Ocon enjoyed a strong start to the 2021 season as he delivered Alpine four straight points finishes between Imola and Monaco, as well as twice qualifying on the third row of the grid.

His displays played a part in Alpine’s decision to hand him a new three-year F1 contract running to the end of 2024, but his form has since taken a dip.

The French driver has failed to score since Monaco, and was eliminated in Q1 for both races in Austria while teammate Fernando Alonso brought home points.

After a first-lap retirement at the Austrian Grand Prix, Ocon said that he would be asking Alpine to change as many parts as possible on his car in a bid to try and remedy his recent struggles.

Previewing this weekend’s British Grand Prix, Alpine executive director Marcin Budkowski confirmed that the team would be running a new chassis for Ocon at Silverstone.

“Esteban had two difficult races in Austria and we’re still investigating whether there are any technical reasons behind it,” Budkowski said.

“To eradicate any doubt, the team has made the decision to make extensive changes to his car for Silverstone, including a new chassis.

“Esteban performed very strongly at the start of the season and qualified the car on the third row of the grid on merit at two races in a row just a few weekends ago, so we are working together to make sure he bounces back, and this weekend is the perfect opportunity to do that.”

Ocon made clear after his difficult weekend in Austria that he remained as determined as ever, denying his dip in form had anything to do with signing his new contract.

“I am putting as much work as I was doing earlier this season,” Ocon said. “I’m going to the factory as much and I’m just giving it my all like I was before I signed the contract.

“It has nothing to do with the performance we have at the moment.”

Ocon added in preview of the race at Silverstone that his team was hopeful of “having a reset” after a difficult triple-header.

“The team and I have been working very hard behind the scenes to see what we can do to improve our performance,” Ocon said.

“I know we’ll come back to the level we had at the start of the season and the hard work will only continue until we achieve that and even go beyond. I’m really motivated for a good result this weekend.”

Volkswagen is pushing for Formula 1 to switch to four-cylinder engines for 2025-2026, according to Red Bull's Dr Helmut Marko.

Already this week, it has emerged that VW brands Audi and Porsche - whose CEOs attended the engine meeting in Austria recently - are also arguing that the sport should consider four-wheel drive for the new rules.

Amid rumours Red Bull is hoping for an eventual Volkswagen tie-up for the future, Dr Marko told formel1.de: "On the VW side, I think a four-cylinder is favoured."

However, the existing engine manufacturers in Formula 1 are reportedly opposed to scrapping the V6s, on the basis that it took them years to perfect the technology.

Marko continued: "A cost assessment should happen in July.

"Our calculation speaks more in favour of a new engine. We have an eight-year-old engine in Formula 1 and a lot of changes would be needed - in particular because of the introduction of e-fuels.

"Of course they (VW) are in favour of a completely new engine so that they can compete with equal opportunities," the Austrian added.

"Mercedes has the advantage with the six-cylinder because it is the most successful of all the others."

Marko revealed that amid "time pressure" to finalise the new rules, the next engine meeting will take place this weekend at Silverstone.

There’s a revolution coming in Formula 1 in 2022 and it’s shaped… well, much like the car you see in the image above. Here are the 10 key things you need to know about the game-changing 2022 car, a full-scale model of which broke cover at the British Grand Prix on Thursday.

1. It’s been designed specifically to promote better racing

The 2022 regulations, originally slated to arrive in 2021 but delayed by Covid-19, had one guiding principle: to allow closer racing – with the potential for more overtakes a happy, but secondary, benefit.

What’s preventing closer racing currently? The effect of the "catastrophic downforce loss" – to quote an engineer centrally involved with the project – resulting from the ‘dirty air’ being churned chaotically off a leading car currently.

To put some numbers on it, research shows that current F1 machines lose 35% of their downforce when running three car lengths behind a leading car (approximately 20 metres, measured from the lead car’s nose to following car’s nose), while closing up to one car length (around 10 metres) results in a 47% loss.

The 2022 car, developed by Formula 1's in-house Motorsports team in collaboration with the FIA, and putting a heavy onus on the aerodynamic phenomenon known as ‘ground effect’ (more on which later…), reduces those figures to 4% at 20 metres, rising to just 18% at 10 metres.

2. The car will feature over-wheel winglets for the first time – and wheel covers are back!

Two of the striking features on the 2022 car are its over-wheel winglets and a return to a feature last seen in F1 in 2009 – wheel covers.

