racing

F1: Preseason tests show how different 2026 will be

Cars, Formula 1, racing / Beth Washington / February 19, 2026

Sleek

Oliver Bearman of Haas during the Formula 1 pre-season testing at Sakhir Circuit in Sakhir, Bahrain on February 13, 2026. (Photo by Jakub Porzycki/NurPhoto via Getty Images) — 2026 cars look good. Credit: Jakub Porzycki/NurPhoto via Getty Images

I’ll say this for the 2026 crop of cars: They sure look good. They’re a little shorter and narrower than last year’s cars, with slightly narrower tires and much greater diversity among the teams than in the tightly proscribed ground-effect era. Those rules, which ran from 2022 to 2025, gave such little leeway to the teams in design decisions that performance converged to within fractions of a percent across the entire grid. Now everyone looks quite different from one another.

The big thing to look out for this year is who can shed the most drag in straight-line mode. Each car’s front and rear wings are now active, with a raised position called corner mode that generates lots of downforce, and straight mode, which drops both wings to minimize drag (and therefore the energy the car needs to go fast). Ferrari tested an interesting approach to this in Bahrain at one point, with rear wing elements that flipped a full 180 degrees. I wonder if we’ll see that in-season.

The arguments about engine compression ratios are still ongoing. Briefly, Mercedes is believed to have used clever materials science to create an engine in which the compression ratio increases rather than decreases as the engine gets hot. For this year, engines are capped at a compression ratio of 16:1 but measured at ambient temperature. Next week, the teams and the sport’s organizers (the FIA) meet to discuss adding a hot test for compression ratios, which is unlikely to go Mercedes’ way. (For its part, Mercedes says there’s nothing illegal about its engines.)

The Mercedes-powered teams (Mercedes, McLaren, Williams, and Alpine), as well as Honda-powered Aston Martin, have another potential problem. Each power unit has its own sustainable fuel; Mercedes’ is provided by Petronas and Honda’s by Aramco. To ensure it is indeed fully sustainable, there’s a homologation process with an independent third party to verify compliance throughout the supply chain. Unfortunately for these five teams, neither Petronas nor Aramco have finished this homologation process, with a deadline of March 1 fast approaching. Should that not happen in time, we’ll still see those five teams race, but they’ll use a substitute fuel that won’t be optimized for the engines that will burn it.

F1: Preseason tests show how different 2026 will be Read More »

Zero grip, maximum fun: A practical guide to getting into amateur ice racing

auto racing, Cars, Features, ice racing, racing / 9u50fv / February 19, 2026

Where we’re racing, we don’t need roads.

To drive on ice, you just need the right tires. Credit: Tim Stevens

In Formula One, grip is everything. The world’s best engineers devote their careers to designing cars that maximize downforce and grip to squeeze every bit of performance out of a set of four humble tires. These cars punish their drivers by slinging them at six Gs through corners and offer similar levels of abuse in braking.

It’s all wildly impressive, but I’ve long maintained that those drivers are not the ones having the most fun. When it comes to sheer enjoyment, grip is highly overrated, and if you want proof of that, you need to try ice racing.

Should you be lucky enough to live somewhere that gets cold enough consistently enough, all you need is a good set of tires and a car that’s willing and able. That, of course, and a desire to spend more time driving sideways than straight. I’ve been ice racing for well over 20 years now, and I’m here to tell you that there’s no greater thrill on four wheels than sliding through a corner a few inches astern of a hard-charging competitor.

Here’s how you can get started.

A blue Subaru WRX STI on the ice — For street legal classes, you don’t even need a roll cage. Just the right tires and the right attitude. Credit: Tim Stevens

Ice racing basics

There are certainly plenty of professionals out there who have dabbled in or got their start in ice racing, F1 legend Alain Prost and touring car maestro Peter Cunningham being two notable examples. And a European ice racing series called Trophée Andros formerly challenged some of the world’s top professionals to race across a series of purpose-built frozen tracks in Europe and even Quebec.

These days, however, ice racing is an almost entirely amateur pursuit, a low-temp, low-grip hobby where the biggest prize you’re likely to bring home on any given Sunday is a smile and maybe a little trophy for the mantel.

That said, there are numerous types of ice racing. The most common and accessible is time trials, basically autocrosses on ice. The Sports Car Club of Vermont ice time trial series is a reliable, well-run example, but you’ll find plenty of others, too.

Some other clubs step it up by hosting wheel-to-wheel racing on plowed ovals. Lakes Region Ice Racing Club in Moultonborough, New Hampshire, is a long-running group that has been blessed with enough ice lately to keep racing even as temperatures have increased.

At the top tier, though, you’re looking at clubs that plow full-on road courses on the ice, groups like the Adirondack Motor Enthusiast Club (AMEC), based in and around the Adirondack Park. Established in 1954, this is among the oldest ice racing clubs in the world and the one I’ve been lucky to be a member of since 2002.

Will any other discipline of motorsport teach you as much about car control? Tim Stevens

AMEC offers numerous classes, providing eligibility for everything from a bone-stock Miata to purpose-built sprint cars that look like they made a wrong turn off a dirt oval. Dedicated volunteers plow courses on lakes throughout the ADK, tirelessly searching for ice of sufficient depth and quality.

