Richard Hopkins, Head of Operations at Red Bull from 2013 to 2015, warned an ugly row could erupt over Lewis Hamilton competing with Charles Leclerc.
Speaking to Prime Casino, Hopkins, who worked at McLaren from 1992 to 2007 as a mechanic and later parts and logistics manager, said the team were right not to allow Oscar Piastri to overtake Lando Norris.
He added that he called out Michael Schumacher for his mind-games around the paddocks.
And he also spoke of the profound impact the death of Aryton Senna had on everyone in Formula One at the time.
Q: What did we learn from the Japan GP?
RH: “It was an interesting Grand Prix but maybe for all the wrong reasons.
“It was a demonstration of what happens when all things collide in Formula One and for me it was one of the least interesting races.
“We could go to Bahrain next week and it'llprobably be an amazing Grand Prix. Full of incidents, full of overtaking and whatever I say now could be largely forgotten.
“Because that's the nature of Formula One. Some races can be dull, while others are full of incredible highlights. Suzuka, in particular, showcased some of the issues with recent changes like the cost cap and the increasingly tight regulations, which have limited creativity and innovation.
“Arguably, we now know too much. The days of naivety in aerodynamics and vehicle dynamics are gone. With simulation models and data, everything is so calculated. The top three teams are often locked in. I previously said whoever qualifies first in Australia might go on to win the championship and we’re still waiting to see if that’s the case.
“Yes, the racing is closer, but the top ten finishers were almost identical to the starting grid. Suzuka is a very clinical circuit, but there is overtaking. Some say you can't overtake there, rubbish. There are two or three solid overtaking spots. The issue is that when the cars are so evenly matched, even when they’re close, there's little to no overtaking. All 20 cars finished, which highlights how reliable things have become.
“Back in the day, there was a sense of jeopardy with engines failing and gearboxes breaking. Now, with cost caps, teams can’t bring major upgrades from race to race. Development is limited.
“This weekend showed how Formula One has narrowed itself down. It's almost driven by AI now, rather than people. It’s become too perfect, too precise. One of the most ‘exciting’ things during the weekend was a localized grass fire. If that’s the highlight, then we’re in trouble.
“It's the unpredictability we love. One week it's dull, the next week - like Bahrain - it could be the most exhilarating race of the year.”
Q: Did we see any signs Red Bull have been too fast to drop Liam Lawson?
RH: “I think, yes, probably. But that’s us looking from the outside in. When you consider all the facts they likely had at hand, it didn’t necessarily feel like they were forced into the decision. At the time, it appeared to be the right thing to do.
“If Perez hadn’t had the poor season he did last year, and Red Bull had still won the Constructors’ Championship in 2024, I think their decision-making around Liam might have been different. But knowing they struggled last year without two strong drivers, and then seeing McLaren win the Constructors with a strong pair, they’re now two races in, and that second driver hasn't brought home many points. So how long do you wait?
“Do you roll the dice and hope he turns it around? Already, he could’ve thrown away 15 to 20 points, points that could really matter. And then what? Another race, and another, and it snowballs. At some point, you have to act.
“And Red Bull are in a unique position. They’reprobably the only team on the grid with another team from which they can easily draw a replacement. No major legal wrangling, just a contract adjustment, since it's all under the Red Bull umbrella. So when there's a better-looking option, in this case, Yuki, they can just make the swap.
“Yes, it’s early. Too early? Maybe. Poor lad, to an extent. But he'soperating at the very top. If he wasn’t good enough for that level, then the mistake was putting him there in the first place. It’s a shame, but at least he wasn’t sidelined completely and he’s still got another drive.
“Should they have gone with Yuki from the beginning? Possibly. The jury’s still out. Yuki was doing everything right last year and arguably earned that seat over Liam. But sometimes, you have to take a punt. Look at Mercedes and Antonelli, he finished just 1.5 seconds behind Russell by the end of the race. Marvel Berman too finished 7th or 8th, I think.
“Other teams have taken gambles, and I think it’s great that this year we've seen five or six new stars come into F1. It’s refreshing. The sport had become a bit stale and stagnant with the same names hanging around, Alonso, Hamilton, etc.
“Soit’s fantastic. Probably the first time in years we've had five rookies in the field. You’ve got to give them a chance. They've all won in the lower formulas,they've earned their spots. “But still, like any organisation, you can bring someone in who impresses at the interview stage but when the rubber hits the road, maybe their skills don’t quite stack up.
