That’s an 11.7% jump from last year’s 269,072.

With the 2023 detours, when redevelopment works at The Float nipped overall capacity, rather than lament the lost seats, the organisers drew up nine fresh grandstands and three new hospitality experiences (Observe@3, Drivers’ Right, and Lounge+).

Attendees have also enjoyed brand new thematic lifestyle precincts, innovative entertainment programming, and an increase in food and beverage offerings to provide an improved patron experience within the Circuit Park.

Around 65,000 fans packed the lawn nightly for headliners G-DRAGON, Foo Fighters, and Sir Elton John.

While working hard to increase the event’s popular success, Singapore GP Pte Ltd has kept a watchful eye on its impact. So much so that the sport’s governing body, the FIA, recently renewed the event’s Certificate of Three-Star Level within the FIA Environmental Accreditation Framework.

The FIA report said ‘SGP had continued to demonstrate their commitment to minimising the environmental footprint of the event, while making sure that they delivered a positive racing experience for patrons and the wider community’.

2026 will usher in another milestone for the Singapore Grand Prix, with the debut of an F1 Sprint Race under the Marina Bay lights. So if you haven’t secured your tickets yet, next year’s race festivities are going to usher in even more fanfare.

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Six editions since 2018, six different winners. Singapore doesn’t do repeats unless they’re on the replay screen. This time, Russell owned the night, managing tyres, traffic and temperature with poise.

Behind him, Max Verstappen wrestled a difficult Red Bull into second, while Lando Norris bagged third for McLaren. Championship leader Oscar Piastri shadowed home in fourth, a papaya double that had significance tonight. McLaren clinched the Constructors’ Championship, back-to-back, needing only 13 points and collecting far more. Somewhere in Woking, the lights won’t be going off anytime soon.

How the race was won

Does Singapore still reward the front-row bully? On evidence, yes. Russell’s start was neat rather than nuclear, exactly what you want on a night when the track will happily punish enthusiasm. Once he cleared Turn 1, the job became part thermodynamics, part tempo. Manage the 4.927km rhythm, keep the fronts alive for rotation, and don’t get greedy with the kerbs. He played it like a metronome.

For those counting, this was the 11th win from pole in 16 renditions of the Singapore Grand Prix. Overtaking remains a contact sport with concrete, and the driver who controls the first stint usually controls the story.

McLaren’s night of numbers

Yes, the race winner wore silver, but the trophy engraver for the big one will be etching McLaren. The papaya pair finished P3 and P4, enough to slam the door on the Constructors’ with six rounds to spare. It’s their 10th title, and it feels earned the old-fashioned way.

Russell remains fourth in the Drivers’ standings on 212 points, chasing the McLaren duo  Piastri (324) and Norris (299)  with Verstappen (255) lodged between them and Mercedes’ spearhead.

Six races remain, beginning with the United States Grand Prix on 19 October in Texas.

Two years ago, Russell left here with the sort of last-lap ache that wakes you at 3am. Tonight, he left with the chequered flag and a neat line under the ledger.

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The FIA’s F1 Technical Delegate, Jo Bauer, noted: “The uppermost rear wing element adjustable positions were checked on car numbers 23 (Albon) and 55 (Sainz). Both cars exceeded the maximum limit of 85mm on both sides of the rear wing outer area.”

That runs headlong into Article 3.10.10 (g) of the Technical Regulations, which governs the Drag Reduction System: when DRS is deployed, the gap between the two rear-wing profiles must be between 9.4mm and 85mm along the span.

As per protocol, the stewards confirmed disqualification for both drivers. Their summary was blunt:

• The DRS gap exceeded 85mm on both sides when measured by FIA officials.
• Williams admitted their own pre-qualifying checks had shown the assembly within tolerance, but did not challenge the FIA’s procedure, methodology, or equipment.
• With the part non-compliant, the standard penalty for a technical infringement applies.

“Bitterly disappointing”: Williams’ response

Team Principal James Vowles cut to the chase: “During FIA scrutineering after Qualifying, the rear wings on both our cars failed DRS slot gap checks. As a result, Alex and Carlos have been disqualified from Qualifying for tomorrow’s Singapore Grand Prix. This is bitterly disappointing for the team, and we are urgently investigating how this happened. At no point were we seeking a performance advantage, and the rear wings had passed our own checks earlier in the day, but there is only one measurement that matters, and we fully accept the FIA ruling. We have a car capable of scoring points here this weekend and will do everything we can to fight from the back of the grid tomorrow, and will immediately review our processes to make sure this doesn’t happen again.”