Different clubs have different requirements, but most like to see a foot of solid, clean ice. That may not sound like much, but according to the US Army Corps of Engineers, it’s plenty for eight-ton trucks. That’s enough to support not only the 60 to 100 racers that AMEC routinely sees on any frigid Sunday but also the numerous tow rigs, trailers, and plow trucks that support the action.

How do you get started? All you need is a set of tires.

Tires

Tires are the most talked-about component of any car competing on the ice, and for good reason. Clubs have different regulations for what is and is not legal for competition, but in general, you can lump ice racing tires into three categories.

The first is unstudded, street-legal tires, such as Bridgestone Blizzacks, Continental WinterContacts, and Michelin X-Ices. These tires generally have chunky, aggressive treads, generous siping, and squishy compounds. Modern snow tires like these are marvelous things, and when there’s a rough surface on the ice or some embedded snow, an unstudded tire can be extremely competitive, even keeping up with a street-legal studded tire.

These tires, like the Nokian Hakkapeliita 10 and the Pirelli Winter Ice Zero, take the chunky, aggressive tread pattern of a normal snow tire and embed some number of metallic studs. These tiny studs, which typically protrude only 1 millimeter from the tire surface, provide a massive boost in grip on smooth, polished ice.

Tim races on Nokian Hakka 10 tires, which are a street-legal studded winter tire. Credit: Tim Stevens

Finally, there is what is broadly called a “race stud” tire, which is anything not legal for road use. These tires range from hand-made bolt tires, put together by people who have a lot of patience and who don’t mind the smell of tire sealant, to purpose-built race rubber of the sort you’ll see on a World Rally car snow stage.

These tires offer massive amounts of grip—so much so that the feel they deliver is more like driving on dirt than on ice. Unless you DIY it, the cost typically increases substantially as well. For that reason, going to grippier tires doesn’t necessarily mean more fun for your dollar, but there are plenty of opinions on where you’ll find the sweet spot of smiles per mile.

Driver skills

The other major factor in finding success on the ice is driver skill. If you have some experience in low-grip, car-control-focused driving like rally or drift, you’ll have a head start over someone who’s starting fresh. But if I had a dollar for every rally maestro or drifter I’ve seen swagger their way out onto the ice and then wedge their car straight into the first snowbank, I’d have at least five or six extra dollars to my name.

Ice racing is probably the purest and most challenging form of low-grip driving. On ice, the performance envelope of a normal car on normal tires is extremely small. Driving fast on ice, then, means learning how to make your car do what you want, even when you’re far outside of that envelope.

There are many techniques involved, but it all starts with getting comfortable with entering your car into a slide and sustaining it. Learning to balance your car in a moderate drift, dancing between terminal understeer (plowing into the snowbank nose-first) and extreme oversteer (spinning into the snowbank tail-first), is key. That comfort simply takes time.

Reading the ice

Ruts in the ice made by ice racing — The condition of the track changes constantly. Credit: Tim Stevens

Once you figure out how to keep your car going in the right direction, and once you stop making sedan-shaped holes in snowbanks, the next trick is to learn how to read the ice.

The grip level of the ice constantly evolves throughout the day. The street-legal tires tend to polish it off, wearing down rougher sections into smoothly polished patches with extremely low grip. The race studs, on the other hand, chew it up again, creating a heavily textured surface.

If you’re on the less extreme sorts of tires, you’ll find the most grip on that rough, unused ice. In a race stud, you want to seek out smooth, clean ice because it will give your studs better purchase.

If you’re familiar with road racing, it’s a little like running a rain line: not necessarily driving the shortest path around, but instead taking the one that offers the most grip. Imagine a rain line that changes every lap and you start to get the picture.

How can I try it?

Intrigued? The good news is that ice racing is among the most accessible and affordable forms of motorsport on the planet, possibly second only to autocrossing. Costs vary widely, but in my club, AMEC, a full day of racing costs $70. That’s for three heat races and a practice session. Again, all you need is a set of snow tires, which will last the full season if you don’t abuse them.

The bad news, of course, is that you need to be close to an ice racing club. They’re getting harder and harder to find, and active clubs generally have shorter seasons with fewer events. If you can’t find one locally, you may need to travel, which increases the cost and commitment substantially.

If you don’t live where the lakes freeze, you’ll have to travel. Tim Stevens

If cost is no issue, you certainly have more opportunities. We’ve already reported on McLaren’s program, but it’s not alone. Exotic brands like Ferrari and Lamborghini also offer winter driving programs, where you can wheel amazing cars in glamorous places like St. Moritz and Livigno. The cost is very much in the “if you have to ask” category.

Dirtfish, one of the world’s greatest rally schools, also offers an ice-driving program in Wisconsin, starting at about $2,000 for a single day. This is a great, if expensive, way to get a feel for the skills you’ll need on ice.

And if you just want the most seat time, look for programs like Lapland Ice Driving or Ice Drive Sweden. The northern wilds of Sweden and Finland are full of frozen lakes where clubs plow out full race courses, sometimes repeating Formula One circuits. If you have the funds, you can rent any manner of sports car and run it sideways all day long on proper studded tires.

