The Monaco Grand Prix will remain on the Formula 1 calendar until 2031 and is set to avoid a clash with the Indianapolis 500 following a date change. The iconic race was about to enter the final year of its contract in 2025, and has been involved in …
The Monaco Grand Prix will remain on the Formula 1 calendar until 2031 and is set to avoid a clash with the Indianapolis 500 following a date change.
The iconic race was about to enter the final year of its contract in 2025, and has been involved in discussions with F1 about the way it should evolve in recent years. Those talks have led to its schedule matching with the standard Friday-Sunday of track action from its previous weekend program of practice on a Thursday, and the latest extension comes with a move from its late May slot in the calendar.
Announcing the deal being extended by six years until 2031 inclusive, F1 says the race will be held on the first full weekend of June each year, starting from 2026. That opens the door to a possible pairing of Miami and Canada in the schedule for logistical and sustainability purposes, in turn avoiding a clash with the Indy 500.
[lawrence-auto-related count=3 category=1388]
“I’m delighted that Formula 1 will continue to race in Monaco until 2031,” F1 president and CEO Stefano Domenicali said. “The streets of Monte Carlo are unique and a famous part of Formula 1, and the Monaco Grand Prix remains a race that all drivers dream of winning.
“I would like to extend a special thanks to H.S.H. Prince Albert II of Monaco, Michel Boeri, president of the Automobile Club of Monaco and everyone involved in the extension of this important partnership.
“This agreement signals a new era of partnership and innovation between Formula 1 and Monaco. It is the future focused leadership of H.S.H. Prince Albert II of Monaco which will allow us to create an optimized calendar, which reduces pressure on logistics, and to decrease the environmental impact of our global championship, as we continue the path towards our Net Zero goal by 2030.”
Next year’s race will still be held the weekend of May 23-25 as the 2025 calendar has already been approved, and Boeri says the grand prix remains central event for the principality.
“I would particularly like to thank H.S.H. Prince Albert II of Monaco, Stefano Domenicali, and everyone involved in the extension of this contract,” Boeri said. “The signing of this new agreement with the Formula One Group until 2031 not only confirms the strength of our relationship but reaffirms our commitment to offering all visitors an unrivaled, first-class experience at race weekends.
“The Monaco Grand Prix is the most important sporting event here and continues to attract hundreds of thousands of spectators to the principality and millions of global television viewers worldwide.”
Lewis Hamilton made the decision for George Russell to run the upgraded front wing at the Monaco Grand Prix for Mercedes, according to trackside engineering director Andrew Shovlin. Russell used a new front wing last weekend as Mercedes only had one …
Lewis Hamilton made the decision for George Russell to run the upgraded front wing at the Monaco Grand Prix for Mercedes, according to trackside engineering director Andrew Shovlin.
Russell used a new front wing last weekend as Mercedes only had one version of the upgrade available, as it looks to close the gap to the top three teams. Shovlin says the decision to bring new parts even when there aren’t equal numbers available was instigated by the drivers, with Hamilton being the one to say Russell should have the update despite later referencing it had played a role in him qualifying behind his teammate.
“We are looking to have race quantities of that wing in Montreal and normally you would say race quantities is at least three because you have got one for each car and then you have got a spare available should anything happen,” Shovlin said.
“We do not make three in one go. We make the first, then the second, then the third. An upshot of that was that we had one that we could bring to Monaco and have it ready for Friday to do the weekend.
“A while ago, the drivers asked why we always wait until we have got a full set. ‘Why not just let one of us run it?’ We agreed with them that given the situation with the team in terms of performance, we need to improve and we need to learn. It is quite good to have different specs on the car to do that. We did agree with the drivers that where we are now, we will be happy to bring one to the track and they were both happy with that.
“The difficult question was, how do we decide who was going to run it? But Lewis said, ‘If we are going to start doing this where we have not got enough parts, let George run it in Monaco.’ There will be races in the future where we have a single update and of course we just alternate from here on in. But Lewis made that decision quite simple for us.”
[lawrence-auto-related count=3 category=1388]
Hamilton was also positive about the development rate Mercedes is showing at present after seeing the impact of the wing in Monaco, and Shovlin says its true performance will be visible at future circuits.
“There is a reason teams do not normally bring update kits to Monaco, which is the very low-speed nature of the circuit. The fact it is so busy, the short straights, it is very hard to actually evaluate anything. All the data we have seen, though, says that it was delivering performance; it was bringing a benefit in terms of how the car was feeling.
