Tag Archives: Enzo Ferrari

2026 F1 Grand Prix of Hungary — Results & aftermath

Norris romps to first victory of season with dominant drive in Hungary; Verstappen a hard-earned P2; Antonelli salvages day with solid P3; Ferrari struggle in traffic and execution; nightmare start for Russell

After starting squarely on the back foot under the new Formula 1 rules regime for 2026, McLaren finally came good in the eleventh round of the season in Hungary, as reigning champion Lando Norris out-dueled and out-paced his teammate Oscar Piastri, as well as Red Bull’s Max Verstappen and Mercedes’ Kimi Antonelli, to take his first win of the year in dominant fashion. With mighty Mercedes’ pace advantage neutralized by the short, twisty and slow nature of the Hungaroring, the second slowest circuit on the calendar to Monaco, Norris made good on the exceptional consistency he showed here in earning pole on Saturday over Red Bull, Ferrari and the Silver Arrows, and then had to contend with Piastri, who started from P3 on the grid but passed both the Ferrari of Charles Leclerc and then stablemate Norris in quick order on Lap 1 of the 70-lap contest. It quickly became clear that the fight for the win would be between the two McLaren men, barring the reliability issues that have been the bane of Team Papaya all season long.

Piastri kept Norris behind him until pitting on Lap 17 to doff his opening Pirelli Mediums for a set of the Hard tires and attempt to run a long second stint on the more durable rubber. Norris pulled the same swap a lap later and came out still behind Piastri, albeit vocally trying to convince his pit wall that his car was the faster and all this fighting between them was a waste of effort and resources. The McLaren braintrust pulled the plug on the internecine battle in their own way by splitting the strategy for the rest of the race between the two cars, opting to box Piastri a second time on only Lap 33 for another set of Hards, while Norris stayed out, still pleased with the  performance of his now 15-lap old Hard tires. This enabled him to build the gap to Piastri, who also came to grief when the inattentive back marker Carlos Sainz failed to follow blue flags in his Williams and closed the racing line on Piastri, leading to contact between the two. That cost Piastri serious time as well potentially damaging his car. Norris kept stretching his advantage, running all the way to Lap 40 before making his second stop. The overcut and yet another fine stop by his McLaren mechanics worked a treat, bringing the English World Champion out ahead of his Australian rival.

With Piastri unable to challenge from the rear, Norris used the pace advantage of his fresh Pirellis to move back towards the front. He inherited second place when Red Bull’s Max Verstappen made his second stop, choosing an alternate Hard to Soft tire strategy for what was ostensibly his final stint. Norris then set about hunting down Mercedes’ Kimi Antonelli, who was running a very long second stint en route to inheriting the lead due to staying out while others boxed. But Antonelli’s Merc on aging tires was no match for Norris freshly shod McLaren and Norris blew by him to retake the lead on Lap 46 after several laps of hard dicing between the two young aces. Now obviously losing time, Antonelli then decided to make his second stop on Lap 54, which turned out to be the lucky call of the race. Two laps later Piastri came to an abrupt stop on track with a heartbreaking gearbox failure, his second mechanical failure of the season and his fifth non-scoring day in eleven races. With the Virtual Safety Car deployed, Norris made the decision to duck in for Softs to finish out the race, still coming out ahead of the second place Verstappen due to the reduced speed, as well as the remarkably third place Antonelli, who also benefited from solid strategy to overcome a penalty-affected P7 starting spot and vault himself back to the podium. Norris won by a very handy 15 seconds when all was said and done, with a highly vocal yet highly effective Verstappen holding on to P2 by 3.7 seconds over Antonelli.

It was a good way to go into the break for the top there and their teams but the same could not be said of Ferrari. Despite the Prancing Horses looking the the team to beat here entering the weekend, and Lewis Hamilton barely missing out on pole to Norris by a scant .008 seconds, the team from Maranello was undone by a penalty to Hamilton for impeding during qualifying that dropped him to P5 on the grid and then a poor start from the dirty side of the track by the now P2 Leclerc. As the Monegasque spun his wheels at the getaway, he was jumped by both Piastri and Verstappen. Hamilton also managed to overtake Leclerc early but found it incredibly difficult to make further headway following that, especially against the stubborn Red Bull of Verstappen, as the two greatest drivers of their generation engaged in a multi-lap mano a mano. And when Hamilton did manage to get ahead of Verstappen on pit strategy by running a short first stint in Softs before switching to the preferred Hards, he was taken by surprise by the Dutchman on Lap 15, when Verstappen, fresh from the pits himself and seemingly coming from a mile back, dive bombed his way past the Ferrari into Turn 1. It was a race full of sound and fury for the Scuderia that wound up signifying not very much, as Hamilton earned a late race pit lane speeding penalty that demoted him to fifth place and Leclerc was therefore promoted to P4, despite rather mediocre long run race pace. The second Red Bull of Isack Hadjar came home a solid P6, while the second Mercedes of George Russell recovered somewhat from a nightmare anti-stall start that saw the Briton drop from seventh to the rear of the field on the opening lap. Russell fought back to his original P7 position but it continued a tough run of form and fortune for the preseason favorite. The long summer break is probably coming at the right time for him.

