Lewis Hamilton

I’m happy that Kimi was OK as that was a big accident. The main thing that matters is that he was OK. In terms of our car performance, it’s been a good day. This new tarmac and the smoother kerbs have presented an interesting challenge, but the car has felt good from the start. There seemed to be some graining up and down the field in FP1 and people struggling with the tyres. We made some solid changes ahead of FP2 and the car took a step forward in that final hour. There’s still some work for us to do overnight both here and at the factory, particularly around the long run, so we can be as competitive as possible over the rest of the weekend.
George Russell

Firstly, I’m glad to see that Kimi was OK. It’s never nice to see a crash that size and the first thing that matters is that he wasn’t hurt. The mechanics did a great job to get the car ready for FP2. We got a good 30 minutes of running before and after the red flag so a big thank you to them.

The car seems to be looking good. Lewis did a great job to top the timing screens. I had a couple of push lap efforts at the end of FP2 but was mainly focused on the long run. The resurfaced track meant that it looked to be ramping up quite a lot throughout the day. We need to be alive to it evolving over the rest of the weekend. We’ve got a lot of good data to go through, even though it wasn’t the most productive Friday I’ve ever had on my side.
Kimi Antonelli

It’s been quite a day here in Monza. Unfortunately, my first FP1 session ended quite quickly with a big crash. It was measured at 52G, so it was a heavy one. I am not feeling 100% so I will have an easy night this evening and rest ahead of the rest of the weekend. I am sorry to the team and to George as it is not how we wanted the hour to go. It was a pure mistake from my side where I was pushing just a bit too hard for the conditions. I should have built into the speed more progressively and it is something I will learn from.

I am still thankful to the team for making it possible for me to drive in FP1. It was great to drive in front of the tifosi and be on track with all the other drivers.
Andrew Shovlin, Trackside Engineering Director

We’ve had a busy day here in Monza. Kimi's accident luckily didn't do any damage to him, but the car took a big hit. Repairing it ate into George's session a little bit. That cost us some learning but we'll hopefully recover that ground in FP3 tomorrow.

Lewis had two strong sessions. The car seems to be working well, but there is not much to choose between the top few teams; it all looks very tight and from today's data there doesn't seem to be more than a couple of tenths separating the front of the field. For the race, managing the tyres looks like it is going to be a challenge. The new surface is causing quite high degradation and as soon as you push hard, the tyres start to drop. It is not an easy track to employ the necessary management without leaving yourself vulnerable to being overtaking, but it should lead to an interesting race.

George Russell

Today’s race was an odd one. We didn’t have the pace and that was the case on all three tyre compounds. It felt that I was sliding around quite a lot, suffering from high degradation, and slowly went backwards. We will have to understand why that was as we were relatively quick on Saturday. Performance does swing circuit to circuit, but we have been up near the front in the past six races. I am therefore confident that this is an outlier.

We will get to work immediately to understand why we were slower than our competitors today. We have another race next weekend in Monza and we will aim to put in a much better showing there.
Lewis Hamilton

We knew today was all about damage limitation. We managed to work our way back into the points but ultimately, we didn’t have the pace to fight for much more today. If we had qualified better yesterday, than it may have been a little different. I enjoyed getting past several cars though and putting the Soft tyre to use in that opening stint. It felt good to move forwards but I’m a little disappointed as if we had a better Saturday, then the fight would have been for more points.

Strategy wise, we were looking at running to the end on the one-stop. I had a lock-up on the Hard tyre though and that meant we switched to the two-stop. It was a shame to lose the point for fastest lap at the end, but I should have put in a quicker effort earlier on.
Toto Wolff, Team Principal & CEO

We had a bad race today. It was quite a contrast to the previous Grand Prix in Spa where we had set the pace and finished first and second on track. We clearly got some decisions wrong in terms of how we were running the car here. We will evaluate that quickly so we can avoid another race like this. It is bruising. Sometimes it is good to be bruised though to take a step forward.

With George, we switched to a two-stop strategy as he was running out of tyre in his second stint. That higher degradation was likely in part due to some set-up decisions we took. We will need to do a full analysis to understand how much of it was down to that or other factors. With Lewis, we planned a two-stop race for him, although we were evaluating the one-stop midway through. However, he suffered a lock up on the Hard tyre and, with no risk behind, we switched him onto the two-stop strategy. His pace was good throughout though and that gives us encouragement. There is clearly lots of learning we can take from this weekend and hopefully we can bounce back next weekend in Monza.
Andrew Shovlin, Trackside Engineering Director

Overall, it has been a poor weekend. We will go away and pick through the data to understand why we were off the pace both in qualifying and race trim. Today we were lacking the speed to fight for much more than we achieved. We were not generating good grip and, consequently, were sliding around on the tyre. That led to higher degradation than our competitors and forced us into a two-stop race. We were on the back foot today, but we will be working hard to ensure that isn't the case next weekend in Monza.