Whatever it costs and whatever you have to do to make it happen, ice racing is well worth the effort. I’ve been lucky to drive a long list of amazing cars in amazing places, but nothing comes close to the joy of wheeling my 20-year-old Subaru around a frozen lake.

Zero grip, maximum fun: A practical guide to getting into amateur ice racing Read More »

F1’s new engines are causing consternation over compression ratios

Cars, Formula 1, racing / Beth Washington / December 23, 2025

Compression ratios

At issue is the engines’ compression ratio, which compares the volume of the cylinder when the piston is at top dead center with the volume when the piston is at its closest to the crank. Under the 2014–2025 rules, this was set at 18:1, but for 2026 onward, it has been reduced to 16:1.

This is measured at ambient temperature, though, not while the engine is running. A running engine is hotter—much hotter—than one sitting at ambient, and as metals heat up, they expand. The engines have very short throws, so it doesn’t take much expansion to increase the compression ratio by reducing the distance between the piston and cylinder head at the top of its travel. The benefit could be as much as 15 hp (11 kW), which translates to a few tenths of a second per lap advantage.

Unfortunately for the other teams, the FIA stated that its rules indeed specify only that the compression ratio should be 16:1 based on static conditions and at ambient temperatures. “This procedure has remained unchanged despite the reduction in the permitted ratio for the 2026 season. It is true that thermal expansion can influence dimensions, but the current rules do not provide for measurements to be carried out at elevated temperatures,” the FIA said.

So if Mercedes and Red Bull do have a horsepower advantage, it’s one that will likely be baked into the 2026 season.

The compression ratio clarification wasn’t the only one issued by the FIA. For some time now, F1 has used ultrasonic fuel flow meters as a way to control power outputs. Under the outgoing regulations, this was capped at 100 kg/h, but with the move to fully sustainable synthetic fuels, this is changing to an energy cap of 3,000 MJ/h instead.

In the past, it had been theorized that teams could try to game the fuel flow meters—the most impressive idea I heard involved pulsing more fuel between the sensor’s sampling inputs to boost power, although I don’t believe it was ever implemented.

Don’t even think about being that clever this time, the FIA says. “Any device, system, or procedure, the purpose of which is to change the temperature of the fuel-flow meter, is forbidden,” it says, updating the regulation that previously banned “intentional heating or chilling” of the fuel flow meter.

F1’s new engines are causing consternation over compression ratios Read More »

F1 in Abu Dhabi: And that’s the championship

Cars, F1, Formula 1, racing / DJ Henderson / December 8, 2025

Going into the final race—worth 25 points for a win—Norris was on 408, Verstappen on 396, and Piastri on 392 points. A podium finish was all Norris needed to seal the championship. If Verstappen won and Norris came fourth or worse, the Dutch driver would claim his fifth championship. Piastri, for a long time the title leader, had the hardest task of all—nothing less than a win, and some misfortune for the other two, would do.

Lando Norris of McLaren during the first practice ahead of the Formula 1 Abu Dhabi Grand Prix at Yas Marina Circuit in Abu Dhabi, United Arab Emirates on December 5, 2025. (Photo by Jakub Porzycki/NurPhoto via Getty Images) — At times, the orange cars have made their life harder than it needed to be. Credit: Jakub Porzycki/NurPhoto via Getty Images

Qualifying went Verstappen’s way, with Norris a few hundredths of a second faster than Piasrtri for second and third. The Ferrari of Charles Leclerc and the Mercedes of George Russell could have complicated things by inserting themselves between our three protagonists but came up short.

The big day

Come race day, Verstappen made an OK start, defended his position, then got his head down and drove to the checkered flag. The Yas Marina circuit, which is reportedly the most expensive race track ever created, had some corners reprofiled in 2021 to improve the racing, so the kind of “slow your rival down and back them into the chasing pack” games that Lewis Hamilton tried to play with Nico Rosberg in 2016 no longer work.

Verstappen was pursued by Piastri, who saw a chance to pass Norris on lap 1 and took it. For his part, Norris let him go, then gave his team some cause for panic by letting Leclerc’s Ferrari close to within a second before showing more speed. An early pit stop meant Norris had to do some overtaking on track. Which he did decisively, a far cry from the more timid driver we saw at times earlier this year.

ABU DHABI, UNITED ARAB EMIRATES - DECEMBER 05: Max Verstappen of the Netherlands driving the (1) Oracle Red Bull Racing RB21 on track during practice ahead of the F1 Grand Prix of Abu Dhabi at Yas Marina Circuit on December 05, 2025 in Abu Dhabi, United Arab Emirates. (Photo by Clive Mason/Getty Images) — With eight wins this year, Verstappen has been in amazing form. Which makes Norris’ achievement even more impressive. Credit: Clive Mason/Getty Images

Verstappen’s teammate, Yuki Tsunoda, was in one of the cars he needed to pass. Promoted from the junior Racing Bulls squad after just two races this season, Tsunoda has had the typically torrid time of Red Bull’s second driver, and Abu Dhabi was to be his last race for the team after scoring less than a tenth as many points as Verstappen. Tsunoda tried to hold up Norris and ran him to the far edge of the track but gained a five-second penalty for swerving in the process.

F1 in Abu Dhabi: And that’s the championship Read More »

Twin suction turbines and 3-Gs in slow corners? Meet the DRG-Lola.