Why is an extra millimetre or two such a fuss? With DRS open, a wider slot gap can reduce drag more than allowed, buying a little extra top speed. The rules cap that gap at 85mm so everyone’s “push-to-pass” stays within the same aerodynamic envelope.

What it means for Sunday

Both Williams will be relegated to the back, which scrambles undercut maths and punctures a few strategy decks. Can Williams still nick points? On a track where track position is king and the Safety Car is a frequent guest star, anything can happen.

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When it mattered, Russell threaded the Marina Bay needle, fending off Max Verstappen (second, +0.182s) and McLaren’s points leader Oscar Piastri (third, +0.366s). Team-mate Kimi Antonelli slotted into P4, with Lando Norris P5. Ferrari locked out P6–P7 via Lewis Hamilton and Charles Leclerc.

From bruised to bullish

FP2 brought the first red flag when Russell’s W16 nudged the Turn 16 barrier. Not exactly the confidence primer. But qualifying is its own theatre, and Russell owned the final act.

“I’m a very different driver today than I was a couple of years ago,” he said after qualifying. “Yesterday was my first crash in over a year on a street circuit, you’ve only got to have a 1 per cent lapse of concentration. My mistake two years ago was five centimetres, but the consequence was massive.”

The front-row foil and the papaya puzzle

Verstappen sounded content rather than combative: “So far, this weekend has again been a very solid one. No major trouble, we were always kind of there. Very, very promising.”

Piastri, for his part, judged it cleanly: “Ultimately, I don’t think the car had enough in it for pole, so I’m pretty happy with the job I’ve done. Was it perfect? No, but close to the limit of what the car’s been able to do.”

McLaren still holds the constructors’ ace. The papaya squad can seal back-to-back titles on 5 October with any one of several outcomes; a single podium would do it, or simply ensuring Mercedes don’t outscore them by 31 and Ferrari don’t gain 35.

Heat, hardware and headspace

This is also the first F1 weekend run under an official “heat hazard” designation, permitting cooling vests on the grid and during suspensions. Don’t fancy the vest? You’ll carry 0.5kg of ballast so there’s no weight-saving edge.

“Of course, I’m in the best place to start. There’s a good pole-side advantage here, so I’d like to think I can hold the lead into Turn 1. But obviously this guy on my left (Verstappen) is pretty good at race starts, so I will have to keep an eye,” Russell added.

Win tomorrow and he becomes the sixth different Singapore winner in six editions since 2018.

Garage headaches

Not everything was neat and papaya. Williams suffered a double disqualification from qualifying after both Alex Albon and Carlos Sainz breached the rear-wing outer area height limit (85mm) on both sides in post-session checks.

With seven races to go, including Singapore, Piastri leads on 324 points, Norris sits second on 299, Verstappen third on 255, and Russell fourth with 212. With Verstappen ahead of both McLarens on the grid, Sunday could deliver a twist worthy of the skyline.

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Fernando Alonso had set the tone in FP1 with a 1:31.116. Come FP2, it was Piastri who found the sweet spot when it mattered.

At 21:00 local, Nico Hülkenberg hustled the pack out into slightly cooler night air. Alex Albon, sidelined by a rear-brake hardware gremlin in FP1, was clearly eager to put miles under him.

Red Flag #1: Russell brushes the wall

A few minutes later, George Russell discovered that Turn 16 still bites. One glance, one snap, and the W16 was nursing a broken nose. “That was weird,” came the radio understatement of the night as the red flag was waved.

Quali sims and Red Flag #2

With just over half an hour to go, the circus restarted and the softs came out for qualifying simulations. Lewis Hamilton and Leclerc stayed on mediums, while Esteban Ocon briefly rose to the top with a 1:31.480 for Haas.

A kiss of the wall on exit Turn 17 resulted in Liam Lawson and his Racing Bull rolling to a halt at the pit entry, cueing the second red flag of the day.

Pit-lane pinball: Leclerc vs Norris

As the session was announced to resume, we got the night’s eyebrow-raiser. Leclerc emerged alongside Norris in the pit lane, the Ferrari’s release leaving the McLaren squeezed into the wall.

Norris was wheeled back in for a new front wing. The stewards subsequently issued a €10,000 fine for Ferrari for unsafe release.

