A new era, historic circuits, one champion: Johan Kristoffersson’s road to the 2026 Euro RX1 title.

The 2026 FIA Euro RX1 Champion celebrating on his KMS Polo 601 RX.
PHOTO CREDIT: FIA European Rallycross Championship.

After more than a decade of highs, lows and uncertainty, the FIA World Rallycross Championship entered a new chapter at the end of 2024, with the Fédération Internationale de l’Automobile (FIA) taking charge of the dual-surface discipline following the departure of Rallycross Promoter. The transition marked a significant turning point for rallycross, placing the sport's future firmly in the hands of its governing body.

With the championship’s long-term direction under scrutiny, the FIA European Rallycross Championship emerged as a platform to rebuild the discipline around accessibility, sustainability, and affordability, without losing the character that has made rallycross so compelling.

As the 2026 season approached, the FIA confirmed that the top-tier category (RX1) will return to internal combustion engines, rather than a Battle of Technologies or a push to full electrification. Additionally, the FIA confirmed a six-round calendar featuring some of the most iconic, historic, and celebrated circuits, with the season set to kick off at Biķernieki in Latvia before moving to Nyirád, Höljes, Mondello Park, Lohéac and Lousada in Portugal.

An early sign of the championship’s renewed direction came when three-time European champion Andreas Bakkerud committed to the championship through his own Bergen Motorsport Evolution operation, run by SET Promotion, and driving an ex-Ken Block Ford Fiesta. His return added immediate credibility to the new-look Euro RX1 championship, bringing an established title contender into a series looking to rebuild its international standing.

As the days and weeks passed, the entry list grew steadily, and then came a big announcement. Eight-time FIA World Rallycross Champion Johan Kristoffersson, together with teammate Ole Christian Veiby (Kristoffersson Motorsport), would enter the championship season-opener in Latvia.

All roads led to the Biķernieki trase in Latvia for round one of the European Rallycross Championship, with a very healthy 30-car line-up, producing the largest Euro RX1 field for an opening round in almost a decade. As the weekend got underway, Kristoffersson was right on the pace in his Polo KMS 601 RX, and so were Bakkerud, Ole Christian Veiby and Joni Turpeinen, who all emerged as serious contenders for victory. 

Kristoffersson led the intermediate standings after Saturday's qualifying heats; Bakkerud was just eight points behind, followed by Veiby a further three points adrift.

Kristoffersson leading into turn one in Latvia.
PHOTO CREDIT: FIA Rallycross Championships.

The eight-time world champion then delivered a typically controlled performance in the final, leading home teammate OC Veiby to secure a KMS 1-2 finish. 17-year-old Turpeinen completed the rostrum, with Bakkerud finishing in fourth.

If the Latvian round suggested anything, it's that Johan Kristoffersson could dominate the season; however, Andreas Bakkerud had other plans as he and the team found more performance from their Ford Fiesta heading into Hungary.

The Red Cauldron (in Nyirád) produced changeable conditions, with intense heat followed by rain and rapidly changing grip levels. Bakkerud set the quickest times when it mattered, to claim the Top Qualifier spot after beating Kristoffersson in Q4 before progressing through the quarter-finals and semi-finals to take pole for the all-important final.

The 2019 World RX runner-up had the best launch off the line, and controlled the race from the front to claim his first win of the season. More importantly, he moved into the championship lead, turning what could have been a one-sided season into a genuine title fight.

The next stop, Höljes, for the Magic Weekend, produced another change in momentum, as Kristoffersson endured a difficult start to his home event, including a black flag for pushing and passing, whilst the championship leader Andreas Bakkerud was caught up in an incident that damaged his Ford Fiesta.

As the heavens opened in Q4, Kristoffersson clicked into high gear, fighting back, winning his quarter-final and reaching the final. Once there, the Swede delivered in front of his home crowd, leading another KMS one-two finish ahead of Veiby. While Casper Jansson completed the podium with his first FIA European Rallycross Championship rostrum.

The victory on home soil restored Kristoffersson to the top of the standings, but Bakkerud remained firmly in title contention.

Andreas Bakkerud leading OC Veiby, with Rytkonen, Turpeinen and Kristoffersson battling for position behind. 
PHOTO CREDIT: FIA Rallycross Championships.

With cars and equipment packed, a 2,604-kilometer journey awaited both teams and drivers, as the European Rallycross Championship set course for Mondello Park, a venue that last hosted the championship more than three decades ago. 

Featuring 75% tarmac and 25% gravel, the 1.395-kilometer circuit added another twist to the championship fight, as Kristoffersson again picked up another black flag on Saturday, opening the door for Bakkerud. 

The Norwegian took the opportunity and put in a strong performance in the qualifying heats to take the Top Qualifiers spot before controlling the Quarter-Final stages. Starting from pole, Bakkerud held off a challenge from OC Veiby to claim his second victory of the season. Veiby finished second, whilst Kristoffersson recovered to third.

After four rounds, Kristoffersson and Bakkerud had effectively shared control of the championship. Kristoffersson secured wins in Latvia and Sweden, while Bakkerud triumphed in Hungary and Ireland. Rallycross fans were truly in for a thrilling final few rounds. 

Just seven points separating championship leader Johan Kristoffersson and second-placed Andreas Bakkerud heading into the French round at Lohéac.

Fabien Pailler leading championship contender Andreas Bakkerud.
PHOTO CREDIT: FIA Rallycross Championships.

With the French venue celebrating its 50th anniversary in 2026, expectations were high for a memorable weekend at Lohéac. Those expectations were met as local favourite Fabien Pailler delivered a standout performance, securing his maiden Euro RX1 victory in front of an adoring home crowd.

Pailler beat pole-sitter Kristoffersson off the line in the semi-final to seal pole position for the final. He then made another perfect launch in the final, and controlled the race from lights out to the checkered flag. Behind the Frenchman, Bakkerud brought his Fiesta across the line in second - a result that moved him into the championship lead by a single point heading into the final double-header of the season in Lousada. Behind them, Juha Rytkönen finished in third, and Kristoffersson in fourth.

The Frenchman’s victory in Loheac ensured that the championship was more than just a battle between its two biggest names, because Rytkönen, Veiby, Turpeinen and O'Donovan had all shown the pace to challenge at the front. Joni Turpeinen in particular emerged as one of the season's revelations.

As Swedish rock band Europe, sang ‘It’s the final countdown’, tension rose as Lousada hosted the season finale, with a thrilling double-header on the cards. 

For the championship contenders, there were two opportunities to score big. The first round on Saturday featured the first European Rallycross night race, with the semi-finals and final taking place under floodlights.

Bakkerud arrived in Portugal with a one-point advantage over Kristoffersson – game on! 

Kristoffersson struggled off the line in Q1, and lost ground to Bakkerud in Q2. The eight-time Champion responded in Q3 with the fastest time, taking the Top Qualifier spot, whilst Bakkerud was involved in an incident with stablemate Rytkönen and Veiby that resulted in a puncture.

The Norwegian's problems continued in the Quarter-Final when he went wide through turn 2 alongside Casper Jansson and struck the outside wall, picking up another puncture and failing to progress into the semi-finals.