“George was happy with that and he could feel that it was a step in the right direction. We are happy with what we have seen to date, but we will learn more in Montreal and then particularly when you get to a track like Barcelona with a wider corner speed range, you can really start to learn about it there.”
Pirelli could try and create a special tire compound specific to Monaco but says it would be hampered by a lack of opportunity to test at the venue. This year’s Monaco Grand Prix was particularly devoid of action because of a first-lap red flag that …
Pirelli could try and create a special tire compound specific to Monaco but says it would be hampered by a lack of opportunity to test at the venue.
This year’s Monaco Grand Prix was particularly devoid of action because of a first-lap red flag that allowed all drivers to complete their mandatory tire change, with the majority running to the end of the race on the hard compound and George Russell managing to do so on mediums. That’s despite Pirelli bringing its softest three compounds to Monaco each year, and head of motorsport Mario Isola says it’s a challenge to create a product just for the iconic track.
“It’s not unrealistic [to create],” Isola told RACER. “The only problem is to find a track that is similar to Monaco for testing, because to validate our compounds we always test them on different-severity circuits and obviously Monaco is so unique that we don’t have any other circuit that is comparable.
“And we cannot ask the city to close the track and the roads for us for testing, it’s impossible. So it’s impossible to test here and it’s very difficult to find something that is representative of Monaco.”
[lawrence-auto-related count=3 category=1388]
Isola doesn’t think a specific compound would make a major difference anyway, as teams would still just run slowly to make them last because overtaking is so difficult.
“The problem here is to overtake, and obviously if you cannot overtake then you have to look at track position over the number of pit stops or any other element,” he said. “Clearly they are limited by the width of the road — they cannot increase it, but the cars are so big… For example we had a very good race with Formula 3, with smaller cars, with lots of overtaking and action, but Formula 3 are smaller and they can do that. With Formula 1 it’s very difficult.
“We know from experience that in this case teams are just managing the pace to extend the run and reduce the number of pit stops. Or you have to oblige them to make a higher number of pit stops but I believe the result could be that they’re going to stop on the same lap and it not really making a difference.”
Sunday morning’s live telecast of the Monaco Grand Prix attracted the largest U.S. live television audience on record for the iconic event as an average of 1.965 million viewers watched the race telecast on ABC. The audience peaked at 2.3 million …
Sunday morning’s live telecast of the Monaco Grand Prix attracted the largest U.S. live television audience on record for the iconic event as an average of 1.965 million viewers watched the race telecast on ABC. The audience peaked at 2.3 million between 11:15-11:30am ET.
The audience is the third-largest for a live F1 telecast on U.S. television on record, behind only the 2024 and 2022 editions of the Miami Grand Prix.
Despite a 45-minute delay due to a major crash on the first lap, the audience between 9-11:30am was up seven percent over the 1.833 million average for the 2023 race, which was the first time the Monaco Grand Prix had aired live on ABC.
When the race resumed at 9:45am after the opening lap crash, an average of 2.07 million viewers watched until the conclusion.
Formula 1 returns to North America for its next race – the Canadian Grand Prix in Montreal on Sunday, June 9. The race will also air live on ABC at 1:55pm ET.
Red Bull team principal Christian Horner agrees with Max Verstappen that changes should be considered to the layout of the Monaco Grand Prix circuit to improve the quality of racing. Sunday’s race was hurt by a first-lap crash that forced a red flag …
Red Bull team principal Christian Horner agrees with Max Verstappen that changes should be considered to the layout of the Monaco Grand Prix circuit to improve the quality of racing.
Sunday’s race was hurt by a first-lap crash that forced a red flag period, allowing the entire field to change tires and remove the need for a pit stop during the rest of the race. That meant there were no position changes in the top 10 and the pace was extremely slow to prevent pit windows opening up. Horner agrees with Verstappen that trying to create an area where overtaking is possible would benefit the event as a whole.
“It was a very static race,” Horner said. “The top 10 is as it started — the red flag effectively killed the race, because everybody just was going to run to the end of the race.
“It’s something that we should collectively have a look at. It’s not racing as such when you’re just driving around three or four seconds off the pace because the other car hasn’t got any chance of overtaking.