Cars, Formula E, Lola Cars, Lucas di Grassi, racing / DJ Henderson / November 19, 2025

One advantage of the suction fans is how efficient they are, requiring five times less energy per unit of downforce generated than a conventional rear wing (which creates drag and therefore requires energy to counter). The covered wheels should also help minimize spray during wet races.

The drag coefficient is around 0.48. Lola Cars

“You gain so much time in the low-speed corners that you’re able to have this amazing difference in performance,” he said. How much difference? About 4.3 seconds a lap at Monaco, and with a tenth of the energy per lap as a current F1 car, di Grassi and Lola reckon. Qualifying performance could be even greater, as cars could run with a minimum battery pack for the occasion, making a dent in what should be a 1,100 kg curb weight.

Just don’t expect to see a DRG-Lola race series just yet. For one thing, Formula E has the exclusive rights to the FIA’s single-seat electric championship, and with the Gen4 car due to arrive at the end of 2026, that series won’t be looking for a new car for another few years. But the idea is to inspire race car designers and series organizers, di Grassi said. “This is not a technical challenge anymore; we can do this,” he said.

“This project should serve as an inspiration for the future generations of electric racing cars. The question of whether such cars can be faster than Formula 1 has been answered with data and simulation. My plan is to build this car in the next two years,” he said.

For Lola, the project serves as notice that the marque, which was once well-represented across the motorsports world selling customer cars to numerous series, wants to reclaim those days. “At Lola, we are always looking for new ways to drive innovation through motorsport, and supporting Lucas with this design through utilizing our in-house expertise and state-of-the-art R&D facilities was a perfect project for this. The result is a car which pushes the boundaries of what is possible in electric racing through maximizing technological solutions which are already available,” said Lola Cars technical director Peter McCool.

Twin suction turbines and 3-Gs in slow corners? Meet the DRG-Lola. Read More »

3 years, 4 championships, but 0 Le Mans wins: Assessing the Porsche 963

Cars, Porsche 963, racing / DJ Henderson / October 17, 2025

Riding high in IMSA but pulling out of WEC paints a complicated picture for the factory team.

Porsche didn’t win this year’s Petit Le Mans, but the #6 Porsche Penske 963 won championships for the team, the manufacturer, and the drivers. Credit: Hoch Zwei/Porsche

The car world has long had a thing about numbers. Engine outputs. Top speeds. Zero-to-60 times. Displacement. But the numbers go beyond bench racing specs. Some cars have numbers for names, and few more memorably than Porsche. Its most famous model shares its appellation with the emergency services here in North America; although the car should accurately be “nine-11,” you call it “nine-one-one.”

Some numbers are less well-known, but perhaps more special to Porsche’s fans, especially those who like racing. 908. 917. 956. 962. 919. But how about 963?

That’s Porsche’s current sports prototype, a 670-hp (500 kW) hybrid that for the last three years has battled against rivals in what is starting to look like, if not a golden era for endurance racing, then at least a very purple patch. And the 963 has done well, racing here in IMSA’s WeatherTech Sportscar Championship and around the globe in the FIA World Endurance Championship.

In just three years since its competition debut at the Rolex 24 at Daytona in 2023, it has won 15 of the 49 races it has entered—most recently the WEC Lone Star Le Mans in Texas last month—and earned series championships in WEC (2023, 2024) and IMSA (2024, 2025), sealing the last of those this past weekend at the Petit Le Mans at Road Atlanta, a 10-hour race that caps IMSA’s season.

A porsche 963 on track, seen from above — 49 races, 15 wins. But not Le Mans… Credit: Hoch Zwei/Porsche

But the IMSA championships—for the drivers, the teams, and the Michelin Endurance cup, as well as the manufacturers’ title in GTP—came just days after Porsche announced that its factory team would not enter WEC’s Hypercar category next year, halving the OEM’s prototype race program. And despite all those race wins, victory has eluded the 963 at Le Mans, which has seen a three-year shut-out by Ferrari’s 499P.

Missing the big win?

Porsche pulling out of WEC doesn’t rule out a 963 win at Le Mans next year, as the championship-winning 963 has gotten an invite to the race, and there is still a privateer 963 in the series. But the failure to win the big race has had me wondering whether that keeps the 963 from joining the pantheon of Porsche’s greatest racing cars and whether it needs a Le Mans win to cement its reputation. So I asked Urs Kuratle, director of factory motorsport LMDh at Porsche.

“Le Mans is one of the biggest car races in the world, independent from Porsche and the brands and the names and everything. So not winning this one is a—“bitter pill” is the wrong term, but obviously we would have loved to win this race. But we did not with the 963. We did with previous projects in LMP1h, but not with the 963,” Kuratle told me.

“But still, the 963 program is… a highly successful program because you named it—in the last year, we did not win one win in the championship, we won all of them. Because there’s several—the drivers’, manufacturers’, endurance, all these things—there’s many, many, many championships that the car won and also races. So the answer, basically, is it is a successful program. Not winning Le Mans with Porsche and Penske as well… I’m looking for the right term… it’s a pity,” Kuratle told me.

The #7 Porsche Penske won the Michelin Endurance Cup this year. Credit: Hoch Zwei/Porsche

Was LMDh the right move?

