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The McLaren pair are starting to put daylight between themselves and Max Verstappen in the F1 title race and, soon, the only thing in the way of Lando Norris and Oscar Piastri will be each other

Lando Norris and Oscar Piastri are each others’ biggest rivals in the F1 title fight(Image: Formula 1 via Getty Images)

Lando Norris admits “tough moments” are ahead that will test his relationship with team-mate and title rival Oscar Piastri. But the Brit insists he and everyone at McLaren will do all they can to prevent all-out war breaking out between the garages.

Formula 1 history is littered with examples of the relationship between team-mates breaking down when they are both gunning for glory. McLaren have their own high profile examples, with Ayrton Senna and Alain Prost in the late 1980s and, more recently, Fernando Alonso versus a rookie Lewis Hamilton in 2007.

At other teams, Hamilton also saw his relationship with Nico Rosberg deteriorate as they battled for supremacy at Mercedes between 2013 and 2016. And that came after periods of significant tension at Red Bull when Sebastian Vettel dominated and Mark Webber had to watch on with envy.

So far at McLaren, things have been very friendly. But it remains very early days in terms of the team’s ability to compete for the F1 drivers’ title and Norris knows himself that the atmosphere is likely to change at some point.

He said: “Of course, I think it will change. I don’t think it’s always going to be perfect and we’re always going to get on as well as we probably do now, because I’m sure there’s going to be some tough moments. Whether it’s this year, or next year, or the year after, I think we know that.

“I think we both know that there could be some trickier moments in the future but, until then, we’re team-mates, we work for McLaren and that’s our job at the end of the day.

“At the minute, there’s no need for things to be any trickier than they normally are. Of course, the data is open, all of these things are open and that’s always the case it is in teams, but there’s no reason for it to be any different than it normally is. We both go out on track, we both want to enjoy our lives here, we go on and we do the best job we can, and we go out.”

Max Verstappen has given the McLaren drivers a common enemy to unite against so far this season. But after the Dutchman’s penalty saw him score just one point last time out in Barcelona, he is 49 points adrift of championship leader Piastri and has the threat of a race ban hanging over his head which would be further damaging to his title hopes.

But even as the drivers’ title race looks increasingly likely to become a direct head-to-head between the McLaren pair, Norris insists his priority is to make sure things don’t get out of hand. He said: “There’s been plenty of examples of things not going as smoothly as they have done, and teams then going on a downward spiral.

“That’s obviously what we want to avoid as a team and that’s our priority. I’ve always got on with my team-mate because that’s something I’ve always wanted to do. Of course I want to beat them and I’ll do whatever I can to beat whoever I’m against, and that includes my team-mates, [but] we get on now. There are going to be tougher moments, but there’s no point trying to guess what they’re going to be.”

Max Verstappen Under Pressure: Inside the Turmoil at Red Bull Ahead of the Canadian Grand Prix

Max Verstappen is no stranger to pressure. Known for his ruthless precision on the track and fierce competitive spirit, the Dutch driver often wears a confident smirk that suggests he thrives amid chaos. But as the 2025 Formula 1 season heats up, even Verstappen’s famously calm exterior has shown cracks — particularly surrounding the internal politics of Red Bull Racing. The Canadian Grand Prix seemed a typical stage for Verstappen’s dominance, but behind the scenes, tensions were simmering, highlighted in a revealing exchange with Sky Sports’ Ted Kravitz that exposed the fragile dynamics inside F1’s leading team.

The Barcelona Incident: A Catalyst for Conflict

To understand the current unrest, we need to rewind to the 2025 Spanish Grand Prix at Circuit de Barcelona-Catalunya. On lap 63, Verstappen found himself battling fiercely with George Russell for position. The tension peaked when Verstappen went off track and rejoined ahead of Russell. Red Bull’s newly promoted head of sporting regulations, Steven Nolles, issued instructions to Verstappen to give the place back—a seemingly straightforward directive aimed at avoiding penalties.

What followed was anything but straightforward.

Verstappen, employing a tactical yet controversial move, slowed just enough to bait Russell before accelerating mid-corner and making contact. The stewards handed Verstappen a 10-second penalty and docked three license points—leaving him precariously close to a race ban. The decision sent shockwaves across the F1 community, sparking a heated debate about fairness and team strategy.

But the plot thickened. Post-race, the FIA ruled Verstappen didn’t actually need to give the position back because the original collision was deemed a racing incident. The penalty for the second move was thus considered excessive. This ruling raised serious questions about the decision-making inside Red Bull’s pit wall and the communication chain that led to Verstappen’s ill-fated maneuver.