Kristoffersson took full advantage, winning the opening round in Lousada by more than 12.5 seconds to Patrick O'Donovan with Rytkönen in third. 

Once again, the championship standings switched from a one-point deficit to a 36-point advantage with 40 points in play for the final round. The odds were in Kristoffersson’s favour, but Andreas Bakkerud knew it wasn’t over until it was over. He would have to pull off a remarkable comeback to overturn the 36-point deficit. 

The sun rose over Lousada, as Kristoffersson laid down the gauntlet topping the practice sessions on Sunday morning. All the Swede needed to do was reach the semi-finals to clinch the European Rallycross title. 

From the first qualifying heat, Kristoffersson looked determined to secure the title. The Swede topped the overall qualifying standings before winning his quarter-final, and with that result he finally clinched the FIA European Rallycross Championship after years of dominance in World RX.

Even with the title decided, the final in Lousada delivered one last dose of drama. A red flag was flown after an accident involving Kristoffersson’s teammate Ole Christian Veiby and Nils Volland on lap one, whilst Rytkönen arrived at the grid with smoke billowing from his Hyundai i20. The smoke later developed into a fire under the bonnet, and with swift action, the marshals extinguished the flames. The Finn climbed out of his Hyundai i20 to check the cause of the fire, and later climbed back on board, ready to take the restart order.

Starters orders were given, and attention turned to the lights ahead. Fabien Pailler had a great launch and took the lead, while contact between Kristoffersson and O’Donovan sent the Peugeot driver into the guardrail at turn one, ripping off the front-right wheel. Elsewhere Rytkönen, was trundled around with hardly any power and was later forced to retire with engine problems. 

But wait, there’s more: as Kristoffersson hunted down Pailler, the Frenchman hit a rut, sending his car wide and ultimately opening the door for Kristoffersson to slide up the inside and take the lead. Pailler’s hopes of fighting back were dashed because he picked up a puncture.

Kristoffersson celebrating his maiden Euro RX Championship.
PHOTO CREDIT: Wiebke Langebeck.

The newly crowned champion exited the final corner performed a celebratory donut for the adoring fans before crossing the line 52 seconds ahead of Pailler, completing his European title campaign with another victory.

“I really enjoyed the Final. The crowd here has been amazing, so it was nice to have the opportunity to put on a bit of a show for them with the donut in the last corner. It’s been a huge challenge this season, and it was a big job by all the KMS guys to sort out our start problems, but unlocking the secret to making better launches meant we could at last show our true performance, and that’s what we’ve been able to do this weekend. To have been able to turn the tables like that is a good feeling, and I’m very happy. This means a lot to all of us,” Kristoffersson said.

The newly crowned European Rallycross Champion ended the season on 235 points, with Rytkönen second on 175 and Bakkerud third on 171. Veiby finished fourth on 144, followed by Turpeinen on 111 and O'Donovan on 108.

Ultimately, the 2026 FIA European Rallycross Championship delivered exactly what a rebuilding championship needed: a genuine title fight, multiple winners, breakthrough performances, young drivers challenging established stars, and enough unpredictability to keep the championship alive until the final weekend.

At the centre of it all was Kristoffersson. His first European title may have seemed inevitable given his extraordinary record, but it was anything but straightforward. He had to recover from difficult qualifying sessions, overcome incidents and launch problems, and repeatedly respond whenever Bakkerud gained momentum.

Bakkerud, on the other hand, will remember 2026 as the season in which he came astonishingly close to beating the benchmark, Johan Kristoffersson, and delivering a fourth European crown.

Juha Rytkönen's season also established him as a genuine championship contender, whilst stablemate Turpeinen and the emerging drivers showed that the next generation is ready to challenge the established order.

And for the FIA, perhaps the biggest success was seeing the European Rallycross Championship finish its first season of the new era with a title fight that went all the way to Lousada.

"You have to find your thermal of success": Inside Jan Lammers’ unique philosophy on racing and life.

Jan Lammers preparing to drive a 1971 Porsche 911T 2.7l at Speed Classic Cape Town.
PHOTO CREDIT: Speed Classic Cape Town.

Life is about chances. What you do with them either aids or hampers your growth, meaning that success comes from action. Jan Lammers is one such individual whose career is shaped by perseverance.

To a degree, Lammers will be remembered as the talented Dutchman whose Formula 1 career never quite blossomed. To others, he is the man who conquered the 24 Hours of Le Mans with Jaguar, a victory that truly secured his place among the endurance racing elite. 

The younger generation will know him as the sporting director who helped lead the return of Formula 1 to the Netherlands after a 36-year absence, playing a pivotal role in restoring the Dutch Grand Prix to the calendar at a time when the country's passion for the sport had reached unprecedented heights through Max Verstappen's success.

If you asked the 70-year-old Dutchman to reflect on a career spanning more than five decades. He doesn’t dwell on the statistics, missed opportunities, or even his greatest victories. Instead, he talks about people, mindset, and the lessons learned. For a driver who experienced the highest highs and lowest lows motorsport could throw at you, success was never measured solely by trophies, but by a career rooted in humble beginnings.

"Well, no racing family at all, you know, just a working-class family. I was the youngest of seven kids. I have five brothers and one sister. Money, I always say we were a very wealthy family without money, so all the important things were right, brought up here along the coastline, next to the racetrack, the dunes and everything, so actually everything a young boy or girl can wish for," he said. 

Growing up in Zandvoort, the circuit that would eventually become synonymous with both his own career and Dutch motorsport, Lammers' introduction to racing bears little resemblance to the routes available to aspiring Formula 1 drivers today. At the time, no karting academies, junior programmes, or simulator sessions waited for him. Instead, opportunities came through hard work and the belief of a man who saw something special in the Dutchman.

Rob Slotemaker was already a household name in the Netherlands. A renowned driving instructor whose car-control demonstrations even appeared in Steve McQueen's iconic film Le Mans, Slotemaker took Lammers under his wing long before he ever climbed into a racing car.

"I ended up being a handyman or whatever at a skid control school we had in those days, and it was owned by Rob Slotemaker. He was quite a skid control, car control expert. I wouldn't say, like Ken Block of those days, but something similar. He did all the skidding demos in the movie of Steve McQueen about the 24 Hours of Le Mans, so in doing so, he took me to Le Mans when I was 14. He was quite a celebrity in Holland, and really helped to teach me everything I know. He bought my first racing car. He also took a mortgage on his house to pay for my first deposit, the first payment on my Formula 1 year in 1979, but basically, I just went through the grounds at the skid school, you know, just dampening the skid pan and washing the cars, cleaning the toilets, making the coffee, frying the eggs, you name it," he said.

It’s quite an extraordinary story of belief and sacrifice, in which Slotemaker literally mortgaged his own home to help launch Lammers' career, who he believed could reach the very top echelons of motorsport.

