The new CLA is the first vehicle to fully operate on the in-house developed Mercedes‑Benz Operating System (MB.OS), making it the most intelligent Mercedes-Benz ever. The new AI-enhanced system makes it possible to equip every vehicle with a supercomputer connected to the Mercedes‑Benz Intelligent Cloud. This enables regular over-the-air updates[1] for the most important vehicle functions, including driving assistance systems for the first time. This keeps the CLA up-to-date and attractive for years to come.
On the way to a hyper-personalised digital experience: the fourth MBUX generation

MB.OS marks the start of the fourth MBUX generation. It opens up a new world of personalised experiences and intuitive interaction between human and vehicle, setting new standards in the automotive industry. The new MBUX generation is the first in-car infotainment system to integrate artificial intelligence (AI) from both Microsoft and Google. This combines multiple AI agents in one system for the first time. MB.OS offers maximum flexibility to seamlessly integrate content from third-party providers. The typical Mercedes interface remains, delivering the familiar customer experience.
Exceptionally intuitive and individual: the new MBUX UI/UX concept

The MBUX Superscreen is powered by state-of-the-art high-performance chips and real-time graphics from the Unity Game Engine. The new control and display concept is tailored to individual customer preferences. The further developed MBUX Zero Layer on the central display shows the most important information, suggestions and, for the first time, the most recently used apps1. In the app view, apps can now be moved and grouped into individually named folders, similar to how it works on a smartphone. When an app is open, a simple swipe to the left returns to the app view. Another swipe takes the user back to the Zero Layer. Alternatively, they can still go directly to the Zero Layer at any time via the home button.
Intelligent, easy to talk to and empathetic like a friend: the new MBUX Virtual Assistant

With generative AI, the new MBUX Virtual Assistant revolutionises the relationship between vehicle and driver. It enables the kinds of complex, multi-turn dialogues one might have with a friend and has short-term memory. Based on ChatGPT4o and searches with Microsoft Bing, it unites the collective knowledge of the internet. Thanks to Google Gemini, the virtual assistant is also well-versed in navigation-related questions. It can access information from the Google Maps platform to provide users with detailed and personalised answers to questions about navigation, points of interest and much more. The MBUX Virtual Assistant is always present on the Zero Layer as a “living” avatar in the form of the Mercedes‑Benz star. During an active dialogue, it recognises emotions and can respond accordingly.
Intelligent navigation you can trust: bespoke Google Maps solution

In the new CLA, the navigation experience is based on Google Maps[2]. The navigation solution developed as part of the partnership between Google and Mercedes-Benz is one of the first integrations of Google Cloud’s new Automotive AI Agent for in-vehicle conversation services with Google Maps. Mercedes‑Benz Navigation with Electric Intelligence plans the fastest and most convenient route, including charging stops, based on numerous factors. Integrated visual communication also reaches a new dimension with MBUX Surround Navigation. It seamlessly integrates the driver-assistance view with a 3D representation of the surroundings and route guidance in real-time on the driver display. Drivers benefit from improved situational awareness, seeing what the CLA sees and how the assistance systems support them.
MB.DRIVE sets a new standard with state-of-the-art driving assistance and parking systems

The new CLA models in Europe come as standard with extensive safety features and the DISTRONIC Distance Assist. Additional comfort assistance systems are bundled by Mercedes-Benz under the name MB.DRIVE². MB.DRIVE ASSIST will be optionally available in Europe from market launch. It complements Distance Assist DISTRONIC with Steering Assist, making it a state-of-the-art SAE Level 2 driving assistance system. New in the CLA is Lane Change Assist, which facilitates lane changes with a simple click of the indicator lever. The safety assistance systems can prevent a multitude of accidents.
Effortless on the road: The CLA with EQ technology is the “one-litre car” for the electric age
Remarkably low consumption and high range