Top 10 finishers of the Hungarian GP:

POS DRIVER TEAM RACE TIME LAPS PITS FASTEST LAPS
1

Lando Norris

 McLaren 1:39:56.180 70 3 —
2

Max Verstappen

 Red Bull +15.080 70 2 —
3

Kimi Antonelli

 Mercedes +18.728 70 2 —
4

Charles Leclerc

 Ferrari +23.840 70 3 1:22.000 (58)
5

Lewis Hamilton

 Ferrari +24.540 70 3 —
6

Isack Hadjar

 Red Bull +55.488 70 2 —
7

George Russell

 Mercedes +57.503 70 2 —
8

Liam Lawson

 Racing Bulls +1 Lap 69 2 —
9

Nico Hülkenberg

 Audi +1 Lap 69 2 —
10

Arvid Lindblad

 Racing Bulls +1 Lap 69 1 —

Complete race results available via Formula1.com.

With the enforced summer break upon us, the next race is not until the weekend of August 23rd, when the teams return from vacation and take on the dunes of Zandvoort in the Netherlands. Hope to see you then when the F1 festivities resume and enjoy your summer in the meantime!

2026 F1 Grand Prix of Australia — Qualifying results

Russell inaugurates Formula 1’s new era with pole in Melbourne, Antonelli P2 as Mercedes’ lock out front row for Round 1; Hadjar surges to P3 on Red Bull debut but Verstappen crashes out in Q1

Formula 1’s new era debuted in earnest when the expanded 22-car grid lined up for qualifying hot laps on Saturday at Albert Park Circuit in Melbourne, Australia to kick off the 2026 season and set the grid for the Round 1 Australian Grand Prix. With entirely new regulations leading to shorter, lighter cars, as well as a 50-50 split between the internal combustion unit and battery power forcing drivers to alter their driving styles by lifting into corners to recharge, the Mercedes factory team claimed the early lead in getting to grips with the new formula. After looking like a three-way battle between the Silver Arrows, reigning champs McLaren and the very hungry Scuderia Ferrari squad, Mercedes dusted the competition on one-lap pace, with senior driver George Russell claiming pole in the opening salvo of the quest for his first World Championship and teammate and second year man Kimi Antonelli recovering from a big shunt in Free Practice 3 to slot into P2 on the grid. The young Italian pilot owes a huge debt of gratitude to his mechanics who rebuilt his shattered Merc in time to qualify, as well as Red Bull’s Max Verstappen, who shockingly crashed out in Q1 when his rear axel locked up. The four-time champ spun through a gravel trap exiting Turn 1 at a high rate of knots and came to a hard stop against the barriers sidewise, catching his hands in the snapping steering wheel for good measure. The Dutch Master will have to fight his way from P20 on the grid come race day with the ignominy of seeing the two brand new Cadillacs actually lined up in front of him.

But all was not completely grim for team Red Bull. Their second driver, the impressive Frenchman Isack Hadjar, who is  making the jump to the big team after an excellent rookie season with the junior Racing Bulls last year, laid down an impressive final lap that was good enough for P3. That bumped Ferarri’s Charles Leclerc to P4 but the Prancing Horses do look ready to run for wins this year after a barren 2025, although Lewis Hamilton’s quali struggles continued, as the seven-time champ could only muster a P7 time . The McLaren duo of Oscar Piastri and reigning title holder Lando Norris split the Ferraris but have been a bit off the elite pace so far throughout the race weekend, with Piastri only claiming P5 at his home event and Norris just P6. The Racing Bulls of Liam Lawson and impressive rookie Arvid Lindblad were good enough for P8 and P9 respectively, and while the Audi (formerly Sauber) of Gabriel Bortoleto didn’t run in Q3 due to an engine issue, he still earned P10 based on his Q2 performance, with teammate Nico Hulkenberg slotting in just behind in P11, an impressive first result for the Audi Factory effort.

