Eric Powell describes his first entry at the 24 Hours of Le Mans as the culmination of a lifetime’s dedication, with the 40-year-old Floridian aiming to carry the U.S. banner in one of two Ford Mustang GT3 EVOs on the LMGT3 grid.

Powell, who earned a spot in Proton Competition’s refreshed FIA World Endurance Championship lineup for the season, has been rapidly acclimating to international competition for the first time after largely racing in North America up to this year.

The 2021 TC America champion powered by Skip Barber Racing School, who has also spent time in Pirelli GT4 America and the IMSA Michelin Pilot Challenge, stepped up to GT World Challenge America powered by AWS last year with Dollahite Racing’s Mustang GT3, which led to an end-of-year audition in Proton’s Mustang at the WEC rookie test in Bahrain.

Powell, a former Disney World stunt driver, was subsequently confirmed for a full-season WEC campaign, lining up in the No. 77 LMGT3 entry alongside Seb Priaulx and Ben Tuck, an arrangement he admits has proven to be a baptism by fire in the opening two rounds.

“It’s crazy to be here,” he told Sportscar365. “I was just telling my teammates, it doesn’t feel real. It’s a dream come true. Obviously this is what I’ve worked for my whole life.

“It’s been a learning experience so far. There’s been a lot of challenges that I wasn’t anticipating, not just with the performance side, but it’s a completely different racing culture. There’s so many things that are different.”

“I’m lucky. I have a great team, a great manufacturer, great teammates behind me to learn from.”

While admitting he’s been “drinking from a firehose on so many different levels,” Powell’s breakout performance arrived in only his second WEC race at Spa-Francorchamps last month, where he pulled a bold pass around class pole-sitter Tom van Rompuy for the lead at Eau Rouge.

Nevertheless, Powell ended up in the gravel a few laps later, but he says that experience has only strengthened his motivation heading into this weekend.

“It was really nice at Spa to show some speed and to lead a couple of laps,” he said. “Obviously it was very unfortunate to make such a stupid mistake.

“But it’s easy to do there; it’s a corner where you’re trying to use every since inch of the road and I got greedy.”

“I’m hoping we can carry some of that momentum forward. There were so many positives to take away from Spa.”

Powell, who has benefited from Ford Racing’s simulator at its Charlotte technical center, said he has been enjoying the learning curve both on and off the track.

“Right out of the gate, Imola was a little overwhelming in so many ways,” he said. “It was definitely exciting. The grandeur of everything. It’s crazy. Some of these fans… it’s a different level than in the U.S.”

“I’ve never raced in Europe [until this year], never been to any of these places. The fans here don’t know anything about me, and why would they?”

“But at both events, especially Spa, more fans than I can count came up to me with old racing photos to sign. That’s pretty wild and very cool.”

When asked what it’s like to be one of only a half-dozen American drivers competing in the WEC, and racing for an American brand, Powell said he feels “very fortunate” for the opportunity.

“There’s not a lot of American drivers in WEC or even at Le Mans; it’s a tiny percentage,” he said. “I feel very proud of that, for sure.”

“There’s so much history with Ford at this race as well. It’s the 60th anniversary since they won overall for the first time and their 125th anniversary as a whole. It’s so cool.”

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After clinching his fifth consecutive victory, Antonelli continued to break records. The Mercedes driver became the first competitor in the sport’s history to win the first five races of his career in a row, in addition to setting new junior-age marks by triumphing in Monte Carlo. The result further solidified his lead in the standings and reinforced Mercedes’ dominance in 2026.

Behind the scenes, another topic drew attention. Reports indicated that the FIA had used the Red Bull Powertrains project as a reference for developing the ADUO system that will be part of Formula 1 power-unit regulations starting in 2026. The issue rekindled debates about the technical balance among manufacturers in the sport’s new era.

Consequences from the Monaco GP also continued to reverberate. The race finished with no fewer than 11 penalties handed down by the stewards, affecting several drivers over the weekend. George Russell, Pierre Gasly and Sergio Perez were among those most affected by the decisions of the race direction.

F1MANIA.NET also explained why so many infractions occurred in the pit area during the weekend and detailed the case of Isack Hadjar, who dodged a punishment after a stewards’ investigation and managed to preserve the third-place finish he earned in the race, securing another podium for Red Bull.