During the heady days of LMP1h, a complicated rulebook sought to create an equivalence of technology between wildly disparate approaches to hybrid race cars that included diesels, mechanical flywheels, and supercapacitors, as well as the more usual gasoline engines and lithium-ion batteries. The cars were technological marvels; unfettered, Porsche’s 919 was almost as fast as an F1 car—and almost as expensive.

These days, costs are more firmly under control, and equivalence of technology has given way to balance of performance to level the playing field. It’s a controversial topic. IMSA and the ACO, which writes the WEC and Le Mans rules, have different approaches to BoP, and the latter has had a perhaps more complicated—or more political—job as it combines cars built to two different rulebooks.

Some, like Ferrari, Peugeot, Toyota, and Aston Martin, build their entire car themselves to the Le Mans Hypercar (LMH) rules, which were written by the organizers of Le Mans and WEC. Others, like Porsche, Acura, Alpine, BMW, Cadillac, and Lamborghini, chose the Le Mans Daytona h (LMDh) rules, written in the US by IMSA. LMDh cars have to start off with one of four approved chassis or spines and must also use the same Bosch hybrid motor and electronics, the same Xtrac transmission, and the same WAE battery, with the rest being provided by the OEM.

Even before the introduction of LMH and LMDh, I wondered whether the LMDh cars would really be given a fair shake at the most important endurance race of the year, considering the organizers of that race wrote an alternative set of technical regulations. In 2025, a Porsche nearly did win, so I’m not sure there is any inherent bias or “not invented here” syndrome, but I asked Kuratle if, in hindsight, Porsche might have gone the “do it all yourself’ route of LMH, as Ferrari did.

“If you would have the chance starting on a white piece of paper again, knowing what you know now, you obviously would do many things different. That, I believe, is the nature of a competitive environment we are in,” he told me.

“We have many things not under our control, which is not a criticism on Bosch or all the standard components, manufacturer, suppliers,” Kuratle said. “It’s not a criticism at all, but it’s just the fact that, if there are certain things we would like to change for the 963, for example, the suppliers, they cannot do it because they have to do the same thing for the others as well, and they may not agree to this.”

“They are complicated cars, yes, this is true. But it’s not by the performance numbers; the LMP1 hybrid systems were way more efficient but also [more] performant than the system here. But the [spec components are] the way [they are] for good reasons, and that makes it more complicated,” he said.

A porsche 963 in the pit lane at road atlanta — North America is a very important market for Porsche, so we may see the 963 race here for the next few years. Credit: Hoch Zwei/Porsche

What’s next?

While the factory 963s will race in WEC no more after contesting the final round of the series in Bahrain in a few weeks, a continued IMSA effort for 2026 is assured, and there are several 963s in the hands of privateer teams. Meanwhile, discussions are ongoing between IMSA, the ACO, and manufacturers on a unified technical rulebook, probably for 2030.

Porsche is known to be a part of those discussions—the head of Porsche Motorsport spoke to The Race in September about them—but Kuratle wasn’t prepared to discuss the next Porsche racing prototype.

“A brand like Porsche is always thinking about the next project they may do. Obviously, we cannot talk about whatever we don’t know yet,” Kuratle said. But it should probably have something that can feed back into the cars that Porsche sells.

“If you look at the new Porsche turbo models, the concept is slightly different, but that comes very, very close to what the LMP1 hybrid system and concept was. So there’s all these things to go back into the road car side, so the experience is crucial,” he said.

Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC.

3 years, 4 championships, but 0 Le Mans wins: Assessing the Porsche 963 Read More »

Behind the scenes with the most beautiful car in racing: The Ferrari 499P

Cars, Ferrari 499P, racing / Mike M. / September 30, 2025

Form doesn’t always quite follow function in racing. LMP1 died because it cost hundreds of millions of dollars to compete, so the Hypercar rules are designed to keep costs relatively sane. Once your car is designed, it gets homologated, and from then on, hardware changes are mostly limited to things that improve reliability but don’t affect lap times.

Ferrari made a few small changes between the 2023 and 2024 seasons. “After Le Mans 24, now the rest of the car is exactly the same, but we involve many, many parts of the car where we can make a difference because the car is homolgated… But we work at a lot in terms of engine control, for example, in terms of setup, because we discover a lot of new [things] in our car,” Coletta told me, then pointed to his competitors’ hardware changes as evidence that Ferrari got it right from the start.

Does the P stand for pretty?

The rules also hold back the worst impulses of the aerodynamicists. The ratio of lift to drag must be 4:1, with limits on absolute values. And that has freed up the stylists to create a visual link between their brand’s sports prototype and the cars they make for road use.

A Ferrari 499P seen from behind, on track at COTA — The rear wing looks like it came from a superhero cartoon. (This is a compliment.) Credit: Ferrari

I’m not sure anyone has capitalized on that styling freedom better than Ferrari. Other Hypercars have a bad angle or two—even the Aston Martin Valkyrie looks a little strange head- or tail-on. Not the 499P, which dazzles, whether it’s painted Ferrari red or AF Corsa yellow. At the front, the nose calls out current road cars like the hybrid SF90 or 296. The rear is pure drama, with three vertical wing elements framing a thin strip of brake light that runs the width of the car. Behind that? Curves up top, shadowy venturis underneath.

