Yuki Tsunoda, representing Red Bull in Formula 1, is slated to commence the Hungarian Grand Prix from the pitlane area due to alterations violating parc ferme regulations to introduce updated power unit elements.
The Japanese competitor had initially secured a 16th-place qualification for the race held at the Hungaroring circuit, marking a challenging weekend for the Milton Keynes-based racing organization.
The FIA, within its technical delegate’s report, officially noted that Tsunoda is “utilizing a new internal combustion engine (ICE) for the duration of the Competition.”
The report further elaborated: “The internal combustion engine in use by Yuki Tsunoda represents the fifth (5ᵗʰ) instance out of the permitted four (4) new internal combustion engines for the 2025 Championship season, and this configuration deviates from Article 28.2 of the 2025 Formula One Sporting Regulations.”
Tsunoda’s RB21 vehicle has also been outfitted with a newly installed turbocharger and a novel motor generator unit-heat (MGU-H) component. The current turbocharger marks his fifth such unit for the ongoing season, mirroring the status of his MGU-H.
Yuki Tsunoda, Red Bull Racing
Photo by: Simon Galloway / LAT Images via Getty Images
Tsunoda exhibited indications of advancement throughout the qualifying rounds, with his quickest Q1 lap positioned 0.168s behind his Red Bull counterpart, Max Verstappen; however, he found himself eliminated from the initial qualifying segment in 16th position, a mere 0.024s behind Franco Colapinto representing Alpine, who managed to secure the final advancement slot into Q2.
Red Bull’s team principal, Laurent Mekies, had previously communicated before the qualifying session that the team had encountered difficulties in supplying both Tsunoda and his teammate, Max Verstappen, with a “car they desired”.
“We’ve faced challenges since yesterday’s activities,” the newly appointed team head informed Sky Sports F1 after the conclusion of the final practice run. “It has proven notably complex to calibrate the vehicle within the optimal operational range, thereby ensuring Max and Yuki possess the requisite feedback and control. We’ve explored various modifications aimed at reconfiguring the vehicle’s dynamics; however, it appears the prevalent feedback remains consistent today, characterized by a general deficit in available traction.
Consequently, the situation is suboptimal, although it is during these demanding circumstances that valuable insights are gained. We are actively engaged in conducting several evaluative exercises to ascertain the constraints and limitations imposed by the track environment. Thus far, it is equitable to acknowledge that we have not successfully provided our drivers with their desired vehicle setup.”
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