Away from the track, the Monaco GP broadcast delivered positive numbers for free-to-air television. The race’s airing on Globo reached a nine-point audience peak, reflecting the public’s interest in a season still marked by Antonelli’s dominance and by the intense behind-the-scenes battle in Formula 1.

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“It was a hell of a race. I found the right path from the early laps and made the biggest climb of the race. I connected well with the car, I knew our potential and the work paid off to keep fighting for the lead,” said the driver from Santa Catarina, who completed 14 overtakes.

Na Corrida 2, porém, Bruna não teve a mesma sorte. A piloto foi atingida por um concorrente ainda na volta inicial e teve suas chances de repetir o resultado comprometidas. Já sua companheira de equipe, a colombiana Tatiana Calderón, conseguiu seu melhor resultado do dia na segunda prova ao finalizar na décima colocação geral.

Para o CEO da SG28, Carlos SG, o saldo da etapa foi positivo: “Superamos uma classificação complicada que deixou as meninas no fim do grid, mas a equipe trabalhou bem e mesmo com a pista em condição de chuva a Bruna foi muito bem. A Tata teve muitas questões mecânicas com rolamentos e freios, mas conseguiu levar o carro até o fim da corrida 2 e obteve seu melhor resultado”, avaliou.

A próxima etapa da NASCAR Brasil Series será disputada em 28 de junho, no Autódromo Velocitta, em Mogi Guaçu (SP).

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Our test drive pushed the new model along a 200-kilometer route between São Paulo and Nova Odessa, and we could see that the emphasis on sportiness paid off with a notable gain over the previous model.

With its entry into F1 in 2026, the brand nails turning its already renowned SUV, with more than 2.5 million units sold worldwide, into a car that’s very enjoyable to drive, especially on highways, but also on urban stretches, thanks to the increased power of the 2.0 TFSI engine, now delivering 258 hp, 27 more than the previous version.

The strong launch is a highlight of the new Q3, which sprints from 0 to 100 km/h in just 5.9 seconds, a respectable figure even for lighter cars with sports-car power.

The SUV hits showrooms with a starting price of BRL 389,990.00, while the Sportback version costs BRL 399,990.00.

The new Audi Q3 also features the new seven-speed S Tronic dual-clutch automatic transmission, paired with permanent quattro all-wheel drive.

Externally, the front-end design draws attention. The Singleframe grille conveys elegance and appears integrated with the narrow Full LED Plus headlights that trace along the hood, blending into the car’s silhouette. The sides showcase a raised beltline and a pronounced lower groove connecting the wheel arches. At the rear, the taillights are linked, and the brand rings are illuminated in red. The wheels are 19 inches in diameter and come with 255/45 R19 tires.

With seating for five, the Audi Q3, in the SUV body, measures 4,531 mm in length; 2,087 mm in width; 1,601 mm in height and a wheelbase of 2,681 mm. In the Sportback body, the dimensions are: 4,531 mm in length; 2,087 mm in width; 1,559 mm in height and a 2,681 mm wheelbase. The trunk capacity ranges from 488 to 575 liters (for the two body options), depending on the adjustment of the rear sliding seats. The fuel tank capacity is 60 liters, also for both bodystyles.

Among comfort features, the Q3 offers tri-zone automatic air conditioning with rear-passenger temperature control; the front seats are heated, with electric adjustability and memory function for the driver, plus lumbar support. The rear seats are foldable and sliding, providing greater flexibility for trunk capacity when needed.

The keyless entry allows opening or closing the vehicle with the key in the pocket, and also enables the tailgate operation without using your hands. The Q3 also features interior ambient lighting with 30 available colors, in addition to a sunroof. In terms of safety, there are seven airbags: front, front side, curtain, and a central one between the seats.

The tech feature list includes adaptive cruise control (ACC) with lane departure warning, Park Assist Plus which lets the driver finish maneuvers started, forward emergency braking assist, driver attention and drowsiness detection that monitors moments of distraction and issues alerts on the infotainment system.

The 2026 Audi Q3 will be available in Malpelo Blue, Navarra Blue; Glacier White, Tambora Gray; Myth Black, Sage Green and Progressive Red, all metallic, Arrow Gray, pearlescent, and Arkona White, solid. The cabin can be trimmed in black or beige.