It looks best when you see it on track and moving. As it does, it shows you different aspects of its shape, revealing curves you hadn’t quite noticed before. Later, stationary in the garage with the bodywork off for servicing, the complex jumble of electronics and machinery looks like a steampunk nightmare. To me, at least—to the mechanics and engineers in red fire suits, it’s just another day at work, with almost as many team members capturing content with cameras and sound recorders.

Behind the scenes with the most beautiful car in racing: The Ferrari 499P Read More »

Ford decides to run its Le Mans program in-house, racing in 2027

Cars, Ford, LMDh, racing, World Endurance Championship / DJ Henderson / September 25, 2025

Formula 1 might be riding high these days on a wave of interest not seen since the 1960s, but the Drive to Survive effect has been felt elsewhere in the world of motorsport. Endurance racing like the 24 Hours of Le Mans or the Rolex 24 at Daytona has seen record crowds over the last few years, and a large part of that is down to the sports prototype class, exemplified by cars from the likes of Ferrari and Porsche. And soon, we can add Ford to the list.

Currently, eight different manufacturers are competing against each other in the World Endurance Championship’s Hypercar class: Alpine, Aston Martin, BMW, Cadillac, Ferrari, Peugeot, Porsche, and Toyota. More are on the way—Genesis arrives next year, and at the beginning of the year, Ford announced that it, too, was joining the fray, in 2027. Today, the Blue Oval revealed some more details about the project.

What’s a hypercar?

Compared to the road car-derived machines that race in the GT3 category, the vehicles that contest for overall victory in the Hypercar class are purpose-built prototypes, just for racing. Because endurance racing often has to be needlessly complicated for the sake of being complicated, the Hypercar class is actually made up of a mix of vehicles designed to two different technical rule sets that are performance balanced to create a level playing field.

You can find a lengthy explanation of the differences between the two sets of technical regulations (called LMH and LMDh) in our previous coverage, but briefly, LMH cars are designed entirely by a manufacturer and can but don’t have to be hybrids—like the V12-only Aston Martin Valkyrie.

LMDh cars, by contrast, must use a carbon-fiber spine from one of four approved race car makers, and all must use the same spec transmission, hybrid battery, and electric motor, with the car companies designing their own bodywork and internal combustion engine. LMH has more technical freedom—you can mount that electric motor to the front axle, for example—but it’s also a more expensive way to go.

Ford decides to run its Le Mans program in-house, racing in 2027 Read More »

F1 in Canada: Well, that crash was bound to happen

Canadian Grand Prix, Cars, F1, racing / DJ Henderson / June 16, 2025

Russell led from the start and kept Verstappen in check throughout the race until the thing McLaren has surely been dreading all year happened. Thanks to pit strategy, Norris had moved up the running order and was in fifth place, trying to pass Piastri for fourth. After thinking better of it at the hairpin at the far end of the circuit, Norris thought he saw an opportunity going into turn 1. Instead, he misjudged things, and the gap disappeared. His front wing met Piastri’s rear tire, his car’s left side met the concrete wall, and his day was done.

With two such closely matched drivers in equal machinery, a collision on track was bound to occur. As McLaren teammate collisions go, this one lacked the near-hatred of Prost versus Senna and didn’t cost it a win in the process. Now that it’s out of the way, hopefully the kids won’t do it again.

Norris’ crash brought out a safety car, which remained in effect for the final few laps of the race. So little happened during the race that the highlight reel that plays in the green room post-race was over almost before it started.

MONTREAL, QUEBEC - JUNE 15: Lando Norris of Great Britain and McLaren walks away after a crash during the F1 Grand Prix of Canada at Circuit Gilles-Villeneuve on June 15, 2025 in Montreal, Quebec. — Lando Norris walks back to the garage after wrecking just past the start-finish line. Credit: Clive Rose/Getty Images

It’s all getting a bit aggro

The off-track action has been far more vicious, with two big stories dominating the buildup to the Grand Prix. The first was Verstappen’s penalty points: Accumulate 12 points in 12 months, and the result is a one-race ban. Verstappen is currently on 11 points following his collision with Russell in Spain, so any slip-up that earns him a penalty point will send Red Bull scrambling to find enough drivers to fill all four of its cars (two Red Bulls, two RBs), should the reigning world champion get benched.

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Fair or fixed? Why Le Mans is all about “balance of performance” now.

24 hours of le mans, Cars, racing, World Endurance Championship / Beth Washington / June 12, 2025

Last year’s data plus plenty of simulation are meant to create a level playing field.

LE MANS, FRANCE – JUNE 10: The #35 Alpine Endurance Team Alpine A424 of Paul-Loup Chatin, Ferdinand Habsburg-Lothringen, and Charles Milesi sits among the 2025 Le Mans entry for a group picture on the main straight at the Circuit de la Sarthe on June 10, 2025 in Le Mans, France. Credit: Ker Robertson/Getty Images

This coming weekend will see the annual 24 Hours of Le Mans take place in France. In total, 62 cars will compete, split into three different classes. At the front of the field are the very fastest hypercars—wickedly fast prototypes that are also all hybrids, with the exception of the V12 Aston Martin Valkyries. In the middle are the pro-am LMP2s, followed by 24 GT3 cars—modified versions of performance cars that include everything from Ford Mustangs to McLaren 720s. It is racing nirvana. But with so many different makes and models of cars in the Hypercar class, some two-wheel drive, others with all-wheel drive, how do they ensure it’s a fair race?

