Toyota, once the undisputed king of endurance racing, arrived at Circuit de la Sarthe carrying the scars of recent defeats. Ferrari had stolen the spotlight. Cadillac had found genuine pace. BMW had emerged as a serious contender.

The Hypercar era, once expected to be Toyota’s playground, had instead become motorsport’s most brutal heavyweight division.

And yet, after 24 hours of chaos, strategy, survival and sheer stubbornness, Toyota was back where it believes it belongs: standing on the very top step at Le Mans.

The 2026 running of the world’s greatest endurance race was never going to be straightforward. Nothing at Le Mans ever is.

BMW arrived with pole position and genuine confidence. Cadillac looked every bit a winner for large portions of the race. Ferrari, chasing an unprecedented fourth consecutive victory, remained a constant threat lurking in the background.

The margins were microscopic, the pace relentless, and the slightest mistake threatened to turn months of preparation into an expensive sightseeing tour of the French countryside.

Toyota’s No. 7 machine, shared by Kamui Kobayashi, Mike Conway and Nyck de Vries, wasn’t supposed to have an easy route to victory. At various points, it looked as though the race was slipping away. But Le Mans has always rewarded resilience as much as outright speed.

Hour after hour, while rivals stumbled over mechanical gremlins, strategy errors and plain bad luck, the Toyota simply kept turning laps.

Not glamorous laps. Not headline-grabbing laps. Just relentlessly efficient laps that have become Toyota’s trademark over the past decade.

As dawn broke over La Sarthe, the fight intensified, with BMW remaining firmly in contention. Yet when the final hours arrived, and the pressure reached unbearable levels, Toyota did what Toyota does best: it refused to blink.

When Kamui Kobayashi finally crossed the finish line after 24 exhausting hours, the margin to the chasing BMW was just over ten seconds. After an entire day of racing, that’s barely enough time to make a cup of coffee.

This was Toyota’s first Le Mans triumph since 2022, ending a four-year wait that must have felt considerably longer inside the team’s garage.

For a manufacturer accustomed to winning, the recent Ferrari era had been a painful reminder that motorsport has a very short memory. Yesterday’s champion quickly becomes today’s underdog.

The Toyota crew delivered when it mattered. Strategy calls landed perfectly. Reliability held firm. Drivers stayed calm when others cracked.

Adding further weight to the result was the fact that Toyota placed its sister No. 8 car on the podium as well, securing third place. And what a time to do it.

The Hypercar class is now arguably stronger than at any point in modern Le Mans history. Ferrari, BMW, Cadillac, Porsche, Peugeot, Alpine, Aston Martin and now Genesis have all converged on the same battlefield.

Victory no longer comes from simply showing up with a competent prototype. It must be earned against some of the biggest manufacturers in the world.

This win was Toyota standing toe-to-toe with a full field of hungry rivals and emerging victorious. Again.

Le Mans has a habit of choosing its winners. In 2026, after years of near-misses, frustration and watching others celebrate, it chose Toyota once more.

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Alongside it, the company has also introduced the MCL-HY GTR, an ultra-exclusive track car developed under the Project: Endurance programme.

The MCL-HY will see McLaren compete once again at the 24 Hours of Le Mans, completing its presence across Formula 1, IndyCar and endurance racing.

“McLaren Racing now has three race cars ready to contest the biggest motorsport series in the world… This means McLaren… can challenge for the Triple Crown.”

Zak Brown, Chief Executive Officer of McLaren Racing

Developed to LMDh regulations, the MCL-HY combines a lightweight carbon fibre monocoque chassis with a hybrid powertrain.

Power comes from a twin-turbocharged V6 engine paired with a hybrid MGU system, delivering up to 520kW (707PS) to the rear wheels.

With a minimum weight of 1,030kg, the focus is not solely on outright performance, but on balance and efficiency.

The car will undergo an extensive testing programme throughout 2026, with development drivers including Mikkel Jensen, alongside McLaren Driver Development Programme members Gregoire Saucy and Richard Verschoor.

Visually, the MCL-HY has been revealed in a 2026 test livery inspired by the McLaren M6A, a nod to the brand’s Can-Am dominance in the late 1960s.