From the first driving impressions, the Audi Q3 reveals that the recipe of blending sportiness with ample interior space and a trunk suitable for a true SUV may be the best strategy for an increasingly demanding audience. And with its entry into F1 in 2026, Audi makes clear that it intends to pursue this excellence.

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Rene Rast and Robin Frijns of BMW M Team WRT stated they did not anticipate leading the FIA World Endurance Championship’s Hypercar standings as the 24 Hours of Le Mans approached.

Rast and Frijns sit in the No. 20 BMW M Hybrid V8, a car that also featured Sheldon van der Linde in Spa-Francorchamps’ breakthrough top-class win for BMW, a 1-2 result for the Belgian-operated squad on its home soil.

Rast indicated there is considerable confidence, telling Sportscar365 that arriving in Le Mans with a victory already secured is encouraging; it marks BMW’s first win in this WEC project, yet Le Mans remains a wholly different challenge.

He noted that the race is significantly longer and that the team hopes to replicate the Spa performance in this coming event.

When asked whether he expected to reach the top of the championship so early in the season, Rast admitted that achieving those targets ahead of schedule was not anticipated.

He explained that the program has defined goals for the year—such as securing race wins and leading the standings—but reaching them so soon was not expected at the outset.

He added that it’s gratifying, and the next step is to build on the momentum and press forward.

Frijns, meanwhile, emphasized the importance of focusing fully on Le Mans, where double points are on offer, a race at which the team has shown speed but encountered issues in its two prior Hypercar campaigns.

He remarked it’s positive to head to Le Mans as the championship leader displayed on the car, but noted that Qatar’s result means only two rounds have counted rather than three.

He added that Imola started well with a fifth-place finish and Spa was particularly strong, suggesting overall progress appears solid.

He recalled that two years ago they started well but ended the year with issues, and indicated those problems seem to have been resolved this time around.

Overall, Frijns felt the outfit is more prepared than in the previous two seasons and more confident than in 2023, despite last year’s night-time problems while contending with the Toyotas.

He remembered finishing around P5 and P6, contesting those slots, with Ferrari clearly ahead of the field.

He added that advancing by a notch could put them in contention for a podium finish.

Rast explained that a combination of factors must align to achieve success at the French endurance classic.

He stressed that pace is central at Le Mans, while acknowledging that luck can play a role as the race itself can dictate opportunities.

He added that avoiding penalties, incidents, and technical problems is essential, with many factors needing to align.

He concluded that maintaining a clean race is the top priority, with the final position determined only after the event unfolds.

He affirmed the primary objective is to complete Le Mans, aiming for the best possible final placing.

Asked about the M Hybrid V8’s aerodynamic updates for 2026, Rast echoed van der Linde’s optimism, stating the enhancements should yield solid performance on the 8.5-mile Circuit de la Sarthe.

He noted that every manufacturer tunes their car for Le Mans, including BMW, adding that an aerodynamic update was introduced; while the team has struggled at other venues, they hope Le Mans will showcase their strengths.

He described development as placing the car in the optimal window for the marquee events, and expressed hope that BMW is well positioned.

Stephen Lickorish contributed to this report

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Few races on the Formula 1 calendar have a history so closely linked to the sport’s evolution as the Spanish Grand Prix. Across more than seven decades, the event has moved through different circuits, witnessed profound changes in car technology, and accompanied some of the most iconic eras of world motorsport.

This weekend, Formula 1 returns to the Circuit de Barcelona-Catalunya for another edition of the race, keeping alive a tradition that crosses generations and helped shape the very identity of the sport.

More than a simple round on the calendar, the Spanish GP has become a reflection of Formula 1’s evolution.

A history that began before Formula 1

Spain’s connection to motorsport predates the Formula 1 World Championship itself.

Already in the early decades of the 20th century, the country hosted major international competitions, helping to consolidate a motor racing culture that would later open space for the sport’s flagship category.

When Formula 1 was officially created in 1950, Spain quickly joined the calendar, albeit intermittently during its early years.

Since then, successive generations of drivers have helped write the race’s history.

The many homes of the Spanish GP and the Barcelona-Catalunya debut

Unlike events such as Monza, Silverstone or Monaco, which built their identity at a single venue, the Spanish GP has moved across several circuits throughout its history.