Ted Kravitz’s Question Hits a Nerve

At the Canadian Grand Prix, Ted Kravitz didn’t mince words when he posed the obvious question: Was Steven Nolles’ call to Verstappen the wrong one? Kravitz framed the inquiry carefully, not as an accusation of incompetence but as a call for clarity on whether Red Bull’s internal communication needed refining — especially after the departure of Jonathan Wheatley, the team’s seasoned strategist who had left for Sauber.

Verstappen’s reaction was swift and defensive. His smirk vanished, replaced by a terse statement that it wasn’t “nice to single out a person.” To Verstappen, this wasn’t just about a call; it was about defending the integrity of the entire team.

“I don’t need to discuss that here,” Verstappen said coldly. “If we ever look at things we can do better, we do that like every other team. But I’m not going to stand here and say who was at fault exactly.”

This exchange revealed more than just a moment of irritation. It was a rare glimpse into Verstappen’s protective stance over Red Bull’s internal workings. Known for his combative nature on the track, Verstappen’s off-track defense signaled a shift — he wasn’t just defending himself or his driving decisions, but the very core of Red Bull’s team structure.

The Shift in Red Bull’s Power Dynamics

The departure of Jonathan Wheatley marks a significant turning point for Red Bull. Wheatley’s role as a strategist had been a stabilizing influence, the calm voice behind many critical calls. With Steven Nolles stepping up, Red Bull’s hierarchy has visibly shifted. Verstappen is now closer than ever to the center of power within the team, but this proximity may also expose him to the pressures and vulnerabilities of team politics.

The tensions surface amid a broader context. McLaren’s recent surge in performance and Ferrari’s continuing chaos have unsettled the F1 hierarchy. For Red Bull, maintaining dominance means not only winning on the track but managing a complex internal ecosystem that is showing signs of strain.

In this light, Verstappen’s sharp rebuke to Kravitz was more than personal pride. It was a warning shot — an attempt to shield Nolles and the team’s fragile chain of command from scrutiny, especially when outside forces like the media start poking at potential cracks.

Racing Beyond the Track: Politics and Pressure

Formula 1 has always been a high-stakes sport where split-second decisions and team strategies make the difference between victory and defeat. But increasingly, the political game inside the teams is becoming as fierce as the battles on the circuit.

Verstappen’s comment, “We all live and learn,” is a coded message. It’s a way of saying, “Back off — we’ll handle our problems internally, and you won’t like what happens if you push too hard.” This is “Power Play Max,” a version of the driver who is no longer just competing for championships but also for influence within the most successful F1 team of the decade.

Such a stance is understandable. With the championship battle tighter and nastier than ever, every internal decision, every communication lapse, can tip the scales. Verstappen’s growing role within Red Bull means he has a vested interest in protecting the team’s cohesion — even if it means clashing publicly with respected journalists or fans who demand transparency.

The Fans and Media: Questioning the Untouchables

The fallout from the Barcelona penalty and the Canadian GP exchange has fans and pundits divided. Was Ted Kravitz right to bring Nolles into the spotlight, or did he cross a line that Verstappen was justified to defend?

From one perspective, Kravitz’s question represents healthy scrutiny—an essential part of sports journalism that keeps teams accountable. Given the high stakes and the opaque nature of team orders, the public has every right to ask how decisions are made and who really calls the shots.

On the other hand, Verstappen’s reaction underscores the delicate balance teams must strike between openness and internal solidarity. Exposing fault lines publicly can undermine confidence, create distractions, and weaken a team’s ability to execute in a pressure cooker environment.

What’s Next for Verstappen and Red Bull?

The coming races will test more than just Verstappen’s skill behind the wheel. They will test Red Bull’s ability to manage internal tensions while fending off rising challenges from rival teams.

For Verstappen, the priority remains clear: protect the team that powers his success, maintain focus in a season where every point matters, and navigate the murky waters of team politics with as much finesse as he maneuvers through corners.

His smirk may have cracked, but Verstappen’s resolve is stronger than ever. As the season unfolds, the question is whether Red Bull can hold its inner circle together — or if the pressure will finally get to the team that once seemed untouchable.

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Sometimes in Formula 1, It’s Not About Winning: It’s About the Fight

In Formula 1, glory is measured in tenths of a second, podiums, and championship points. But sometimes, the true essence of racing isn’t about the trophies—it’s about the grit, the choices made when the odds are stacked high, and how a driver responds in those moments. That theme roared to life at the 2025 Spanish Grand Prix, when two world champions faced pressure in very different ways—and only one truly fought.