The carbon footprint of the new all-electric CLA is reduced by 40 per cent over the entire value chain compared to its non-electrified predecessor. With remarkably low consumption and an impressive range in this segment, the CLA is taking electric mobility in everyday life to a new level. The first models to come to markets are the CLA 250+ with EQ Technology (energy consumption combined: 14.1-12.2 kWh/100 km | CO₂ emissions combined: 0 g/km | CO₂ class: A)[3] and the CLA 350 4MATIC with EQ Technology (energy consumption combined: 14.7-12.5 kWh/100 km | CO₂ emissions combined: 0 g/km | CO₂ class: A)3. With a range of up to 792 kilometres according to the WLTP³, the 200 kW CLA 250+ with EQ Technology offers a large radius in its class. The CLA 350 4MATIC with EQ Technology with 260 kW is positioned as the performance version at the top end of the model range.
The 800-volt electric architecture makes charging almost as fast as refuelling

The 800-volt system can significantly reduce charging time in conjunction with the new battery generation. The CLA 250+ with EQ Technology can be recharged to a range of up to 325 kilometres[4] within ten minutes. Fast DC charging with up to 320 kW is possible for the CLA 250+ and CLA 350 4MATIC.
New battery generation with high energy density and a smaller carbon footprint

The new all-electric models CLA 250+ and CLA 350 4MATIC feature the top variant of lithium-ion batteries with a usable energy content of 85 kWh. The cells have anodes that mix silicon oxide with graphite. Compared to the previous battery with conventional graphite anodes, the gravimetric energy density has been increased by up to 20 per cent. The volumetric energy density of the cell chemistry is 680 Wh/l. The cobalt content has been further reduced. The new battery generation reduces the carbon footprint by about 30 per cent per cell compared to its predecessor. This is thanks to carbon reduction measures, net carbon neutral[5] cell production and the use of electricity from renewable energy sources in anode, cathode and cell housing production.
Sprinter and marathon runner in one: the new two-speed transmission

The two-speed gearbox on the main drive at the rear axle combines dynamism with high efficiency in all situations. The first gear enables excellent acceleration right from the start and a high towing capacity. It also offers great efficiency in urban traffic. The second gear is designed for power delivery at high speeds and high efficiency on the motorway. It ensures outstanding range and long-distance comfort. The top speed is also achieved in the second gear.
“Free” heat for efficient pre-conditioning: multi-source heat pump as standard

The electric CLA is the first Mercedes-Benz vehicle to feature an air-to-air heat pump. It no longer takes the detour through a water circuit and, as a so-called multi-source model, can use three energy sources in parallel: the waste heat from the electric drivetrain, the battery, as well as the ambient air. By using this “free” heat, the air-to-air heat pump contributes to the high efficiency of the CLA. It requires only about one-third of the electrical energy that a comparable auxiliary heater would need for the same output.
Flexible for individual needs: all-electric or with high-tech 48-volt hybrid drivetrain
A modern hybrid with three power levels will follow towards the end of the year

All-electric models play a key role in implementing Mercedes‑Benz’s sustainable business strategy. However, the wishes and mobility needs of customers in different regions of the world determine the pace of this transformation. Towards the end of the year, the new CLA will also be available as a hybrid with 48-volt technology and an electric motor integrated into the transmission. The modular architecture of the CLA model family allows Mercedes‑Benz maximum flexibility in the drive concept and production. The state-of-the-art combustion engine of the CLA hybrid will initially be available in three power levels. Customers will have the choice between front-wheel drive and 4MATIC all-wheel drive.
CLA hybrid models can drive all-electrically and recuperate

The electric motor, inverter and transmission form a highly integrated unit. The electric motor provides intelligent support across the entire speed range. At urban speeds and when less than 20 kW is needed, the hybrid models can drive on electric power alone. So-called electric cruising is possible at speeds of up to around 100 km/h. A special feature of the combustion engine is its ability to recuperate in all eight gears, recovering up to 25 kW of energy.
Gorgeous: emotional expression of athletic power
A desirable statement: athletic proportions and striking character lines

