Why Norris was punished – and what the F1 driver guidelines really say

Lando Norris’ penalty for overtaking Max Verstappen off-track at the United States Grand Prix has sparked further controversy over Formula One’s monitoring of driving standards.

Amid an intense battle between the McLaren driver and his Red Bull rival for third place, the incident between the pair at Turn 12 on lap 52 has divided opinion and once again confused fans about what is allowed and what is not.

Looking at the reasons for the decision, Norris was penalized for overtaking Verstappen off the track for third place. Officially, it’s about getting off the track and gaining an advantage.

This is because, in the stewards’ opinion, Norris had not earned the right to the corner – so it was entirely his own fault that he went off the track.

The stewards’ official statement on the reasons for the decision stated that Norris did not meet certain requirements of the guidelines used by the stewards.

The stewards said: “Car 4 [Norris] overtook car 1 [Verstappen] on the outside, but was not at the same height as car 1 at the apex.

“Therefore, car No. 4 had lost the right to turn in accordance with driving standards guidelines. So if car 4 left the track and came back ahead of car 1, that would be considered a track departure and a permanent advantage.”

While Verstappen himself left the track in his defensive actions against Norris, the stewards did not believe that this made what Norris did acceptable.

Lando Norris, McLaren F1 Team, with his engineer at the start

Photo by: Steven Tee / Motorsport Images

However, they concluded that Norris had a legitimate reason for being off the circuit, as Verstappen himself had driven too far. For this reason, he was given a lesser penalty than normal and received no penalty for exceeding track limits, which would have been his fourth offense and earned him a sanction.

The stewards added: “A five-second penalty will be imposed instead of the 10-second penalty recommended in the guidelines as the driver of car 4 had no choice but to leave the track following the outside overtaking maneuver in close proximity to the car 1, which also went off the track. Given the above, we conclude that this will not be considered a track limit strike for Car 4.”

What the driving standards guidelines say

The stewards’ explanations refer to the Driving Standards Guidelines, a document that is not publicly available but was sent to all participants.

The guidelines have been compiled by the FIA ​​and created in collaboration with drivers to create a framework that ensures more consistent decisions from stewards.

In particular, they aim to provide drivers with clearer rules, particularly when it comes to determining when drivers have the right to turn and when they do not.

The document, a copy of which has been seen by Autosport, details the rights a driver has when it comes to overtaking inside or outside a competitor.

In the Norris-Verstappen incident, this is classed as outside overtaking, which the guidelines say is “a more difficult maneuver to perform”.

However, it stipulates three criteria according to which drivers on the outside have the right to receive space “also at the exit”.

Lando Norris, McLaren MCL38, fights with Max Verstappen, Red Bull Racing RB20

Photo by: Sam Bagnall / Motorsport Images

It says that she:

1. Place the front axle at the apex of the curve and AT LEAST ALONG THE front axle of the other vehicle to the exit.
2. Drive safely and in a controlled manner throughout the entire maneuver (entrance, apex and exit).
3. Be able to negotiate the curve within the track limits

The sports commissioners’ verdict states that Norris did not meet the very first criteria.

Indeed, overhead footage suggests that although Norris had gotten alongside Verstappen heading into Turn 12, by the time they reached the apex – when the Red Bull later braked – he was no longer as far ahead as he was the rules required it.

Therefore, there was no obligation for Verstappen to leave him space at the exit.

What the rules don’t take into account, however, is the fact that Verstappen brakes later than Norris to ensure he was first to the apex, even if that extra speed carried him well off the track.

And it’s also not clear whether, if Norris had been in front on the straight, the situation would be better assessed based on whether Verstappen is actually the car overtaking.

Lando Norris, McLaren MCL38, fights with Max Verstappen, Red Bull Racing RB20

Photo by: Sam Bagnall / Motorsport Images

Similar requirements apply to overtaking a car on the inside. It must:

1. Place the front axle AT LEAST ALONG the other vehicle’s mirror, but no later than at the apex of the curve.
2. Drive safely and in a controlled manner throughout the entire maneuver (entrance, apex and exit).
3. Without (intentionally) pushing the other car off the track at the exit. This includes giving the vehicle being overtaken an appropriate and acceptable width from the apex to the exit of the curve.
4. Be able to negotiate the curve within the limits of the track.

Based on what happened at Turn 12, Verstappen has fulfilled the first point, the second point is controversial and he has not fulfilled the third or fourth element.

The space for interpretation

There is an interesting element of the guidelines that was highlighted early on, and that is that there is no way to create a set of rules that is a perfect fit for every incident.

It makes it clear that “racing is a dynamic process” and that there are several elements that the stewards will take into account when making the final decision.

Mohammed Ben Sulayem, President of the FIA, congratulates Max Verstappen, Red Bull Racing, 3rd place, in parc ferme

Photo by: Sam Bloxham / Motorsport Images

This includes:

1. How did the cars get to the scene of the accident? (e.g. late braking, diving, driving while braking.)
2. Was the maneuver late or “optimistic”?
3. What could drivers reasonably see, know or predict?
4. Do we think the maneuver could be completed on the track?
5. Was there understeer/oversteer/lockup?
6. Did anyone position/handle their car in a way that contributed to the incident?
7. Did the type of corner contribute to the incident? (e.g. camber, curbs, curves, apexes)
8. What were the relative tires/tire age/grip?

Ultimately, the stewards’ final decision remains primarily a question of their opinion and interpretation of what happened on the track.

The guidelines clearly state: “Stewards will review each incident with the expert advice of our driver support staff and make the best but final decision in each case.”

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