Lando Norris rejected Mercedes’ claim that McLaren has the fastest car, arguing that his recent victories are also the result of extracting more from the MCL40.

Lando Norris has pushed back against Mercedes’ assessment of the Formula 1 pecking order, arguing that McLaren’s recent victories are not simply the result of having the fastest car.

Andrea Kimi Antonelli and George Russell both described McLaren as the team to beat after the Dutch Grand Prix, but Norris believes his own performance has played a major role in allowing the MCL40 to consistently fight at the front.

The reigning world champion has now won the last two Grands Prix in Hungary and Zandvoort, starting both from pole position.

Norris believes his driving is making the difference

Mercedes dominated the opening phase of the 2026 season, winning the first six races from pole. McLaren and Ferrari have since closed the gap with major upgrades.

Antonelli, who finished second at Zandvoort, said Mercedes was clearly behind McLaren. Russell agreed after taking third.

Lando Norris won at Zandvoort after starting from pole and holding off Mercedes during the race.

Norris does not completely agree with that assessment.

The McLaren driver argued that if he had not made the decisive move on Antonelli when he did, he would not have won the Dutch Grand Prix.

He also admitted that he rarely gives himself much credit, making his comments particularly notable.

Norris believes he is currently doing a better job than the rest of the field and that this is helping McLaren appear stronger than it might be on pure car performance.

Mercedes may still have the better all-round car

Norris does not claim that McLaren is definitively the strongest car in every situation.

Instead, he believes Mercedes has a more complete package across different track conditions, while McLaren has a more specific advantage in certain types of corners.

Norris says McLaren is particularly strong through high-speed corners, while Mercedes remains more competitive across a wider range of conditions.

At Zandvoort, Norris highlighted Turns 7 and 8 as areas where McLaren gained significant performance.

That makes circuit characteristics particularly important when comparing the two teams.

According to Norris, McLaren may not be the strongest everywhere, but his ability to maximize the car can close that difference.

Qualifying performances reinforce Norris’ argument

The comparison with Oscar Piastri is another reason Norris believes his own driving is contributing significantly to McLaren’s recent success.

Piastri finished sixth at Zandvoort and sits seventh in the championship, while Norris is fourth.

Lando Norris has built a significant qualifying advantage over McLaren teammate Oscar Piastri in 2026.

Norris currently leads Piastri 13-4 in qualifying, including Sprint qualifying sessions.

That gap has become an important reference point for Norris because it suggests that the MCL40’s performance is not the only factor determining McLaren’s results.

He also pointed to Saturday’s Sprint as evidence. Russell dominated from pole, while Norris had to fight to hold off Antonelli for third.

Instead of making major changes to the car overnight, Norris said he focused heavily on improving his driving.

Norris says he turned the weekend around himself

The McLaren driver believes his work between the Sprint and the Grand Prix was critical.

He said he worked extensively on his driving and regained confidence after a less successful Sprint result.

That confidence allowed him to maximize the car when it mattered most and ultimately convert pole position into victory.

For Lando Norris McLaren, the message is clear: the MCL40 is extremely competitive, but Norris believes his ability to extract the final performance is a major reason the team has won the last two races.

BMW says younger customers increasingly prefer voice and touchscreen controls, helping push the brand toward fewer physical buttons in its newest models.

BMW is moving further away from traditional physical controls in its newest vehicles, and one executive says younger buyers are helping drive the change.

The shift is particularly noticeable in the BMW iX3, one of the first models built around the company’s Neue Klasse platform. The electric SUV places many functions on its central display, including climate controls.

While BMW is far from the only automaker reducing the number of buttons, the company believes changing customer habits are an important reason for the transition.

BMW says younger buyers prefer digital controls

Vikram Pawah, CEO of BMW Group Australia, said younger customers are increasingly comfortable using voice commands and touchscreens instead of traditional switches and knobs.

The BMW iX3 uses a touchscreen-heavy interior with fewer traditional physical controls.

Pawah pointed to customers 45 and younger as a group that has adopted these technologies particularly quickly.