The CLA with EQ Technology captivates with an exciting interplay of intelligence and emotion, redefining desire. The long wheelbase, short overhangs and a powerful GT rear are an emotional expression of athletic power. The car’s sporty proportions are enhanced by a low greenhouse, long bonnet with power domes and large wheels. The car’s muscular and athletic shoulders start at the front wheel arches and extend to the sculptural rear. The clear design language emphasises the sculpted surfaces with reduced lines and precise joints. The striking character lines on the flank create an interesting interplay of light and shade when viewed side-on.
Radiant “face”: panel with illuminated Mercedes-Benz pattern

The iconic and sporty A-shape grille has been reinterpreted for the electric age. The innovative seamless star panel is fully illuminated for the first time on a Mercedes‑Benz production vehicle. A total of 142 individually animated LED chrome-effect stars create a distinctive brand signature. One of the few visual differences distinguishing the CLA hybrid is its classic radiator grille. It features a Mercedes-Benz pattern in chrome, framed by an LED lightguide as standard.
Brightens the day and night: star-shaped headlights and taillights

With the optional MULTIBEAM LED headlights, the daytime running lights take the form of a Mercedes‑Benz star. Connecting the headlights is a band of light. The taillights are also star-shaped and connected by an illuminated design element. This combination gives the CLA a strong and unique visual presence. In conjunction with the optional MULTIBEAM LED headlights, it forms the new Mercedes‑Benz signature. It makes a Mercedes instantly recognisable at all times of the day or night – an unmistakable statement of iconic luxury. The standard-fit LED High Performance headlights have a chrome-plated design element in the shape of a star.
Light-flooded ambiance: panoramic roof fitted as standard for a generous interior feel

All CLA models come as standard with an expansive panoramic roof. This one-piece fixed glass roof has no central brace and extends seamlessly from the windscreen frame to the rear. It provides a new interior experience with an almost unobstructed view upwards. At the same time, the panoramic roof contributes to more generous headroom compared to its predecessor. Heat-insulating laminated safety glass, infrared film and low-emissivity (LowE) coating protect against sunlight and heat.
New spatial experience: minimalist interior design focusing on three iconic high-tech elements

The interior of the CLA offers a new luxury experience in this vehicle class. The design follows the principle of reduction to the essentials. It de-emphasises the underlying structure and focuses on a few iconic high-tech elements. The highlight is the optional, floating MBUX Superscreen, which extends across the entire width of the interior. Behind a large glass surface are the 26-centimetre (10.25-inch) driver display and the 35.6-centimetre (14-inch) centre display. After market launch of the CLA, the MBUX Superscreen will be available as an optional extra with an additional 35.6-centimetre (14-inch display) for the front passenger. Another eye-catcher is the centre console. Appearing to float in mid-air, its high position enhances the sporty feel. As in higher vehicle classes, it is split into two levels. The upper section offers an expansive, three-dimensional trim surface – with an integrated double cup holder and optional wireless smartphone charging cradle. The third high-tech element is the large leather-clad door centre panels, which likewise seem to float. They wrap three-dimensionally over the profile of the pull handle, which is designed in a classic tubular form.
Best-in-class equipment: a reinterpretation of modern luxury at Mercedes-Benz

An attractive and versatile range of colours and materials underscores Mercedes‑Benz’s commitment to exceptional design and distinctive features. Options include the new paint colours aqua mint and clear blue metallic as well as newly developed seat upholstery with a technical-looking pearl effect in black/clean white pearl. Also available are trim elements made of open-pore wood, brushed aluminium, a coating with an anodised look and a decorative paper surface that is new in the automotive industry.

Powerful, extremely comfortable, prestigious: the Mercedes-Benz 450 SEL 6.9 is a veritable high-end power saloon. At its unveiling 50 years ago, this top-of-the-line variant of the 116 model series enchants the professional press – and customers as well: driving the “six point nine” signals the utmost confidence and sophistication. Fast drivers are great fans of high-performance vehicles. No wonder numerous Formula One Champions of that era opt for a 450 SEL 6.9 as a privately owned vehicle. Even today, this iconic luxury saloon remains a modernly elegant presence on the road, impressing with comfort and performance.

