Max Verstappen and the Nürburgring: From Dream Run to Double Setback – Few circuits in the world capture the imagination of drivers quite like the Nürburgring Nordschleife, and for Max Verstappen, that fascination recently turned into a remarkable, yet ultimately bittersweet, chapter.
In a rare departure from Formula 1, Verstappen joined the legendary endurance scene with a Mercedes-backed GT team, partnering with Daniel Juncadella and Jules Gounon in the Nürburgring Langstrecken-Serie. This move underlined his genuine passion for the Nordschleife, a track he has long admired and mastered in sim racing but has rarely had the chance to race on in real life.
On track, the experiment appeared to be an instant success. Verstappen delivered a commanding performance, particularly in the closing stages, where he built a decisive lead that appeared to seal a resounding victory on one of motorsport’s most challenging stages.
But within hours, that triumph was erased.
Meanwhile, back in the world of Formula 1, Red Bull Racing delivered another blow: Verstappen would not be permitted to drive their cars at the Nordschleife. The reason? The team considers the risks to be too extreme.
Red Bull draws the line: ‘Too dangerous’
Red Bull Racing has officially put an end to Verstappen’s ambition to drive a modern Formula 1 car around the Nordschleife, even for a demonstration run. The team considers the risks to be too great.
This brings an end to Verstappen’s long-standing wish to drive a modern Formula 1 car around the 20.8-kilometre circuit, which he has repeatedly expressed interest in tackling. While Red Bull has previously permitted demonstration runs at venues such as Zandvoort and at other global events, the Nordschleife is considered an entirely different proposition.
The reasoning is simple: modern F1 cars are not designed for a track like this.
Would you like to see more TJ13 Formula 1 coverage? Add us to your favourites list on Google to receive trusted F1 news.
A Circuit Unlike Any Other
The Nordschleife is not just another high-speed track, it is a relic of a bygone era. With its 73 corners, dramatic elevation changes of up to 300 metres and narrow sections that are barely eight metres wide, the circuit presents challenges that modern Formula 1 cars were never designed to handle.
Unlike today’s FIA Grade 1 circuits, the Nordschleife lacks run-off areas, advanced barrier systems and rapid-response medical infrastructure. In some parts of the track, assistance can be kilometres away.
For cars like Red Bull’s current generation, which produce close to 1,000 horsepower and rely heavily on aerodynamics, this creates a dangerous mismatch.
NEWS – Ferrari F1 halo winglets: Legal or not? Why they disappeared for the Chinese GP
Why modern F1 cars struggle here
The core issue lies in aerodynamics. Modern F1 cars of the most recent generation prior to 2026 generate most of their grip through ground effect, meaning airflow under the car is critical. On a circuit like the Nordschleife, where the elevation constantly shifts along with the uneven track surface, this airflow becomes highly unpredictable.
At sections such as Flugplatz, cars can briefly leave the ground. In a Formula 1 car, this brief loss of contact results in a complete loss of downforce, and therefore control.
Then there’s the speed factor to consider. On sections such as Kesselchen, GT3 cars can reach speeds of up to 280 km/h. An F1 car would likely exceed 340–350 km/h on the same narrow ribbon of asphalt with dangerously close barriers.
The braking zones are equally problematic. They were designed for touring cars, not for machines that decelerate from extreme speeds in seconds. Not even a driver of Verstappen’s calibre can compensate for these physical limitations.
MORE NEWS – Maranello update: Hamilton extreme and Leclerc forced to adjust his driving style
Risk vs reward in modern Formula 1
Red Bull’s refusal is also rooted in the broader evolution of Formula 1. Since 2014, demonstration runs have become far more controlled, with teams unwilling to unnecessarily risk their drivers or machinery.
With a 24-race calendar and hundreds of millions of pounds of sponsorship tied to drivers like Verstappen, the stakes are simply too high. A single misjudged landing over Pflanzgarten could have career-altering consequences.
Other top teams follow the same philosophy. The Mercedes-AMG Petronas Formula One Team and the Scuderia Ferrari restrict demonstration runs to circuits that meet modern safety standards. Even historic venues are only used if they comply with strict regulations.
F1 NEWS – Surprising admission from Miami Dolphins owner: How F1 beats the NFL
The Shadow of 1976
The dangers of the Nürburgring Nordschleife are not theoretical, they are deeply embedded in Formula 1 history.
The circuit last hosted a Grand Prix in 1976, when Niki Lauda was involved in a near-fatal crash during the German Grand Prix. This, combined with a series of fatal accidents in preceding years, led to the track being removed from the calendar.
Since then, Formula 1 has decisively moved towards safety. Modern circuits such as those in Abu Dhabi, Qatar and Las Vegas feature extensive run-off areas, TecPro barriers and rapid medical response systems, none of which exist in comparable form at the Nordschleife.