Get ready for some acronyms

Sports car racing can be (needlessly) complicated at times. Take the Hypercar class at Le Mans. The 21 cars that will contest it are actually built to two separate rulebooks.

One, called LMH (for Le Mans Hypercar), was written by the organizers of Le Mans and the World Endurance Championship. These prototypes can be hybrids, with the electric motor on the front axle: Ferrari, Peugeot, and Toyota have all taken this route. But they don’t have to be; the Aston Martin Valkyrie already had to lose a lot of power to meet the rules, so it just relies on its big V12 to do all the work. Most of the cars are purpose-built for the race, but Aston Martin went the other route and converted a road car for racing.

The other is called LMDh (Le Mans Daytona hybrid) and hails from the US, in the rulebook written for the International Motor Sports Association’s GTP category. As the name suggests, these cars must be hybrids, and all must use the same specified motor, battery, and gearbox. LMDh cars also all need to start off using one of four approved carbon-fiber chassis (or spines), onto which automakers can style their own bodies and add their own engines. Alpine, BMW, Cadillac, and Porsche all have LMDh cars entered in this year’s Le Mans.

Convergence

In a parallel universe, the result would be two competing series, neither with many cars on the grid. But the people at IMSA get on pretty well with the organizers of Le Mans (the Automobile Club de l’Ouest or ACO) and the World Endurance Championship (the Fédération Internationale de l’Automobile, or FIA), and they decided to create a way to allow everyone to play together in the same sandbox.

“2021 [was] the first year with LMH, and at that time, the only big manufacturer involved was Toyota; Glickenhaus was there at the time, but there were not many manufacturers, let’s say, interested in that kind of category,” said Thierry Bouvet, competition director at the ACO.

“So together with IMSA, while the world was [isolating] during the pandemic, we basically wrote a set of technical regulations, LMDh which was, on paper, a little bit of a different car [with] more focus on avoiding cost escalation. After a couple of years of writing those regulations, we had an interesting process of convergence, we call it, to be able to have the LMH and LMDh racing together,” he said.

It’s not the first time that different cars have competed against each other at Le Mans. Before Hypercar, the top category was called LMP1h (Le Mans Prototype 1 hybrids), which burned brightly for a few short years but collapsed under the weight of F1-level budgets that proved too much for both Audi and Porsche, leaving just Toyota and some privateers. LMP1h used a complicated “Equivalence of Technology,” but now the approach, first perfected with the slower GT3 cars, is called Balance of Performance, or BoP.

LE MANS, FRANCE - JUNE 10: The Penske Porsche, Ferrari AF-Corse, Toyota Gazoo Racing and Jota Cadillac sit on the front row as the 2025 Le Mans entry sits for a group picture on the main straight at the Circuit de la Sarthe on June 10, 2025 in Le Mans, France. — The race starts at 10 am ET on Saturday, June 14. Credit: Ker Robertson/Getty Images

Obviously, none of the automakers behind the LMDh teams would have entered the race if they thought only LMH cars had a chance of winning overall.

“So it went through a couple of long and very interesting—in terms of technique, technically speaking—simulation working groups, where we involved all the manufacturers from both categories, and we believe we achieved… a nice working point in the middle, which allows both cars to be competitive, through the different restrictions, through BoP and so on. Now we feel that we’ve got a really fair and equitable working point,” Bouvet said. As evidence, he pointed to the fact that last year Toyota took the World Endurance Championship for constructors, but Porsche’s drivers cemented the WEC driver’s title, with Ferrari winning Le Mans.

Imma hit you with the BoP gun

The rules limit both the amount of downforce and the amount of drag that the cars can generate from their bodywork, which have to be in the ratio of 4:1; this prevents any one manufacturer from having a massive advantage in terms of cornering grip or fuel efficiency. From there, the BoP gets more granular, setting maximum weight and power outputs (above and below 250 km/h), the maximum amount of energy allowed to be sent to the wheels between pit stops, as well as any extra time added to pit stops.

Weighing cars is easy, and timing them in pit stops is old hat, too. But the advance here is the torque sensors at each axle that feed back data to the race officials, letting them know exactly how much power each car is deploying to its wheels.

“We had to think of something which will work independently, whether it’s hybrid power or internal combustion engine power. Should we think about fuel only? That will only be concerning, obviously, the internal combustion engine and not do the job for the hybrid system. So, power at the wheel is a nice and elegant solution,” he said.