The Spanish Grand Prix: A Tale of Two Champions

With just a few laps to go, the drama at Circuit de Barcelona-Catalunya exploded. Mercedes junior Kimi Antonelli’s engine failed and buried itself in the gravel, prompting a late safety car. As the field bunched up, tension skyrocketed. Max Verstappen sat in P4 on worn hard tires, Charles Leclerc right behind him, George Russell looming, all of them eyeing the podium. The restart was chaos.

Leclerc lunged and made contact, snatching third. Russell followed suit. But Verstappen, even with a looming race ban hanging over him due to points on his Super License, fought back like a street brawler. Contact flew, wheels clashed, and Max got slapped with a 10-second penalty. It didn’t matter. He fought for every inch of tarmac.

And then… there was Lewis Hamilton.

While Verstappen, Leclerc, and Russell battled for every scrap of advantage, Hamilton, running in sixth, quietly let Nico Hülkenberg in a Sauber slip past him with no resistance. No defensive move. No counterattack. Just… silence.

The Question That Followed

Pedro de la Rosa, watching from the commentary box, said what many were thinking: “He saw it was a Sauber, thought it didn’t matter.” But it did matter—to fans, to rivals, to Hamilton’s image as a relentless competitor. Former Red Bull driver Sébastien Buemi called it out even more bluntly: “Max doesn’t give up. That’s just who he is. Lewis? I was surprised he let it go.”

Sure, Hamilton ultimately got the place back after Verstappen’s penalty. But the damage was done—at least to perception. The question lingered: Did Lewis give up?

It’s a stark contrast. Verstappen is under pressure, staring down potential suspension, yet he fights to the edge of the rules. Hamilton, meanwhile, is the new face of Ferrari, still searching for his first podium in red, and in this moment, he backed off.

Which brings us to the bigger picture: What’s really going on at Ferrari?

Behind the Scenes: Ferrari’s F1 Identity Crisis

When the 2025 season began, Ferrari had every reason to believe. Charles Leclerc had recommitted. Lewis Hamilton, a seven-time world champion, walked through the gates of Maranello with one goal: to bring the Scuderia back to glory. A revamped technical team was in place. The mission was clear: end the drought and return Ferrari to the top for the first time since 2008.

But Formula 1 doesn’t run on sentiment. Nine races in, Ferrari is winless. Hamilton is still off the podium. Leclerc is carrying the team to second in the Constructors’ standings—but McLaren sits nearly 200 points ahead.

At the center of this pressure cooker is team principal Fred Vasseur.

While Vasseur has defended his team and pointed to inherited technical challenges—particularly the persistent ride height issues of the SF-25—the reality is hard to ignore. Ferrari is patching up a flawed car while their rivals surge ahead.

Meanwhile, Le Mans beckons, and another man wearing Ferrari red is making noise of his own.

Antonello Coletta: The Shadow Leader?

Antonello Coletta, head of Ferrari’s World Endurance Championship program, has built a monster. Under his leadership, the 499P Hypercar has claimed back-to-back victories at Le Mans and is gunning for a third. Inside Ferrari HQ, whispers about his leadership have turned into serious conversations. According to Corriere della Sera, Ferrari’s top brass are actively evaluating Vasseur’s position—and Coletta is the name on everyone’s lips.

He’s reportedly turned down the F1 role in the past, but things are different now. Coletta represents Ferrari’s DNA: racing heritage, passion, and results. If the SF-25 continues to flounder, the symbolic weight of another Le Mans victory—coinciding with another mediocre Grand Prix weekend—could tip the scales.

Red Bull: From Disruptors to Dynasty

And then there’s Red Bull. While Ferrari debates leadership and Mercedes rebuilds, Red Bull, the team once mocked for being a fizzy drink sideshow, now stands as a dynasty.

At the helm is Christian Horner. Two decades ago, when Red Bull bought Jaguar in 2005, he became the youngest team principal in the sport. Many doubted him. But alongside Adrian Newey, Horner helped turn Red Bull into a 14-time world championship-winning machine.

Today, with 124 wins and a win rate over 30%, Red Bull is the standard. And Horner? Still leading the charge. Rumors have linked him to Ferrari and Alpine, but he’s not interested. “My heart and soul are here,” he said in Barcelona.

Horner’s story is a reminder of what long-term vision, trust, and culture can do. Red Bull doesn’t just race to win—they race to disrupt. From Star Wars pit crews to building their own power units in-house, Red Bull thrives on audacity. And Horner? He’s planning for race 500 and win 200.

The Battle Beneath the Surface

So, back to the original point: Sometimes Formula 1 isn’t about who wins the race. Sometimes it’s about what a driver—or a team—chooses to fight for.

Verstappen didn’t back down. Hamilton, for whatever reason, did. Ferrari’s future is being debated not in laps, but in boardrooms. And Red Bull? They’re proving that you can go from rebels to rulers if you build the right culture.