“The 450 SEL 6.9 is the top-of-the-line version of the S-Class of that time, and has consequently always been very much sought-after. Many celebrities also possess a better one; performance and luxury are a fascinating combination. Demand in the classic car market is consistently high. Price trends over the past years reflect this: in 2025, Classic Data listed an average price of just over EUR 50,000 for a vehicle in excellent condition (Grade 1) – today, ten years later, it’s already more than EUR 80,000. Exceptional vehicles can easily fetch more than EUR 90,000. That’s why buyers should not hesitate when it comes to good vehicles. As always, the rule is: the better car is almost always the better buy. Ideally, there should be a verifiable maintenance and repair history from a Mercedes-Benz Classic Center or a Mercedes-Benz ClassicPartner.”
Patrik Gottwick, Sales and Marketing Manager at Mercedes-Benz Heritage GmbH

The model series 116 is the first generation of Mercedes-Benz executive class vehicles to bear the name S-Class. Introduced in September 1972, it wins numerous awards, including “Car of the Year” in 1974 for the 450 SE. In May 1975, the 450 SEL 6.9 rounds out the model range as its top variant; the press launch of the vehicle takes place in Le Hohwald in Alsace. The media are thrilled, producing headlines such as “The best car in the world” and “The fastest saloon in the world”. With a top speed of 225 km/h, the “six point nine” is among the fastest vehicles on the road in the 1970s. In the mid 1970s, its acceleration from 0 to 100 km/h in just 7.4 seconds is rivalled only by very powerful sports cars.

The 450 SEL 6.9 comes with a very extensive standard equipment package. For instance, air conditioning, central locking, cruise control, power windows, headlamp cleaning system, velour upholstery and inertia-reel seat belts in both the front and rear seats are all included – features that are by no means standard in most other models in 1975. The rear seats are especially spacious. The top-of-the-line variant of the 116 model series ships exclusively as a long version, with the additional 100 millimetres benefiting rear-seat passengers. Optional extras include an electric sunroof (DM 987.90) and the extremely rare Becker AT 160 S car phone (DM 13,542). Price list No. 16 of 28 January 1976 lists a basic price of DM 69,930 for the top-of-the-line 450 SEL 6.9 of the S-Class – more than double the price of the 280 SEL, the entry-level long-wheelbase variant of the 116 model series.

How can you recognise the “six point nine” from the outside – apart from the badge on the boot lid? There are three distinguishing features: beneath the grille is a crescent-shaped air deflector, which increases air flow to the powerful engine; the vehicle rolls along on wide-base 215/70 VR 14 tyres (compared to 205/70 HR 14 for other eight-cylinder vehicles and 185 HR 14 for six-cylinder models); and at the rear, the dual exhaust system has larger tailpipes as befits the top-of-the-line saloon. Contrary to popular belief, the characteristic forged aluminium Fuchs wheels are not part of the standard equipment package for this vehicle: even for the 450 SEL 6.9, they are an optional extra listed at DM 1,554.00.
A V8 engine with plenty of power and torque

The M 100 E 69 engine is a highlight of the 450 SEL 6.9. This eight-cylinder aggregate is based on the V8 engine of the legendary prestige vehicle Mercedes-Benz 600 (W 100). Its cylinder bore is increased from 103 millimetres to 107 millimetres while keeping the stroke the same, resulting in a displacement of 6,834 cubic centimetres for the 450 SEL 6.9. This M 100 generates 210 kW (286 hp) at 4,250 rpm and reaches its maximum torque of 550 newton metres at 3,000 rpm. The three-speed automatic transmission, while fundamentally the same as in other 4.5-litre eight-cylinder models, is adapted to handle the higher output and increased torque of the “six point nine”.

When it comes to maintenance costs, the 450 SEL 6.9 has various advantages. For instance, the hydraulic valve clearance compensation mechanism eliminates the need for retrospective adjustments. Thanks to a newly developed cylinder head gasket, it is no longer necessary to retighten the cylinder heads. And dry sump lubrication makes it possible to place the engine lower down and extends oil change intervals to 15,000 kilometres.