Whilst working as an instructor at the skid school, the Dutchman began racing at 16, steadily progressing through Dutch touring cars before moving into Formula Ford and Formula 3. His breakthrough came in 1978 when he won the European Formula 3 Championship, defeating a field packed with future Grand Prix talent. More than four decades later, he remains the only Dutch driver to have won the championship.

"Still, I'm the only one who’s ever won the European Formula 3 Championship. From there, I went into Formula 1, and yeah, that was with ups and downs, you know, never really did anything meaningful. So, I think I had probably 98% or 97% of what it takes to be a world champion, but anyway, I got close enough to enjoy it," he says.

Like many young drivers, Lammers’ ambitions evolved naturally as each milestone was achieved, because Formula 1 itself was never truly a goal.

"Well, I didn't have that pretense to begin with, because, you know, you start with a little touring car. And so, then in those days, it's all about the next corner, the next lap, the race and the championship,” he explained. “So, you know, you start off with realistic goals. But then after those goals were achieved, after the short-term goals, you know, it's like stepping on stairs; you do one step at a time. But after about, yeah, I did the Dutch championship. I started in Formula 4 and Formula 3, particularly after winning the European Formula 3 title. I really thought, like, well, you know, why not? So, I felt that I was as good, or as bad as, the people around me. So, I thought it was a fair, yeah, realistic goal to make it to Formula 1. But then you had to be with the right team. The difference in equipment in those days was probably bigger than the difference in drivers."

Making his Formula 1 debut in 1979 with Shadow Racing Cars, Lammers entered the championship during one of its most fiercely competitive eras. But rather than joining an established front-running team, he spent much of his Grand Prix career driving for teams fighting simply to qualify. 

Shadow, ATS, Ensign and Theodore rarely had the resources to compete against the dominant manufacturers of the day, leaving promising drivers with little chance to demonstrate their full potential. Lammers, though, achieved his best Formula 1 race result in his debut season with Shadow, a ninth-place finish at the 1979 Canadian Grand Prix.

Jan Lammers on track at Circuit de Monaco in the ATS.
PHOTO CREDIT: Jan Lammers.

However, looking back, he believes the quality of machinery often outweighed the quality of the driver.

"It's like going to the bad school, and people tell you all the wrong things. Whereas as a student, you don't know what is wrong or right. You only find out later how limited you are compared to the competition around you," he explained.

Since then, Formula 1 has evolved dramatically with modern-day simulators, data analysis, and driver academies, which have narrowed the gap between competitors, making outright speed less of a differentiator than it once was.

"These days, the difference between drivers, I mean, there is, in my opinion, Max Verstappen and the rest of the world. But everything underneath, there is so little difference. I mean, the difference now between the drivers is minimal these days; it's all about the third digit behind the comma. So, I think it's the attitude and the character that will make the difference," the 70-year-old said.

Regardless of all the advancements in technology, one challenge remains stubbornly unchanged, and that is finances; the money element, if you will. He believes that financial backing still influences careers at every level of motorsport today, often proving decisive when talent alone cannot separate two equally capable drivers.

"One of the boxes is also like financial stability. And, if there is a big question mark and you are as good as the next guy, but he does have financial stability, they still tend to go for that person," he said.

However, for the Dutchman, dwelling on these circumstances is beyond your control and serves little purpose. Having experienced the realities of chasing sponsorship himself, Lammers argues that determination and creativity remain the most valuable currencies a young driver can possess.

"If you have the funds at hand to really make use of the opportunity you have now, then it's a little bit easier. But on the other hand, if you don't, there's no point in whinging about it. Just get up, get going and just pick up the thing that cannot be done and do it," he said.

The Dutchman has often been asked whether he looks back on Formula 1 wondering what might have been. After all, few drivers arrive in the championship as reigning European Formula 3 champion only to spend the majority of their careers in machinery incapable of challenging the sport's established front-runners.

"Well, no, nothing, nothing really. Because, you know, I couldn't; it's impossible to be 16 and know what I know now. You know, I wasn't any wiser. I made a lot of decisions that, when I look back at them, and yeah, it's almost like a puzzle, like, you know, what could I have done better? Then that's basically a printout of like what knowledge you lacked at that moment," he explained. 

Rather than viewing his career through the lens of missed opportunities, he prefers to see it as a learning process. Every wrong turn, every disappointing result and every difficult decision simply reflected the experience he was yet to build.

To explain his perspective, the 70-year-old Dutchman provided an interesting analogy that has little to do with motorsport itself.

"I really feel it's like hang gliding, you know, you have to find the right thermal. And then you do the same thing. The only thing is that the hot air just lifts you up. So, there's nothing you do differently; only if you don't find that thermal of success, then, you know, you can do what you want, but eventually you'll be on the ground," he explains.

Perhaps it’s one of the most informative insights into how Lammers interprets not only his own career but success in general. Talent matters, but so does the environment around you. So, surround yourself with the right people, in the right place, at the right time, and opportunities will begin to appear that simply don't exist elsewhere.

"That is the same thing in life. You have to find that thermal of success, which is the people, the facilities, you know, it could be where you live, where you move to, but it's up to you to find that thermal. And, once you hit that, it feels so easy, because everything around you, you see support and cooperation, and you name it. And, you have people around you that have all the answers to the questions you have. And if you put yourself in the wrong environment, you're at a standstill," he said.

That way of thinking also explains why he is reluctant to attribute a driver's success purely to influential management or fortunate circumstances. 

Sir Lewis Hamilton's rise through McLaren's junior programme is often cited as an example of being spotted by the right people at the right time. Still, the Dutchman believes that overlooks the years of dedication and hard work that came beforehand.

"They had to get to that level, because Lewis Hamilton's father and Lewis himself, they worked very hard, and meticulously to get where they are. And it's a cliché that Lewis' father had two jobs, and yeah, a trailer behind his car to go from kart track to kart track. So, they worked very, very hard," he said.

For the former F1 driver, life mirrors a qualifying lap. Drivers cannot spend an entire lap worrying about the finish line. Instead, they must focus on the corner directly in front of them, trusting that enough good decisions will eventually produce the desired result.

"Life there is just like a qualifying lap. You know, you can't focus on the lap… You have to figure out what is the next right thing to do. And you have to focus on the next corner, you know, or actually the very corner that you are in. That's where you have to focus," he explains.

Ironically, only after the Formula 1 opportunity had passed did he begin developing the mindset that would define the second half of his career. However, he admits that he was still thinking about Formula 1.

"Formula 1 was almost like, whatever, you know, something irresistible in your head... So, for a time, you are not at your best, even in the sports cars, because you are in the sports car where your mind is frustrated, because you want to be in Formula 1. And it's tough to let go of your ambitions," he says.

Even as he established himself within endurance racing, the dream of returning to Formula 1 never quite vanished. That persistence eventually resulted in one of the longest gaps between Grand Prix appearances in history, when Lammers returned to race with March in 1992, for two Grand Prix.

During a stint racing in the United States of America, Lammers confronted an uncomfortable truth whilst racing for Dan Gurney’s team. If the same frustrations followed him from one team to another, perhaps the common denominator was himself.

"If you end up in the same situation time and time again, there must be something that I am doing wrong myself. And, if it wasn't the driving skills, then I have to smarten up a bit," he said.