According to the executive, younger buyers are also more accustomed to multitasking and expect technology to complete tasks quickly.

That means automakers are increasingly designing vehicle interfaces around the same habits people already have with smartphones and other connected devices.

The Neue Klasse pushes BMW further toward screens

BMW’s Neue Klasse platform represents a major change in the brand’s approach to vehicle interiors.

The iX3 is among the clearest examples, with many functions integrated into the center display rather than controlled through dedicated physical switches.

BMW’s Neue Klasse models are reducing traditional switchgear in favor of touchscreen and voice controls.

BMW is not alone in taking this approach.

Tesla has relied heavily on central touchscreens for years, while newer manufacturers such as Rivian have also adopted screen-based controls.

Established automakers including Mazda and Mercedes-Benz have similarly moved more functions into digital interfaces.

The result is a broader industry trend toward software-defined vehicle cabins.

Convenience versus physical controls

The move away from buttons is not without controversy.

Physical controls can be operated by feel, while touchscreen menus often require drivers to look away from the road to locate a function.

That creates an important debate over whether the convenience of a digital interface outweighs the potential drawbacks.

BMW is increasingly replacing dedicated controls with touchscreen and voice interfaces as vehicle interiors become more software-driven.

BMW’s argument is that vehicle technology needs to reflect how society is changing.

Pawah described the modern automobile as something that is increasingly connected to the wider digital environment rather than functioning as a completely standalone product.

That philosophy suggests BMW’s newest interiors will continue moving toward voice interaction, touch controls, and software-based functions.

For BMW physical buttons, the trend is clear: traditional knobs and switches are becoming less common as automakers try to match the digital habits of newer generations.

Toyota is recalling 48,280 Tacoma trucks over a corrosion issue that could cause the Bilstein shock absorber’s external reservoir to detach and become a road hazard.

Toyota has issued a recall for 48,280 Tacoma pickups equipped with Bilstein dampers featuring external oil reservoirs.

The issue affects certain 2024 and 2025 Tacoma models, including trucks equipped with the suspension hardware standard on the TRD Off-Road configuration.

Corrosion could cause the reservoir to detach

The affected Bilstein dampers use a welded flange to secure the external reservoir to the shock absorber.

According to the recall report, an untreated section of metal between the reservoir, flange, and damper body can become susceptible to corrosion.

Certain Tacoma TRD Off-Road models use Bilstein dampers with external reservoirs that could become detached.

Over time, corrosion could weaken the weld and cause the remote reservoir to break free from the damper.

If the component separates while the truck is moving, it could become a road hazard and potentially increase the risk of a crash or injury.

Toyota’s investigation found that exposure to salt spray and rock impacts can accelerate the corrosion process.

Toyota discovered the issue in 2025

The problem was first identified in September 2025, when Toyota received two reports involving leaking dampers.

A dealership inspection found that one vehicle was missing an external reservoir, prompting Toyota to launch a broader investigation.

Toyota discovered the defect after investigating reports of leaking dampers and a missing reservoir.

Bilstein subsequently conducted a supplier teardown and analysis.

Toyota engineers determined that flanges of a particular length were more vulnerable to corrosion, while exposure to road salt and rock chipping could make the problem worse.

By the end of July, Toyota had identified 20 field technical reports and 62 warranty claims associated with the issue.

A free repair is available

Toyota is instructing owners of affected vehicles to visit an authorized dealer for an inspection.

If the vehicle is affected, dealers will replace the front and rear damper assemblies with improved components at no cost to the owner.

Dealers will replace the affected front and rear damper assemblies with improved parts free of charge.

Dealers were notified earlier this month.

Toyota plans to send recall notices to owners by October 5, 2026, with instructions on how to arrange the repair.

The Toyota Tacoma recall is particularly relevant to owners who regularly use their trucks off-road, where suspension components can be exposed to mud, rocks, and other debris. Owners of potentially affected 2024 and 2025 Tacoma models should watch for the recall notice and arrange the inspection when contacted.