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Random freezes, missing sound and display glitches usually trace back to one bad driver. Find and replace yours safely.Free scan · under a minuteFormula 1 teams use team orders when coordinating two cars is judged more valuable than allowing an unrestricted fight. An instruction can tell a driver to yield, hold position, let a teammate through, or avoid an attack. The aim may be a better combined result for the constructors’ championship, protection from contact, or support for one driver’s title campaign. It can also cost the instructed driver a place, weaken trust and trigger a public dispute.
There is no universal formula. The fair decision depends on the championship situation, the immediate race circumstances, the team’s stated policy and whether the team itself created the problem. The examples below show why the same command—“hold position”—can look responsible in one race and unacceptable in another.
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What a team order is—and what it is trying to achieve
A team order is an instruction from a Formula 1 team to one or both drivers that changes how they compete with each other. The team may ask the driver behind to stop attacking, the driver ahead to let the teammate pass, or both drivers to maintain their current positions. It is different from a normal pit-wall call about tyres or fuel because it directly manages the relationship between teammates.
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1Scan for outdated or missing drivers - takes under a minute2Clear out junk files and repair common Windows errors3Fix the driver behind crashes, sound loss and screen glitchesThe two cars share equipment, engineers, strategy resources and a constructors’ championship. Their drivers, however, have separate contracts, reputations and drivers’ championship positions. That overlap creates the central management problem: the team wants the best result from both cars, while each driver naturally wants to finish ahead of the other.
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Former team principal Ross Brawn described his own position in Formula 1’s 4 October 2018 feature: “I always believed the collective interest of the team comes before that of an individual driver”. That is Brawn’s opinion, not an FIA rule and not a statement that every team or driver must accept.
Why constructors’ points matter
The constructors’ championship combines the points scored by a team’s two cars. A collision between teammates, an unnecessary duel that costs both cars time, or a driver being passed late in a race can therefore reduce the team’s total even when one driver still finishes strongly. A controlled exchange of positions can preserve a larger combined result.
That calculation is not always the sole motive. A team may also want to protect a driver who is leading the drivers’ championship, help a teammate close a points deficit, or avoid a repeat of an earlier incident. The public explanation may mention the constructors’ result even when the immediate decision is about one driver’s title prospects.
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When will a team tell one driver to let the other pass?
Team orders are most defensible when the objective is specific, the risk is clear and the instruction is consistent with the team’s policy. Common decision points include the following.
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Protecting a result from an internal fight
If two teammates are fighting for position while faster rivals are approaching, an attack can cost both cars more than it gains. The pit wall may ask the following driver to hold station or the leading driver to allow a pass that has already been agreed as the lower-risk option. The team is trading individual satisfaction for a predictable two-car finish.
Aiding a drivers’ championship campaign
A team can prioritise one driver when the championship gap makes the points more valuable to that driver than to the teammate. Red Bull’s request to Max Verstappen in Brazil in 2022 was reported as an attempt to help Sergio Perez in the drivers’ championship. Verstappen refused, demonstrating that an individual-title objective can conflict with a driver’s own priorities and with the team’s authority.
Responding to a team-created disadvantage
A late swap can be used to correct an imbalance created by the team rather than by racing on track. At Monza in 2025, McLaren’s slow pit stop for Lando Norris changed the running order; the team then instructed Oscar Piastri to give up the position late in the race. Team principal Andrea Stella’s explanation focused on addressing that team-created situation, not on a blanket promise that one driver would always be favoured.
Avoiding a dangerous moment
Timing matters. In a 2018 Singapore press conference, Haas team principal Guenther Steiner argued that issuing an order at the start could be dangerous. His point was that the field is tightly packed and drivers are managing cold tyres, brakes and unpredictable traffic; an abrupt instruction may create confusion or an unsafe manoeuvre. This is Steiner’s stated view, not a universal rule that applies to every start.
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Managing strategic or championship risk
A team may intervene when a particular battle threatens a pit-stop plan, tyre life or a likely result against a rival team. It can also change its approach as the season develops. Ferrari executive Laurent Mekies said in 2022 that Ferrari could focus on one driver if the championship situation required it, illustrating how policy can shift with the standings rather than remain fixed for every race.
How the pit wall balances two rival drivers
A defensible order normally follows a sequence of questions rather than a single rule.
- Define the objective. Is the instruction protecting both cars, recovering a team-created disadvantage, supporting a drivers’ title bid, or preventing an avoidable collision? The team should be able to state the objective in one sentence.
- Assess the immediate race. Consider the gap to rival cars, tyre condition, remaining laps, safety risk and whether the driver being asked to yield could realistically regain the place later. An order made with no time pressure is easier to justify than one made during a chaotic opening lap.
- Check the team policy. Drivers need to know before the race whether they are free to fight, whether certain corners or phases are off-limits, and what happens after a pit-stop error. “Papaya rules” at McLaren’s 2024 Monza race showed a policy of allowing Oscar Piastri and Lando Norris to race, while the 2025 Monza instruction showed that the policy could not be separated from the cause of the running-order change.
- Apply the standard consistently. If one driver must yield after a team mistake, the same principle should apply when the positions are reversed. Inconsistent treatment is more damaging to trust than a difficult order that both drivers understand.
- Communicate clearly. The message should specify who must do what, where it should happen and whether the positions will be restored. Ambiguous wording invites different interpretations, especially when drivers believe the order conflicts with an earlier agreement.