From the F1 GTR’s victory at Le Mans in 1995 to its earlier successes in Can-Am, endurance racing has long been part of McLaren’s DNA.

Running in parallel with the race car is the MCL-HY GTR, a track-only derivative designed for a select group of clients.

Unlike the race car, the GTR omits the hybrid system, relying instead on a 2.9-litre twin-turbocharged engine producing around 730PS. The result is a lighter car with a more direct, less complex driving experience.

Through Project: Endurance, owners are offered a two-year programme that includes six track events across international circuits, complete with professional coaching, dedicated pit crews and engineering support.

“The MCL-HY GTR will offer an FIA Hypercar experience… unprecedented in its accessibility.”

Nick Collins, Chief Executive Officer of McLaren Automotive

On-track testing for the MCL-HY begins in May 2026, with homologation planned ahead of its WEC debut in 2027.

Deliveries of the MCL-HY GTR track car are expected to commence towards the end of the same year.

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The series, released on Porsche’s YouTube channel, forms part of the brand’s wider “75 Years of Porsche Motorsport” celebrations. It is hosted by Le Mans winner Timo Bernhard, alongside former Porsche race engineer Norbert Singer, who offers first-hand insight into the development of the car.

A Racing Car Defined by Evolution

First homologated in March 1976, the Porsche 935 quickly established itself as one of the most dominant racing cars of its era, competing in the World Manufacturers’ Championship and numerous international series.

Built on the foundation of the Porsche 911 and developed for the Group 5 category, the 935 was defined by its ability to evolve rapidly within the limits of the regulations. Widened bodywork, unconventional aerodynamic solutions and constant technical refinement allowed it to remain competitive year after year.

“What truly matters is the spirit that runs through every variant: the precise interpretation of the regulations, the willingness to rethink technical solutions time and again, and the courage to make decisions under intense time pressure.”

Alexander E. Klein, Head of Porsche Heritage Operations and Communications

Five Variants, One Story

The series brings together five distinct versions of the 935, each representing a different stage of its development.

The original 1976 model introduced the concept, combining advanced engineering with a distinctive design that pushed the boundaries of the regulations. It also highlighted the importance of driver feedback and team communication, particularly in an era before radio contact with the pits.

The 935/77 marked a significant technical step forward, most notably with the introduction of twin-turbocharging. By replacing the single large turbo with two smaller units, Porsche improved throttle response and reduced turbo lag, making the car more manageable for drivers.

A different approach was taken with the 935 “Baby”, developed for sprint racing. Engineers focused on weight reduction, removing all non-essential components and reworking the chassis. The result was a lightweight car powered by a smaller 1.4-litre engine, which demanded high revs and precise driving.

At the other end of the spectrum was the 935/78 “Moby Dick”, an extreme interpretation of the concept. Featuring heavily revised aerodynamics and a twin-turbo flat-six engine producing up to 845hp, it was capable of reaching speeds of 366 km/h on the Mulsanne Straight.

Completing the lineup is the 935/77 test car, which, while not designed for competition success, played a critical role as a development platform. It was also used in an unusual project as a pace car for a cycling speed record attempt exceeding 240 km/h.

Engineering Approach and Legacy

Across all five variants, a consistent theme emerges: continuous refinement within strict regulatory constraints.

The 935 was not developed as a single, fixed concept. Instead, it evolved through incremental changes in aerodynamics, powertrain configuration and weight reduction, often under tight time pressures.

This approach allowed Porsche to remain competitive across multiple seasons and racing formats, reinforcing the brand’s reputation for engineering precision and adaptability.

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The story begins, fittingly, at Le Mans in 1996.

Two Porsche 911 GT1 factory entries, dressed in Mobil 1 colours, crossed the line in second and third place. That very day, Porsche and ExxonMobil formalised a partnership that would see Mobil 1 lubricants become factory fill for Porsche road cars worldwide.

Porsche has always treated motorsport as more than just competition. It is, in many ways, its most demanding research facility.

“We have always used competition on race tracks around the world to test technologies and push boundaries.”

Thomas Laudenbach, Vice President of Porsche Motorsport

And Mobil 1 has been there every step of the way.