The final dash: Papaya to the top

When the track fell green again, everyone hustled to make up lost time. In the closing five minutes, Piastri lit the board with a 1:30.714, nudging Max Verstappen off the summit. Isack Hadjar then split them, sliding his Racing Bulls into P2, just 0.132s back, as the majority ran the soft.

Alonso banked P4 in another tidy showing for Aston Martin, with Lance Stroll close by in P5. Norris, annoyed with himself on the radio, still wedged himself between the green cars.

Behind them, Ocon took P7; Williams’ Carlos Sainz and the Ferraris of Leclerc and Hamilton rounded out the top ten

Just outside, Yuki Tsunoda (P11) headed Ollie Bearman (P12), Albon (P13), Hülkenberg (P14) and Bortoleto (P15). Pierre Gasly was P16 for Alpine, with Lawson, Antonelli, Franco Colapinto and Russell completing the order from P17 to P20.

FP3 fires up at 17:30 local, with Qualifying at 21:00 on Saturday, a familiar Marina Bay two-step that rewards those who can thread the needle when the walls are a handshake away.

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Race director Rui Marques spelt it out in a Thursday bulletin to the teams: when the forecast Heat Index tops 31°C, the protocol kicks in. Drivers are permitted to wear cooling vests on the grid and during any race suspension.

“Having received a forecast from the official Weather Service predicting that the Heat Index will be greater than 31°C at some time during the race. Thus, a Heat Hazard is declared,” said Marques.

Singapore’s bumpy, stop-start street circuit is infamous: high humidity, thick tropical air, concrete canyons that trap heat. Drivers routinely shed up to 3kg over a full-length night race.

What’s a cooling vest, exactly?

The cooling vest is laced with coolant tubes, fed by pumps and a heat exchanger. In testing, some drivers grumbled about comfort; space is at a premium in a modern F1 cockpit, and anything that adds bulk feels uncomfortable. Still, when the mercury climbs, cold fluid buys you clarity.

Crucially, the FIA isn’t forcing anyone to wear one. But whether a team opts in or out, every car must be fitted with the requisite hardware so the vests can be used. Elect not to wear the vest? You’ll need to carry an extra 0.5kg of ballast to avoid gaining a weight advantage.

Lessons from a hot night in Qatar

The FIA pushed it forward after the 2023 Qatar Grand Prix, where several drivers needed medical attention for heat-related symptoms.

George Russell gave the vest an early shakedown at this year’s Bahrain Grand Prix and, characteristically, called it as he felt it: “Of course there’s always room to improve,” the Mercedes driver said. “I wanted to give it a whirl. So far, so good.”

Does a cooling vest make a driver faster? Not directly. It keeps them sharper for longer, which at the Singapore Grand Prix is often the same thing. The heat-hazard call doesn’t blunt the spectacle, but rather modernises it.

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Two #RevUpSG pop-up festivals take the show on the road, Kampung Admiralty (6–7 September) and One Punggol (20–21 September), with a lively spread of Formula 1-themed activities. Expect race simulators, reaction challenges, a remote-control car reaction game by beIN SPORTS, and even a Singapore Grand Prix-inspired LEGO display.

There’s a preview of official Singapore GP merchandise and a healthy stack of prizes for the lucky.

Because Formula 1 is as much theatre as it is telemetry, the festivals will screen Singapore’s spotlight episode from Netflix’s Drive to Survive Season 7—Episode 7, “In the Heat of the Night”, seen through the eyes of Alex Albon, Charles Leclerc, George Russell, Lando Norris and Pierre Gasly.

And if you’d like to hear the roar live, beIN SPORTS will host watch parties for the Italy and Azerbaijan Grands Prix.

Exclusively at Kampung Admiralty, Singapore Citizens and Permanent Residents can snag an SG60 bundle (a Friday Zone 4 Walkabout ticket plus limited-edition memorabilia) at a special community price.

Only 600 bundles are available on 6 September from 3pm, capped at two per person.

The Thursday Pit Lane Experience for the Singapore Grand Prix 2025 returns on 2 October, a day before the city’s most famous night race throws the switch. Up to 4,500 Singapore residents will ballot for the chance to walk the Pit Lane, peer into team garages, and soak up the quiet intensity before the storm.