“And at the elite level, whether it’s sport or business, it’s tough to take those chances. We did it at Red Bull. I’veprobably told you before about bringing in undergrads and grads when we were trying to grow the technical function. We needed to scale the design office, going from, say, 250 to 500 people. But experienced motorsport engineers don’t grow on trees.
“So we took a chance on a lot of interns and grads to see how they performed. Sometimes you just have to give people a go.
“But, of course, now the pressure’s higher. The media plays a huge part. Years ago, the scrutiny just wasn’t there. Take 1981, for example, drivers like Zannino or Hector Rebaque going up against Nelson Piquet. I think they were a second or more off his pace every race but they weren’t dropped. That was just the standard, the understanding at the time.
“Now? If a driver’s 10% off, the noise is deafening.”
Q: Does the Lawson/Yuki situation, and Max outdriving a car that seems far from optimal put Sergio Perez in a different light? Was it a big mistake? Will other teams be looking at him now, maybe Cadillac?
RH: “Checo is an interesting situation. The Lawson situation does put him in a different light. Not just Lawson but Tsunoda as well, who so far is struggling to be a teammate with Verstappen.
“I think the writing was on the wall with Checo, absolutely, but Verstappen does have the ability to outplay, outsmart and ultimately demoralise his teammate. Sowho's going to be the successful teammate against Max? It's going to be another Max.
“Maybe Red Bull need to find another Max to create that situation of driver pushing driver that certainly we can see McLaren have in Piastri and Norris. But I would't be surprised if Mercedes' performance improves.
“There is George thinking he's got young Antonelli coming in and that's going to be pretty safe. He's the lead driver quite clearly but as we could see in Japan, I think Russell is going to find it tricky and challenging.
“As we said I would not doubt that there will be a number of occasions this year as Kimi's experience grows, that he'll be out-qualifying and outracing George in certain races.
“But it does throw a different light on Checo. Red Bull are just throwing more disposable drivers into the team to see what happens, not wanting to take Max out of the situation to make life easier for themselves.
“Maybe it's just a problem they will have for the foreseeable future, and maybe they just need to resign themselves to the fact that they are not going to get somebody who can take it to Max and maybe they're sacrificing championships as a result.
“It's an interesting conundrum that they are finding themselves in.”
Q: Should McLaren have let Piastri pass?
RH: “McLaren were right not to let Piastr pass. In my opinion, they had their own reasons for not doing it.
“I wasn’t part of the radio communications, so I can’t say for sure. The commentary suggested they should’ve allowed it, and it did look like Piastri was quicker because he closed the gap. But we don’t really know. Norris might’ve had more pace in reserve. In the end, he did catch up to Max, so maybe hewasn’t struggling.
“It seems like McLaren just let them race. I’m not sure if Oscar was told something like ‘If you want to get past, do it yourself, but we’re not helping’.Maybe that message came through, maybe itdidn’t.
“There were some criticisms that McLaren played it too safe. Another factor could be that Pirelli brought the wrong tyres. They probably should’ve gone at least one step softer, maybe even two. That would’ve forced teams into two-stop strategies instead of just one.
“Any race with only one stop tends to be predictable. Strategy becomes obvious, and if you stray from the optimal path, you’re compromising your overall race time. People say ‘you should’ve done something different to beat Red Bull’ but if your best chance is to follow the same strategy, doing something different doesn’t make sense unless it’s faster. And if it’s not faster, why bother?
“That’s why we saw the status quo. If tyre degradation had been higher and two stops were required, we’d have seen more variation and teams could’ve taken more strategic risks.
“Suzuka just didn’t allow for that. So yes, maybe McLaren were a bit conservative but they’re chasing a championship. Finishing second and third isn’t a bad result when there’s a bigger picture at play.”
Q: How would the dynamic between Piastri and Norris work at Red Bull? They’re treated equally at McLaren, would Piastri be told he is number 2?
RH: “I don’t think Red Bull want it to be a one-two situation. In the past, with drivers like Mark Webber and Sebastian Vettel, there was more equality even when mistakes happened, like at the British Grand Prix with the Multi-21 incident, those were just foolish errors by both the team and the drivers.