For the suspension, Mercedes-Benz introduced a new concept in the 450 SEL 6.9. Rather than using the pneumatic suspension found in the 300 SEL 6.3 (W 109) with 184 kW (250 hp), the new top-of-the-line model features a hydropneumatic variant with hydraulic level control. Four spring elements also function as shock absorbers. A pressurised oil system balances the oil volume within the spring struts. As a result, the vehicle’s ride height remains constant and the full spring travel always remains available.
Well-sorted stock of spare parts directly from the manufacturer

Between February 1975 and September 1980, exactly 7,380 units of the 450 SEL 6.9 are produced. Today, Mercedes-Benz Classic Genuine Parts maintains an extensive stock of spare parts for this model – something only the manufacturer can offer. These spare and wearing parts ensure the highest levels of quality and authenticity right down to the last detail, along with short delivery times. This spare parts service helps keep the brand’s classics in authentic condition long-term. The range for the 450 SEL 6.9 extends from the A/C on-off switch (Part No. A 000 820 79 10) for EUR 17.47 to the specific steering box assembly (Part No. A 116 460 12 01) for EUR 3,756.20 (prices include value-added tax). Key parts for engine overhauls are also available, with more being reissued.

Jochen Mass, former Mercedes-Benz racing driver, Le Mans winner, and long-time brand ambassador for Mercedes-Benz Classic, passed away on 4 May 2025 at the age of 78. His golden era in motorsport stretched from the 1970s into the 1990s. One of his career highlights was his overall victory at the 1989 24 Hours of Le Mans with the Sauber-Mercedes C9. After retiring from active racing, Mass continued to inspire fans by driving famous vehicles from the Mercedes-Benz Classic collection at numerous events.

“Jochen Mass had a captivating way of recounting stories from his long and distinguished career. As our brand ambassador, he represented us for many years and inspired our brand’s fans with his approachable, friendly manner. He knew how to bring our classic legends to life with his immense knowledge and experience. I always valued the exchange with him. It was always a personal highlight to bring the Mercedes-Benz racing icons onto the road with him.“

Marcus Breitschwerdt, CEO Mercedes-Benz Heritage GmbH

From Formula One to Group C

Jochen Mass was born on 30 September 1946, in Dorfen near Munich and grew up near Mannheim. His varied racing career took him from touring cars all the way up to Formula One. In 105 Grand Prix appearances, Mass amassed 71 World Championship points with McLaren and Arrows, achieving eight podium finishes, and won one Grand Prix. This makes Mass the most successful German Formula One driver of his era. One of his greatest triumphs was his victory at the 24 Hours of Le Mans in 1989 with his Sauber-Mercedes C9. Three years later, he switched into team management in the German Touring Car Championship (DTM). Mass maintained his close links with Mercedes-Benz after his active career, appearing at numerous classic car events as a Mercedes-Benz Classic brand ambassador.

Jochen Mass’ career started as a sailor on the world’s oceans. After completing an apprenticeship as a mechanic, he embarked on his multifaceted motorsport career in 1968, racing touring cars for Alfa Romeo and as a works driver for Ford from 1970 to 1975. In 1972, he won the 24 Hours of Spa-Francorchamps alongside Hans-Joachim Stuck in a Ford Capri 2600 RS. At the same time, he competed in Formula 2 and was runner-up in the 1973 European Championship driving a Surtees TS15. In the same year, Mass made his Formula One debut at the British Grand Prix in Silverstone for the Surtees team.