LE MANS, FRANCE - JUNE 8: The #007 Aston Martin Thor Team, Aston Martin Valkyrie of Harry Tincknell, Tom Gamble, and Ross Gunn in action during Test Day on June 8, 2025 in Le Mans, France. — The Aston Martin Valkyrie is the only road-going hypercar to be entered into the Hypercar category at Le Mans. Credit: ames Moy Photography/Getty Images

For the World Endurance Championship, BoP is calculated on a rolling average of the last three races, with some OEMs getting a little more weight or a little less power if necessary. While the 24 Hours of Le Mans counts as a round of the WEC, it’s open to other entrants as well, and BoP works a bit differently. Instead, Bouvet and his team based this year’s BoP on data from last year’s 24-hour race, plus the simulations he mentioned. This is done to prevent teams from sandbagging in the races that lead up to their most important race of the year

As the newest and least competitive car, the Valkyrie gets the biggest break, with a minimum weight of just 2,271 lbs (1,030 kg) and a maximum power of 697 hp (520 kW). The Toyota GR010—which won the race in 2021 and 2022—can also deploy 697 hp but at a minimum weight of 2,321 lbs (1,052 kg), more than any other car in the class.

No process is perfect, and there is little that racing fans like to complain about more than BoP, which some feel makes racing too artificial, or even fixed. You’re unlikely to hear complaints about it from competitors at Le Mans, though—criticizing BoP is not allowed in WEC, although both Porsche and Toyota have recently expressed their feelings about BoP within those strictures.

The first qualifying session for this weekend’s race took place earlier today, sorting out the 15 fastest Hypercars that will compete later this week to see who leads the pack to the start line on Saturday.

Fair or fixed? Why Le Mans is all about “balance of performance” now. Read More »

All-wheel drive EVs at 210 mph? Formula E’s next car gets massive upgrade.

Cars, Formula E, racing / Mike M. / June 11, 2025

The governing body for world motorsport met in Macau yesterday. Among the jobs for the Fédération Internationale de l’Automobile was to sign off on various calendars for next season, which is why there’s now a clash between the F1 Monaco Grand Prix and the 24 Hours of Le Mans and also between the Indy 500 and F1’s annual visit to Canada. The Formula E calendar was also announced, although with a pair of blank TBCs in the middle, I’ll hold off calling it finalized.

The US round will now take place in late January, and it’s moving venues yet again. No longer will you need to drive an hour south of Miami; instead, the northern outskirts of the city will suffice. The infield at Homestead is no more, and the sport has negotiated a race at the Hard Rock Stadium, albeit on a different layout than the one used by F1. It seems that Formula E’s recent “Evo Sessions” race between influencers, which was held at the stadium, proved convincing.

The really interesting Formula E news from Macau won’t take effect until the 2026–2027 season, and that’s the arrival of the Gen4 car.

The current machine is no slouch, not since they took some constraints off the Gen3 car this season. The addition of part-time all-wheel drive has improved what was already a very racey series, but for now, it’s only available for the final part of qualifying, the start of the race, and when using the mandatory Attack Mode that has added some interesting new strategy to the sport.

New tires, more aero, and way more power

From the start of the 2026–2027 season, all-wheel drive will finally be permanent for the single-seater EVs. It is long past time, given that virtually every high-performance EV on the road powers both its axles, and it marks the first time the FIA has approved a permanent AWD single-seater since the technology was outlawed from F1 decades ago.

All-wheel drive EVs at 210 mph? Formula E’s next car gets massive upgrade. Read More »

F1 in Monaco: No one has ever gone faster than that

Cars, F1, Formula 1, monaco, racing / Mike M. / May 27, 2025

The principality of Monaco is perhaps the least suitable place on the Formula 1 calendar to hold a Grand Prix. A pirate cove turned tax haven nestled between France and Italy at the foot of the Alps-Maritimes, it has also been home to Grand Prix racing since 1929, predating the actual Formula 1 world championship by two decades. The track is short, tight, and perhaps best described as riding a bicycle around your living room. It doesn’t even race well, for the barrier-lined streets are too narrow for the too-big, too-heavy cars of the 21st century. And yet, it’s F1’s crown jewel.

Despite the location’s many drawbacks, there’s something magical about racing in Monaco that almost defies explanation. The real magic happens on Saturday, when the drivers compete against each other to set the fastest lap. With overtaking as difficult as it is here, qualifying is everything, determining the order everyone lines up in, and more than likely, finishes.

Coverage of the Monaco Grand Prix is now filmed in vivid 4k, and it has never looked better. I’m a real fan of the static top-down camera that’s like a real-time Apple TV screensaver.

Nico Hulkenberg of Germany drives the (27) Stake F1 Team Kick Sauber C45 Ferrari during the Formula 1 TAG Heuer Gran Premio di Monaco 2025 at Circuit de Monaco in Monaco on May 25, 2025. — The cars need special steering racks to be able to negotiate what’s now called the Fairmont hairpin. Credit: Alessio Morgese/NurPhoto via Getty Images

Although native-Monegasque Ferrari driver Charles Leclerc tried to temper expectations for the weekend, the Ferraris were in a good place in Monaco. With no fast corners, the team could run the car low to the ground without risking a penalty, and this year’s car is very good at low-speed corners, of which Monaco has plenty.

A 10th of a second separated comfortably being in Q2 from being relegated to the last couple of rows in the grid, and a very long Sunday. Mercedes’ new teenage protegé, Kimi Antonelli, failed to progress from Q1, spinning in the swimming pool chicane. Unlike Michael Schumacher in 2006, Antonelli didn’t do it on purpose, but he did bring out a red flag. His teammate George Russell similarly brought a halt to Q2 when he coasted a third of the way around the circuit before coming to a stop in the middle of the tunnel, requiring marshals to push him all the way down to turn 10.

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