You’ll also catch F1 Academy and Porsche Carrera Cup Asia cars on display and sample the F1 Village’s entertainment and interactive stalls. The ballot opens 25 August, 12pm.

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Just like that. After 20 years at the helm of Red Bull Racing.

Since 2005, Horner’s been the team principal of a project that, at first, felt like a novelty. Red Bull? A soft drink brand trying to play with the big boys of F1? But under Horner, the team dominated.

Eight Drivers’ Championships. Six Constructors’. Four titles with Sebastian Vettel. Four more with Max Verstappen. It was a dynasty built in defiance.

And now, it’s over.

The timing, to be blunt, is scandal-scarred and suspiciously neat. After 17 months of turbulence, including sexual harassment allegations (twice dismissed by Red Bull GmbH), an erosion of on-track performance, and the departure of several key personnel, Horner has finally been shown the exit.

“Red Bull has released Christian Horner from his operational duties with effect from today,” the statement read. No fanfare. No emotion. Just a line on a press release.

What went wrong?

Some would say the cracks started forming last season. Verstappen managed only two wins in the final 14 races. McLaren surged. Mercedes sharpened its claws. The seemingly untouchable Red Bull looked touchable for once.

The internal harmony, something Verstappen thrives on, had been shattered too. Jos Verstappen warned that Horner’s continued presence would tear the team apart.

And behind the garage doors, the exodus had begun. Adrian Newey, the softly-spoken genius behind many of F1’s greatest cars, walked away. He was tired of politics, of whispers that others were trying to take credit for his brilliance. Tired, especially, of how Horner downplayed his influence in press briefings.

Then came Jonathan Wheatley. Sauber now has him as team principal. And now Will Courtenay, Red Bull’s head of strategy, is off to McLaren. A bleeding of brains, all while the car on track began to look more like a relic.

The new face of Red Bull?

Laurent Mekies will be stepping up. The 48-year-old Frenchman, formerly Ferrari’s racing director, now inherits the circus as Red Bull Racing’s team principal and CEO.

Meanwhile, Alan Permane takes over Racing Bulls. It’s a game of musical chairs, except nobody looks like they’re having fun.

And what of Max Verstappen?

The Dutchman remains the sport’s most lethal weapon (for now), a four-time world champion and a driver who, at his peak, makes the rest of the grid look like they’re driving in reverse. But Max is unsettled. Mercedes are sniffing. The paddock is whispering. His contract says 2028, but contracts, as we all know in F1, are more like polite suggestions.

If Verstappen jumps ship, the entire fabric of Red Bull’s competitiveness could unravel fast. And when the man who built your empire is shown the door, you start to wonder: what else is up for grabs?

Oliver Mintzlaff, Red Bull’s corporate chief, offered a parting bouquet: “With his tireless commitment, experience, expertise and innovative thinking, he has been instrumental in establishing Red Bull Racing as one of the most successful and attractive teams in Formula 1. Thank you for everything, Christian.”

But there’s an air of caution now. Because Red Bull, once a bastion of stability, suddenly feels adrift. The drinks are still ice-cold. The brand still sizzles. But the team is bleeding leaders. The cars are no longer bulletproof. And the future is murky.

And so we ask: What now for Red Bull Racing? And more importantly, what next for Max?

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The newly reimagined Scuderia Ferrari HP mobile app is powered by IBM watsonx, giving fans unprecedented access to insights, narratives, and interactive experiences.

At the heart of the app lies a brand-new Race Centre, designed to be the digital pit wall for every Ferrari fan around the world. From real-time stats to nuanced driver data, it includes AI-generated race summaries, created mere hours after the chequered flag drops.

Crafted using large language models via watsonx (including IBM’s proprietary Granite model) these summaries add colour, commentary, and even driver reflections.

“We’re creating a new blueprint for digital fan engagement,” says Jonathan Adashek, IBM’s Senior Vice President of Marketing and Communications. “The app is built with the same technologies that help IBM clients transform their customer experiences, and now, that same thinking is powering Ferrari’s next era of fan connection.”

And if you’ve ever wanted to have your voice heard inside the Prancing Horse paddock, now’s your chance. The app now includes Fan Messages, where you can send thoughts directly to the team, with a chance to be featured on official Ferrari channels. There are also interactive polls, letting users vote on everything from race strategy to favourite Grand Prix memories.