The inclusion of the latter is simple: sending airflow through the wheels might be an enormously potent way for teams to increase their downforce, but it also adds to that chaotic aerodynamic wake coming off the cars.

Although there have been changes to the 2022 regulations to limit what teams can do around the tyres aerodynamically, F1’s Motorsports team wanted to take a belt-and-braces approach by adding a physical seal to prevent engineers intentionally directing disruptive airflow out through the wheels.

As for the over-wheel winglets, their job is to help control the wake coming off the front tyres and direct it away from the rear wing. That’s been a role traditionally performed by vortices from the front wing – but in a way that makes them hugely sensitive when running in following car conditions. The winglets will achieve the same thing, but in a way that is more aerodynamically resilient in close racing.

3. The car will feature 18” wheels with low-profile tyres for the first time

F1 fans will have recently seen lots of footage of teams testing Pirelli’s bigger 18” wheels in readiness for next year.

The new Pirelli compounds and constructions for these 18” wheels have been designed with the goal of reducing the amount the tyres overheat when they slide – a primary aspect that should help with closer racing.

The lower profile tyres also have the added benefit of reducing the sidewall deflection changes and the resulting aerodynamic wake effect that occurs. The teams spend a lot of effort on simulating the air flow regimes around the tyre shapes and interactions with the car bodywork. Reducing the sensitivity in this area will be a benefit in both the car design process and resource required – something that's particularly important in the era of the cost cap.

4. The front wing and nose concept have been completely re-thought

Although front wings have been getting progressively simpler in recent seasons, the 2022 F1 car will feature a totally new front wing shape.

Keeping with the philosophy of the 2022 car, the new front wing’s job is to both generate consistent downforce when running closely behind another car, and ensure that the front wheel wake is well controlled and directed down the car in the least disruptive way.

That means not sending the wake dramatically outboard, as is done on the current cars, nor letting it spill under the floor and get ingested by the diffuser, but instead steering it narrowly down the side of the car as much as possible. Or as one engineer on the project put it, the 2022 car’s front wing is designed simply to be an "anti-outwash" front wing.

FUN FACT: F1’s Motorsports team did initially carry out investigations into running the 2022 car without a front wing at all, before deciding against it.

5. An aero feature from the 70s is back! (sort of)

F1’s Motorsports team began work on the 2022 car back in 2017 – and it soon became apparent that the key change required to ensure closer racing would be placing the aerodynamic emphasis on ground effect to create downforce.

Ground effect came to prominence in F1 in the late 1970s, with cars effectively designed in the shape of upside-down airplane wings, creating huge amounts of downforce as they were pushed into the track.

Full ground effect cars were subsequently outlawed at the end of 1982 – and the 2022 car is certainly not a return to that era (there are no side skirts for a start!). But the 2022 car does feature fully shaped underfloor tunnels, rather than the stepped floor used currently, which will allow teams to generate large amounts of efficient downforce through ground effect (the current floors also exploit ground effect, but not to the same extent).

The reason for the change is the benign quality of downforce generated in ground effect. Current cars’ barge boards and other bits of aerodynamic furniture are designed to send vortices under the floor to increase downforce. But when those vortices stop working – due, for example, to the influence of closely following another car – the performance drop-off is huge.

With the 2022 car, however, the underfloor downforce is better preserved within the tunnels, without the reliance on arrays of wake-sensitive, vortex-generating geometries – ergo better following, ergo closer racing!

6. The rear wing features new ‘rolled tips’

That rather beautiful, art deco-looking rear wing on the 2022 car (an automotive stylist contributed to aspects of the 2022 car’s overall look, incidentally) actually has an important function – and it’s to do with mushrooms. Let us explain…

While current cars’ rear wings direct airflow upwards, they are also designed to send flow outwards, leaving the ‘dirty air’ sitting there for the following car to drive through. By contrast, the shape and position of the 2022 car’s rear wing creates a rotational airflow that collects the rear wheel wake and rolls it into the flow exiting the diffuser – forming an invisible ‘mushroom’-shaped wake.

This narrower wake is then thrown – thanks also to a steeper diffuser ramp – high up into the air, allowing a following car to drive through less disrupted ‘clean air’.

DRS remains on the rear wing, meanwhile, with the Motorsports team keen to study its effect in conjunction with the rule changes.

7. It will use the same power unit as 2021

Many, many things are new on the 2022 car – but the power unit is not one of them, with Formula 1 set to retain the current 1.6-litre turbo-hybrid units. This is no bad thing, given that they’re already the most advanced and most efficient engines on the planet.

