current prowess, and whether criticism from former power brokers in Formula 1 is fair – or simply born of regret.

Binotto’s Statements: Fair or Foul?

Mattia Binotto’s recent comments revolved around the timing of Ferrari’s long-anticipated acquisition of Lewis Hamilton. According to Binotto, Ferrari “took on Lewis Hamilton at the end of his career,” going further to suggest “he definitely is not fast anymore.” From a purely objective standpoint, Binotto’s thoughts on timing aren’t unfounded; signing Hamilton in his prime would have been a coup for any team, Ferrari especially. However, the assertion that Hamilton’s speed has notably faded feels more like opinion than fact – and seems to ignore the unique landscape of Formula 1, where equipment, team chemistry, and circumstance all play pivotal roles.

What makes Binotto’s comments particularly contentious for Hamilton fans is how they contrast with Ferrari’s own actions during his tenure. Between 2019 and 2022 – when he could have potentially brought Hamilton to Maranello – Binotto never put a formal offer on the table. Even as Mercedes’ contracts with Hamilton were typically short-term (offering plausible windows for other teams to swoop in), Ferrari, under Binotto, hesitated.

Is it possible Binotto is simply expressing regret over a missed opportunity? Or is there more at play? Did Binotto, presiding over a Ferrari culture where no individual can be bigger than the Scuderia, feel threatened by the prospect of Hamilton’s star power?

Hamilton’s Timing With Ferrari: Too Late, or Just Right?

There’s some validity to the notion that, in an ideal world, Hamilton might have joined Ferrari earlier in his career. The Hamilton of the late 2010s was at peak powers, dispatching world-class drivers in often-dominant machinery, but also showing resilience when his cars weren’t the class of the field. But Formula 1 is seldom so simple. The reality is that Hamilton has repeatedly demonstrated he can outperform his equipment—think of 2021, where Mercedes was at times second-best, yet Hamilton pushed Max Verstappen to the absolute limit in a season decided on the final lap.

Even today, at the so-called twilight of his career, Hamilton’s raw qualifying speed and racecraft remain amongst the very best. He’s a complete driver: skilled in development, a master with the media, and – crucially for Ferrari – a proven winner who brings the sort of aura and work ethic that can lift an entire team’s standards. While nobody can defy age forever, greatness in Formula 1, as in other sports, isn’t simply a matter of physical peak: experience, mental fortitude, and adaptability often matter just as much. For many, Hamilton joining Ferrari is not a swan song, but a potential masterstroke for both sides.

The Unending Doubts: British Media, Public Perception, and Hamilton’s Real Legacy

Hamilton’s relationship with the broader media – even in his native UK – has always been complicated. Despite extraordinary accolades (a record number of race wins, pole positions, and world championships), he’s rarely received unmitigated support at home. In contrast, Fernando Alonso and other stars have, at times, enjoyed a level of reverence in the press seemingly disproportionate to their statistical impact. This tendency has led to a running theme throughout Hamilton’s career: greatness often goes unrecognized until it’s gone.

Indeed, much of the commentary around Hamilton focuses on the machinery at his disposal, as if any competent driver could have matched his achievements in Mercedes’ dominant cars. This overlooks the clear seasons where Hamilton outdrove his equipment, adapting to regulation changes, and thriving even when Mercedes lagged behind or strategy put him on the back foot. Critics like Binotto hinge much of their doubt on the narrative of a faded star, yet ignore the evidence of Hamilton’s relentless competitiveness and technical input.

Ferrari’s Gamble: Will They Build Around Hamilton?

For Ferrari, aligning with Hamilton is as much about culture as it is about results. The Scuderia has a proud tradition, but recent decades have shown how difficult it is to convert potential into championships. In this, Hamilton’s voice could be pivotal: Mercedes insiders – from James Allison to Toto Wolff – consistently praise Hamilton’s role in car development, strategic feedback, and team-building. This “complete package” is perhaps what Ferrari needs to recapture former glories.

The next twelve months will provide a telling picture. Will Ferrari adapt their team and development path to maximize Hamilton’s unique strengths? Or will they hold to the traditional model of engineering around their established stars, in particular Charles Leclerc? The challenge will be not just providing Hamilton with a car to win, but with an environment that values his unparalleled experience and leadership.

A Legacy Secure, Regardless

As this debate rages on, Hamilton’s place among F1’s all-time greats is not in serious question. He remains a driver who’s challenged and, at times, bested entire teams through consistency, excellence, and an unbending will to win. While Binotto’s criticisms may sting, they are ultimately the musings of someone who missed the chance to secure a legend at Ferrari.

Perhaps the real story is not Hamilton’s supposed decline, but Ferrari’s willingness to finally bet on a proven quantity. If the Scuderia can harness everything Hamilton brings, the partnership could rejuvenate both driver and team—or, even if it falls short, underline just how special a competitor Lewis Hamilton has always been.

Either way, time will show: you can doubt Lewis Hamilton, dismiss his numbers, or claim he arrived too late. But those who watched him drive, and witnessed his hunger year after year, will know the truth. Records and statistics may be broken, but greatness—real, sustained greatness—leaves an imprint that not even the loudest critic can erase.