Long before sports psychology became a common place in motorsport, the Dutchman immersed himself in books on mind control methods. He began treating preparation with the same seriousness as driving itself, determined to understand not just how to drive faster, but how to think better.

“I started reading some books about mind control methods from [Jose] Silva. It's a fantastic book. After that, yeah, Three Magic Words was also a fantastic book that I read. It really helped me. I got a little bit into meditation, which is really nothing more, nothing less than taking the time to really leave the world around you for what it is. And just focus on who you really are and what you really want. And how do you think you can achieve it? What to focus on doing and not doing, you know, so really, it's like programming the chip before the task, like, okay, what do I need to concentrate on, etc. So, I became a little bit more mentally methodical about my whole approach to racing,” he says. 

Joining Jaguar's factory sports car programme, Lammers found himself sharing machinery with some of the finest drivers of the era, including Martin Brundle, Derek Warwick, Eddie Cheever, Danny Sullivan, and later, Eddie Irvine and a young Jacques Villeneuve.

Realizing that he was on par with those drivers really helped him mentally.

Jan Lammers, Johnny Dumfries and Andy Wallace pictured above on the 1988 LeMans podium.
PHOTO CREDIT: Jan Lammers.

That evolution ultimately culminated in 1988, when Lammers, Johnny Dumfries and Andy Wallace guided Jaguar to a famous victory at the 24 Hours of Le Mans, ending Porsche's dominance and delivering one of the marque's greatest triumphs. 

Reflecting on that race, the Dutchman explained that they knew the gearbox would be the weak link. But rather than convincing himself everything would be fine, he deliberately approached the race assuming something would go wrong.

“You can say, like, everything will be fine. And we're going to win this race. Yeah, but, you know, special achievements you don't meet by coincidence. You have to really make a proper plan," he said.

Assuming the gearbox would eventually fail, every decision they made throughout the race became focused on protecting it.

“When you start the race [with the mindset], that everything will be fine. That's wishful thinking; that's being naive. You know, but if you start the race knowing, like, okay, this gearbox is going to break. From the moment we get the green flag to start the race, we have to really, really run this race in a reverse attitude. Like, we have to start off, you know, very, very careful with the [gear]box, as if it's already broken. And it still did break, and we were very lucky to bring it home. But yeah, sometimes you can start something, and you can be on pole position. And you can tell yourself, like, okay, I am going to lose this race. People can call you a negative thinker then. But if you say I am going to lose this race unless I do this, this, this, and that; I pay attention to X, Y, and Z. Unless I am very alert to the advice of my engineer, very alert to the weather. And if you start like that, that is a very positive mindset, because that puts you on maximum alert. And the guy that just gets in there and says, I'm on a pole, I'm going to beat all these guys, no problem, he might overlook some details,” Lammers explains.

That approach perfectly encapsulates Lammers' outlook on motorsport and life. Optimism, in his view, should never come at the expense of preparation.

Reflecting on a career that took him from Formula 1 to Le Mans, from American open-wheel racing to helping restore the Dutch Grand Prix, it is evident that Jan Lammers' legacy extends far beyond the statistics sheets.

He may never have become a Formula 1 World Champion or race winner, but very few drivers have extracted so much wisdom from the journey they have traveled.

For the Dutchman, success was never about reaching the finish line first every time. It was about continuing to learn, surrounding yourself with the right people, embracing setbacks as opportunities for growth and, above all else, focusing on what he calls "the next right thing."

A special thank you to Daniel Roodt, aka Daniel-san, for the interview.

SIX REASONS WHY YOU SHOULD NOT MISS THE 2026 FIA EURO RX FINALE IN LOUSADA

Andreas Bakkerud leading Johan Kristoffersson in Euro RX1.
PHOTO CREDIT: FIA Rallycross Championships.

After years of mounting pressure, rising costs, and dwindling entry lists, the Fédération Internationale de l'Automobile (FIA) has taken the proverbial steering wheel, guiding the European Rallycross Championship to new heights. 

While the FIA World Rallycross Championship is on hold for the foreseeable future, the European Rallycross Championship has truly soared in 2026, with close racing, the return of legends like Sébastien Loeb for a one-off event and, most importantly, a championship fight that has gone right down to the wire.

Yes, that's right, a single point separates Andreas Bakkerud and Johan Kristoffersson at the summit of the RX1 standings after five rounds, with it set to be decided during a spectacular season-ending double-header at Portugal's Circuito Internacional de Lousada on 11-13 September.

Title deciders are also unique and interesting, but Portugal will turn it up to eleven with the first-ever FIA European Rallycross event to feature competitive action under floodlights. Yes, you read correctly: evening rallycross! 

With a 30-car RX1 field, two championship rounds (a double-header), and the biggest names in rallycross preparing for one final showdown, Lousada has all the ingredients for an unforgettable weekend.

So, why should you tune in for the battle in Portugal? We've prepared six reasons why you should not miss this season finale...

A CLOSE CHAMPIONSHIP FIGHT

If there is one reason to watch Lousada, it is the battle for the 2026 FIA European Rallycross Championship RX1 crown.

Andreas Bakkerud left Lohéac just one point clear of Johan Kristoffersson, who has accumulated 157 points across the opening five rounds. This means that after an entire season of racing across Europe, there's virtually nothing splitting two of the discipline's biggest names.

With a second-place finish for Bakkerud behind Fabien Pailler in France, and Kristoffersson in fourth, the championship picture was transformed from hunter to hunted. 

Heading into Portugal with two rounds still to go, neither driver can afford to simply settle for points. A poor start, one mistake, a puncture, an incident with a rival could dramatically change the championship picture.

"We will put on a show,” Tommy Kristoffersson, team principal of KMS, promises. “Many heats remain. We have been in precarious situations before, but have always come back and never left a final as a loser.”

The significance of the battle is also underlined by how the two drivers have performed throughout the season. Kristoffersson has taken victories in Latvia and Sweden, while Bakkerud has also stood on the top step twice, winning in Hungary and Ireland. Neither has been able to break away from the other, and their consistency ensured that the championship has remained incredibly close. Now, with only Lousada remaining, the title fight is perfectly poised.

TWO CHANCES TO FIGHT BACK

The Lousada finale is unlike a conventional championship decider. Rather than having one final opportunity to score points, the Portuguese event will host two complete rounds across the weekend, giving the championship contenders twice the opportunity to gain ground, but also twice the opportunity for things to go wrong.

The unique three-day format will begin on Friday evening, when competitive FIA European Rallycross action takes place under floodlights for the first time in the championship's history.

Saturday will see the remaining qualifying sessions take place before the first Semi-Finals and Finals are contested as daylight fades and the circuit comes alive under artificial lighting. The championship will then reach its final conclusion on Sunday.

Winning on Saturday could put one driver in control of the title fight, only for the situation to change completely again on Sunday. Conversely, a difficult opening round could force a championship contender into full attack mode for the final race of the season.

And in a championship separated by just one point, every qualifying position could prove important.