Top 10 qualifiers for the Australian GP:

CLA DRIVER # TIME TYRES KM/H
1 G. Russell – Mercedes 63

1’18.518

 241.992
2 A. Antonelli – Mercedes 12

+0.293

1’18.811

 241.093
3 I. Hadjar – Red Bull Racing 6

+0.785

1’19.303

 239.597
4 C. Leclerc – Ferrari 16

+0.809

1’19.327

 239.525
5 O. Piastri – McLaren 81

+0.862

1’19.380

 239.365
6 L. Norris – McLaren 1

+0.957

1’19.475

 239.078
7 L. Hamilton – Ferrari 44

+0.960

1’19.478

 239.069
8 L. Lawson – Racing Bulls 30

+1.476

1’19.994

 237.527
9 A. Lindblad – Racing Bulls 41

+2.729

1’21.247

 233.864
10 G. Bortoleto – Audi 5

 

Complete qualifying results available via Formula1.com.

The Australian Grand Prix airs live at 11pm Eastern exclusively on AppleTV here in the States. So set that DVR or brew a fresh pot of coffee because the 2026 F1 season has finally arrived and things are bound to get interesting with these new and very tricky cars. Hope to see you then to find out how it all shakes out!

CYNTL (Cars You Need To Love!)- Episode 1: The Ferrari Mondial

It’s been a while since I’ve chimed in at MFL. Work obligations got the better of me, but now I’m back and I’d finally like to put forth the first installment on a series of underrated cars –  magnificent machines that won’t (necessarily) break the bank, and hold their own with the best in terms of style, performance, or at least my opinion. The idea with this series is to put forward vehicles that are often overlooked for any variety of reasons, be it ubiquity, long held prejudice, or just generally passed over for one reason or another, but are actually some truly great cars. It’s called Cars You Need To Love. For the first installment I’ve chosen my personal favourite in the category of wrongly maligned and ignored autos. So without further ado, allow me to (re)present….

The Ferrari Mondial

ferrari-mondial-08

History

The Ferrari Mondial was introduced as a coupe in 1980, replacing the “Dino” 308GT/4 as the new 2+2 GT car in the line-up. The GT/4, a truly great car in it’s own right, was a bit of an odd bird for Ferrari. It was one of two Ferrari’s, along with the 206/246 GT series, that didn’t technically start out as Ferrari’s. They were built under the Dino marquee as more affordable, user friendly machines to broaden Ferrari’s consumer base throughout the late 60’s and 70’s. When the 246 series ceased production in 1974, the 4 seater 308 GT/4 was the sole “Dino” left on the market. But that didn’t last long. By 1976, the 308GT/4 had been re-branded as a Ferrari. Turns out that consumers all knew they were buying a Ferrari, and that was part of the issue. The cars were made by Ferrari and the engines said Ferrari, so it seems consumers felt the badges on the car should say Ferrari as well, and that anything less was a bit of a disappointment. Sales reflected that thinking, at least in the USA. I know Dino owners who’ve spent many hours over the years explaining to everyone from first dates to fellow car nuts that their Dino’s were in fact Ferrari’s (now an accepted fact). Additionally, the 308 GT/4 was a blip in Ferrari’s more or less strict allegiance to design house Pininfarina, with the job of the GT/4 having been given to competing house Bertone. Bertone delivered a wedge shaped car totally devoid of the rolling elegant curves that typified Pininfarina’s designs, and that also had Ferrari fans squawking at the time. When the time came for a successor to the 308 GT/4, the job went to Pininfarina.

ferrari-dino-308-gt4-c319608022016111645_1
A young man checking out a Dino 308 GT/4 in the 70’s ^

So it was that the Mondial appeared in 1980. The reaction was, to say the least, mixed. Pininfarina delivered a car that had some of the curves restored, but not all. The car lacked the arched roof and fenders of other Ferrari’s of the time. It also integrated the “cheese grater” air intake scoops on the side of the car, which were very 80’s to say the least. Additionally, being a mid-engined 4 seater, the car was elongated on the rear end, or perhaps shorter on the front end, creating an odd sense of proportional aesthetics that divided opinion. But in truth, all Ferrari’s with 4 seats have an uphill battle to climb. It seems to be the general consensus that Ferrari’s are NOT meant to be family friendly cars, but rather lean and mean 2 seaters that look sexy and go fast. At the time, Ferrari was offering the 308 GTB or GTS and the Berlinetta Boxer, two cars that certainly felt like they fell into that camp, as well as the stately 400i, a powerful but decidedly plush gentleman’s V12 2+2 touring car. The Mondial sort of fell in between the two camps, and people weren’t sure how to respond to it. Do we treat it as a really sporty GT or a sports car with a backseat? To further muddy the waters, some of the magazines got “not quite ready for prime time” cars to test drive. This resulted in some unflattering reviews that have stuck with the Mondial to this day. That’s a fair amount of baggage, so let’s unpack it…