The race was run on historic layouts such as Pedralbes, Jarama, Montjuïc and Jerez before finding its definitive home in Barcelona.

Each of these tracks represented a different phase of Formula 1.

While the early layouts reflected an era of extreme challenges and limited safety, the tracks that followed accompanied the sport’s growing professionalization and the search for more modern structures.

From 2026, the Spanish GP will take place in Madrid, at Madring. This year, the race runs from September 11 to 13.

The arrival in Barcelona

The Circuit de Barcelona-Catalunya hosted its first Formula 1 Grand Prix in 1991.

The shift coincided with a period of transformation for the category, which was entering a new technological and commercial era.

Since then, the Catalan circuit has become a constant presence on the calendar and has taken on a role that goes far beyond simply hosting the race.

Thanks to its technical characteristics, Barcelona became one of the most important tracks for the development of the cars.

For decades, it was also the main site for pre-season testing, further reinforcing its importance within the paddock.

Stage for historic moments

Over the years, the Spanish GP has been the scene of some of Formula 1’s most memorable moments.

It was in Barcelona that Ayrton Senna and Nigel Mansell staged one of the sport’s most famous wheel-to-wheel battles in 1991.

It was also on the Catalan circuit that Michael Schumacher secured some of his most iconic victories and consolidated part of his dominance with Ferrari.

Fernando Alonso lived special moments in front of the Spanish crowd, while newer generations have seen names like Lewis Hamilton, Max Verstappen and Oscar Piastri add their names to the race’s history. Each era of Formula 1 left its mark on Barcelona.

A circuit that grew with the sport

The evolution of the Spanish GP has closely tracked Formula 1’s transformation itself.

The cars have changed radically. Technology has advanced. Safety levels have increased. The championship has become global and has reached markets that once seemed distant. Even so, Barcelona stayed relevant.

Its ability to test different aspects of car performance kept the circuit central within the championship, even with the arrival of new events around the world.

Few tracks have managed to adapt so well to the different phases of modern Formula 1.

The start of a new phase

The 2026 season also marks an important change for the race.

With the Madrid Grand Prix joining the calendar, the Montmeló-held round is officially known as the Barcelona-Catalunya Grand Prix, beginning a new chapter in its history.

Although the name has changed, the essence remains the same. The circuit continues to be one of the sport’s principal technical references and one of the most respected venues by drivers and engineers.

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Cadillac led the way as track activity opened ahead of this year’s 24 Hours of Le Mans, with Filipe Albuquerque topping the initial test day. The session featured a collision between Ryo Hirakawa’s Toyota and Jake Hughes in the No. 25 Algarve Pro Racing Oreca 07 Gibson.

Red flags halted proceedings with 27 minutes remaining after the Goodyear Chicane incident caused heavy damage to the left rear of the No. 8 Toyota TR010 Hybrid as it tangled with Hughes, the Briton on an outlap and making his very first circuit appearance.

The session restarted with 14 minutes to go, and in the closing moments Albuquerque posted a 3:27.011 to lead the No. 101 Wayne Taylor Racing Cadillac V-Series.R, about three tenths ahead of Charles Milesi in the No. 35 Alpine A424.

Albuquerque’s lap was just one thousandth of a second slower than Robert Kubica’s time in the AF Corse Ferrari 499P during the corresponding session last year.

It was a strong morning for Cadillac as Will Stevens slotted third in the No. 12 Hertz Team JOTA entry with a 3:27.843, a time that looked set to top the timesheets before a late wave of improvements after the red flag.

Cadillac’s solid form followed its pole for last year’s race courtesy of Alex Lynn, who is absent from this year’s edition.

Roman De Angelis posted a 3:28.086 in the No. 009 Heart of Racing Team Aston Martin Valkyrie to finish fourth fastest, ahead of the best time set by a Ferrari.

Nicklas Nielsen was another late improver, posting a 3:28.291 in the No. 50 Ferrari 499P, while the pair of Toyotas were next quickest.

Sixth place went to the No. 8 entry thanks to a 3:28.319 from Sebastien Buemi set before its clash with the LMP2 machine, while Kamui Kobayashi was a tenth slower in the sister No. 7 car.