It is clear that Formula 1 will not return, and even demonstration runs are now off the table.
MORE F1 NEWS – Aston Martin: ‘Shifting the deckchairs….’
Nordschleife success… and sudden disqualification
Despite being denied an F1 run, Verstappen got a taste of real competition at the Nordschleife in GT machinery and initially, he tasted triumph.
Driving alongside Daniel Juncadella and Jules Gounon in the Nürburgring Langstrecken-Serie (NLS), Verstappen delivered a commanding performance. During the final stint, he built a lead of over a minute, crossing the line in what appeared to be a dominant victory.
But the celebrations were short-lived.
The tyre rule that undone Verstappen’s victory at the weekend
Hours after the race on Saturday 21st of March 2026, Verstappen’s team was disqualified for breaching tyre regulations. The rules clearly state that teams may use a maximum of six sets of tyres during the event.
Verstappen’s team used seven.
The infringement was detected through the official Tyre App, which is used by the race organisers to monitor tyre usage. Disqualification was automatic once the infringement was confirmed, regardless of on-track performance.
MORE NEWS – Whistle Blower at Aston Martin: Factory Mood Turns Sour as Newey Steps Back from View
How the Error Happened
The issue reportedly originated during qualifying, when several driver and tyre changes were made. A procedural error meant that an additional set of tyres was logged incorrectly.
This mistake continued into the race and only became apparent during post-race scrutineering.
According to those involved, this was not an attempt to gain an unfair advantage, but rather an operational oversight with significant consequences.
Reaction from the team
The team’s response was one of clear disappointment. Mercedes-AMG Customer Racing boss Stefan Wendl acknowledged the team’s strong performance as well as the mistake, noting that what had initially been a standout weekend quickly turned into a frustrating lesson.
Winward Racing, responsible for running the car, also accepted responsibility. Team boss Christian Hohenadel admitted that the error was internal and that the stewards had been left with no choice but to apply the rules.
Would you like to see more TJ13 Formula 1 coverage? Add us to your favourites list on Google to receive trusted F1 news.
Victory handed to BMW
With Verstappen’s entry excluded, the win was awarded to ROWE Racing’s #99 BMW, which reshaped the final classification.
Verstappen’s dominant closing stint, which was a highlight of his near-perfect drive, would not be recorded in the official results.
MORE NEWS – Middle East Conflict Chaos: Gulf’s Billion-Dollar Sports Dream Suddenly Unravels
NEXT ARTICLE – Horner update: Aston Martin team boss role turned down by two individuals
Formula One’s once iconic supremo, Bernie Ecclestone was credit with saying: “You join F1 as a billionaire and leave a millionaire.” Indeed the only way to make a small fortune in motor racing is to start with a large one. Of course Formula One is now enjoying its largest commercial boom in history, with each of the teams valued at a billion dollars or more.
Even so, take a moment to think of poor Lawrence Stroll – the billionaire Canadian who bought the bankrupt Racing Point F1 outfit and rebranded it as Aston Martin.
He invested in a brand new campus outside the gates of Silverstone costing around a quarter of a billion together with new technology driver in loop-simulators and a state of the art wind tunnel. With the exception of persisting with his son as one of the drivers for the team, Stroll has spared no expense to assembled a world class outfit to race in F1 under the Aston Martin brand.
Aston Martin F1 huge missed opportunity
Adrian Newey, the greatest F1 car creator of all time is presently in charge and Andy Cowell generally considered the genius behind the 2014 all conquering Mercedes engine is liaising with Honda. Former Ferrari chassis technical director Enrico Cardile started work in Silverstone last August and…CONTINUE READING THIS ARTICLE
With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
Thiago Treze is a Brazilian motorsport writer at TJ13 with a background in sports journalism and broadcast media, alongside an academic foundation in engineering with a focus on Computational Fluid Dynamics (CFD). This combination of technical knowledge and editorial experience allows Thiago to approach Formula 1 from both a performance and narrative perspective.
At TJ13, Treze covers driver performance, career developments, and key storylines across the Formula 1 grid, while also analysing the technical factors that influence competitiveness. This includes aerodynamic development trends, simulation-driven design approaches, and the engineering decisions that shape race weekend outcomes.
His reporting bridges the gap between human performance and machine development, helping readers understand how driver execution and technical innovation interact in modern Formula 1. Coverage often connects on-track events with the underlying engineering philosophies that define each team’s approach.
With a global perspective shaped by both journalism and technical study, Thiago also focuses on Formula 1’s international reach and the different ways the sport is experienced across regions.
Treze has a particular interest in how Computational Fluid Dynamics and aerodynamic modelling contribute to car performance, offering accessible explanations of complex technical concepts within Formula 1.
