Bridgestone is reportedly stepping up its efforts to return to Formula 1, with a high-level delegation attending the Singapore and United States Grands Prix for preliminary discussions.

The Japanese manufacturer last supplied F1 in 2010, before Pirelli took over in 2011. Pirelli’s current contract runs until at least the end of 2028, following an extension in 2023 and the FIA’s activation of a one-year option in July 2026.

But the battle for what comes next is already taking shape.

Bridgestone restructured its motorsport division in 2025 and brought back Hiroshi Imai, McLaren’s former chief race engineer from 2009 to 2025, to lead its F1 ambitions. Reports suggest the company is putting together a stronger technical and commercial package than in its previous bid.

It won’t necessarily be a two-horse race, either. Hankook has long been interested, while rumours suggest Michelin could also enter the contest.

The decision will ultimately go through an FIA tender, meaning manufacturers will have to compete on both technical capability and commercial terms.

Pirelli’s grip on F1 is secure for now — but the race to replace it may already be underway. 🏎️

Leclerc believes Ferrari made the right call with its two-stop strategy, and the race pace backed that up. But the opportunity to fight for victory may already have been compromised on Saturday. Despite looking competitive throughout practice, Ferrari struggled to bring its tyres into the ideal temperature window in Q3. In a field where hundredths of a second matter, that proved costly.

Ferrari’s problem was not simply a lack of speed. It was extracting its full potential when it mattered most.

Leclerc’s most encouraging observation, however, concerned his own relationship with the SF-26. Over the last two or three races, he feels he has unlocked something new in his driving style and, crucially, in the way he adapts the setup to suit his needs.

That growing understanding has made him increasingly comfortable in the car. Ferrari’s recent progress may therefore be about more than technical upgrades: it could also reflect a better understanding of how to extract the performance already available.

Leclerc remains cautious about predicting a victory. The margins are tiny, and rival teams will continue to develop their cars. But after coming close in both Singapore and Austin, he believes another opportunity will come before the season ends.

The pace is emerging. Leclerc is finding his confidence. Now Ferrari needs to put it all together and deliver another win. 🏎️

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Red Bull’s Austin weekend could have delivered an even bigger points haul. Max Verstappen secured a podium, and Isack Hadjar finished sixth — but a seemingly minor mistake during the Frenchman’s pit stop may have cost him a shot at an even stronger result.

Hadjar’s first stint was particularly encouraging. Once he found clean air on the Softs, his pace was comparable to Kimi Antonelli’s. Both were targeting a one-stop strategy, which Mercedes simulations suggested could be around eight seconds faster than a two-stop approach. Hadjar believed a top-five finish was within reach.

Then came the pit stop — and the mistake that changed everything.

Drivers use a dedicated engine mapping to manage the power unit and clutch during a pit stop. At Red Bull, it is known as Strat 12. The driver must switch back to the normal race mapping before rejoining the track.

Hadjar says he remained in pit-stop mode for the entire second stint. While discussing the tyre choice with his engineer, he forgot to select the correct setting. Once back on track, he could no longer change it.

The result? Virtually no power until the throttle passed roughly 40% — costing him up to a second per lap.

This was about more than straight-line speed. The delayed throttle response made it harder to control power on corner exit, increasing the risk of wheelspin and tyre degradation. It could also compromise energy management, potentially affecting battery deployment later in the lap.

Hadjar was clear that changing tyres would not have solved the problem. The issue was drivability, not the compound.

The irony is that Red Bull’s strategy had looked promising. The Hard tyre was competitive over the distance, and Hadjar had managed his opening stint well enough to stay in contention. But one incorrect setting turned the second half of his race into damage limitation.

Red Bull may have moved ahead of McLaren in the Constructors’ Championship, but Hadjar’s race exposed a costly weakness: even when the pace is there, execution can throw away valuable points. 🏎️💻

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Tomorrow, best. 🏎️