From the Porsche 911 GT1’s Le Mans triumph in the late 1990s, to the success of the RS Spyder in the 2000s, and later the dominance of the 919 Hybrid, which secured six world championship titles and three overall Le Mans victories between 2014 and 2017, the partnership has consistently delivered results.

More recently, the collaboration has extended into electrification, with innovations in cooling technology supporting high-performance electric platforms like the GT4 e-Performance, capable of delivering up to 800 kW on track.

This year, two Porsche 963 entries competed in the top GTP class at Sebring, decked out in a special anniversary livery. Car #7 also heads into the race as the championship leader, following a victory at Daytona.

There is a tendency to romanticise the past in motorsport. To look back at liveries, at iconic cars, and assume the best days are behind us.

But standing on the grid at Sebring, watching a Porsche 963 dressed in those familiar Mobil 1 colours, it becomes clear that this partnership is not about nostalgia.

It is about continuity.

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Titanium, carbon black, a purposeful splash of Audi red and red rings used like punctuation. Clean, technical, intelligent, emotional: the four pillars of Audi’s new design philosophy, now laser-etched onto a racing car.

“Entering Formula 1 is the next chapter in the company’s renewal,” says CEO Gernot Döllner. Audi wants to fight for a World Championship by 2030. Ambitious? Of course. But this is motorsport’s most ruthless finishing school.

Identity that leads the brand

Chief Creative Officer Massimo Frascella calls the R26 a pioneer for the brand’s unifying design language, the kind that aligns race team, road-car studio and corporate brand book in one stroke.

Minimalist graphic slabs. Precise geometric cuts. A colourway that’s recognisably Audi yet unmistakably motorsport. It’s product design with race-fuel in its veins.

Because the 2026 regulations reset the chessboard, everyone will learn a new powertrain and chassis spec at the same time, opening a window for a newcomer.

F1’s cost cap keeps spending inside a defined sandbox. Add a trio of heavyweight partners (adidas, bp and future title partner Revolut), and the car will look fierce on track.

The team behind the curtain

The power unit (Audi’s in-house hybrid) comprises a 1.6-litre turbo V6, a beefed-up MGU-K, energy storage and a control unit. From 2026, the electric side contributes roughly half the total system power, while the ICE runs on sustainable fuels developed with BP.

On the test bench, the complete powertrain has already run as a unit in race simulations; the first track-use engines ship from Neuburg starting December.

When do we see the thing move?

Public team launch lands in January 2026. Private shakedown at Barcelona follows late January, then official tests in Bahrain on 11–13 and 18–20 February.

If you’ve ever wondered what “Vorsprung durch Technik” looks like under parc fermé rules, this is the year the slogan gets stress-tested.

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Müller spent the last season hustling a Porsche 99X Electric at Andretti, learning the subtleties of Weissach’s electric racecraft before taking the keys to the works car. He succeeds António Félix da Costa, whose contributions over three seasons helped propel the project forward.

Wehrlein needs little introduction. Drivers’ World Champion in 2023/24, he’s been a Porsche fixture since 2020, the cool-headed assassin who reads energy numbers like sheet music. Müller joined the factory roster in 2024, and while last season wasn’t exactly a joyride, he calls it “instructive”.

While everyone fights the here-and-now of GEN3, both drivers are already deep in simulator work for GEN4, the next-generation car promising more than 600kW and a new performance ceiling.

First physical laps happen before year-end, with pre-season testing in Valencia from 27–30 November, then São Paulo on 6 December to light the blue touchpaper.

Florian Modlinger, who runs Porsche’s factory Formula E effort, wanted an experienced hand who could “jump in the car as seamlessly as possible.” Porsche heads into its seventh season of Formula E carrying the weight of reigning Teams’ and Manufacturers’ titles.

Andretti continues with the latest-generation 99X Electric GEN3 Evo, while Cupra Kiro will run proven 99X hardware from the previous iteration. That ecosystem feeds Weissach’s learning loop, turning race-day stress into road-car progress.

Now it’s over to the men in the cockpit to play it perfectly, one regen hit and one qualifying lap at a time.

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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. The Singapore Grand Prix 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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