In that sense, the 2025 Spanish Grand Prix was more than just a race. It was a snapshot of shifting momentum, of legacy under threat, and of fight—the kind that defines more than just positions on a track. It defines what kind of racer, and what kind of team, you really are.

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Red Flags and Red Faces: Leclerc’s Practice Crash and the Crisis at Ferrari

Fifteen minutes into Free Practice 1 at Circuit Gilles Villeneuve, the weekend took a dramatic turn for Scuderia Ferrari—and not the kind they needed. Charles Leclerc, the man bearing the weight of a directionless season, lost control of his SF-25 into Turn 3, bringing out an early red flag. The session had barely found rhythm before Ferrari’s No. 1 hope had found the wall.

This wasn’t just another minor excursion. It was a heavy shunt, a defining image of a team on the brink. With zero wins to their name this season, growing pressure inside Maranello, and the eyes of the paddock watching, Leclerc’s crash was more than a moment—it was a metaphor.

A Hot Lap, Cold Tires, and a Critical Misjudgment

Leclerc had been setting a blistering early pace, topping the time sheets with a 1:13.885—no small feat on a track notorious for its green, low-grip early conditions. Running on soft compound Pirellis, he was clearly pushing to test the limits.

But Turn 3 had other plans.

Braking late, the Ferrari locked its right front—a classic misjudgment of grip on a Montreal track still evolving with rubber. Instead of taking the conservative route and bailing, Leclerc committed. Perhaps too much. He tried to save the lap by riding the grass, threading through a narrow gap to rejoin, but physics intervened. The left side of the car clipped the tire barrier with sickening force. Carbon fiber flew. The red flag was immediate.

As his scarlet machine sat disabled, fans and commentators alike asked the obvious: was this an unavoidable consequence of an ambitious run, or the first visible crack in a Ferrari system starting to buckle under pressure?

Apologies and Aftermath

Leclerc, ever the professional, was uninjured and calm on the radio. “Sorry guys,” he said over team comms. A simple apology—but layered with subtext. This is a team searching for form, identity, and reliability, and one of its best weapons had just sidelined himself 15 minutes into the weekend.

The car was recovered. The session resumed. But the real damage was harder to quantify. Lost track time. Shaken confidence. And for a team already low on performance capital, it felt like another gut punch.

Ferrari’s weekend was already off to a wobbly start—and this crash tipped it toward instability.

One Crash, Many Questions

Crashes happen. Montreal’s surface is notoriously slick in early sessions. George Russell ran wide, Lando Norris flirted with the grass, young Andrea Kimi Antonelli locked up, and even Lewis Hamilton spun. But none of them wound up in the wall. Leclerc did.

And that matters.

Because Ferrari’s SF-25 is not just a temperamental car—it’s a demanding one. It shows pace in sectors, but fails to string together consistent laps. It’s aggressive in design but fragile in execution. That’s a dangerous combination when the margins are tight and the pressure is thick.

Leclerc’s crash wasn’t just a mistake—it was a signal that Ferrari’s drivers are compensating, pushing beyond what the car naturally offers. And that’s a dangerous game in Formula 1. When you’re chasing your own limits rather than your rivals, you’re not progressing—you’re surviving.

The Bigger Picture: Dysfunction at Maranello?

This moment can’t be viewed in isolation. Ferrari hasn’t won a race this season. The team has struggled with in-race strategy, inconsistent car behavior, and a lack of adaptability between circuits. Leclerc, previously seen as a calm and calculated racer, has begun showing signs of stress—snapping at strategy calls, overdriving in moments that require patience.

And then there’s the Hamilton factor.

Lewis Hamilton’s arrival for 2025 has cast a long shadow over the current campaign. Everyone in the paddock knows Ferrari’s leadership is betting big on the seven-time world champion to bring order, leadership, and maybe even titles. But that’s next year. In the meantime, the present feels adrift.

Leclerc was supposed to carry the team this season—lead development, inspire performances, and bring home points. But now, 15 minutes into an important weekend, he’s in the wall. It raises fair questions: is he feeling the weight? Is the team giving him a platform to succeed? Or is this all symptomatic of deeper dysfunction within Ferrari’s technical and leadership structure?

The Red Flag That Might Define a Weekend

The session was only paused for about 10 minutes while the barriers were checked and the Ferrari was cleared. But in that time, a thousand silent conversations played out across the garages.

At Mercedes, Hamilton’s camp surely watched closely. Every setback for Leclerc piles on expectations for his arrival. At Red Bull and McLaren, engineers marked down just how fragile the red car looked when pushed.