After his years in Formula One, Mass competed in the 1984 Paris–Dakar Rally, in a Mercedes-Benz 500 SLC (C 107) for Albert Pfuhl’s team. With the title of German Sports Car Champion under his belt in 1985 and more than a decade as a works driver for Porsche (1976 to 1987), he joined the Sauber-Mercedes works team in 1988. Driving the first Silver Arrow since 1955 – the Sauber-Mercedes C9 in 1989 – Jochen Mass claimed victory at the legendary 24 Hours of Le Mans alongside Manuel Reuter and Stanley Dickens, and finished the season as runner-up in the World Endurance Championship for Prototypes. In 1990, Mass took on the role of mentor to the three Mercedes-Benz juniors who would later rise to greatness in their careers: Michael Schumacher, Karl Wendlinger and Heinz-Harald Frentzen. During the 1990 Group C season, the trio shared a Mercedes-Benz C11 with Jochen Mass and achieved numerous successes. In Le Mans 1991, Jochen Mass, Jean-Louis Schlesser and Alain Ferté were forced to retire their C11 after 21 hours, despite holding a commanding lead, due to a technical fault. At the end of the year, Mass concluded his career with a fifth-place finish at the World Championship round in Autopolis, Japan. In 1992, Jochen Mass took part in a balloon race across the Atlantic, and from 1993 to 1997 he was a Formula One commentator on television.

Brand ambassador at the wheel of a legendary Silver Arrow

Legendary Mercedes-Benz racing driver Sir Stirling Moss once described Jochen Mass as “a driver with an extraordinary feel for racing cars and great expertise, who is well-versed in the racing history of all eras”. That is how it happened that Mass took part in numerous historic events on behalf of Mercedes-Benz Classic. Among other events, he took part in the 2005 Mille Miglia – half a century after Stirling Moss’s legendary victory in this famous road race with the Mercedes-Benz 300 SLR. At the time, Moss said of Mass: “Jochen is a kindred spirit to me.”

Whether supercharged touring cars from the W 06 series, a Grand Prix racer from the first Silver Arrows era, a Group C racing car, the 300 SLR from 1955, or a Mercedes-Simplex from the early days of the automobile: As a brand ambassador, Jochen Mass captivated audiences at many renowned classic car events at the wheel of the brand’s historic racing vehicles. He was a regular guest at the prestigious Goodwood Festival of Speed, where he embraced the culture of celebrating historic motorsport. In 2024, he said of his drive in the Mercedes-Benz C11 at Goodwood: “That of course stirs emotions and memories of the challenging world of motorsport over 30 years ago. In Goodwood, the companions of those days come together – drivers, teammates, mechanics, engineers. The Festival of Speed never fails to inspire me with its unique atmosphere and incredible variety.”

Toto Talks Imola

We head to Imola having completed one quarter of the season. From those first six races, we can draw the following conclusions: we have made progress from last year, with the W16 a more balanced car than its predecessor; we have scored some solid results, with four podiums in that run of races; and we have more work to do if we want to challenge for victories.

Our focus is on making gains on that final point as we begin the European leg of the season. The team at Lauda Drive have been working hard to do that and we will be bringing several updates over the coming races. F1 is a relative game, though, and we know our competitors will make progress too. It will be interesting to see how that plays out on track.

Imola also marks Kimi's first home race. He grew up nearby in Bologna, and it will be a special occasion for him. But it's a race that pays 25 points, like every other, and that's the only thing that counts at the end of the season. George and Kimi will be focused most of all on achieving the best possible result on track.

 

Fact File: Emilia Romagna Grand Prix

  Construction of the Autodromo Internazionale Enzo e Dino Ferrari first started in 1950 and the circuit hosted its debut race in 1953.

·         The track has hosted F1 races under three different names: the San Marino Grand Prix, Italian Grand Prix and Emilia Romagna Grand Prix.

·         Having hosted a race every year between 1980 and 2006, the circuit disappeared off the calendar in 2007, but returned in 2020 as the Emilia Romagna Grand Prix.

·         The team captured its seventh consecutive World Constructors’ Championship with a 1-2 at Imola in 2020.

·         The 2023 edition of the race was cancelled due to devastating flooding around the track and in the surrounding region.

·         At 548 metres, the distance spent under the pit lane speed limit at Imola is the longest on the calendar.

·         It takes drivers nearly 25 seconds to navigate during a stop in the race.

·         The race also has the highest level of fuel consumption seen on the 2024 calendar.