George Russell

It was good to get back in the car and into the swing of things with the first day of running here in Zandvoort. It was difficult out there due to the windy conditions. It is perhaps the windiest conditions I can remember driving an F1 car in over the past few years. Nevertheless, the car was performing really well and the updated floor we brought to Spa seemed to be working effectively.

The pack at the front seems to be quite close once again. We expect to be facing another fascinating battle across the rest of the weekend for the podium spots. That said, it could all be very different tomorrow as the conditions likely change once again. I’m excited to get back in the car tomorrow and see what we can do.
Lewis Hamilton

Today wasn’t a bad start to the weekend. Everything went well, the car was feeling alive, and we were near the front of the field on the timing screens. We understand our car and that is making starting each weekend on the front foot much easier. We can make small tweaks from there, rather than big changes, and that is making it much easier to find performance. That was the case today and sets us up well for the rest of the weekend.

There’s still more time to find out for sure. I didn’t get the most out of my lap on the Soft compound tyre so that’s encouraging for qualifying. We will go through the data on the long runs this evening and see if we can make further improvements overnight.
Andrew Shovlin, Trackside Engineering Director

Today was an encouraging start to the weekend. The conditions in FP1 were particularly tricky with very strong winds and heavy rain making it difficult to get a good read on the updated floor we brought to Spa. Nevertheless, what we saw looks in line with expectations, so we'll continue the weekend with that fitted to both cars.

Across both FP1 and FP2 the car has been working well. The single lap performance looks solid, although it's likely to be tight with Verstappen and the McLarens in qualifying as they all looked strong today. We have a few areas we can improve in that regard but no doubt the others are in a similar position. Our long runs weren’t quite as strong. We can certainly find a bit of pace with tyre management and an improved balance, but Norris looked very good this afternoon and we will need to take a step to get on his pace. We'll work hard overnight to find those gains; we've shown in recent races that, if we get the car in the right window, we can be competitive and on the basis of today, it looks like we will should be in the fight near the front tomorrow.

Like a beautiful pair of handmade shoes or some sharp sneakers complete any outfit, a cars’ wheels are what influences the aesthetics of its appearance. With the perfect balance between functionality and design, they refine and define the character of every Mercedes‑Benz and bring it to visual perfection. For centuries, wheels have always characterised our streetscape – from carts to cars – and these four “feet” bring out the individuality of their owners in a special way. From timeless classics and style icons such as the “baroque wheel” of the legendary Mercedes‑Benz C 111 from 1969 to modern aero wheels with sculptural appearances, they are often an expression of their zeitgeist and influence art, culture and design.

Today, customers can choose from a wide range of wheels. In keeping with tradition, many designs follow overarching Mercedes themes. One example is the flat design, which can be found in various guises on Mercedes‑Benz, Mercedes‑AMG and Mercedes‑Maybach cars. Cross-spoke wheels in various configurations are just as much a part of the range as filigree multi-spoke models. Single, double or triple spokes enrich the programme. Different colours and polished surfaces set further accents. The ball-burnished surfaces of the forged wheels in the Mercedes‑Maybach model series represent the top end.
The first Mercedes moved the world on wheels with wooden spokes

The inventor of the motor car was also ahead of his time when it came to choosing wheels. Carl Benz built his patented motor car in 1886 on wheels with fine metal wire spokes. They dominated for many decades. It consisted of several parts and combined firmly bolted wooden spokes with a steel rim. The first Mercedes model drove from victory to victory at the 1901 race week in Nice on wheels with twelve wooden spokes each. This Mercedes 35 hp not only went down in history as a sensational sports car but is also widely recognised as the world's first modern automobile.
Filigree wire wheels were popular in racing in the 1920s and 1930s

The lightweight yet robust wire-spoke wheels quickly became popular for sports cars. They were around 50 percent lighter than their robust wooden counterparts. For racing and record-breaking events, they were often fitted with sheet steel or aluminium covers. These “disc wheels” caused less air turbulence and therefore brought considerable aerodynamic advantages. One prominent example is the 200hp “Blitzen”‑Benz. In 1911, it was the fastest machine ever made, with a top speed of 228 km/h. Even aeroplanes and locomotives could not keep pace with it. The Blitzen Benz became a worldwide symbol of record-breaking achievement, and a legend that continues to have an impact to this day – even in art. In 1944, for example, the magazine “Esquire” published a series of racing illustrations by New York artist Peter Helck. Among others, it showed the then record-breaking driver Barney Oldfield at the wheel of the Blitzen‑Benz.
Coloured hubcaps and perforated trim rings: Icons of the 1950s boom and 1960s rock'n'roll