- Manage the aftermath. Engineers and management should explain the reasoning privately, record the decision for future races and address any breach directly. A short-term points gain can become a season-long rivalry if the driver feels the sacrifice was hidden or one-sided.
Five cases that show the trade-offs
| Race and year | Reported decision | What it demonstrates |
|---|---|---|
| Mercedes, Russia 2018 | Valtteri Bottas moved aside for Lewis Hamilton, after which Mercedes told the drivers to maintain their positions. | Ross Brawn defended the call as serving the team’s objectives in both championships, even though it required one driver to sacrifice a place. |
| Red Bull, Brazil 2022 | Red Bull asked Max Verstappen to let Sergio Perez past to assist Perez’s drivers’ championship bid; Verstappen refused. | An individual-title rationale may still conflict with a teammate’s priorities and may not secure compliance. |
| McLaren, Monza 2024 | Oscar Piastri and Lando Norris were allowed to race under the team’s “papaya rules”. Norris later said he would have welcomed an order supporting his own title challenge. | A policy of letting drivers race can itself become controversial as championship stakes rise. |
| McLaren, Monza 2025 | After a slow stop for Norris changed the order, McLaren instructed Piastri to swap positions late in the race. | An intervention can be framed as correcting a team-created disadvantage, but its fairness depends on the explanation and consistency. |
| Red Bull, Malaysia 2013 | Formula 1’s historical account describes Sebastian Vettel passing Mark Webber despite a hold-position instruction. | Orders can be refused or interpreted through the history of a rivalry, making enforcement and trust as important as the original call. |
“Let them race” versus controlling the finish
Allowing both drivers to race preserves the appearance—and sometimes the reality—of merit-based competition. It can keep drivers motivated, produce faster lap times and avoid the resentment that follows a forced pass. The cost is exposure to contact, lost time and a result the team later considers avoidable.
McLaren’s Monza decisions illustrate why slogans are insufficient. In 2024, the team allowed Piastri and Norris to fight under “papaya rules”; Norris subsequently said he would have appreciated an order in support of his title challenge. In 2025, McLaren issued a late swap after Norris lost time during a slow stop. The relevant questions were not simply whether the drivers had been allowed to race, but why the positions changed, who caused the disadvantage and whether the same remedy would have been offered to either driver.
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A team that promises unrestricted racing should still define boundaries: no contact, no blocking a strategy call, no attack when a rival is within striking distance and no assumption that a teammate will surrender after a pit-stop error. Without those boundaries, “let them race” can become an unspoken order to accept avoidable risk.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Can team orders increase constructors’ points?
They can, but they do not guarantee it. A controlled exchange may secure the best available two-car result when an internal battle would risk a collision or allow an outside rival through. Conversely, giving away a position can reduce the team’s total if the driver who yields could have held it safely or if the order damages motivation and cooperation later in the season.
The effect should therefore be judged against the realistic alternatives, not against an idealised finish. Ask:
- Would both cars probably have finished in the same order without intervention?
- Was there a credible risk that fighting would cost one or both cars positions?
- Did the order address a team-created error or merely favour one driver?
- Was a drivers’ championship objective stated and relevant to the standings?
- Could the instruction be reversed or compensated if circumstances changed?
No named published statistic in the available source set establishes how often team orders are used or how many constructors’ points they produce. Individual examples show the reasoning and the risks, not a universal points advantage.
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Why drivers sometimes refuse
A driver may refuse because the order conflicts with an earlier agreement, appears unrelated to the team’s interest, or sacrifices a realistic chance in the drivers’ championship. Compliance also depends on credibility: a driver who believes a teammate has previously ignored instructions may see no reason to accept a new one.
Verstappen’s refusal of Red Bull’s Brazil 2022 request and Vettel’s 2013 pass on Webber are reminders that a radio message is not a guarantee of obedience. Teams can discipline a breach, change future priority rules or accept that enforcing the order would create more damage than the position is worth. The lasting issue is often whether both drivers believe the next instruction will be applied fairly.
Are team orders allowed in F1?
The current FIA regulations index lists “FIA 2026 F1 Regulations – Section B [Sporting] – Iss 09 – 2026-10-01,” published on 1 October 2026. That index confirms the edition shown at that date, but it does not provide the text of the relevant article. It is therefore not enough to state categorically, from the index alone, which forms of team instruction are permitted or prohibited under the current regulations.
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How to judge whether an order was fair
Viewers can evaluate a controversial call without assuming that every order is either corruption or sensible management. A useful test is to separate the stated objective from the execution.
- Objective: Was the goal a combined team result, a driver’s title bid, recovery from a team error or avoidance of danger?
- Timing: Was the call made before the drivers committed to a battle, during a safety-sensitive phase, or after the result had effectively been decided?
- Consistency: Would the team have made the same call with the drivers’ positions reversed?
- Reciprocity: Was the driver who yielded likely to receive comparable support later?
- Transparency: Did the team explain the decision and acknowledge the sacrifice rather than pretending no order occurred?
- Outcome: Did the intervention protect both cars, or did it simply transfer points from one teammate to the other?
These questions do not produce a single mathematical answer. They reveal whether the team is balancing a genuine shared interest or using the constructors’ championship as a blanket justification for favouritism.
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