And inside Ferrari? Fred Vasseur, the team principal already under intense scrutiny, likely felt the heat rise. The calls for accountability grow louder when expectations go unmet. Montreal was supposed to be a rebound. Now, it’s at risk of becoming a catastrophe.

The Road Ahead

Leclerc’s incident doesn’t end the weekend. He’ll have a rebuilt car for FP2. He’ll likely still be quick. The fans will still chant his name on race day.

But this crash plants a seed of doubt. And in Formula 1, doubt is a virus. It spreads in setups, in pit wall strategy, in driver confidence. If Ferrari can’t reset quickly—both technically and mentally—Montreal could unravel completely.

This weekend now carries an additional narrative weight. Will Ferrari bounce back and stabilize, showing resilience and pace in qualifying? Or will this be another chapter in what is quickly becoming a season of squandered potential?

Final Thoughts

Charles Leclerc’s crash wasn’t just a cold-tire mistake. It was a red flag in more ways than one. For the driver. For the team. And for a season that already feels like it’s veering off course.

This isn’t about blaming one driver. It’s about recognizing a pattern—a talented team, stuck in limbo, reaching for answers and instead finding more problems.

Ferrari needs more than fast laps. It needs vision. Unity. Consistency. Otherwise, no amount of pole positions will change the outcome.

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First practice for the Canadian Grand Prix was stopped after just a few minutes when Charles Leclerc lost control of his Ferrari and smashed up the whole left side of the car

Charles Leclerc suffered a nightmare start to his Canadian Grand Prix weekend when he crashed shortly after the start of the first practice session. The Monegasque was on one of the first flying laps of his weekend in Montreal when he lost control of his Ferrari.

Leclerc was approaching turn four when he locked up the front-right wheel of his car while trying to slow for the corner. But instead of taking the run-off road, he attempted to make the turn anyway but that turned out to be a foolish and costly decision.

Both wheels on the left side of the car were snapped off while he also did a lot of damage to the bodywork of the car. It marked the end of his participation in the session and also gave his Ferrari mechanics a significant repair job to get him out on track in time for Friday’s second practice.

Fortunately, Leclerc was uninjured and jumped straight on the radio to swear and then apologise for his error. “I’m in the wall,” he reported, before adding: “Yeah, my bad, I should have gone straight. I thought I would just make it but I clipped the wall.”

The crash saw the session stopped immediately as the Ferrari came to rest in the middle of the track. There was a brief pause in proceedings as the stricken car was recovered and the circuit cleared of debris before practice was allowed to resume.

It was hardly the start to the Montreal event that Ferrari would have wanted in the week that Italian media reported growing impatience among the team’s top brass. They are second in the constructors’ championship but already 197 points adrift of runaway leaders McLaren, who the Scuderia pushed all the way for the teams’ title last year.

But while McLaren have cemented their status as the ones to beat on the Formula 1 grid, Ferrari appear to have regressed. And Corriere della Sera reported this week that team principal Frederic Vasseur is under pressure as a result, with a potential replacement reportedly being lined up.

Speaking on Thursday, however, Lewis Hamilton made it clear he would be very much against any move to oust Vasseur. He said: “Things aren’t perfect but I’m here to work with the team, but also with Fred. I want Fred here. I do believe Fred is the person to take us to the top. Ultimately, it’s nonsense what people have written. Most people don’t know what’s going on in the background.

“It isn’t all easy, it’s not like it’s all the smoothest sailing in the background. We are having to make changes and it’s a lot of work to do and there is, naturally, a lot of pressure because we want to win. But [axing Vasseur] is not any part of the discussion at the moment.

“I don’t think that’s on the cards, as far as I’m aware, and that’s certainly not something that I would be supportive of. I’m here to win with Fred, and he has my full support.” Leclerc also waved away speculation that he too has grown frustrated with the situation at Ferrari, reaffirming his commitment to the team.

Lewis Hamilton has endured a tricky season with Ferrari and has been outspoken about his frustrations, but the Italian team have now moved to stop his outbursts

Lewis Hamilton has been told to stop his outbursts about Ferrari’s struggles(Image: Emmanuele Ciancaglini/Ciancaphoto Studio/Getty Images)

Lewis Hamilton has revealed that Ferrari chiefs have stepped in to stop him speaking out on the issues with the team’s car. Hamilton has endured a tricky start to his time with the Scuderia.

The seven-time world champion is yet to record a podium in a feature race, though he did win the Sprint in China. He could only manage a sixth-place finish in the Spanish Grand Prix a fortnight ago. The 40-year-old pointed to a major problem with his car as the reason the disappointing result in Barcelona.