There will, however, be some more standard components in the fuel system, as well as some additional sensors to allow the FIA to better monitor the power units.

The big change is actually what will be coursing through those 1.6-litre engines, namely…

8. Cars will run on more sustainable fuel

Current regulations see cars running on fuel containing 5.75% bio-components.

And while F1 is still working hard to introduce fully sustainable fuel in the near-future, 2022 will see the bio-component ratio rise to 10%. That will be achieved through a move to ‘E10 fuel’ – ‘E’ standing for ethanol, while ‘10’ refers to its percentage in the mixture.

Crucially, though, that ethanol must be a second generation biofuel made in a sustainable way, meaning it will have a near-zero carbon footprint – an “interim step”, in the words of Formula 1’s Chief Technical Officer Pat Symonds, which will also help the sport align with current road car fuel regulations.

9. Safety has been at the forefront of the design

It almost goes without saying that a new generation of Formula 1 cars comes with the opportunity to make the sport even safer – and that’s certainly the case with the 2022 car.

The chassis now need to absorb 48% and 15% more energy respectively in the front and rear impact tests, as well as greater forces in the static ‘squeeze’ tests required to homologate the chassis and certify their strength.

Lessons have been learned, too, from recent major crashes, including that of Romain Grosjean at the 2020 Bahrain Grand Prix – with the cars now designed in such a way that, in the event of a crash, the power unit will separate from the chassis in a safe manner without exposing the fuel tank.

Meanwhile, learnings from the FIA’s investigation into Formula 2 racer Anthoine Hubert’s fatal accident at Spa in 2019 were also incorporated, principally a longer nose section to help dissipate energy in a crash, together with stronger chassis sides to resist T-bone incidents.

It’s also true that those safety improvements, as well as the heavier and more robust tyres, have seen a weight increase, with the minimum car weight having risen by around 5% from 752kg currently to 790kg.

10. The 2022 car has been put through over 7,500 simulations to get to this point

F1 is nothing if not a thorough sport – and as you can imagine, creating the 2022 car has not been a ‘finger in the air’ exercise.

Instead, F1’s Motorsports team have run approximately 7,500 simulations, creating around half a petabyte of data. That’s the equivalent of a third of the 10 billion photos on Facebook, or 10 million four-drawer filing cabinets full of text documents.

Those 7,500 simulations also took 16.5 million core hours to solve, meaning if they’d been done on a high-spec Intel i9 quad core laptop, it would have taken until the year 2492 – 471 years from now – to get the solutions.

The 2022 car was also developed in exclusive sessions in Sauber’s wind tunnel in Switzerland, with 138 ‘baseline configurations’ experimented with over two years, with around 100 ‘wind on’ hours.

Meanwhile, the teams have also been granted regulatory freedom to test the current 2022 car iteration – or the ‘UNIFORM’ baseline as it’s known internally, given that it’s the 21st significant update – for methodology development in their wind tunnels and CFD (provided they don’t alter the shape) – with the feedback from the teams having been a crucial part of the design and development process.

And there you have it – the 10 key things you need to know about the 2022 car.

F1’s Motorsports team are confident that they’ve come up with a set of regulations that can achieve their objective of closer racing, while not being so prescriptive that they prevent creativity.

Now we just have to wait and see what the teams come up with in time for pre-season testing 2022...

McLaren boss Zak Brown will not be attending the British Grand Prix at Silverstone this weekend after he tested positive for Covid-19, the team said on Thursday.

The race weekend kicks off today as the drivers meet the press, while the all-new 2022 Formula 1 car is also being unveiled this afternoon, before the on-track action gets under way on Friday at Silverstone.

But in a statement released at Thursday lunchtime, McLaren confirmed Brown and two other members of the team were isolating after testing positive for Covid.

"McLaren Racing confirmed today that three team members, including CEO Zak Brown, tested positive for covid-19 during the team’s rigorous testing programme before the British Grand Prix. Neither of our drivers are close contacts," the statement said.

"All three cases are unconnected and now isolating in accordance with government guidelines. The team’s operations for the British Grand Prix are unaffected."

In a tweet, Brown said he would be working from home throughout the race weekend.

"Following our team’s pre-event testing for the British GP, I’ve tested positive for covid-19. I’ve notified all my close contacts and isolating in accordance with govt guidelines. I’ll still be connected to and supporting the team safely from home," he wrote.