“Monaco is such a great place to come racing, but the cars are so big now that we just need to look at, ‘Can we do something that introduces an overtaking area?’ Or at least the potential of an overtake, because the top ten is exactly as it started on the grid. Thank God for Lance Stroll, the only guy that managed to overtake.”
While the existing streets and buildings make it tough to change the track in a number of places, Horner says ongoing development in Monaco could open up options.
“Monaco keeps reclaiming land! It’s such a great place, so much history here, but everything evolves,” he said. “The cars are so big now — if you compare them to cars of 10 years ago they’re almost twice the size.”
Sebastian Vettel’s smaller Red Bull Racing RB10 at Monaco in 2014. Alastair Staley/Motorsport Images
Horner also sided with Sergio Perez’s call for an explanation as to why there was no investigation into his first-lap crash with Kevin Magnussen.
“I was surprised it wasn’t investigated because it was quite a hefty incident,” Horner said. “Given [Magnussen] had a wheel up the inside in a part of the track that only ever narrows, you would have expected him to back out. Not only has he destroyed Checo’s race and the car, he’s also destroyed his teammate’s race, so not very clever.”
There’s no sugarcoating it – the Monaco Grand Prix on Sunday was one of the most boring races Formula 1 has delivered in recent memory. If not ever. That’s not to detract from a hugely popular result as Charles Leclerc finally got his first victory …
There’s no sugarcoating it — the Monaco Grand Prix on Sunday was one of the most boring races Formula 1 has delivered in recent memory. If not ever.
That’s not to detract from a hugely popular result as Charles Leclerc finally got his first victory at his home race after two previous failed attempts from pole position, but there was a perfect storm that led to so little action that the top 10 all finished in the exact same positions they started, and never deviated from them.
That is unless you count the opening half lap of racing that then didn’t count to the restart order, with the fact Zhou Guanyu hadn’t completed the first sector when the race was red flagged meaning the new grid needed to be taken from the safety car line, when everyone was still in their original position.
On that occasion, Carlos Sainz had plummeted to the back due to a puncture, but he got to address that during the red flag period and restart in third place, so avoided disaster on that occasion.
And it was that red flag that actually set the race on the path to being an inevitably dull spectacle from there on.
As hugely dramatic as the incident between the two Haas drivers and Sergio Perez was, it led to the stoppage that allowed the entire grid to change tires without penalty. And sometimes there are no other options, so every single team did exactly what it had to do and switched to the opposite compound to the one they had started on (either from medium to hard or hard to medium) and knew they no longer had to make a pit stop.
That was crucial in Monaco, because finding a pit window is so important on a track where overtaking is next to impossible. If you come out in traffic then your whole race can be ruined, and similarly a slow stop can also completely turn the situation on its head. Just ask Daniel Ricciardo after 2016, or Leclerc in 2022.
With everyone having technically fulfilled the requirement to make a pit stop and run two different tire compounds in a dry race, there was no need to find a pit window, and the only demand was to ensure the tires would last until the end of the race.
It didn’t matter if the tires would drop off a cliff if everyone else was in a similar position, such is the delta needed to overtake, but new tires against old ones would provide passing opportunities as Lance Stroll, Valtteri Bottas and Logan Sargeant showed late on.
So Leclerc simply needed to back the field up to make sure nobody had a big enough gap behind them to pit and emerge without losing a position, making it his job to drive slowly. George Russell was told to take it a step further as the lead driver on medium tires, allowing a pit window to open up for the top four if necessary but making sure there wasn’t one behind that Max Verstappen could take advantage of. In the end, one opened up for Lewis Hamilton and he tried to use it to attack Verstappen, but that just allowed Verstappen to stop on the next lap and then try to chase down Russell, but the slow pace ensured the lead Mercedes still had enough tire life to keep the Red Bull at bay.
Leclerc, meanwhile, was allowed to pick up the pace later on once there wasn’t enough time to stop and make up the time difference, with Sainz playing rear gunner by keeping Lando Norris too close to Russell to try anything.
The things that make Monaco the jewel in F1’s crown, also can make for dull races like last Sunday’s. Andy Hone/Motorsport Images
In Monaco it is often about the gap to the car behind rather than to the car ahead, but instead of trying to open gaps up, the red flag ensured this year was about keeping them close.
That’s not usual, and is why there shouldn’t be a knee-jerk reaction to how boring the race was — across a 24-race season you’re going to get dull ones even without Sunday’s mix of factors — but that doesn’t mean Monaco can’t be better.