Speaking to race engineer Riccardo Adami after the chequered flag, Hamilton said: “There’s something wrong with this car. It’s the worst it’s ever been.” Team-mate Charles Leclerc has enjoyed a better season, recording two successive podium finishes.

On the whole though, Ferrari are far from where they want to be in what is the final year of the current regulations. Hamilton has been vocal about the issues afflicting the Scuderia this season. But heading into this weekend’s Canadian Grand Prix, the British star has revealed that Ferrari have moved to stop his outbursts of frustration.

“Unfortunately they don’t want us really to talk too much about it, but we both had issues that were hindering us massively from halfway through the race already,” Hamilton said. “What I didn’t know is whether or not we had that problem.

“Obviously I said on the radio that it was the worst-feeling car that I’d ever had, and it truly was with that issue. At the end of the race, I was kind of like, jeez, I’ve never experienced something this bad for such a prolonged time through a race.

“It wasn’t until after the TV interviews that we got back to the engineers and we found out there was an issue. So it was a bit of a relief to hear that because it definitely didn’t feel so terrible afterwards.

“The car very much has a real sweet spot and we’re trying to get it working at all those tracks which everyone’s having a struggle with. I’m hoping this weekend can be strong.”

Ferrari’s issues have led to speculation around team principal Fred Vasseur’s future. But Hamilton has insisted he remains fully behind Vasseur and does not believe a change at the top is needed.

“Firstly I love working with Fred – Fred’s the main reason I’m in this team and got the opportunity to be here, for which I’m forever grateful for, and we’re in this together,” he said.

“We’re working hard in the background, things aren’t perfect but, for me, I’m here to work with the team but also with Fred – I want Fred here. I do believe Fred is the person to take us to the top, so that’s that. So it’s all nonsense.

“It isn’t all easy, it’s not like it’s all the smoothest sailing in the background – we are having to make changes and there is a lot of work to do, and there is naturally a lot of pressure because we want to win.

“I’ve literally just started here with Ferrari and I’m here for several years, and I’m here for the long-haul, so there is no question in where my head’s at and what I’m working towards achieving with this team, so there’s zero doubts.”

The son of the Formula 1 world champion Michael Schumacher, joined Alpine’s team after he left F1. The 24 Hours of Le Mans is his next test.

Mick Schumacher celebrated in April with the Alpine Endurance Team after finishing third in the 6 Hours of Imola in Italy.Credit…Jakob Ebrey/LAT Images, via Getty Images

After 15 months competing in the F.I.A. World Endurance Championship, Mick Schumacher said he was experiencing “a different kind of enjoyment” compared with Formula 1.

“The car is obviously quite a bit slower, a lot heavier, there’s less downforce, less power,” Schumacher said in an interview in May. “In terms of driving style, it’s very different.

“What is definitely an added challenge is the fact that you have a multicategory race, so you always have to position yourself, and there is much more of a mental game playing a part, increasing my knowledge on everything than just racing and racing fast.”

In Formula 1, Schumacher, the son of the seven-time champion Michael, had two difficult years with Haas in 2021 and 2022, scoring points in two of 44 Grands Prix.

After two years as a reserve driver with Mercedes, and with no opportunity of a race seat with any team, he left at the end of last year. Schumacher is in his second season of the World Endurance Championship with Alpine. He joined the team at the start of last year, scoring his first podium finish in September in the 6 Hours of Fuji.

Along with his teammates Jules Gounon and Frédéric Makowiecki of France, Schumacher finished third in this year’s 6 Hours of Imola and 6 Hours of Spa-Francorchamps.

“We can be satisfied,” said Schumacher, who is German. “We’ve been working very hard, and the team did a tremendous job over the winter, to get us into a position where we are able to fight for those positions. They have been good points and good preparation for Le Mans.”

The first 24 Hours of Le Mans last year was tough for Schumacher. He and his teammates Nicolas Lapierre and Matthieu Vaxivière of France retired after 88 laps. The overall winners completed 311.

“Last year, one of the big points for us was reliability,” Schumacher said. “The team has addressed that, and we’ve been more reliable since. That’s been a very big positive for us.

“Now 24-hour races are much more complex, but it’s still about putting yourself into a position where you are conserving the car, still being quick, making no mistakes, and putting everything you’ve learned on the line.”

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Schumacher, Nicolas Lapierre and Matthieu Vaxivière drove Alpine’s No. 36 car last year at Le Mans.Credit…Christophe Petit Tesson/EPA, via Shutterstock

Approaching Le Mans, Schumacher said he had improved considerably in strategy, race management and communication. “Everything that essentially is going to make me a better racing driver wherever my career path leads me,” he said.