Eighth fastest was the best of the BMW M Hybrid V8s, the No. 15 machine driven by Raffaele Marciello with a 3:28.623 to edge out the second WRT-run BMW of Robin Frijns by three tenths.

The second Aston Martin rounded out the top ten with a 3:28.730 from Ross Gunn aboard the No. 007 Valkyrie.

Le Mans debutant Genesis delivered an impressive showing in 11th as Pipo Derani posted a 3:29.155, about 1.8 seconds off Albuquerque’s pace in the best of the GMR-001s.

It was a low-key session for Peugeot, meanwhile, with the pair of 9X8s sitting 15th and 16th on the leaderboard, well over two seconds behind the leaders.

The Hirakawa/Hughes clash was the only notable interruption to the session aside from a planned 38-minute pause as the safety car procedures were tested.

AF Corse Tops LMP2, LMGT3

While AF Corse’s Ferraris did not top the Hypercar standings, the squad dominated the other two classes, with its No. 183 Oreca 07 Gibson driven by Matthieu Vaxiviere setting the LMP2 pace at 3:35.526.

Vaxiviere was four tenths quicker than Tom Dillmann in the No. 43 Inter Europol Competition car, last year’s class winner, and the AF Corse driver also recorded two tenths faster than the best LMP2 lap from last year’s test day.

Intra-Porsche GTP contention was led by Laurin Heinrich, third quickest with a 3:36.283 aboard the No. 4 CrowdStrike by Algarve Pro Racing machine.

Heinrich was nearly half a second faster than his Porsche stablemate Kevin Estre in the No. 14 TDS entry, while Esteban Masson was fifth for Forestier Racing and Julien Andlauer completed the IMSA WeatherTech SportsCar Championship GTP Porsche trio in sixth with a 3:37.440 for Duqueine Team.

Meanwhile, AF Corse’s No. 21 Ferrari 296 GT3 Evo led LMGT3 with a 3:57.366 from Alessio Rovera.

He was less than a tenth quicker than Valentin Hasse-Clot’s No. 59 Racing Spirit of Lemans Aston Martin Vantage GT3 Evo, while Jose Maria Lopez was third fastest with a late improvement in the No. 87 Akkodis ASP Lexus RC F GT3 to post a 3:57.421.

Fourth on the leaderboard was Timur Boguslavskiy in the No. 91 Manthey Porsche 911 GT3 R Evo with a 3:57.614, while completing the top five was Marvin Kirchhoefer aboard the No. 10 Garage 59 McLaren 720S GT3 Evo that won the previous Spa race.

A further three-hour session is scheduled for this afternoon, getting under way at 3:30 p.m. local time (9:30 a.m. EST).

RESULTS: Test Session 1

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On the streets of Monte Carlo, Audi showed strong pace in the free practice sessions. However, in qualifying, the Brazilian ended up suffering an accident and hitting the guardrail, failing to reach Q2 and only securing 16th on the starting grid.

But even before heading to the grid formation, his car stalled on exiting the pit lane, forcing him to start from the boxes. In the end, with crashes, retirements, and penalties, he still finished just outside the points. Looking back, he spoke about the positives and negatives of F1 in Monaco.

“The negative, let’s put it this way, is that we didn’t score any points. The positive is that we had incredible pace. In all the free practice sessions, FP1, FP2, FP3, we were inside the top 10. I need to take responsibility for the qualifying. And in the race, when I received the blue flag from Piastri at a certain point, I gave him a three-second gap, and dictated my own pace,” he noted.

“I caught him with the same tire life, opened a gap to the car behind who was Pierre Gasly. So the pace was there. We were all running with the same tire wear; it’s just that I wasn’t realistically in that position,” he concluded.

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“On Sunday, the car was strong and we managed the first stint and the strategy to retain the lead after the pit stop very well. Unfortunately, I struggled with the grip of the ultra-soft tires, which allowed Nikola (Tsolov) to close in before I left the track at Turn 1 and had to retire. Ending the race in that manner hurts, so I’m glad we have the chance to react right away in Barcelona,” Câmara said, who sits seventh in the championship.

As a member of the Ferrari Driver Academy, Câmara praised Invicta’s work. The team managed to put the car in a condition to allow him to set the pole on the final attempt of the Monte Carlo qualifying.

