The 2026 Belgian Grand Prix, often referred to as the Kimi Antonelli showcase, unfolded under bright, dry skies, punctuated only by a brief safety‑car intervention on the opening lap to remove a stranded vehicle and a handful of virtual safety‑car periods to clear debris from the track. Spa‑Francorchamps, a circuit that has been meticulously refined over the years, continues to evolve with new entry procedures and crowd‑control measures, reflecting its massive capacity and the ever‑growing fan base.
During Friday practice I was trackside, watching the cars accelerate with astonishing speed past the grandstands. After 45 years of racing at Spa, the sheer volume of spectators was almost overwhelming. The drivers demonstrated impressive control, extracting maximum power from their machines while navigating medium‑speed chicane exits.
Yet, much like the situation at Silverstone, there was an undercurrent of restraint; the competitors seemed reluctant to voice complaints about the changing character of the circuit. Historically, iconic sections such as Eau Rouge and Raidillon offered thrilling, high‑downforce challenges for cars equipped with grippy tyres on a pristine surface. Today, those corners have been softened by aerodynamic advances, turning the stretch from La Source hairpin to the Les Combes chicane into essentially a long straight.
The need to harvest electrical energy for the hybrid systems on Spa’s extensive layout further dampens entry speeds into classic corners like Pouhon, making them resemble fast bends rather than true high‑speed apexes. This mirrors the situation at Silverstone’s Copse, Becketts and Stowe, where battery‑charging duties blunt the cars’ velocity into the corners. The broader 2026 F1 calendar reflects a sport in transition.
While streaming options and podcasts keep fans connected, the technical direction raises concerns. High‑speed, driver‑defining corners are disappearing, a trend observed not only at Spa but also at Suzuka and other historic venues.
Budapest, by contrast, offers fewer high‑speed turns, but its recent upgrades should prevent similar issues from arising. The power‑unit philosophy that underpins modern F1 cars is under intense scrutiny. Reliability problems have been expected, yet the frequency of battery‑related deployment issues and outright power shortages suggests a more fundamental redesign is needed, perhaps as early as the 2027 season. The summer break will provide a pause to assess these challenges, but the urgency is clear.
George Russell’s performance highlighted the battery dilemma. Unlike the legendary inventors Volta, Faraday, Edison or Tesla, Russell seemed to lack the necessary electrical charge at crucial moments. In qualifying, his straight‑line speed lagged behind teammate Kimi Antonelli for reasons that remain speculative, and on the opening lap his climb toward turn five was hampered by insufficient energy.
Antonelli, however, launched well off the line, and Max Verstappen’s Red Bull also got a strong start. Verstappen appeared to execute a clever overtaking move before Eau Rouge, yet post‑race comments revealed his car was suffering from excessive battery deployment, casting doubt on the maneuver’s authenticity. Both Mercedes drivers began the race with lower than optimal battery levels.
This shortfall hit Russell hardest on the long uphill to the critical braking zone at turn five, where he was overtaken by three cars, including Lewis Hamilton. Russell attempted a late braking maneuver to regain position, moving to the outside of Hamilton.
Hamilton, following closely behind Max Verstappen, drifted slightly wide and made contact with Russell, sending the latter into a spin that ended his race and severely damaged Hamilton’s championship hopes. The incident sparked debate over steward intervention. Given the packed field, full fuel loads, and sub‑optimal tyre and brake temperatures on the first lap, I described it as a racing incident.
Unless the stewards could prove Hamilton lost control, which the evidence did not support, no penalty seemed justified. Nevertheless, the FIA imposed a five‑second penalty on Hamilton, reduced from the usual ten seconds, a decision that may have cost him a podium finish.
Later, Charles Leclerc brushed Oscar Piastri in the same braking zone, damaging Piastri’s aerodynamic components. The stewards evaluated the situation based on front‑axle positioning and corner ownership, ultimately deciding no penalty was warranted. Leclerc’s reaction in the cooldown room, however, hinted at lingering frustration.
Lewis Hamilton endured a tumultuous weekend: a practice accident, the five‑second penalty, and a near‑miss with a pit‑lane mechanic. The latter incident resulted in a team fine rather than a race sanction, allowing Hamilton to finish fourth—a result he described as a personal relief.
Despite the damage, Piastri fought back to finish fifth after switching to hard‑compound tyres on lap 20 of 44. Lando Norris displayed strong pace throughout the weekend but was forced to start 13th due to exceeding the allowed number of power‑unit control electronics, a regulation designed to curb costs by limiting the frequency of component changes. McLaren’s strategy was unconventional; they avoided using virtual safety cars and delayed a pit stop until lap 30, when Norris finally changed from his starting hard tyres.
This decision left him with a substantial deficit to catch Isack Hadjar, who, after starting from the back due to multiple power‑unit penalties, climbed to an impressive sixth place. Red Bull executed a rapid pit‑stop sequence for Hadjar on laps one and two, complying with the mandatory two‑compound tyre rule under the cover of Russell’s safety car, and again under a virtual safety car on lap 20. This well‑timed strategy helped maintain their competitive edge.
The lap‑20 VSC also benefited Leclerc, as the reduced speed loss—approximately 11 seconds—allowed him to gain ground on rivals. Antonelli had already pitted on lap 18 under green flag conditions while Mercedes covered Red Bull’s pit stop for Verstappen on lap 17.
Leclerc subsequently overtook both Mercedes drivers, assuming the lead, though Norris remained ahead on track. In the closing stages, the Italian teenager solidified his position at the front, while Leclerc fought back to finish a close second, just two seconds behind. Verstappen secured third place, his safety‑car timing denying Leclerc a chance to challenge for the win. The remaining points were claimed by Gabriel Bortoleto (Audi) in eighth, Arvid Lindblad (Racing Bulls) in ninth, and Franco Colapinto (Alpine) in tenth.
The safety‑car periods played a pivotal role in shaping the final order. Reflecting on the race, the contrast with the previous year is stark. Antonelli, who debuted at Spa last season and never finished higher than 14th, emerged as a solitary class of his own in 2026.
Mercedes celebrated their eighth victory of the season, surpassing the total wins they accumulated across the previous four ground‑effect eras combined, positioning them strongly for both the drivers’ and constructors’ championships. The F1 circus now heads to Budapest for the Hungarian Grand Prix, with live coverage on Sky Sports F1 and streaming options available through NOW without a contract, allowing fans to cancel anytime.