KRISTOFFERSSON VS. BAKKERUD

Few rivalries could provide a better headline for a championship finale. On one side - Johan Kristoffersson, arguably the benchmark of modern rallycross. The Swede is an eight-time FIA World Rallycross Champion and one of the most successful drivers the discipline has ever produced. Throughout his career, the Swede has demonstrated an ability to perform when championships are on the line.

On the other side of the paddock is Andreas Bakkerud, a driver who has spent years competing at the very highest level of rallycross and knows exactly what it takes to challenge for major titles. The Norwegian came agonisingly close to winning the 2019 World Rallycross Championship, finishing level on points with Timmy Hansen before ultimately being classified as vice-champion by virtue of the countback rule.

The pair have also demonstrated throughout the 2026 season why they remain two of rallycross's biggest names.

Kristoffersson opened the season with a victory in Latvia before adding another win at Höljes in Sweden. Bakkerud responded with victories in Hungary and Ireland, ensuring neither driver could establish a meaningful advantage in the standings.

Lohéac provided another example of just how quickly the momentum can shift. Bakkerud controlled his semi-final before finishing second in the final, while Kristoffersson had to recover from a poor start and fight his way through the field, eventually finishing fourth. That result changed the championship lead.

With Bakkerud now holding the advantage, he heads to Portugal knowing he has the opportunity to beat the benchmark in rallycross, Johan Kristoffersson. 

"It will be exciting in Lousada," Kristoffersson says.

MORE THAN ONE CHAMPIONSHIP BATTLE TO WATCH

While most of the attention will naturally focus on Bakkerud and Kristoffersson, there is another fascinating battle developing behind the title fight. Ole Christian Veiby and Juha Rytkönen arrive in Lousada separated by just one point in the fight for third in the championship.

The Norwegian entered Lohéac third in the standings, but a difficult French round saw him lose significant ground. A poor start in his quarter-final left him fighting from the back, and a mistake on the gravel while attempting to recover ultimately ended his challenge.

Meanwhile, Rytkönen produced one of his strongest performances of the season. The Finn battled his way into the final and then held off Kristoffersson to claim third place behind Fabien Pailler and Bakkerud, allowing him to close dramatically on Veiby in the championship standings.

That means Lousada will not be about who wins the European title. There is also a fight for championship pride, a top-three finish.

Further down the standings, Joni Turpeinen and Casper Jansson are also looking to finish their seasons strongly, with a 30-car strong RX1 field, which means the established championship contenders will have plenty of competition throughout the weekend.

With so many drivers capable of influencing the outcome, Bakkerud and Kristoffersson cannot simply focus on each other.

LOUSADA – THE PERFECT VENUE FOR A FINALE

Circuito Internacional de Lousada, a historic track built in 1984, hosted the Euro RX Championship from 1992 until 2008, after which the Portuguese round moved to Montalegre. Since then, Lousada has been heavily renovated and currently hosts the national rallycross championship. 

The FIA specifically selected the Portuguese circuit for the season finale, describing the venue as one of rallycross's most atmospheric circuits and a fitting place to bring the season to a conclusion.

The Lousada finale will add another layer to the atmospheric element - because for the first time in FIA European Rallycross history, competitive action will take place under artificial lighting, with Friday evening's opening qualifying action marking a new chapter for the championship.

The first round of Semi-Finals and Finals will then take place on Saturday night, creating a completely different visual and sporting spectacle to anything seen previously in Euro RX.

HOW DO I WATCH THE ACTION?

Perhaps one of the best things about the 2026 FIA European Rallycross Championship is how easily available it is. It's live and free! And you don't need any expensive subscription.

Every session from every round is live-streamed and free on the official FIA Rallycross YouTube channel, with coverage also available through the championship's official Facebook page. 

So, whether you are a lifetime rallycross fan, or someone discovering the discipline for the very first time, there has never been an easier way to watch some of Europe's best drivers compete.

With Andreas Bakkerud holding a one-point advantage over Johan Kristoffersson, Ole Christian Veiby and Juha Rytkönen separated by just one point in the fight for third, a 30-car RX1 field and two complete rounds still to come, there is virtually no room for error. Add the first-ever night racing in FIA European Rallycross history, and all the ingredients is there for one of the most memorable championship finales in recent years.

You do not want to miss this one! 

THE 2026 FIA EUROPEAN RALLYCROSS CHAMPIONSHIP - RX1 ENTRY LIST

Pailler conquers Lohéac to claim maiden Euro RX1 victory on home soil.

PHOTO CREDIT: FIA Rallycross Championships

Fabien Pailler produced a weekend to remember in Lohéac, turning strong pace in difficult conditions into glory on home soil at the penultimate round of the 2026 FIA European Rallycross Championship.

The Frenchman had to work for it, however, with Saturday's qualifying providing a constantly changing challenge as heavy rain, a drying circuit and renewed showers repeatedly altered the balance of the field.

Juha Rytkönen was the man to master the opening conditions. With persistent rain falling across Circuit de Lohéac, the Finn produced a late charge in Q1 to snatch victory from Sébastien Loeb at the final corner and take the fastest time of the session. Pailler also showed his potential in the difficult conditions, finishing third behind Rytkönen and Loeb.

The rain eased for Q2, and the circuit began to dry, bringing a significant improvement in lap times. Johan Kristoffersson took advantage of the changing surface to win the session's headline race, while Rytkönen again finished strongly in second after recovering from an early battle with Loeb. Pailler finished fourth, keeping himself firmly in contention as the qualifying order took shape.

Rytkonen leads Loeb and Pailler on Saturday.
PHOTO CREDIT: FIA Rallycross Championships

Q3 delivered the first major indication that the home driver could challenge for victory. Andreas Bakkerud won his heat after a strong start, while contact involving Kristoffersson and Patrick O'Donovan left the latter with a puncture. Pailler, meanwhile, produced the fastest performance of the session, setting a 2:34.976 to finish ahead of Joni Turpeinen and Bakkerud on the overall Q3 times.

That result moved Pailler into second overall behind Rytkönen at the end of Saturday, with Kristoffersson completing the top three.

It meant the Frenchman had put himself in a strong position for Sunday, despite having had to contend with conditions that had changed dramatically throughout the opening day. Rytkönen carried the overnight advantage, while Kristoffersson, Bakkerud and the remainder of the field remained within striking distance.

Kristoffersson then took control of the overall rankings after Q4 on Sunday morning, setting the benchmark time ahead of teammate Ole Christian Veiby, Loeb, Tamás Kárai and Rokas Baciuška. Bakkerud won his heat but could not match the Swede's overall pace, while Pailler finished fifth.

The eight-time World RX Champion therefore entered the Quarter-Final stages at the head of the field, followed by Rytkönen, Pailler and Bakkerud.

The Quarter-Finals brought another twist as Veiby, who arrived in France third in the championship, failed to progress after another poor launch and a wide moment on the gravel. Rytkönen controlled the second Quarter-Final, while EuroRX Championship debutant Eoin Murray impressed by taking second ahead of Loeb.