Beyond the flourishing motorsport sector, the sheet-steel disc wheel was used more and more frequently. It could be produced much more efficiently, and in large quantities. The pioneering 170 saloon from 1931 was the first to roll on these wheels. The design was crowned by small hubcaps with fine decorative lines, and proudly in each centre sat the Mercedes star. Various colours ranging from deep black to body colour as well as chrome-plated trim rings made it possible to fulfil individual customer wishes. Like their own footwear, customers could express themselves through their choice of wheels. Mercedes‑Benz further refined the design at the beginning of the 1950s. In addition to the hubcaps, perforated trim rings were added as a new design element. This gleaming chrome refinement celebrated its premiere in 1954 with the ‘Ponton‑Mercedes’ Type 220 (W 180) and the ambassadorial Mercedes‑Benz Type 300 b (W 186 III) saloon, the so-called “Adenauer‑Mercedes”. As the 1960s rolled around, the imperious Mercedes‑Benz 600 Pullman (W 100) also rode on these sheet-steel wheels. This iconic saloon was considered the best car of its time and was not only popular with state leaders – musicians such as John Lennon and Elvis Presley also drove the 600 Pullman.

The legendary 300 SL “Gullwing” Coupé, on the other hand, did not ride on pure-sheet-steel wheels. It was the first Mercedes‑Benz model with composite wheels. The wheel disc was made of steel, the rim of aluminium. Instead of five-wheel bolts, there was the option of a centre lock with a large wing nut as used in motor racing. With its iconic design, the 300 SL took people's hearts and the cinema by storm. Its numerous celebrity owners included Hollywood stars Sophia Loren, Gina Lollobrigida, Tony Curtis and Clark Gable.

The SL became the dream car for the dream factory. It appeared in several films over many decades. Examples are “On the Beach” from 1959 with Gregory Peck, “The Betsy” from 1978 with Laurence Olivier and Robert Duvall, “The Rookie” from 1990 with Clint Eastwood, Charlie Sheen and Raul Julia, “Batman & Robin” from 1997 with Arnold Schwarzenegger and George Clooney, and “The Green Hornet” from 2011 with Seth Rogen and Christoph Waltz. Pop artist Andy Warhol elevated the 300 SL Gullwing to the Olympus of art in the 1980s with his “Cars” series. This sports car is a design icon and still enjoys cult status today.
“Baroque wheels” in iconic multi-spoke design powered the rebellious 1970s

Another iconic and still popular art motif is another gullwing: the legendary Mercedes‑Benz C 111 from 1969. With its super-sporty silhouette and forged multi-spoke aluminium wheels, it is a design icon of the 1970s. The wheel design conveyed a high-performance appearance in a contemporary context. Affectionately known as “baroque wheels”, the multi-spoke design characterised the style of many model series in the 1970s and 1980s – for example the 280 S to 300 SEL S‑Class models, the “Stroke Eight” saloons, the SL and SLC models and the S‑Class 116 model series.
Full-surface alloy wheels mobilised the wild 1980s

In the 1980s, Mercedes‑Benz developed minimalist 15‑hole and eight‑hole alloy wheels. Their design adopted a clear design language with their smooth appearance. The full-surface wheel was used across all model series, including the 190 E 2.3‑16, the most dynamic Mercedes‑Benz at the time. The “Baby Benz,” as it was affectionately nicknamed, quickly became another cult vehicle. One of them can be seen today in the Mercedes‑Benz Museum: the 190 E 2.3 driven by actor Nicolas Cage. Another prominent example of the 15‑hole wheel is the 500 SEL saloon (126 model series), which Michael Jackson also had in his fleet. The 15‑ and eight-hole wheels are timeless classics. Their full-surface design was later reinterpreted again and again in the current monobloc wheels from AMG and Maybach.
New variety of wheel designs from the 1990s onwards

From the 1990s onwards, a new variety of wheel designs emerged. An absolute highlight from this period is the ‘EVO II’ wheel on the 190 E 2.5‑16 high‑performance saloon. It still enjoys cult status today because it came directly from motorsport and replaced the previous small multi-hole alloys. The design is based on a star with six powerful arms. The cooling air openings allow a view of the generously dimensioned brake system. Form and function are combined to perfection here.
High-gloss turned and high contrast: aerodynamically optimised wheels for electric models

New challenges and trends in wheel design arise from purely electrically powered models. They require wheels that are aerodynamically optimised for efficiency and range, as well as looking great. The formal conflict of objectives between aerodynamically necessary closed surfaces – what are referred to as “aeroskins” – and sporty, elegant designs with maximum size effect is resolved by the technology of high-gloss turning. Silver spokes and accents as well as black surfaces are used in a high-contrast interplay. Aero wheels with weight-optimised plastic inserts are also available for the first time across the Mercedes‑Benz electric range. The wheels, which feature elements with hot-stamped silver star patterns on a black background, have a particularly striking appearance.