 

Continue reading →

Motorsport Books — Go Like Hell by A.J. Baime

The winter interregnum between the end of the major motorsport championships in Europe and America and the new seasons’ spring starts provides the perfect opportunity to catch up with some quality literature on the fine art of racing, the better to whet one’s appetite for the coming competitions of the new year. One of the more enjoyable reads a petrolhead can peruse is A.J. Baime’s excellent Go Like Hell, a terrific account of the epic 1960s Ferrari-Ford rivalry.

The subtitle of Go Like Hell pretty much sums it up: “Ford, Ferrari and their battle for Speed and Glory at Le Mans”. The 1960s saw Ford go all out to try to take down Ferrari from their perch at the very pinnacle of international racing. Nowhere was that mission more ambitious than in the Blue Oval’s quest to somehow, someway win the greatest racing event in the world, the 24-Hours of Le Mans. It would be no easy task, as the Prancing Horse essentially considered the top of the podium in that epic 24-hour race their exclusive piece of prized real estate and Ford, despite their success in NASCAR, really had no international road racing experience at that time.

But they did have Carroll Shelby and a host of other 60s superstars. After winning the 1959 Le Mans in an Astin-Martin, Shelby had turned constructor and converted an underpowered British roadster into the all-world Shelby AC Cobra by dropping a big Ford 427 engine into that light chassis. Just like that, Shelby and his team of talented engineers and fabricators had created a giant slayer. Originally designed as a Corvette killer, the AC Cobra also turned out to be a Ferrari killer in its class. Shelby’s remarkable creation earned the GT class win and 4th overall at the 1964 24-Hours of Le Mans, beating out several Ferrari 250 GTOs for that illustrious honor. After coming to the conclusion that Shelby was simply superior at preparing a road racing car than their NASACR partners, Holman Moody, it was no surprise that Ford chose Carroll Shelby to spearhead the development of their new prototype, the legendary Ford GT 40, with all the resources of Ford’s factory backing at his disposal. That amazing car would go on to win Le Mans overall for a stunning four consecutive years, 1966-1969, including the amazing 1-2-3 finish in 1966.

1966 GT40s Le Mans. (09/08/2011)

1966: Ford GT40s finish 1-2-3 at Le Mans

But Shelby isn’t the only compelling character chronicled in Go Like Hell. There’s a who’s who of hall of fame drivers like Phil Hill, the former Formula 1 Champion for Ferrari who lends his wealth of experience to the new Ford team, Dan Gurney, Lloyd Ruby, A.J. Foyt, the peerless Mario Andretti and the lost legend who may well have been the best driver you’ve never heard of, Englishman and development driver extraordinaire, Ken Miles. There’s a young Lee Iacocca, displaying the qualities of vision and leadership that would make him one of the most successful auto executives in the world in the years to come. And of course there are the dueling factory owners with their titanic egos and shared drive to win. Enzo Ferrari, whom the Italian press dubbed Saturn for the unfortunate penchant of his drivers — his surrogate “sons” — to be devoured by machines of his own creation. And Henry Ford II, known as “The Deuce” for obvious reasons, whose desire to beat Ferrari sprang not only from a proposed merger gone bad between the Detroit powerhouse and the de facto Italian national marque from Maranello, but also from a son’s need to pay tribute to his ill-treated and prematurely deceased father, the unfortunate Edsel Ford, whom Ford founder Henry Senior had humiliated and belittled.

Rumored to be in the works as a film under the direction of Michael Mann, Go Like Hell is indeed a cinematic concoction and a thoroughly enjoyable one. Baime’s meticulously researched page turner captures what many consider racing’s finest era almost perfectly, when lighter cars and higher horsepower broke speed records at a blistering clip and technological advancements changed the game nearly month to month. It also bears witness to the extreme danger of competing in that era, where several drivers might lose their lives in a season and mechanical failure at a place like Le Mans could well spell death not only for the driver but for scores of spectators, as well. You can practically smell the castor oil, hear the roar of the engines as they tear out of the pits and down the Mulsanne Straight at 200 miles per hour and feel your pulse pound as you wonder which cars can survive that most treacherous of 24-hours in a normally peaceful French countryside gone berserk with noise, action and teeming humanity. Read it and enjoy it for yourself. If Go Like Hell doesn’t get your juices flowing and primed for another grand season of motorsport you better just stick to baseball.