“The team did an incredible job in qualifying and I am very grateful for what they did for me. The last lap put us exactly where we wanted to be for the race. Starting 10th in the sprint race, opportunities to move forward were limited, and I think the eighth place was realistically the best we could achieve,” Câmara said, who scored in Saturday’s Sprint Race.

The Barcelona F2 activities will begin on Friday with the only free practice at 6:05 a.m., followed by qualifying at 10:55 on the same day. The Sprint is scheduled for 9:15 a.m. on Saturday, while the main race will be contested from 6:25 a.m. on Sunday. The events will be broadcast live on sportv3, Globoplay and F1TV.

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Hours after the race, Yamakoshi was disqualified following technical inspection that detected that the front suspension arms on the Van Amersfoort car had been mounted inverted, with the right-side arm on the left and vice versa.

The second position went to Bruno del Pino, a Van Amersfoort driver who overtook Pedro Clerot on the restart. The Brazilian from Rodin Motorsport achieved a podium finish for the first time by ending third, and was followed by Alessandro Giusti, fourth with MP Motorsport. Noah Stromsted, of Trident, completed the list of the top five.

Ugo Ugochukwu finished sixth in the morning’s race in a Campos Racing car, followed by Jin Nakamura, seventh with Hitech. Maciej Gladysz, of ART Grand Prix, finished eighth, while Kanato Le, his teammate, was ninth. José Garfias, from Prema, moved up to tenth position benefiting from Yamakoshi’s disqualification, as well as a penalty against Nicola Lacorte, which allowed him to gain an advantage after leaving the track. Fernando Barrichello climbed ten positions with the AIX Racing car and finished 20th.

The race featured several interventions by the Safety Car. On the first lap, several cars found themselves at Loews, with Christian Ho and Brad Benavides colliding there. Tuukka Taponen, meanwhile, stopped inside the tunnel with problems to his car after triggering a crash in the circuit’s slowest corner. Brando Badoer also exited the race. A short while later, race control red-flagged the event, stopping the showdown.

After the restart, the race included a Safety Car intervention after Freddie Slater hit Ernesto Rivera at the Monaco circuit’s chicane. The Trident driver was also struck by Theophile Nael. The three managed to rejoin the race, albeit at the back of the field, but Slater was penalized by ten seconds for causing a collision. There was also a Virtual Safety Car due to debris on the track.

After the Sprint, Formula 3 will feature the feature race on Sunday (7), with a start scheduled for 2:55 p.m.

Check the final results of the Monaco Sprint round of the F3:

1. Gerrard Xie (CHN/DAMS)
2. Bruno del Pino (ESP/Van Amersfoort)
3. Pedro Clerot (BRA/Rodin)
4. Alessandro Giusti (FRA/MP Motorsport)
5. Noah Stromsted (NOR/Trident)
6. Ugo Ugochukwu (USA/Campos Racing)
7. Jin Nakamura (JAP/Hitech)
8. Maciej Gladysz (POL/ART Grand Prix)
9. Kanato Le (JAP/ART Grand Prix)
10. Nicola Lacorte (ITA/DAMS)
11. Matteo De Palo (ITA/Trident)
12. Louis Sharp (AUS/Prema)
13. Woohyun Shin (COR/Hitech)
14. Enzo Deligny (FRA/Van Amersfoort)
15. José Garfias (MEX/Prema)
16. Mattia Colnaghi (ARG/MP Motorsport)
17. Nandhavud Bhirombhakdi (TAI/DAMS)
18. Fernando Barrichello (BRA/AIX Racing)
19. Yevan David (SRI/AIX Racing)
20. Fionn McLaughlin (IRL/Hitech)
21. James Wharton (AUS/Prema)
22. Taito Kato (JAP/ART Grand Prix)
23. Freddie Slater (ING/Trident)
24. Theophile Nael (FRA/Campos Racing)

Did not finish

• Ernesto Rivera (MEX/Campos Racing)
• Tuukka Taponen (FIN/MP Motorsport)
• Brando Badoer (ITA/Rodin)
• Brad Benavides (AIX Racing)
• Christian Ho (SIN/Rodin)

Disqualified

• Hyiu Yamakoshi (JAP/Van Amersfoort)

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