McLaren driver Lando Norris tested positive for Covid back in January during the off season, but only suffered minor symptoms and was recovered in plenty of time for pre-season testing.

Fellow drivers Lewis Hamilton, Sergio Perez, Lance Stroll, Charles Leclerc and Pierre Gasly have also all contracted the virus during the past 18 months, though all have immediately self-isolated, as per F1's strict protocols during the pandemic.

​​​​​​​McLaren CEO Zak Brown is going to drive the Lotus 79 that Mario Andretti won the 1979 title in at Silverstone this weekend.

Brown has a huge collection of historic cars which includes gems such as Ayrton Senna’s 1991 McLaren MP/6 and Nigel Mansell’s 1987 Williams FW11B.

Also amongst them is Andretti’s famous black and gold Lotus, which the American sees as one of the most well-known cars in motor racing for both its success and its looks.

“There are so many cool things about the Lotus 79,” he said as per f1i.com.

“One, it won the championship; two, it won the championship in the hands of Mario Andretti.

“I don’t think there was a more iconic livery than the JPS Lotus. And then there’s Colin Chapman, who with this and the preceding Lotus 78 became the first to properly harness ground effects in F1.

“It’s one of the most famous cars in grand prix racing.”

He’s not just letting the car go to waste in his garage though.

The McLaren boss has recently had it fully restored and it was on show at Goodwood last weekend in all its glory where it did the famous hill climb.

Brown himself will be in at Silverstone, driving in as part of a special exhibition celebrating classic cars from the first F1 race to take place at Silverstone back in 1951.

“It’s going to be an amazing event at the British Grand Prix this year,” he added.

“To be involved in the Historic Cars 70th Anniversary demonstration is a real honour and to have a full circuit of fans is going to make it a mega weekend.

“I can’t wait to get behind the wheel of my Lotus 79 around the amazing Silverstone circuit.”

Ferrari are also getting in on the act when it comes to classic cars, with Charles Leclerc driving the team’s 1951 challenger, the 375 F1, to mark the 70th anniversary of their first win in Formula 1, which came courtesy of Jose Froilan Gonzalez at Silverstone.

The first difference you notice between the 2021 front wing and the 2022 one is that they are a completely different shape, from the alignment of the elements themselves to the shape of the endplates. The 2022 version is designed to be a lot more ‘neutral’ than the current generation of highly complex designs, meaning it’s less aerodynamically sensitive when a driver is running close behind another car and directs airflow in a less disruptive way.

Remember, ‘dirty air’ – the heavily disrupted airflow coming off a car – is one of the major reasons why drivers struggle to follow one another closely, and it’s the key challenge the designers of the 2022 car have tried to tackle to ensure close racing.

Another thing that will help is the disappearance of the so-called 'Y250 vortex' - the name given to the vortex that comes off the inner tips of the current generation of front wing flaps and affects pretty much everything behind it. With the inner tips now effectively gone, the challenge of controlling this vortex - especially when following another car, is gone.

Easy to spot the difference here. For as long as most fans will remember, F1 cars have used 13-inch wheels. But that will change in 2022 when F1 moves to 18-inch wheels with low-profile tyres, giving the cars a contemporary, aggressive look.

Another difference is the introduction of wheel covers, which have been used in F1 before, but are now mandatory to help keep airflow clean and limit what teams can do around the tyres aerodynamically. The introduction, for the first time, of over-wheel winglets (or ‘wheel wake control devices’, to give them another name) is another solution to help maintain clean airflow.

Again, when it comes to shape, there are minimal similarities between the 2021 rear wing and the 2022 version. In fact, the retention of the Drag Reduction System (DRS) moveable flap in the rear wing is about the only similarity with the current car.

Visually, the 2022 rear wing is a very different, with its upper ‘rolled tips’ rather than straight endplates and additional lower elements. The new design is specifically to draw the aerodynamic wake (the airflow coming off the car) up and over the following car rather than directly into it – a factor that has made it hard for drivers to follow in the current era.

OK, so it may seem strange to compare the floor of an F1 car with shots from overhead, but from this view you can see the clear difference in shape between the 2021 and 2022 floors. Underneath (not visible) the 2022 car features fully shaped underfloor tunnels, rather than the stepped floor used currently.

This change in floor shape will allow the teams to create large amounts of downforce through ground effect – downforce that will be less impacted when following another car – and at the same time produce less disruptive airflow for the car behind.