This is essentially an annual topic, because Monaco gains huge attention and build-up, but on most occasions the Sunday is not the best part, and when contrasted with the Indy 500 or Coca-Cola 600 that stands out like a sore thumb. But as an event it needs viewing as a whole.
For those lucky enough to get trackside or watch the race in person, Monaco will always be spectacular. Every lap is an event, because of the immense skill on show from the drivers. Even practice is completely thrilling, let alone when there are all 20 cars racing (at low speed or otherwise). The simple spectacle of cars on that track is more than enough. But for those at home, while it’s still impressive, it doesn’t cut it. That’s where the majority of viewers are, and they don’t get to enjoy all of the surroundings, sounds and smells of being part of such an iconic weekend. So of course options should be considered.
To avoid a repeat of this year, the rules around tire changes under red flag conditions could be tweaked, allowing a change (in case they’re needed for safety reasons) but stating it doesn’t count as the mandatory switch. That keeps strategy as part of the race, but clearly wouldn’t address all of Monaco’s flaws.
Smaller cars would be the obvious solution but far from the simplest. Formula 3 showed you can race when there’s more space to go side-by-side. And Formula 2 showed more overtaking than F1 as well, on top of how strategy can tip a race here on its head when a mandatory pit stop can’t be taken under neutralized conditions (Zak O’Sullivan winning from P15 on the grid).
I’m a big advocate for not overdoing things at Monaco because qualifying is sensational given the importance, and in a 24-race season it’s not the worst thing in the world to have a different emphasis on the two competitive sessions at least once. But if tweaks can be made that don’t detract from qualifying and still make racing that little bit more possible, then they should be.
Just one half-realistic overtaking spot would make a huge difference, and changing the track layout is a fair consideration.
Monaco might be iconic, but the layout has changed seven times since its original incarnation, with some tweaks much more subtle than others. Some of that has been due to the development of the Principality, others the adaptation of the track, but the current layout isn’t sacred.
Existing roads mean options are extremely limited but there are a few, with potential around Portier to open up a longer full-throttle section to perhaps make the Nouvelle Chicane a better overtaking chance.
Monaco being Monaco shouldn’t prevent attempts being made to improve it, but they should be done with real care. Not every race will be as boring as Sunday’s was, and not every qualifying session on the calendar carries the importance and prestige of this one.
If a balance can be struck that retains the character of the track but removes the ability for drivers to drive as slow as they did this year, then that’s the perfect scenario.
So many fans make the Monaco Grand Prix a bucket list event because of everything it involves, not just the two hours on a Sunday. Ensuring that remains the case should be the priority, and making changes done with that in mind.
Lewis Hamilton is encouraged by the progress in Mercedes’ recent upgrades despite the fact it was teammate George Russell running the latest at the Monaco Grand Prix. Mercedes had just one new front wing in Monaco that Hamilton had also been offered …
Lewis Hamilton is encouraged by the progress in Mercedes’ recent upgrades despite the fact it was teammate George Russell running the latest at the Monaco Grand Prix.
Mercedes had just one new front wing in Monaco that Hamilton had also been offered the chance to use, but in the end it was Russell who tested it, with the seven-time world champion stating it played a role in him qualifying behind his teammate prior to being limited to seventh place in the race.
[lawrence-auto-related count=3 category=1388]
“I anticipated it would be difficult to outqualify George because he has the upgraded component, but it’s just great to see we are bringing upgrades,” Hamilton told Sky Sports.
Despite appearing to voice some frustration on the way the car’s performance drops off in qualifying compared to practice sessions, he also hinted that he isn’t expecting to outqualify Russell again this year ahead of his future move to Ferrari, but overall Hamilton insists he’s buoyed by the overall progress being made.
“I mean ultimately I just try and give my all every weekend and push and give everything for this team,” Hamilton said. “I’m really so happy to see the team’s bringing upgrades and looking forward – the last three races we’ve had upgrades.
“This weekend, George’s one was a positive as well, so I’ll get that next week and hopefully over the next few races we have some more and we can continue to push and try and close that gap.”
Although the Mercedes developments are viewed as a positive, Hamilton was another driver frustrated by the lack of overtaking opportunities during Sunday’s race in Monaco after a red flag allowed a free tire change for all drivers, leading to the top ten all finishing in the same positions they started.