Pailler then continued his progress by winning Quarter-Final 3 ahead of Julien Fébreau as rain returned, leaving the drivers to negotiate a slippery circuit on slick tyres. Bakkerud controlled the Quarter-Final 4 after another strong launch, with João Ribeiro and Ollie O'Donovan also progressing.

By the time the Semi-Finals arrived, Pailler had established himself as a genuine threat. Starting alongside Kristoffersson, the Frenchman produced a superb launch and swept around the outside of the KMS Polo to take the lead.

With the home crowd roaring from the grandstands, Pailler remained composed as Kristoffersson stayed within striking distance. Neither driver had taken the joker by lap four, but the Frenchman had built enough of a margin to maintain his advantage through the final phase of the race. He crossed the line ahead of Kristoffersson to secure pole position for the final, while Bakkerud won the second Semi-Final to join them alongside Rytkönen.

Fabien Pailler leads Andreas Bakkerud and Juha Rytkonen in the final.
PHOTO CREDIT: FIA Rallycross Championships

As the pressure increased, Pailler seemed cool, calm and collected, and when it truly mattered in the final, he produced another perfect start. Bakkerud attempted to cover his run into Turn One, but Pailler held his ground and emerged in the lead. Behind them, Kristoffersson and Loeb made light contact, which allowed Rytkönen to move ahead as Pailler began to establish a gap at the front.

Kristoffersson took his joker on lap four in an attempt to escape the traffic, but Pailler, Bakkerud and Rytkönen waited until the final lap. By then, the race was already in Pailler's hands.

He emerged from the joker lap comfortably in front to secure his first Euro RX1 victory, with Bakkerud in second and Rytkönen resisting Kristoffersson's pressure to complete the podium.

After building his weekend through the unpredictable qualifying conditions and then defeating Kristoffersson in the Semi-Final, the Frenchman had delivered the biggest victory of his career in front of his home crowd.

“I feel amazing. Honestly, I cannot believe the pace we have shown and how smoothly everything went this weekend – it is almost unreal. There has been so much effort from the team since Rīga. The team has put so much energy into getting the engine back after Mondello and making sure everything worked perfectly again,” Pailler said. “I am so happy for everybody involved. Winning here is completely crazy. Even in the Semi-Final, when I was ahead of Johan, and the team told me the gap, I could not believe we were able to stay in front. It was also a very clean fight, and he came to congratulate me afterwards. That felt very special.”

While Pailler celebrated his breakthrough victory, Bakkerud leaves France with an even more significant championship reward. The Norwegian's second-place finish moved him into the Euro RX1 championship lead by a single point over Kristoffersson, setting up a dramatic title showdown at the season finale double-header in Lousada on 12-13 September.

“I have lost a championship on a tie before, so one point can sometimes be enough, even though there are still two races to go. It feels amazing to finish second here behind Fabien. The only thing I wanted was to win. I have finished second here five or six times and come so close – this is the race every driver wants to win, so it is bittersweet. But if there was one guy to win today, it was Fabien. They live ten minutes down the road, and standing on the podium listening to the French national anthem even gave me goosebumps. We said at the beginning of the year that we have nothing to lose. We are a brand-new team, so Lousada is going to be exciting, and we are going to give it everything,” Bakkerud said.

Pailler's victory provided a fitting conclusion to the 50th-anniversary Euro RX of France, but the attention now turns to Portugal. 

With Bakkerud holding a one-point lead over Kristoffersson and two races still to run, the 2026 FIA European Rallycross championship will be decided at Lousada with little separating the two title contenders.

THE 2026 FIA EUROPEAN RALLYCROSS (EURO RX1) CHAMPIONSHIP STANDINGS - TOP 10 ONLY:

1. ANDREAS BAKKERUD - 158 pts

2. JOHAN KRISTOFFERSSON - 157

3. OLE CHRISTIAN VEIBY - 119

4. JUHA RYTKONEN - 118

5. JONI TURPEINEN - 91

6. CASPER JANSSON - 60

7. FABIEN PAILLER - 60

8. PATRICK O'DONOVAN - 49

9. NILS VOLLAND - 30

10. ROKAS BACIUSKA - 27

"South Africa lived up to the hype": Alexander Albon reflects on a memorable visit.

Alexander Albon on stage at the Betway and Atlassian Williams F1 team VIP experience.
PHOTO CREDIT: Betway and Jackpot City

A few hours were all it took for Alexander Albon to leave a lasting impression on South African Formula 1 fans. His visit to the country was more than just a promotional appearance – it offered thousands a rare chance to meet one of the sport's current drivers, strengthening the growing sense that Formula 1's connection with Africa may be gathering real momentum.

The Atlassian Williams Racing driver arrived in Johannesburg fresh from the Hungarian Grand Prix, marking the culmination of a month-long roadshow that saw a Williams FW48-liveried show car tour shopping centres in Cape Town, Durban and Johannesburg. The nationwide display attracted thousands of curious onlookers and passionate fans, giving them a rare opportunity to experience a piece of Formula 1 up close and personal.

Beyond its fan engagement, the event also marked a significant moment in Williams F1 history. More than three decades ago, the team celebrated victory in the final South African Grand Prix at Kyalami with Alain Prost, before returning regularly to the circuit for testing until 2001. Since then, Williams had not made another official appearance in South Africa, making Albon's visit a notable milestone in the team's long history with the country.

For Albon, however, the defining memory of the trip was not the packed schedule or commitments. It was the reception he received from South African fans.

"South Africa lived up to the hype – the fans here are as passionate as it gets. Meeting everyone who followed the FW48 roadshow, chatting with local creators, and sitting down with Neal made this a brilliant trip. Thank you to Super Group, Betway and Jackpot City for making it happen!" he said.

Although Formula 1's popularity has surged in recent years due to the Drive to Survive series and the F1 Movie, Albon had not anticipated the level of excitement surrounding the team's arrival in South Africa.

"It's really eye-opening, to be honest with you," he said. "For the most part, we are kind of in our own circus. We go from race to race, we go to the same countries, the same racetracks, year to year, so we know the tracks, we know the fans, we know which tracks have more fans, less fans. But just the announcement and the noise that we were getting through our social media on coming to South Africa, it was like nothing we've ever seen before, and it was really amazing to see the reception that Formula One was getting. Even on the flight here, the team was feeding me all this information, and I didn't appreciate just what connection Williams had to South Africa."

The trip also uncovered an unexpected personal connection that even the Williams driver did not know. Whilst discussing his arrival in South Africa with his parents, Albon learnt that he had actually spent part of his childhood living in Hyde Park, Johannesburg while his father was conducting business.

"It's a really weird story," Albon said. "So, when I was six months old, my family moved to Johannesburg, and obviously, I came with them. We lived here for a year and a half."

The story became even more remarkable when his mother reminded him that their family had lived next door to the current South African President Cyril Ramaphosa – someone whom Albon met during his visit.

Beyond giving fans a rare opportunity to connect with the team, the visit also offered a chance to pull back the curtain on life inside Formula 1, challenging many assumptions that people may have about the sport's drivers. For millions watching around the world, Formula 1 often appears to be a life of glamour, luxury and constant excitement. Albon was quick to dispel that perception.