Schumacher has not given up hope of a return to Formula 1.

“It is a topic that is very close to my heart,” he said. “I’ve loved Formula 1 since I was a little boy. It is the pinnacle of motorsport for a good reason.”

After the disappointment of his time with Haas, and being overlooked for a seat at Mercedes after Lewis Hamilton announced he was leaving to join Ferrari for this season, Schumacher has remained positive.

“I’ve been doing it all my life,” he said. “Disappointments are a part of growth. Those difficult moments in life make you more resilient and stronger as a person.”

Although Schumacher did not drive in Formula 1 with Mercedes, he said his time with the team was “very helpful to build my toolbox,” which has proved useful with Alpine after it joined the Hypercar class last year.

With three drivers in each car, it provides different inputs. “It’s not like as if we are two, as in Formula 1,” he said. “It also gives me an input because I understand what the other drivers are feeling with the car. It’s not only my feelings.

“Psychologically, you also understand that everybody has the same feelings, same doubts, moments of up and down. At first, maybe I was a bit naïve to think I was the only one having those, but everybody has them.”

Italian media reports claim Ferrari are considering replacing Formula 1 team principal Frederic Vasseur and driver Lewis Hamilton has come out in support of the Frenchman

Lewis Hamilton has made his feelings clear(Image: Getty Images)

Lewis Hamilton has promised: “I’m here for the long haul,” despite his difficult start to life as a Ferrari driver. And the Brit begged Italian newspapers to “stop making stuff up” after reports emerged claiming team boss Frederic Vasseur is at risk of being axed.

Corriere della Sera claimed yesterday that Vasseur’s position “is no longer solid” with “results far from the initial objectives”. That’s despite Ferrari being second in the teams’ standings, albeit already a whopping 197 points adrift of runaway leaders McLaren.

Reports from Italy suggested Ferrari could axe Vasseur and replace him with Antonelli Coletta, who leads their hypercar programme. But a Ferrari spokesperson has dismissed speculation over the Frenchman’s future as being complete nonsense. And Hamilton said: “It’s definitely not nice to hear that there are stories like that that are out there. Firstly, I love working with Fred.

“Fred’s the main reason I’m in this team and got the opportunity to be here, which I’m forever grateful for. And we’re in this together. We’re working hard in the background.

“Things aren’t perfect but I’m here to work with the team, but also with Fred. I want Fred here. I do believe Fred is the person to take us to the top. Ultimately, it’s nonsense what people have written. Most people don’t know what’s going on in the background.”

Hamilton has found it difficult to adjust to life at Ferrari and his best Grand Prix result to date was fourth place in Imola last month. After the last race in Barcelona, where he laboured to sixth place, the seven-time F1 champion said it was “the worst race I can remember”.

Team-mate Charles Leclerc made it to the podium but he too has been frustrated with Ferrari’s lack of performance this year after they pushed McLaren all the way last term. The Monegasque has a contract until 2029 and Hamilton, 40, insists he and Vasseur are in it for the long haul at Ferrari.

He said: “It isn’t all easy, it’s not like it’s all the smoothest sailing in the background. We are having to make changes and it’s a lot of work to do and there is, naturally, a lot of pressure because we want to win. But [axing Vasseur] is not any part of the discussion at the moment.

“I don’t think that’s on the cards, as far as I’m aware, and that’s certainly not something that I would be supportive of. I’m here to win with Fred, and he has my full support. To everyone that’s writing stories of me considering not racing, I literally only just started, my first year here with Ferrari and I’m here for several years.

“I’m here for the long haul, so there is no question about where my head is at and what I’m working towards achieving with this team. So there’s zero doubts. So please stop making up stuff.”

It’s been 18 years since she disappeared

Achild protection expert believes ‘German police are onto something’ in the latest update on the search for Madeleine McCann.

A fresh search for evidence in Madeleine’s disappearance will see more than 20 locations examined within a few miles away from where the young girl vanished in Portugal more than 18 years ago.

The area is close to the former home of convicted sex offender Christian Brueckner, named by German police as the prime suspect in the case.

Madeleine McCann went missing in May 2007 (Credit: YouTub

Where are they searching for Madeleine McCann?

GMB correspondent Richard Gaisford explained earlier today (Wednesday June 4) that new searches would take place in coastal scrubland near Praia da Luz in the Algarve.

He explained: “We watched them yesterday digging away in ruins with pick-axes and spades, looking to see if they could find anything. They were looking deep into wells, pumping wells dry where they could. It’s been 18 years since Madeleine McCann vanished. A lot of searches have been made since then and a lot of questions raised. Now experts certainly believe that German police are onto something.”