“I don’t know how it felt watching, but I’m sure people were falling asleep,” he said. “People were saying it’s boring. I can only imagine … Ultimately I think our tires are just, they can do a whole race, so it’s just too hard tire compounds here. We got to find ways to spice it up. Maybe mandatory three stops or something to spice it up a bit more.”
Pierre Gasly says he was shocked by Esteban Ocon’s attempted move on him at the start of the Monaco Grand Prix and suggests it went against pre-race instructions given to them by Alpine. Ocon attempted to pass Gasly down the inside of Portier on the …
Pierre Gasly says he was shocked by Esteban Ocon’s attempted move on him at the start of the Monaco Grand Prix and suggests it went against pre-race instructions given to them by Alpine.
Ocon attempted to pass Gasly down the inside of Portier on the opening lap but the angle into the corner meant he was unable to leave a car’s width on the exit and his left rear hit Gasly’s right front, launching Ocon into the air. While it was Ocon who retired, the stewards handed him what was converted into a five-place grid penalty at his next race for what they described as an “overly ambitious overtaking attempt”, and Gasly wants discussions with his teammate as a result.
[lawrence-auto-related count=3 category=1388]
“I was quite shocked and it was very unnecessary. We should never have such a situation, especially between teammates,” Gasly said. “I’m just sad, disappointed with the situation, and especially as we had clear instructions before the race on what to do and whoever qualified ahead, the trailing car was supposed to help throughout the race with the strategy, but unfortunately it didn’t happen.
“We definitely need to speak because we can’t afford [collisions], especially in a season like this, a point or two that might be crucial at the end of the year. We’ve just got to make sure that it doesn’t happen again.”
Elaborating on the pre-race discussions, Gasly claims Ocon was supposed to be helping ensure the lead Alpine could maximize its result, but says it’s not the first time the pair have been involved in incidents together.
“Honestly it was set in the strategy that whoever qualifies ahead will get the priority on the strategy and the guy behind will play a bit more of a support role. Obviously absolutely no risk on a track like that and really try to benefit from having the two cars in such a position.
“We know what’s happened and I think what’s most important for me is just to make sure that it doesn’t happen in the future. We came close already a couple of times, too many times, we discussed about it and we just need to be clear.”
Gasly went on to finish 10th after being able to take the restart following a red flag in his original position, but he says when the collision occurred Ocon risked both of them being able to score.
“At that time we were P9 and P10, so there’s absolutely no reason to try or risk to get both cars out,” Gasly said. “You can’t really rewrite the story, so you’ll never know if things could have been differently, but for sure we were in a strong position as a team, especially with the two cars ahead of us, and I feel genuinely that I had the pace to try something and we could be quite smart.
“We had a different scenario planned in terms of strategy. Unfortunately we couldn’t work it that way, but we’ll never know. At the end of the day I think we did the best we could because after the incident I got a puncture on my hard tire, restarted with the medium tires, and had to do 75 or 76 laps on medium, which wasn’t planned.
“It was just a very strange race with a very slow pace at the start, but to keep in mind the long game and making sure that the two Aston Martins behind me – with [Fernando] Alonso opening a free pit stop for [Lance] Stroll – so I had to keep some tires alive for the second part of the race in case Stroll would catch me back.
“There was quite a lot going on. I’m just happy for the team, we managed to get to the end and grab that point.”
Oscar Piastri welcomed the long red flag delay and lack of overtaking at the Monaco Grand Prix as it helped him hold onto second place despite significant floor damage. Carlos Sainz was attempting to go side-by-side with Piastri through the first …
Oscar Piastri welcomed the long red flag delay and lack of overtaking at the Monaco Grand Prix as it helped him hold onto second place despite significant floor damage.
Carlos Sainz was attempting to go side-by-side with Piastri through the first corner on the original start of the race and the pair touched, with Sainz picking up a puncture that saw him go straight on at Casino Square. A bigger crash behind between Sergio Perez and the Haas drivers neutralized the race and allowed Sainz to restart in third but also gave McLaren time to try and repair Piastri’s car so he could retain second to the flag.
“I definitely felt the touch at Turn 1 and at that part of the car, it’s such a sensitive part,” Piastri said. “The team told me how much downforce I was losing before we tried to fix it and it was a pretty big number. I don’t know what we managed to get it down to, but yeah, obviously the length of the red flag helped us out quite a lot there.
