Oscar Piastri moved to shut down speculation over Max Verstappen taking his McLaren seat, saying ahead of the Belgian Grand Prix that he would be a McLaren driver next season and in 2027. Piastri said he was very comfortable at the team, trusted McLaren’s leadership and was not bothered by the rumors, after receiving reassurance from team principal Andrea Stella and CEO Zak Brown. His manager, Mark Webber, also dismissed the talk, saying there had been “a lot of fiction written” about Verstappen joining McLaren, and Brown said he was happy with McLaren’s current driver lineup.

The rumors persisted as reports said Verstappen was in advanced talks with McLaren, even though he remains under contract to Red Bull through 2028. Piastri said Verstappen appeared to be exploring options because Red Bull was not in a strong position, comparing the situation to last summer’s speculation about a possible move to Mercedes that did not happen. Verstappen has been linked to an exit clause if he is lower than second in the championship at the summer break, and he is currently seventh, 78 points behind George Russell in second, with 50 points still available before the August shutdown. Verstappen declined to discuss his future in detail at Spa.

Piastri also turned to the track, saying McLaren was likely to be the third- or fourth-quickest car at Spa and that he hoped upcoming upgrades would help the team close the gap to the front-runners. He is trying to recover from a scoreless finish at Silverstone after an opening-lap collision and an unscheduled pit stop. Piastri said his win at last year’s Belgian Grand Prix venue gives him a chance to make up points if other drivers run into trouble.

Red Bull switched back to a conventional rear wing for the Belgian Grand Prix after two rear-wing-related failures in successive weekends helped trigger Max Verstappen’s crashes in Britain and Austria. Team principal Laurent Mekies said tests carried out since Silverstone found a problem with the rotating design, and Red Bull chose a standard setup that opens for straight-line mode in the usual way.

Red Bull and Ferrari had introduced the rear-wing concept this year, with the top flap rotating more than 180 degrees to reduce drag and boost straight-line speed. Mekies said Red Bull had found a problem in testing after Silverstone and did not specify the exact cause beyond an apparent aerodynamic disruption when the wing reverted to cornering mode. He said the team would do what was necessary to avoid a repeat.

Verstappen described the repeated faults as “super dangerous” and said he was lucky not to be hurt. The FIA has spoken with Red Bull and Ferrari about the wing designs on safety grounds and has begun looking into the technology. Photos from Spa showed the revised Red Bull wing on Verstappen’s and Isack Hadjar’s cars, and the circuit features five straight-mode zones this weekend, including the approach to Eau Rouge.

The Belgian Grand Prix at Spa-Francorchamps was set up as one of Formula 1’s toughest energy-management tests of 2026, with McLaren team principal Andrea Stella and Williams chief trackside engineer Paul Williams saying the 7.004-kilometre lap’s long full-throttle sections, steep climbs and limited braking zones could expose the strengths and weaknesses of the new hybrid power units. Stella said drivers had already raised concerns about unpredictable speed differences as they manage electrical energy, and he warned that the new straight-line mode will not always be available in high-speed corners because of lateral forces. He said the challenge could still produce strong overtaking, even as drivers have to back off in unusual places to recharge energy for the straights.

Williams called Spa the most energy-sensitive circuit seen so far this season, with superclipping expected in the middle sector, plus ride-height and skid-block wear issues. Teams also have to balance straight-line speed against high-speed performance through corners such as Pouhon and the Les Combes and Fagnes chicanes, even as active aero and Overtake Mode change the usual downforce-versus-drag tradeoff. Five SLM zones have been added for 2026 and stay active in wet conditions. Pirelli’s C2, C3 and C4 tyres point to a likely one-stop race centred on the hard compound, although wear, safety cars, pit-stop timing and the chance of rain could change strategy. The start of Sunday’s race was expected to be especially chaotic before teams settled into more optimized energy use later.

The Belgian Grand Prix was the 10th round of the season and the first race of a double header before Hungary and the summer break, and several teams arrived with different pressures. Red Bull came off a disappointing British Grand Prix, and Max Verstappen said Spa is his favorite track, though he warned that energy limits on the straights could make the weekend trickier. Isack Hadjar said Red Bull did not expect to lead and needed to apply lessons from Silverstone, where he outqualified Verstappen and finished fifth. Hadjar has now strung together five consecutive top-six finishes. Kimi Antonelli was aiming to rebound, Ferrari wanted to show its recent improvement against Mercedes, and Racing Bulls were trying to hold off Alpine in the midfield.

Former Haas Formula 1 team boss Guenther Steiner urged McLaren to stop blaming Mercedes for its 2026 struggles and build its own engine instead, saying the team needed to “grow up” and “stand on their own two feet.” Steiner called McLaren’s complaints about its Mercedes power unit a familiar excuse and said the manufacturer should put sponsorship money into an engine program rather than blaming suppliers when results fall short. He said McLaren had raised similar concerns about Mercedes, Renault and Honda in the past.

Steiner said McLaren had enough money to make the move and argued that becoming self-sufficient would strengthen both its team identity and its road-car business. He pointed to Red Bull and Audi as examples of manufacturers building more independence in Formula 1. He also said McLaren had changed partners often enough to stop relying on outside suppliers, though he acknowledged that building a power unit would be difficult and that funding and hiring the right people would be the biggest hurdles.

The comments came as McLaren, the reigning constructors’ champions, had not won any of the first nine races of the season. Mercedes led the standings and had taken seven wins in nine Grands Prix, split between Kimi Antonelli and George Russell, while the works team also led McLaren 333 to 179 after nine rounds. McLaren team principal Andrea Stella said during the British Grand Prix weekend that the team still appeared to be leaving performance on the table from Mercedes High-Performance Powertrains, but he did not directly blame Mercedes for the issue.