Looking at the two cars in profile, it’s clear that the 2022 car is a lot cleaner, especially around the area either side of the cockpit where the current bargeboards and other bits of aerodynamic furniture seen on the 2021 car – used to tweak and cajole airflow along the car – no longer form part of the design.

And keep your eyes peeled for the return of cooling exit louvres on the bodywork, which were banned post-2008, but are permitted again for 2022 and will be a key area of freedom for the teams to exploit.

Not something we can picture, but the weight of cars is going up by 5%, from 752kg to 790kg. Why? First of all, the new wheels are heavier – overall the four wheels and tyres are around 14kg heavier than in 2021. However, given that the new tyres have been designed to be less prone to overheating, amongst other things, most fans would agree that’s a price worth paying.

The other factor that has affected the weight of the car is the increased safety requirements, with the magnitude of crash tests being increased to ensure drivers will be better protected than ever before.

While fighting for the lead on the opening lap of the Silverstone race, Hamilton's left-front wheel hit Verstappen's right rear, sending the Red Bull driver into the tyre barriers, the Mercedes driver able to continue in the race.

A safety car period was called immediately after the collision before the race was red-flagged in order to allow track marshals and workers to repair the barriers and recover Verstappen's damaged F1 car.

During the stoppage, Mercedes inspected Hamilton's car to assess the damage from the incident with Verstappen, which was when an issue with his left-front wheel rim was spotted, and the parts were duly replaced.

Given Hamilton's team was unable to detect the potential problem while the driver was on the track, Mercedes trackside engineering director Andrew Shovlin believes had the race not been stopped the damage would have resulted in a car retirement.

"We'd failed the rim where we had the contact at the front left, so that would've been a DNF had it not been red-flagged," Shovlin said after the British GP.

"But the rest of the damage was actually remarkably little. It was a tyre temperature sensor that had got knocked loose so it was waggling around but, amazingly, it's the least important part on the front wing and it was the only one that broke."

Despite being handed a 10-second time penalty for the incident with Verstappen, Hamilton recovered to reel in Charles Leclerc in the lead and overtake the Ferrari driver with two laps to go.

After serving his penalty, Mercedes' race strategy predicted Hamilton would catch Leclerc with two laps to go and Shovlin felt a "switch" in the British driver's mentality when he knew he had a strong chance of winning his eighth British GP.

"From our planners during the race which are forecasting it live, we were looking at catching him with two laps to go," Shovlin explained.

"When we thought it was on was probably five laps into that, you normally see the drop on the tyres and you could just see Lewis holding this eight-tenths advantage to Charles every lap.

"Lewis just wasn't dropping off and the balance was happy. And, to be honest, with Lewis, you can hear it in his voice in what he's saying on the radio.

"You just get this switch where he knows in his head he's going to do it today and, to be honest, it was really nice sitting on the pitwall just watching that final stint unfold because it was a great and well-deserved win."

The Australian has struggled to match teammate Lando Norris all season and has been trying to adjust his driving style to the requirements of the MCL35M.

There have been consistent signs of progress, and at Silverstone he finished fifth, a place behind Norris.

"It's still definitely at times frustrating," he said. "But I'm probably past the point of being frustrated, I think now it's kind of a reality that I'm still needing to find some more and just be at one with the car. That's probably the best way to put it.

"So I guess it's not anything new for me now. I know and I'm aware that it's probably still gonna be a process.

"I didn't panic at the beginning, but I was aware that I was losing ground, and I was just trying to understand where am I losing and what is it that I need to help me get you know those three or fourth tenths a lap more."

Ricciardo agreed that his solid Silverstone weekend had been a boost, although he felt stronger over one lap in qualifying than in a race stint.

"I'm definitely happy on paper, or happier, with the first top five of the year," he said when asked by Motorsport.com about his Silverstone weekend. "And Lando getting getting another top five, so it's obviously good points for the team. I know Ferrari obviously a good strong weekend as well.

"I think there's now just still some underlying pace. It's strange because you'd think on one lap is where I would maybe lack more, when you really push the car on the limit, and maybe the race when everything settles down I'd have a bit more.

"But we've kind of seen the opposite this weekend. On the race when the car is a bit on fuel and starts to move around more that's where I've still got to dial it in a bit more. I think just the feeling and being able to really put the car on that knife edge I'm not able to do as consistently yet."

Ricciardo said that being pushed by the Ferrari of Carlos Sainz in the race obliged him to test the limits: "I think having Carlos actually at the end, or for most of the race, on me, and putting the pressure on me, kind of forced me in a way to overdrive some corners.