"Oh, I would say that we're the opposite of that. We're pretty boring people for the most part," he admitted. "I grew up on a farm. My hobbies are pretty much staying at home, sitting on a sofa, watching Netflix. If you catch me, a normal Monday for me looks like nothing. Just walking around the city and going for a coffee."

The high intensity of a race weekend often creates a desire for simplicity once drivers step away from the circuit. What many fans never see is the amount of preparation required before a single lap is completed.

Kriya Gangiah hosting Alex Albon for a brief Q&A. 
PHOTO CREDIT: Betway and Jackpot City.

A modern Formula 1 weekend extends far beyond just driving, since hours are spent in engineering briefings, simulator sessions, strategy discussions and technical meetings, with drivers playing a central role in many aspects of performance.

"We have engineering meetings, we have strategy meetings, we have meetings with aerodynamicists, we talk about winds, weather, what tyres we want to be on, what driving style we want to do, how to manage the brakes, the engine, the oil," Albon explained. "So, there's a lot of these kinds of things."

Even the seemingly routine radio messages heard during races often carry far more meaning than fans realize. When asked about Formula 1's famous "box, box" pit call, Albon smiled: "Yeah, actually we rarely say, box, box." 

Though some teams do, while others often rely on coded messages, hidden confirmations, and carefully planned misdirection to prevent rival teams from gaining valuable strategic information. 

In the modern era of Formula 1, information can often be just as valuable as outright speed. Yet perhaps the most fascinating insight Albon offered was not about strategy or engineering, but about the journey required simply to reach Formula 1.

While fans naturally focus on the 22 drivers on the grid, earning one of those seats remains among the most difficult achievements in sport. The financial demands are enormous, opportunities are scarce, and success throughout junior categories provides no guarantee of reaching Formula 1.

"There are 22 seats in Formula One. The competition to get into Formula One is extremely difficult," Albon said.

For many aspiring drivers, the challenge begins years before Formula 3 or Formula 2. Careers often depend as much on securing sponsorship and finding opportunities as they do on outright talent.

Albon understands that reality better than most. Unlike several of his colleagues, reaching Formula 1 was never straightforward. There were moments when it appeared his opportunity had disappeared altogether. Then, unexpectedly, everything changed.

That opportunity arose when Albon was preparing for what he believed would be the next chapter of his career outside Formula 1. Rather than waiting for an F1 seat, he had already begun planning for a future in Formula E. Then, late in the year, his phone rang while he was browsing inside a Nike store. It was a call that changed his career forever.

"I got a phone call from, at the time, it was the boss of Red Bull, and I thought, oh, I should answer this. It was basically, we are looking for a driver for Formula One," Albon recalled.

The timing could hardly have been more unexpected. By then, he had already accepted that his future lay elsewhere. "I already thought I was going to do something else. I already had planned a different series,” he said.

Then came the question every young racing driver dreams of hearing. "By the way, do you want to be in Formula One?" For Albon, there was only one answer: yes.

The opportunity came so late that he entered Formula 1 with far less preparation than many of his rivals. That lack of experience became apparent during his very first Formula 1 test, just weeks before making his Grand Prix debut, when he spun into the gravel on his opening lap. It was a humbling introduction to the sport, because, as he climbed out of the medical car, dozens of photographers were already waiting to capture the moment.

"I thought to myself, oh my god, you know, this is what Formula One is," he said.

Ironically, adapting to the car itself proved easier than adapting to everything that surrounded it. Having raced since childhood, driving at the limit felt natural.

"It's funny because we're so conditioned to racing that, as I said, I started when I was eight years old, and it's all I ever knew. So, driving the F1 car for me was the easiest thing to transition into," Albon explained.

The bigger challenges, however, came from outside the cockpit, where he suddenly found himself under constant media scrutiny while representing one of F1’s biggest sporting teams. 

"I went from a team that had maybe 15 people inside it in Formula 2, to 1,100 people," he said.

Today, that responsibility has grown even further, as Atlassian Williams F1 Team continues its long-term rebuilding project under the leadership of James Vowles. With his knowledge and feedback at the wheel, Alex Albon has become a key figure in helping guide the team back towards competitiveness and, ultimately, victories.

That broader rebuilding effort extends well beyond the race track. The Betway and Atlassian Williams F1 roadshow reflected Williams' commitment to reconnecting with fans by taking Formula 1 directly to them through city activations around the world, rather than limiting engagement to race weekends. In doing so, the team has recognized that some of the championship's fastest-growing audiences exist far beyond the traditional European calendar.

Neil Menashe speaking with Alex Albon on stage. 
PHOTO CREDIT: Betway and Jackpot City

South Africa was no exception. The month-long campaign concluded with Albon appearing alongside Super Group CEO Neal Menashe, who believes the partnership between Williams, Betway and Jackpot City represents more than conventional sponsorship.

"Bringing Alex Albon and the Atlassian Williams F1 Team to South Africa has been a fantastic opportunity to connect one of the world's most iconic sports with the passion of South African fans," Menashe said. "Through Betway and Jackpot City, we are proud to create experiences that bring people closer to the action, and to help bring the excitement of Formula 1 beyond the racetrack and into local communities."

Menashe explained that Williams' relentless pursuit of marginal gains, technological innovation and operational excellence closely mirrors the environment in which Super Group operates. 

For decades, South Africa has awaited Formula 1's return, with the Kyalami Grand Prix circuit at the centre of hopes to welcome the championship back to African soil. Ongoing FIA Grade 1 circuit upgrades, coupled with growing political support and increasing commercial backing, have kept those ambitions alive, ensuring the country remains firmly in discussions surrounding a future Grand Prix.

The 30-year-old admitted he was surprised to learn just how few Formula 1 fans ever experience a Grand Prix in person.

"There was a statistic that blew me away, that it was something like 1% of fans have access to actually watching a Formula 1 race in real life," he said. "It's such a minority that actually experience what at least I see in the grandstands every weekend. It does seem like there is... it feels almost inevitable. It feels like there is a buzz going on that it's going to happen soon."

Among the guests at the VIP experience was Minister of Sport, Arts and Culture Gayton McKenzie, who has emerged as one of the leading political voices behind efforts to bring Formula 1 back to South Africa.

McKenzie openly stated on X that his tenure would be a failure if he did not succeed in bringing one of the world's biggest sporting events back to the country. He has also publicly announced Betway, SuperSport/Canal+, Discovery and MTN as key private-sector partners supporting the initiative.

The Minister also revealed that seven-time Formula 1 World Champion Sir Lewis Hamilton is expected to visit South Africa in the near future, but stopped short of disclosing the purpose of the visit or offering any further details.

Alexander Albon on route to the stage.
PHOTO CREDIT: Betway and Jackpot City

Before departing, Albon offered one final message to the fans who had welcomed him so warmly.

"You have seen a taster of what we do. I think there is still a lot of work to be done; of course, there is a lot of work being done to make a Grand Prix happen here,” he said. "It's an amazing sport. It's a sport I have been part of for a long time, and I hope you guys can experience more of it. Hopefully, this race does come to your home country. And hopefully, we can put on a good show for you guys once it does happen."

