“Slippery as hell”: Max Verstappen and Isack Hadjar Detail “extreme” Mexico GP Challenge

The Formula 1 weekend at the Autodromo Hermanos Rodriguez is poised to deliver a stern technical and physical test for drivers, engine manufacturers, and race engineers alike. Situated 2,286 metres above sea level, the thin air of Mexico City traditionally strips cars of aerodynamic downforce and puts cooling packages to the test. Heading into the Grand Prix, widespread discussion during Thursday’s media sessions focused heavily on engine turbo lag, exacerbated by the fact that the MGU-H can no longer assist the turbocharger in the rarefied atmosphere.

Active Aerodynamics and Downforce Limitations in Mexico City

Historically, teams traveling to Mexico City mounted their highest-downforce configurations—often near Monaco-specification rear wings—to capture as much thin air as possible without suffering significant drag penalties on the long straights. Even then, the resulting aerodynamic grip translated to values typically observed at low-drag venues like Monza. Under the current active aerodynamics framework, however, teams have far less flexibility to dial in custom aerodynamic solutions, limiting their ability to counteract the thin air.

Reigning world champion Max Verstappen emphasized that these constraints will amplify the car’s tendency to drift across the track surface. “Here is a lot less grip. With the altitude, we normally have the wings to compensate a little bit for that, but now you basically just run one wing,” Verstappen said. “So there will be a lot less downforce on the car, which I think will already be quite challenging. So that probably puts even more emphasis on low-speed performance.”

The low-speed traits of the Red Bull Racing RB22 have been a talking point across recent rounds. Following the United States Grand Prix in Austin, Verstappen noted that while the car serves as a decent all-rounder, it does not necessarily stand out in either high-speed sweeps or tight, slow corners. Nevertheless, the Dutch driver previously secured a race win at Singapore and qualified on the front row in Monaco prior to major development upgrades, demonstrating that the package remains capable on slow-speed layouts.

Driver Concerns Over Lack of Grip and Extreme Mechanical Strain

Red Bull team-mate Isack Hadjar echoed Verstappen’s forecast, expecting an unsettled and slippery experience despite recent track resurfacing that promised higher tarmac grip. Addressing the unique environment at the Autodromo Hermanos Rodriguez, Hadjar highlighted the dramatic contrast to prior seasons.

“I’m just thinking how extreme it’s going to be to drive these cars,” Hadjar said when asked by Motorsport.com about the challenges of this weekend. “Last year, I already felt like I was sliding around a lot with the Monaco rear wing. Now, it’s kind of the same downforce level throughout the year and you’re going to a track like this. It’s going to feel slippery as hell.”

Beyond vehicle dynamics, the thermal strain on hardware represents an equally daunting hurdle. While car reliability across the field has held up relatively well despite sweeping technical regulations, the high altitude places severe demands on thermal management. “Of course, the conditions for the car, cooling-wise, are going to be very extreme. And for the engine as well, the tyres, the brakes, everything is going to be on fire, even myself in the car probably!” Hadjar noted.

Engine Performance, Turbo Lag, and Red Bull Ford’s High-Altitude Debut

Another major narrative circulating through the paddock involves power delivery and turbo lag. Mercedes driver George Russell suggested during media conferences that Scuderia Ferrari could hold an upper hand in Mexico due to its smaller turbo architecture, which may spool faster in thin ambient air. Hadjar, however, is not conceding ground to rival teams early on.

“I’m not thinking about Ferrari or Mercedes. I think they’re all going to be very competitive, but I’m mostly thinking about how tough the weekend is going to be on our end. The last couple of races, the car has been working well on very different kinds of track. So, why not here?” Hadjar stated.

The upcoming sessions will also mark the first competitive outing in such thin atmospheric conditions for the Red Bull Ford power unit. For the drivers, managing the engine’s behavior in the cockpit offers limited room for improvisation. When asked if adapting shift points and gear selection could keep revs high and counter turbo lag, Verstappen stated: “No, from our side there is not so much [we can do].

“But it’s probably going to be fine-tuning over the weekend, I think for everyone, including us. In terms of understanding where the engine needs to operate, cooling of the car, cooling of the brakes. It’s a very extreme track for all of that.”

Why This Matters

Operating more than 2,200 metres above sea level, the Mexico City Grand Prix serves as the most atypical operational test on the Formula 1 calendar. With the MGU-H absent and active aerodynamics standardizing wing choices, teams can no longer rely on previous engineering playbooks to solve cooling deficiencies, boost lag, and downforce losses. For Red Bull Ford, validating its new power unit under these thermal and atmospheric stresses is crucial not only for the immediate weekend result, but also for proving the platform’s robustness under edge-case operating parameters.

Frequently Asked Questions

Why is turbo lag more pronounced at the Mexico City Grand Prix?

The Autodromo Hermanos Rodriguez sits 2,286 metres above sea level, where atmospheric density is substantially lower. Without an MGU-H to electrically spool the turbocharger, the turbo must rely entirely on exhaust gases in thin air, delaying boost response when exiting corners.

How does active aerodynamics impact downforce in Mexico?

In previous regulatory eras, teams could counteract the low-density air by running ultra-high-downforce Monaco-style wings without paying a substantial drag penalty on the straights. Under the current active aerodynamics framework, cars utilize more uniform wing profiles across the season, leaving drivers with significantly reduced downforce and increased sliding.

Can drivers adjust their driving style to eliminate turbo lag?

According to Max Verstappen, drivers cannot compensate for the issue by altering gear selection to artificially maintain engine revs. Instead, teams must spend practice sessions fine-tuning power unit parameters, brake duct configurations, and chassis cooling to handle the circuit’s extreme thermal and operational environment.