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CHARLES LECLERC REPORTEDLY OFFERED €100M DEAL TO JOIN ASTON MARTIN
Charles Leclerc enters 2026 facing a "now or never" season at Ferrari amidst rumors of a massive €100M offer from Aston Martin.
Charles Leclerc knows what’s at stake in 2026. He calls it his “now or never” season with Ferrari. By the time this year wraps up, he’ll have driven more races for Ferrari than almost anyone—only Michael Schumacher will have done more.
Now, Schumacher turned Ferrari into a winning machine. Leclerc, on the other hand, is still chasing his first real shot at the championship. He’s been close—the runner-up to Max Verstappen in 2022—but he finished almost 150 points behind. That’s not exactly nipping at Max’s heels.
Last year? Honestly, Ferrari flopped. They didn’t win a single Grand Prix. The only thing they had to celebrate was Lewis Hamilton’s Sprint Race win in China, and that was hardly enough. So, people are already wondering: if Ferrari’s 2026 car disappoints, does Hamilton stick around? And what about Leclerc—does he really want to keep waiting?
It turns out Leclerc’s management hasn’t just been sitting around hoping for the best. They’ve been quietly checking out other teams for months, looking at options for 2027. The big worry? Ferrari might drop the ball again and give him another car that can’t compete. Leclerc’s been down this road before—every time Ferrari looks promising, they can’t seem to turn it into something real.
You can see why Leclerc might consider leaving. He’s considered one of the best qualifiers on the grid, maybe the best. But there’s this nagging thing: out of 27 pole positions, he’s only turned eight into wins. Some folks say that raises questions about how he handles races when it really counts.
Still, if Leclerc suddenly became available, every team would be interested. Red Bull has come up as a potential landing spot, especially if Verstappen moves on. Mercedes and McLaren would probably put him at the top of their list if they had an opening. But then there’s Aston Martin. They’ve got Honda, Adrian Newey, and, if Fernando Alonso retires after 2026, a clear spot for Leclerc to step in as their number one. Lawrence Stroll, their boss, isn’t shy about spending big to get his way.
Word is, Aston Martin’s already made Leclerc an offer. If you’re any team in Formula 1, you’d love to sign him. The bigger question is whether any of them can actually give him what he wants—a car that can finally win it all.
So, the way Ferrari start the next season? It’s going to shake up everything. Both Hamilton and Leclerc are expecting more. If Ferrari can’t deliver, don’t be surprised if the driver market explodes.
THE SECRET STEERING WHEEL BUTTONS LANDO NORRIS IS MASTERING FOR THE 2026 SEASON
Lando Norris and Oscar Piastri discuss the "procedural" shift in F1 2026. Discover why steering wheel workload has skyrocketed.
McLaren’s Lando Norris and Oscar Piastri have been pretty open about how they’re changing things up to get ready for the new Formula 1 rules. The one thing they both talk about? The sheer amount of extra work is waiting for them in the cockpit.
These 2026 regs are a big deal. The new power units will split power almost evenly between the engine and the battery. DRS is out. Active aero is in. And drivers will need to handle more of the energy management themselves—when to harvest and when to hit deploy.
Physically, not much changes for Norris or Piastri. But Norris says he’s clocking way more hours in the simulator now. “You’re still prepping in a lot of the same ways,” he said at the McLaren launch. “But I’m spending more time on the sim, just trying to get used to all the different buttons and how things work now.”
Most of the changes, he says, are procedural. It’s about getting the steps right, not overhauling everything else. “Every season, you look back at what worked and what didn’t, and you try to improve. This year, though, there’s just more stuff happening on the steering wheel already, so we’re digging into that in the sim and trying to be ready for Bahrain and Australia.”
Piastri jumped in, talking about how much more they’ll have to juggle behind the wheel. “There’s just more for us to think about. Sure, we’ve had hybrid power before, but now it’s way more important. The battery’s a bigger part of it. You use up the charge quicker, but you can refill quicker too, so it’s way more dynamic. It’s another thing to keep your eye on while driving.”
He didn’t sugarcoat it. “It’s definitely another challenge, but at the end of the day, the goal’s still the same: go as fast as you can. It’s just that there’s more to handle while you’re doing it.”
FIA CONFIRMS MAJOR LOOPHOLE IN NEW 2026 FORMULA 1 POWER UNITS
Nikolas Tombazis confirms an F1 engine loophole as Mercedes exploits compression ratios, leaving Ferrari and Audi fuming for 2026.
FIA single-seater director Nikolas Tombazis just confirmed what the paddock’s been buzzing about: at least one Formula 1 team has pulled off a power unit trick that’s already causing a storm before the new season even starts.
The switch to new power units hasn’t just shaken up the tech; it’s brought new names onto the grid. Renault’s out, but now we’ve got Audi finally joining, Honda back in the mix, and Red Bull Powertrains up and running. And with Cadillac backed by General Motors joining soon, the lineup looks fresher than it has in years.
A big reason for all this change? The rulebook now splits power 50-50 between combustion and electric energy, steering F1 in a new direction. But here’s the thing: Mercedes spotted a loophole and ran with it.
It all comes down to the compression ratio inside the engine. The FIA checks it at ambient temperatures and expects a ratio of 16:1, but Mercedes figured out how to bump it up to 18:1 when the engine heats up at race pace. That little trick gives them more efficiency on track.
Naturally, their rivals aren’t happy. Ferrari, Audi, Honda—they’re all fuming. The FIA’s now scrambling to sort things out before the Australian Grand Prix. No one wants this to end up in court.
Tombazis explained why the rules were written this way in the first place. “There are all these pistons moving, turning the crankshaft, pulling air and fuel in. Designing engines to hit high compression ratios isn’t easy.
“When we set these regulations, we wanted to bring in new manufacturers. It worked—now we’ve got five, and another on the way. If we hadn’t changed things, we’d probably be down to two by now, and that’s a problem.
“Newcomers always start behind. We had to level the playing field, or they’d never catch up, especially with cost caps and development limits. It’s still tough, but at least now it’s possible.
“That's why we simplified some things and cut costs. The compression ratio was one of those changes. We dropped it from 18:1, which was barely reachable, to 16:1 as a compromise.”
The FIA admits, without naming names, that some teams have found ways to push the ratio higher. The goal now is to fix the loophole before the season begins.
“These engineers are clever and always looking for an edge. Some found ways to increase the ratio when the engine’s hot, and that’s what we’re talking about now,” Tombazis said.
“We’ve spent a lot of time trying to solve this. We want it sorted before the first race. The competition should happen on the track, not in the courtroom. That’s the aim.”
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