·         With an average ambient air temperature of 14.8 degrees, the race could also be described as one the coldest of the season.

·         Changes have been made to the track last year with gravel traps at T9 and exits of Turns 11 to 15.

·         The 2025 edition is getting one step softer than last year with the use of the C6 tyre compound for the first time this season.

·         The Emilia Romagna Grand Prix is an important step in the season, marking the beginning of the European leg but also being Kimi Antonelli’s home Grand Prix.

Kimi Antonelli

I've felt confident with the car throughout this weekend, and it was good to convert that into another strong qualifying result. I struggled a little bit in Q1 and Q2, not having as clean a run as I had in Sprint Qualifying yesterday. My last lap in Q3 was my best effort today though. I was a little greedy in turn one, but the rest of the lap was quick. The gaps at the front are incredibly tight and even a few hundredths can make a difference. I am happy with how my lap was though and P3 is a good place to be starting from for tomorrow's Grand Prix.

The Sprint race was a little disappointing this morning. I lost several places at turn one and then was unfortunate with the contact with Verstappen in the pit lane. We had the opportunity and the pace to have a stronger result, but it was good to bounce back later in the day. We will be aiming to have a cleaner race tomorrow and see what we can do.
George Russell

Qualifying has been a strength of mine since the beginning of the season, but it has not clicked for me either yesterday or today. I am therefore relatively happy to take P5 on the grid for tomorrow’s because we know how tight the field is. To end up just under two tenths from pole is a bit of a surprise given the confidence I’ve been lacking on the single lap. The car is obviously quick as Kimi did another great job in Qualifying. I am really proud of how he has performed; he has been consistent, and we’ve got another chance to score some solid points for the team tomorrow.

We will reset tonight, and I’ll make sure I am performing at my best tomorrow. The Sprint was a little disappointing as we finished only one place ahead of where we started by virtue of a time penalty. We should have perhaps made the call to go to slicks earlier and we could have gained a couple more positions. That said, the Grand Prix is where the big points are scored. It may be mixed weather conditions again and we will be ready to take advantage of any opportunities that come our way.
Toto Wolff, Team Principal & CEO

We need to be pleased with the performances we put in during Qualifying today. Both drivers didn't have the perfect laps, so we could hypothetically talk about starting higher up on the grid; Kimi had a small mistake at turn one and George had a snap of oversteer through turn seven. Nevertheless, we know it was going to be a tough ask to challenge the McLarens and Verstappen so, even though we're never going to be satisfied with P3 and P5, we can look forward to Sunday.

The weather forecast for the race is mixed and we wouldn't be unhappy with a few rain showers tomorrow. Our race pace isn't as strong as the McLarens in the hotter conditions, and both Verstappen and the Ferraris have shown in recent races how quick they can be in similar circumstances. It is an area we are working hard to improve on and hopefully we can take a step forward in the upcoming races. For now, we will race hard tomorrow and see what we can do from the second and third rows of the grid.
Andrew Shovlin, Trackside Engineering Director

The Sprint this morning was frustrating. Kimi had a bit of wheel spin off the line, battled for position with Piastri and ultimately dropped to P4. After that, it was all about the transition to the dry tyres. We hesitated and went one lap later than others but would have still been in a decent position had Verstappen not been unsafely released into Kimi’s path. He reacted well to avoid anyone getting hurt but ultimately it finished his race as he had to drive around and stop the next lap. George lost a bit of race time by stopping the lap after but that was inevitable. It would have been good to see where we performed if we had more racing in the dry, but that will wait until tomorrow. We still scored some useful points, but it could have been a lot better.

We made a few small changes to the car going into Qualifying. The track seemed a bit more difficult today, with the drivers finding it harder to know where to position the tyre temperatures. Generally, the tyres were not biting as well as they had yesterday for us. It wasn't an easy route through to Q3, but we got both cars there with two new sets of Soft tyres. Neither driver got perfect laps; both could have found a bit more and the gaps to pole position were not large. Starting P3 and P5 still gives us the opportunity for a good result tomorrow and, with threat of rain, anything can happen.