"And I think it allowed me to feel a little more where where that edge is. That's definitely the encouraging thing. I know in clear air Carlos was definitely quicker, but to get a top five when I'm still like this, it is encouraging."

Ricciardo noted in Austria that he has to focus on himself and not on the pace of his teammate, and he he says he's trying to stick to that approach.

"I mean, for sure, I'll still look through the data and see where I can improve. But yeah, through qualifying I had a nice, let's say inner confidence in myself.

"I was pretty pretty comfortable with the car and I didn't feel the need to be distracted by let's say him or the competitors. So I think it was a good weekend from let's say the mindset point of view."

Teams will have more time to adapt their pit-stop procedures after the FIA delayed their clampdown until the Belgian Grand Prix.

The original plan meant that from the Hungarian Grand Prix, teams would be required to build tolerances into their pit-stops to allow for human reaction times, with the FIA keen to move away from heavy reliance on automated systems.

But after discussions with the teams, the FIA have updated parts of the original technical directive, mainly focused on these human reaction times during the pit-stops.

The FIA have actually removed a large chunk of those proposed changes, but the updated directive now states teams must prove the mechanic on each wheel gun has pressed the button themselves to signal the wheel is on safely, adding that the button cannot be held down.

“On the TD there was an update,” McLaren team principal Andreas Seidl explained, quoted by Motorsport.com. “Based on feedback the FIA collected after they sent it out initially to the teams, which makes sense from our point of view.

“The main objective from this TD was to make sure pit-stops are done in a safe way and to anticipate and stop bad things from happening.

“The second thing is also to ensure we are also on a level playing field in terms of the application of the regulations, so we are happy with that.

“The door is open for further changes for next year.”

It has been reported Red Bull played a major role in the FIA discussions, with the team regularly topping the charts for fastest pit-stops.

Before the updated technical directive was announced, Red Bull principal Christian Horner had stated his concern over the rules around pit-stops, feeling they were becoming too intense.

“You have to remember the responsibility is with a competitor that they have to have all four wheels securely fastened, and the penalty for not is to stop the car and have to retire the car immediately,” he said.

“So it’s brutal, the result of not having those wheels properly fastened. But by introducing false delays and so on…it’s been an exciting element, can a group of people change four wheels in less than two seconds?

“And we’ve demonstrated that with the world records we’ve achieved, but you’re going to dilute and take that away now.”

During the stoppage, Mercedes inspected Hamilton's car to assess the damage from the incident with Verstappen, which was when an issue with his left-front wheel rim was spotted, and the parts were duly replaced.

Given Hamilton's team was unable to detect the potential problem while the driver was on the track, Mercedes trackside engineering director Andrew Shovlin believes had the race not been stopped the damage would have resulted in a car retirement.

Red Bull have lodged a 'petition for review' with the FIA over the 10-second penalty Mercedes' Lewis Hamilton received for colliding with Max Verstappen at the British Grand Prix earlier this month.

The incident between the two title contenders at Silverstone, when Hamilton made contact with Verstappen at Copse corner on the opening lap as they vied for the lead, with Verstappen flying into the barriers at 180mph and Hamilton going on to clinch victory, remains a hot topic heading into this coming weekend's Hungarian Grand Prix.

Red Bull boss Christian Horner was furious in the immediate aftermath and maintained that seven-time world champion Hamilton was the “aggressor”. He hinted that Red Bull may challenge the decision – and on Tuesday, the FIA revealed this was the case.

The governing body issued summons to both Red Bull and Mercedes to appear via video conference at 1600 CEST on Thursday of the Hungarian Grand Prix weekend. The document revealed Red Bull lodged their petition for review on Friday July 23 - the same day that Red Bull published Horner's first post-race thoughts on the matter.

The Team Manager from each squad, as well as up to two additional team representatives apiece, must attend the meeting with the stewards.

The FIA’s International Sporting Code permits a right to review if “a significant and relevant new element is discovered which was unavailable to the parties seeking the review at the time of the decision concerned”.

If Red Bull do not meet that criteria - and it is unknown at this time what they intend to present - the request will be rejected. Should the stewards feel it meets the criteria, the investigation will be reopened.

Alfa Romeo were the last team to exercise their right to review, with the stewards deeming them having evidence sufficient to reopen the investigation into Kimi Raikkonen’s 30-second time penalty at Imola – however, ultimately the penalty remained in place.