He then introduced show guest and child protection expert Jim Gamble. He offered his take on why German police may have strong reasons to look there.

Gamble suggested: “They’re very conservative in what they say and what they do. They work to a very tight legal framework. So they must know something that we don’t to drive them back in this way, at this time to these particular sites with the number of forensic scientists they’re bringing to bear.

They must know something that we don’t.

He added: “No criminal justice agency in the world is going to throw that amount of money at this time of search without hope that they’re actually going to find something.”

Closing the segment, Richard reflected on Madeleine’s parents not flying out to Portugal for the search. He said: “There’s been no word from Kate and Gerry McCann about this latest search but they recently did say that they wanted no stone to be left unturned. And that’s certainly what appears to be happening here right now.”

Police are expected to search the highlighted area on the map (Credit: ITV)

GMB viewers react

Meanwhile, some GMB viewers expressed on X how they feel the bill for the investigation has been ‘too high’.

One observer posted: “As much as I feel for #MadeleineMcCann’s family, I wonder how the families of the other thousands of children that go missing every year feel about the amount of money and resources being spent on this one particular case, albeit a unique one?”

A second added: “Many hope this is the last taxpayers’ money is spent on this. No other missing persons get this funding.”

And a third person claimed: “This has cost us millions and it’s still rolling on when other children are forgotten.”

Complaints were also made when the case was spoken about on Loose Women this week. Denise Welch faced criticism after she revealed a kind gesture she’d attempted to make for the family.

Jim Gamble gave his take on GMB today (Credit: ITV)

How long has Madeleine McCann been missing?

Madeleine McCann went missing in May 2007, while on holiday with her family in Portugal. She was three years old at the time, disappearing just over a week before her fourth birthday. She would have turned 22 last month.

The search for her has dominated the headlines ever since she vanished, and has given rise to numerous theories about what happened to her.

Parents Gerry McCann and Kate McCann have also been in the media spotlight due to the high-profile appeals for information.

In recent years, focus has turned to Christian Brueckner. He was imprisoned for the rape of an elderly woman in her home in Praia da Luz in 2005. Brueckner was cleared by a German court of rape and sexual abuse in an unrelated trial in October 2024

The Britain’s Got Talent final has been hit with complaints as viewers went to Ofcom, who have revealed they received 72 complaints regarding Amanda Holden and Alesha Dixon’s frocks

The Britain’s Got Talent final hit has been hit with 72 complaints over Amanda Holden and Alesha Dixon’s ‘revealing dresses’. When contacted by the Mirror, Ofcom said they had received the complaints from viewers, who alleged the star’s frocks were “too revealing for a family show”.

Show judge, Amanda, 54, stunned in her final outfit for the ITV talent competition after vowing to never tone down her fashion choices despite a barrage of backlash since the series started. She made sure to pull out all the stops for the star-studded finale on the weekend, when she rocked up braless, in a plunging custom-made white silk gown from Saint Hendrix, with her hair slicked back into a bun with several bejewelled clips.

Amanda Holden and Alesha Dixon made sure all eyes were on them for the BGT final ( 
Image:
Dymond/TalkbackThames/Shutterstock)

Alesha meanwhile, also made sure her outfit was going hit all the headlines, as she stepped out onto the stage in a sequin-strewn see-through jump suit, which revealed her underwear.

Alesha and Amanda are often criticised for their daring looks on the show, but Amanda has ruffled the most feathers over the years as she remains defiant in her outfit choice.

In July 2017, she rocked a plunging see-through Julien Macdonald dress that became the most complained about TV moment of the year.

The mum-of-two joked the furore was a ‘national crisis’, teasing in Closer magazine: “I’m always asked about the Ofcom complaints, but every outfit on the show is checked before I leave my dressing room, so I’m never worried.

“I think people should have fun with fashion!

“I had bits of fish wire underneath my breasts trying to hold that together… It’s all quite laughable, but all everyone seems to talk about. It’s been called another national ­crisis – but, oh no, I will not be covered up.”

Her risqué frocks have become so talked about that she even has a team to check her chest before the live shows.

“There’s a whole body of people that knock on my door and come and stare at my chest before we go on air,” she previously explained.

“There’s a t*t committee. There are so many brilliant people, they come down, knock on the door and there’s the lady who’s the producer who said, ‘Mandy, it looks great’.”

Despite the backlash about their outfits, Amanda and Alesha looked like they’d had a ball when the finale finished and magician Harry Moulding was declared the winner.

Seen with smiles a mile wide in snaps with the excitable star, the women, alongside fellow judges Simon Cowell and Bruno Tonioli, toasted another successful year of the ITV talent show – even if their dresses were deemed too revealing.