“Being in Monaco, it’s probably the one track where having damage doesn’t hurt you as much. It was a very, very small touch. But with these cars, especially with the floor being so sensitive to the downforce it generates, it can ruin your race very easily. I was very happy we could try and fix it.
“It was OK. I think for the first half of the race, it was impossible to tell what the penalty of that was. I think towards the end, probably a combination of trying to keep the pace of the race reasonably quick, plus the floor, I just struggled a little bit towards the end, but overall pretty happy with it. The last 10 laps or so, I was pretty happy we were in Monaco.”
[lawrence-auto-related count=3 category=1388]
Piastri picked up his first podium of the season with the second place, and believes it has been a long time coming this year with the pace McLaren has been able to show.
“I’m very, very happy. My third podium in F1 — certainly it doesn’t get old.,” he said. “Very happy to have it here in Monaco especially — if there’s one podium apart from your home podium that you want to stand on, it’s probably here.
“Very, very pleased for the whole team. I think especially for our side of the garage, it’s been a promising few weekends now and nice to finally get a good result out of it.”
The Australian also admits he had one attempt at looking to pass leader Charles Leclerc early on in the race given the way he was controlling the lap times, but once he had shown any intent then the Ferrari was able to cover any future attacks off.
“I had an attempt about 10 or 15 laps in, into Turn 8,” he said. “We were going pretty slow. I think at one point we were going slower than Formula 2. When you’re going that slow, you’ve got a fair few options, but I kind of knew that once I showed my hand in where I was going to try and overtake, that he would probably be wise to it from there.
“So I managed to get very close in Turn 7, one lap. I tried to show the nose in Turn 8 but he reacted just quick enough, so after that point I knew I was going to be very limited on options.”
Sergio Perez says Red Bull should ask the FIA why the stewards did not deem his first-lap crash with Kevin Magnussen at the Monaco Grand Prix worthy of an investigation. Magnussen is two penalty points away from an automatic one-race ban and was …
Sergio Perez says Red Bull should ask the FIA why the stewards did not deem his first-lap crash with Kevin Magnussen at the Monaco Grand Prix worthy of an investigation.
Magnussen is two penalty points away from an automatic one-race ban and was trying to pull alongside Perez on the climb out of Turn 1, but as the barrier follows the curvature of the road he hit Perez’s left-rear wheel and sent the Red Bull into a high-speed crash. Both Haas drivers were taken out along with Perez — whose car sustained huge damage and admits he “was a little bit shaky” afterward — but race control stated no further investigation was required.
First-lap collisions are often viewed with more leniency than other incidents due to the proximity of other cars — with Nico Hulkenberg to Magnussen’s left on this occasion — but Perez says he doesn’t understand why there wasn’t a penalty for the Dane.
“I’m very surprised because the amount of damage and how dangerous the damage was,” Perez said. “We need to ask for a reason why it’s not been investigated, because without an investigation we don’t get a reason why it wasn’t a penalty.
“I think I got the ‘lap one, let them race,’ but I think this was more dangerous driving just to keep it flat out knowing that they were going to come into contact at some point. I think that was some dangerous driving.”
[lawrence-auto-related count=3 category=1388]
While Magnussen claimed Perez didn’t leave him any room, the Red Bull driver says it was on the car behind to take avoiding action.
“If you see my onboard… you see Kevin’s car not even close to me, alongside me, and you could see that the wall is just getting closer and closer and to keep it flat out… There was only one way out of it, and it was either contact with my car [or] with the barrier — there were just simply no room for both cars.
“And at some point he had to realize that. I’ve been in that location and many times when you are the car behind, you just have to realize that it’s time to back off before things get closer to you.
“I think he clearly shouldn’t be there in first place because there is just one way to get out of that, where it will be just to hit the wall — he either hit the wall or hit my car. So how does he want me to leave him room if he is not even alongside?
“There’s a point where you see the wall is coming to you and you just have to back off. It has happened to me many times and there is a point where you just have to back off.”
Perez says he isn’t surprised that Magnussen was taking such a risk despite being so close to a race ban, as he believes the potential consequences do not cross his mind.
“I don’t think he really thinks about it, you know, about the outcome. You sometimes find yourself in a position and you have to take a very quick decision to say, ‘OK, there’s only one way of it and it’s going to be contact.’ I think we’ve got more important things to focus on. It’s been a very frustrating weekend. I’m happy that the weekend is over and I can’t wait to get to Montreal now.”