Whether that moment arrives remains to be seen. But if Alex Albon's visit proved anything, it’s that South Africans from all walks of life are ready to welcome Formula 1 back with open arms.

"It will always be about curiosity" – How ScarbsTech became one of Formula 1's leading technical analysts.

Image Supplied: Craig Scarborough

In a sport where engineering design is closely guarded by teams. Only a few individuals have done more to pull back the curtain on Formula 1's technical intricacies than Craig Scarborough.

Better known to motorsport fans as ScarbsTech, Scarborough has spent more than two decades analyzing, illustrating, and explaining the innovations that shape modern Grand Prix racing. His detailed technical drawings and accessible explanations have helped countless fans understand the true wonder that is engineering in F1. 

Craig Scarborough’s route into becoming one of the paddock's most respected technical voices was anything but straightforward. Growing up in Britain during the 1970s, he's fascination with engineering developed long before Formula 1 became his primary focus. 

Influenced by the era's fascination with technology, he found himself captivated by aviation, space exploration, and how things worked.

"My father grew up in London during WW2 and had a fascination with aircraft," Scarborough recalled. "He taught me how to draw planes and make plastic model kits."

Those early interests eventually led him towards motorsport.

"It was probably modelling that hooked me on the technical side”, he says. “As I soon grew bored of aircraft models, I moved on to Tamiya F1 kits, which were far more complex and the engineering of cars was new to me."

While Technical Analysis would ultimately become his career, it was not his original destination. Scarborough initially hoped to become a pilot, directing his education towards science, technology, engineering and mathematics (STEM) subjects before poor eyesight forced a rethink.

"I wanted to be a pilot!” he said. “So, I directed my education in that direction, with STEM subjects. But my poor eyesight precluded me from that career. Engineering was my alternative, and I tried for a job with F1 teams in the mid-eighties, but I had no experience, so I took up a more conventional career.”

He had attempted to secure a role within Formula 1 during the 1980s, but that proved difficult because industry contacts and opportunities were few and far between in an era before the internet connected aspiring engineers and journalists directly to the sport.

"You have to remember this was pre-internet," Scarborough explained. "You couldn't just go and research and find this stuff. You had to find names, addresses and write letters."

Instead, he immersed himself in books and specialist magazines, developing an understanding of race car design whilst building a career in Information Technology [IT]. 

An unexpected opportunity arose when an employer secured contracts with Formula 1 teams, giving him access to a factory tour and test sessions.

"I managed to get a factory tour of the Jordan F1 Team, and attend some F1 tests at Silverstone," he said. "It was then that I realized I knew more about the tech stuff than some of the people guiding us around."

As Formula 1 communities began establishing themselves on the internet in the late 1990s and early 2000s, Scarborough spotted a niche.

"My first work was on tiny websites. I did it because no one else was doing it," he said.

The timing could not have been any more perfect. Meanwhile, established technical illustrator and analyst Giorgio Piola remained largely focused on magazines and books. Digital platforms offered a new avenue for technical coverage. 

Scarborough's ability to combine technical knowledge, illustration and communication helped him build an audience. "I've always tried to report the facts and get some form of cross-check or evidence for anything I'm doing. It's never been about getting clicks,” he said.

That approach gradually earned the trust of engineers throughout the paddock.

"I can be the first to admit I'm not an expert in any of these fields and I've got stuff wrong,” he said. “I think that's earned respect. Engineers in the sport at all levels have reached out or responded to help me understand things."

One of the key milestones in establishing his credibility came in 2001 when he began contributing to Racecar Engineering magazine, his first professional motorsport publication.

"Thereafter, it's often been small recognition of my work," he said. "Making an accurate pre-season design prediction, uncovering some tech secret or even getting a Technical Directive created to ban one of my ideas."

Perhaps what has distinguished Scarborough throughout his career is not simply his technical understanding, but his ability to communicate it.

SOURCE: Peter Windsor

Formula 1 technology has become increasingly sophisticated over the past quarter-century, with design departments growing from relatively small groups into vast networks of specialists, from design to structure analysts. Nevertheless, Scarborough has consistently found ways to make complex concepts easy to understand.

"I don't know if I can explain how I do it," he admitted. "But feedback has certainly helped. If someone doesn't understand what I've written or said, they can ask for clarification."

That interaction has become even more important as social media has transformed the way fans engage with technical content.

"When I started, few people were doing F1 tech on the internet," he said. "Today there are dozens, if not hundreds, of accounts putting out some level of technical content."

The audience, he believes, has evolved alongside the sport itself. "I learnt very early that people are definitely interested in Formula 1 technology. Not everyone, and some only want a superficial understanding, but the interest has always been there."

The technical landscape they are following today bears little resemblance to the Formula 1 he first began analyzing. "It's changed massively," Scarborough said. "Compare any part of an F1 car from 2000 and compare it to today – it's like going from the Iron Age to science fiction."

Whilst the power units, tyres and suspension play a vital role in performance, Scarborough believes aerodynamics has become the defining battleground of modern Formula 1.

"There was a tipping point in the late 1980s and 1990s when aero became the key overall factor," he explained.

He points to the revolutionary Tyrrell 019 as an example. The car's high-nose concept challenged conventional race-car design thinking by compromising areas traditionally considered untouchable, including weight distribution and the centre of gravity.

"But it proved that aerodynamic gains could outweigh those compromises. If an aero update creates quicker lap times, then the aero update goes on the car," Scarbs said.

Looking back across Formula 1's many technical eras, Scarborough remains fascinated by the regulation changes and the opportunities they create for innovation.

"The change in aero regulations for 1983 probably hooked me the most," he said. "That was the first time I sat down and predicted what a car might look like and where the loopholes and opportunities could be."

That same curiosity continues to drive him today, particularly as Formula 1 prepares for a future shaped by sustainability, evolving powertrain technologies and new regulations.

"For me, it’s about the future roadmap,” he said. “Where does F1 go with energy, powertrain and chassis design to reflect that? The world is changing, and Formula 1 can no longer just race around burning fuel wastefully. We have started down that road and haven’t found the best route yet. There’s still a lot of blue-sky thinking that needs to come from the FIA in directing F1 and other motorsports into the future.”

For aspiring engineers and journalists hoping to follow a similar path, his advice to you is pretty straightforward: "Make it your only goal and go out, get any experience you can, on top of education, of course.”

Whether through Formula Student, F1 in Schools, eSports, or simulation platforms, Scarborough believes there are opportunities for those willing to create them.

After more than 20 years spent dissecting Formula 1's engineering secrets, Scarbs motivation remains remarkably simple. "For me, it will always be about curiosity," he said. "I'll see something and think: 'How does that work? Can I draw it so I can explain it?'"

It’s the same question that first drew Scarborough towards engineering decades ago – and one that continues to help Formula 1 fans understand the sport beyond what they see on track, or through social media.

You can find Craig Scarborough across all major social media platforms under the handle ScarbsTech.