A current aerodynamic highlight is the 20‑inch wheel for the EQS SUV. With a star-shaped aerodynamic cover made of plastic, it is perfectly matched to the flanks of its SUV tyres, which are also aerodynamically optimised. This wheel is a good example of the successful interplay between function and appearance.
A look into the future: VISION EQXX, Vision One‑Eleven and VISION AVTR

What will the wheel of the future look like? Show cars and concept vehicles give a first glimpse of what is to come. The operational concept vehicle VISION EQXX rides on lightweight magnesium forged wheels in a semi-transparent double-spoke design with rose-gold accents. Until now, magnesium has only been used for wheels in motorsport. Together with the tyres, which have low rolling resistance and improved aerodynamic geometry, the wheels increase the range. The EQXX’s record of more than 1,200 kilometres on one battery charge is also thanks to this.

With the Vision One‑Eleven, Mercedes‑Benz has presented a sports car study that combines a highly dynamic design language with innovative, all‑electric drive technology. The wheel design of the Vision One‑Eleven features highly structured elements reminiscent of the windings of electric motors - a clear reference to the modern, all‑electric drive. The wheels form a vivid contrast to the iconically reduced and smooth body shape of the vehicle, which is reminiscent of a sculptural work of art.

Whether it be performance or status, the wheel will continue to be a means of expressing sophistication and culture in the future. The “bubble wheels” of the Mercedes‑Benz VISION AVTR provide a futuristic outlook. The film “Avatar” served as inspiration for their design. The treads and the illuminated spokes merge to form a completely new type of wheel sculpture. Thanks to their almost spherical shape, the wheels enable new driving movements and a small turning circle. This is because they minimise the contact surface of the tyres with the ground. All four wheels can change direction individually. In other words, they can move forwards, backwards and even diagonally – exceptionally functional and visually perfect.

Lewis Hamilton

It is of course disappointing for the team to lose the 1-2 but there are lots of positives to take away from today.

The car was feeling good, and we had much better pace than we expected. There were several cars that seemed similar in terms of performance but once we had got ahead, we were able to maintain that position. We committed to the two-stop strategy and covered those directly behind us. George was able to make the one-stop work and, although I got close to him in the final few laps, I was unable to get past in the dirty air.

I feel for George, and you don’t want to win a race through a disqualification, but we have been back in the fight for victories in the past few races. It is incredibly competitive now, so we will need to work hard to battle for wins more consistently. Nevertheless, we can go into the summer break with momentum and positivity.
George Russell

It is heartbreaking to be disqualified from today’s race. It had been an unbelievable Grand Prix for us to make the one-stop strategy work. In what turned out to be my final stint, the tyres just kept getting better and better. I was nursing them in the early stages and as we went further, I became more and more convinced we could get to the end on them. It was a risk worth taking and it looked like it had paid off.

Despite the disqualification, I am of course proud to have crossed the line first. It is also good that the team was still able to take the victory with Lewis. He drove a great race and was the fastest car out there on the two-stop strategy. Whilst I’m incredibly disappointed, I know we will bounce back stronger after the summer break, starting in Zandvoort.
Toto Wolff, Team Principal & CEO

We have to take our disqualification on the chin. We have clearly made a mistake and need to ensure we learn from it. We will go away, evaluate what happened and understand what went wrong. To lose a 1-2 is frustrating and we can only apologise to George who drove such a strong race. Lewis is of course promoted to P1; he was the fastest guy on the two-stop and is a deserving winner.

Despite the disqualification, there are many positives we can take from this weekend. We had a car that was the benchmark in today's race across two different strategies. Only a few months ago, that would have been inconceivable. We head into the summer break having won three of the past four races. We will look to come back after shutdown rejuvenated and with the aim of maintaining our positive trajectory.
Andrew Shovlin, Trackside Engineering Director

It's really tough for George to have been disqualified from the win after such an impressive drive. He did a brilliant job to hang onto the tyres and defend to the finish. We don't yet understand why the car was underweight following the race but will investigate thoroughly to find the explanation. We expect that the loss of rubber from the one stop was a contributing factor, and we'll work to understand how it happened. We won't be making any excuses though. It is clearly not good enough and we need to make sure it doesn't happen again.

It was a relief to have Lewis in second to inherit the victory. He also drove a strong race and was the fastest two-stopping car out there today. We can be pleased with the car pace but overall, it's disappointing not to walk away with the 1-2. That is particularly true after such a good recovery from one of our most difficult Fridays, and following a race that was so well managed by the team. We'll learn from this and be back strong in Zandvoort after the summer break.