“This app is about bringing all our fans closer to the heart of the racing world of Ferrari,” said Lorenzo Giorgetti, Ferrari’s Chief Racing Revenue Officer. “With IBM’s AI technology, we’re building an experience worthy of the Ferrari name.”

Beyond just race weekends, the app delivers year-round content for the global Tifosi, a fanbase nearly 400 million strong. From daily updates to exclusive behind-the-scenes stories, it’s designed to keep the energy of the paddock alive 24/7, 365 days a year.

IBM and Ferrari have promised further updates throughout the 2025 season, with even more AI integration and interactive features to come. What started as a mobile app could soon become a full-fledged digital ecosystem, one where fans don’t just follow the team, but become part of it.

Download the new Scuderia Ferrari HP app now on the Apple App Store or Google Play Store.

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Fresh off the high-speed drama of Miami, Alpine have sent shockwaves through the paddock by announcing the immediate resignation of Team Principal Oliver Oakes, and in the same breath, the benching of Jack Doohan.

Replacing the young Australian for the next five races is Franco Colapinto, the sharp-edged Argentinian talent who turned heads last year in a cameo role for Williams.

From Alpine Principal to Past Tense

Oliver Oakes, who only took the reins in July 2024, has left the building. No long goodbye, no soft exit, just a brisk Tuesday statement: “The team has accepted his resignation with immediate effect.”

Oakes, a former racing driver and the man behind Hitech Grand Prix, was seen by many as a steadying hand after a turbulent few years for the Enstone squad. Under his leadership, Alpine clawed their way to sixth in last season’s Constructors’ Championship, no small feat considering the internal reshuffles and mixed car performance.

But the momentum didn’t last. Nine races into 2025, Alpine sit P9 in the standings, behind Haas and barely ahead of Kick Sauber. In Miami, Oakes was visibly frustrated after Jack Doohan’s first-lap tangle with Liam Lawson ended in early retirement. The writing, it seems, was already on the pit wall.

Stepping in (again) is Flavio Briatore, Alpine’s Executive Advisor and longtime F1 rainmaker. Briatore now takes over Oakes’ duties (at least for the foreseeable future).

If you’re getting déjà vu, you’re not alone. Oakes becomes the latest in a growing list of Alpine Team Principals to exit the revolving door in the last 24 months, joining Otmar Szafnauer and Bruno Famin in the club of short-lived tenures.

Doohan Out, Colapinto In

Following a rocky start to his full-time campaign, marked by a DNF in Miami and an earlier crash in Suzuka, Jack Doohan has been rotated out. Franco Colapinto will take his position on the grid for the upcoming Imola Emilia Romagna Grand Prix.

The 21-year-old Argentinian is no stranger to high-pressure gigs. He stood in for Williams last year, scoring points in Azerbaijan and Austin, but also endured crashes in São Paulo and Vegas. He’s young, fiery, and fearless, exactly what Alpine seems to be looking for.

“As part of an ongoing assessment of its driver line-up, the team has made the decision to rotate one of its race seats for the next five rounds,” read Alpine’s statement. “Franco Colapinto will be paired with Pierre Gasly from the Emilia-Romagna Grand Prix onwards.”

“Firstly, I want to thank the team for giving me the opportunity to drive competitively for the next five races. I’ve stayed sharp, and I’m ready. I’ll give it my all alongside Pierre,” added Colapinto.

For Jack Doohan, the announcement hits hard. After being fast-tracked into the main race seat at the tail-end of 2024, expectations were sky-high. But seven races in, he’s struggled to match Pierre Gasly. Costly incidents and inconsistent pace have left team bosses with tough questions.

“Obviously, this latest chapter is a tough one for me to take,” Doohan admitted in a heartfelt statement. “But I appreciate the team’s trust and commitment. I’ll continue to give my maximum efforts in any way I can.”

He now returns to his role as Alpine’s Reserve Driver.

The decision to rotate race seats mid-season is always risky. But Briatore sees method in the madness. “The next five races will give us an opportunity to try something different,” he said. “2026 is crucial. We need a complete and fair assessment of our drivers to maximise our ambitions next year.”

Alpine’s playing the long game. With a competitive car expected in the coming seasons and new engine regulations on the horizon, the team is clearly weighing its options and looking for a future-proof lineup.

All eyes now turn to Imola, where Colapinto will make his Alpine debut amid the emotionally charged backdrop of a triple-header.

Photo Credits: All images used in this article belong to the official Formula One Content Pool

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