The 2026 Belgian Grand Prix, often referred to as the Kimi Antonelli showcase, unfolded under bright, dry skies, though the opening lap was briefly interrupted by a real safety car to remove a stranded vehicle and several virtual safety car periods to clear debris and high-tech litter from the track. Spa-Francorchamps, once again, displayed its immaculate surface and modernised facilities, even if the ever‑changing entry procedures and crowd‑control measures can feel like a maze for spectators.
The venue’s sheer size and the massive fan presence make logistics a constant challenge. On Friday, I was trackside during the practice sessions and was struck by the raw speed of the cars as they thundered past the grandstands.
After 45 years of attending Spa, the sheer volume of supporters this year was astonishing. The drivers demonstrated remarkable skill, extracting maximum power while managing grip through the medium‑speed chicane exits. Yet, much like at Silverstone, there was an undercurrent of restraint; drivers seemed reluctant to voice complaints about the evolving nature of the circuit. Historically, iconic sections such as Eau Rouge and Raidillon provided a thrilling test of high‑downforce machinery on grippy tyres.
Today, those corners have been softened by the demands of hybrid power‑unit management. From La Source at turn one to the Les Combes chicane at turn five, the track now behaves more like a long straight. The need to harvest electrical energy on the longest circuit of the calendar means that engines are often in harvesting mode, reducing the entry speeds into classic corners like Pouhon.
In effect, these high‑speed bends have become elongated bends, similar to the way Copse, Becketts and Stowe are approached at Silverstone when the ERS is active. The 2026 season schedule shows a full slate of races, and fans can stream every Grand Prix without a contract, listen to the official podcast, or even get updates via Sky Sports on WhatsApp. However, circuits that have lost their defining high‑speed sections, such as Spa and Suzuka, raise concerns about the future character of Formula 1. Budapest, by contrast, offers fewer genuine high‑speed corners, but its recent resurfacing promises a smoother weekend without the current issues.
Technical directors have been aware of these challenges for some time, and plans are already under way to address them for 2027 and 2028. Nevertheless, the last two races have underscored the urgency of a fundamental shift in power‑unit philosophy. Reliability teething problems were expected, yet the persistent references to "deployment issues" and "no battery" as we approach the summer break highlight deeper systemic flaws.
Turning to the race itself, George Russell struggled to find the necessary battery power, lagging behind his teammate Kimi Antonelli in qualifying for reasons that remain unclear. At the start, Antonelli launched well, and Max Verstappen’s Red Bull also got off the line strongly. Verstappen seemed to execute a clever overtaking move before Eau Rouge, but post‑race comments revealed that his car was over‑using its battery, suggesting the maneuver was more a product of excess power than driver brilliance. Both Mercedes drivers began the race with insufficient battery charge, a deficit that hit Russell hardest on the uphill stretch to turn five.
He was overtaken by three cars, including Lewis Hamilton, and was forced to brake later than usual to compensate for his slower arrival speed. In the ensuing battle, Hamilton, following closely behind Max, drifted slightly wide and made contact with Russell. The collision sent Russell spinning into retirement and dealt a severe blow to Hamilton’s championship hopes. The first lap is always a chaotic period, with cars running full fuel loads and tyres and brakes not yet at optimal temperature.
I described the incident as a racing incident in my commentary, unless the stewards could prove Hamilton lost control, which they did not. Russell later returned to the pits on a scooter, still upset about his power‑unit woes, and Ferrari also labeled the clash a racing incident.
The stewards ultimately imposed a five‑second penalty on Hamilton—reduced from the typical ten seconds—potentially costing him a podium finish, though that remains speculative. Later, Charles Leclerc clipped Oscar Piastri in the braking zone for turn five, damaging Piastri’s aerodynamic components. According to the sporting regulations, such a move could warrant anything from a warning flag to a drive‑through penalty, depending on severity. The stewards, however, judged the incident based on relative front‑axle positions and who had the rightful claim to the corner.
Leclerc’s reaction in the cooldown room spoke volumes about his frustration. Hamilton endured a tumultuous weekend: a practice accident, the five‑second penalty, and a near‑miss with one of his own mechanics during a pit stop, which resulted in a team fine rather than a race penalty. Finishing fourth may have been a relief for him, perhaps the first time he has felt truly content with that position. Despite the damage, Oscar Piastri fought back to finish fifth after switching to hard‑compound tyres on lap 20 of 44.
Lando Norris performed admirably throughout the weekend but was forced to start 13th because his power‑unit electronics exceeded the regulatory allowance, a rule designed to curb spending by richer teams. McLaren’s strategy was unusual: they avoided deploying virtual safety cars and delayed a pit stop until lap 30, when Norris finally swapped his hard tyres. This left him with a significant gap to Isack Hadjar, who started from the back due to multiple power‑unit penalties but managed an impressive sixth place.
Red Bull’s pit strategy was aggressive: Hadjar pitted on lap one, again on lap two to meet the mandatory two‑compound tyre rule under the Russell safety car, and once more under a virtual safety car on lap 20. This sequence proved advantageous for Verstappen, who finished a solid third. The lap‑20 VSC also benefitted Leclerc, as the time loss under VSC is roughly 11 seconds, allowing him to close the gap to the leaders.
Antonelli had already pitted on lap 18 under green‑flag conditions as Mercedes covered Red Bull’s pit stop for Verstappen on lap 17. Through these strategic moves, Leclerc briefly took the lead, with Norris ahead of him on track.
Antonelli chased hard but could not close the gap quickly enough; Leclerc’s pace remained strong. Ultimately, the Italian teenager secured the victory, with Leclerc finishing a close second, just two seconds behind, and Verstappen completing the podium in third. The remaining points went to Gabriel Bortoleto and Audi (eighth), Arvid Lindblad with Racing Bulls (ninth), and Franco Colapinto for Alpine (tenth). Safety‑car periods played a pivotal role in shaping the final order, both helping and hindering drivers at different moments.
Reflecting on the year’s progress, Antonelli’s performance marks a stark contrast to his debut last season, where his best finish was 14th. This year he has proven himself to be in a league of his own. Mercedes, meanwhile, celebrated their eighth win of the season—a tally surpassing the combined victories of the last four ground‑effect eras.
Such dominance positions them well for a potential double championship triumph. The championship now moves to Budapest for the Hungarian Grand Prix, with every session broadcast live on Sky Sports F1 starting Friday. Viewers can stream Sky Sports via NOW without a long‑term contract and cancel at any time.