Although the support categories of Formula 2 and Formula 3 saw numerous incidents around Madrid’s IFEMA complex, the premier Formula 1 class has experienced minimal disruption so far.
Even so, competitors voiced their concerns following the qualifying session in the Spanish capital.
While navigating the track on a lone hot lap is deemed enjoyable—even if pole position winner Lando Norris noted that the excitement falls short of Monaco—the Grand Prix itself is expected to present far greater challenges.
“I have yet to identify a single turn where overtaking is feasible,” Max Verstappen stated right at the outset of the press conference.
“They have done a decent job laying down the asphalt, even if certain sections feel rather uneven for a newly constructed venue. However, as I pointed out earlier, the design of the corners makes passing impossible.
“When it comes to deceleration zones, planners must realize that steering while hard on the brakes should be avoided. It completely eliminates any opportunities to pass. Therefore, the track layout could certainly be improved. I am also convinced that consulting drivers on circuit designs would be highly beneficial moving forward.”
Following the official media duties, Verstappen met with Dutch journalists in the paddock just as the F3 sprint race was getting underway. The reigning champion and the press cohort observed the getaway together before Verstappen turned back to address the journalists.
“Well, there is no point in watching anymore, as it’s just a procession now,” he pointed out, highlighting once more the difficulty in passing. Although an incident occurred shortly afterward, his assessment remained unchanged.
Verstappen argues that poorly configured stopping zones make drawing level with opponents during deceleration nearly impossible
Photo by: Steven Tee / LAT Images via Getty Images
The Red Bull racer emphasizes that both the turns and the slowing-down areas are poorly thought out on the newest F1 venue. Straight-line stopping zones would allow racers to position their cars side-by-side. However, since several of the deceleration areas at the Madrid track demand braking while cornering, that opportunity is lost.
“Consequently, there is just a single viable path, which also makes defensive driving quite straightforward,” Verstappen explained when questioned about the slowing zones by Autosport.
When asked how to resolve these issues to enhance the on-track action, the Dutch driver joked: “Virtually every single braking zone! Just hand me the circuit layout and I will fix it.”
Shifting to a more earnest tone, Verstappen expressed genuine interest in collaborating with the FIA and circuit planners to offer his feedback on potential enhancements.
“They are welcome to seek my opinion on any layout. I will not get into specifics at this moment, as there are various designers involved, but I occasionally share my thoughts on certain venues. At the end of the day, competitors have a very clear understanding of what makes a corner functional and exciting.”
“There are highly successful benchmarks out there, such as COTA in Austin. It promotes great racing. Several corners are designed broad enough to permit overtaking attempts, and even if you fail initially, you can continue battling as you exit. There is no shortage of positive references to draw from.”
Verstappen shares the opinion of Norris that the pitlane length in Madrid is highly excessive
Photo by: Sam Bloxham / LAT Images via Getty Images
Verstappen revealed that competitors were not consulted during the development of the new Madrid circuit, noting that such collaboration is seldom sought in general.
“At the Jeddah circuit, we managed to adjust some elements, but those revisions ideally need to occur before construction actually begins.”
Beyond the track layout, another point of contention in Madrid is the remarkably extended pit lane. It is essentially divided into two segments, with the garage boxes being severed by an IFEMA convention hall. Norris expressed dissatisfaction with this setup during the press briefing, a sentiment echoed by Verstappen.
“Indeed, we have raised this issue with the governing body, and they acknowledged our concerns. It is highly impractical and lacks logical planning,” Verstappen remarked.
This layout flaw feels like a squandered chance, particularly given the severe tire wear witnessed so far. Under normal circumstances, this would prompt multiple tire changes, but the lengthy time lost in the pits, combined with the difficulty of passing, will likely force teams to avoid extra stops during the race.
Though Verstappen hoped to tackle the banked turn at full throttle, he explains that battery deployment limitations make this impossible
Photo by: Alex Bierens de Haan / LAT Images via Getty Images
Battery management issues prove frustrating for Verstappen in Madrid
Combined, these elements do not bode well for an action-packed Grand Prix, barring any unexpected incidents or accidents. While the field found qualifying more enjoyable, Verstappen pointed out that the weaknesses of hybrid energy systems have once again been exposed at this venue.
“Given the current regulations and the nature of these machines, the qualifying run was decent. My preference was to run flat-out through the banked curve, but doing so compromises my speed down the succeeding straight.
“As a result, you are forced to lift, allowing the hybrid system to harvest energy so you can achieve better terminal velocity later. It is a similar story in Turns 18 and 19, where lifting is necessary because running at full power there completely depletes the electrical reserves for the rest of the lap.”
Consequently, the reigning champion has not fully embraced the Madrid experience, though he acknowledges the venue could show promise in the future.
“With some modifications to the layout, it could become a good track. To be clear, street venues are rarely my favorite, but we certainly race on far worse tracks than this.”