“Realistically, McLaren are happy with an equal setup. It’s much easier to manage two drivers on the same level, keeping egos in check. It’s like having twins, you buy them the same clothes. You don’t worry about favoritism or having to balance things out later. Teams appreciate that simplicity when one driver is favored, it complicates team dynamics and requires extra effort to manage that relationship.
“I don’t see Red Bull bringing in a clear number two driver. Max clearly wants all the focus on him and doesn’t need a teammate challenging him. On the other hand, having two equal drivers as McLaren does is a key part of their rapid rise. They push each other, which in turn pushes the team to deliver more. This competitive environment can drive faster overall improvement.
“It’s possible that Max has something in his contract giving him a say in who his teammate is like how other drivers, such as Michael Schumacher and Nigel Mansell had in the past. While it might not be formally written, I’m sure Max has a verbal opinion on the matter. He’dlikely prefer someone of higher quality than what he’s seen recently.
“In short, I’d much rather have the challenge of balancing two strong drivers than dealing with a clear hierarchy that creates issues.”
Q: Who is the one team you think could tempt Verstappen away from Red Bull? Some people have suggested Aston Martin, especially if Adrian Newey were involved.
RH: “Honestly, yes, I think Verstappen could be tempted by Aston Martin if Adrian Newey is involved. I’m not a betting man, but everywhere Adrian has been, success has followed. He hasn’t lost his magic or his mojo. No one really thinks he has. He’s still more than capable of delivering results.
“Adrian’s a quiet figure, commanding but not loud. He doesn’t slam his fist on the table, but his presence and reputation create an unspoken expectation. People are in awe of him. He’s a true artist, and even though I got to know him well, every time I stepped into his office, it felt like meeting a hero.
“That said, success isn’tjust about one person. Just having Adrian at Aston Martin won’t be enough on its own. You need the right infrastructure, people, and environment. When I joined Red Bull, I was just one part of the puzzle. The same would apply at Aston.
“But Adrian being at Aston could absolutely attract others just like he drew me to Red Bull. And Max? He might be tempted too. Maybe not right away, maybe only once a few more key figures are in place, but Adrian has that Pied Piper effect. People follow him.
“And let’s not forget Lawrence Stroll has the budget to make it happen. Money wouldn’t be the issue. But it’s not just about money for Max. It could be about legacy, about going to a team like Aston Martin and turning it into a winner, much like Lewis hopes to do with Ferrari. Max might want the chance to say ‘they’re on top now and I helped get them there’.”
Q: So do you think Aston Martin are the most likely team to lure him away?
RH: “They’redefinitely high on the list. But there are other factors. For instance, McLaren would need to mess up badly to lose Lando and Oscar, they’ve got two great young drivers locked into multi-year deals, and they’re performing. Unless something drastic happens, they’re not going anywhere.
“Mercedes is another contender,they’re showing signs of strength again. But with George Russell and Kimi Antonelli waiting in the wings, they’re not exactly desperate for talent either.
“Then there’s Ferrari. If Lewis doesn’t stay as long as expected, an early departure could open a door for Max. And that might be attractive.
“But let’s come back to Aston. How long is Lance Stroll realistically going to stay in that seat? If you’re Lawrence Stroll and you have to choose between keeping your son or bringing in a multiple-time world champion like Max who’s driving at a level beyond even Lando and Oscar, you’ve got a tough decision. Maybe it calls for a bit of tough love.
“So yes, if I had to place a bet, I’dprobably put a fiver on it. Not a tenner, just a fiver.”
Q: Hamilton was critical of Ferrari, suggesting his car wasn’t experiencing the same problems that Charles Leclerc had. Could this get ugly?
RH: “Hamilton at Ferrari could get ugly.
“It’s like I mentioned before: when a driver moves to a new team, it's like going on holiday vs actually living there. From the outside, Ferrari is a grand, passionate team with national pride and a lot of pressure. Not just from Italy, but from its whole legacy.
“They’ve always had a slightly different way of doing things compared to other teams. Their strategy decisions and hires can sometimes feel a bit left-field. It’s often a case of, ‘why did they do that?’ Whether it's a race-day mistake or something behind the scenes.
“Now, Lewis, after years with Mercedes, is stepping into that environment. It’s like he thought everyone spoke the same racing language and maybe theydon’t. That adjustment is going to be a challenge.
“I imagine behind closed doors,he’s already making clear what he wants. We’reprobably not at the clashing horns stage yet, but it’s like both sides are scratching at the dirt getting ready.
“It’s going to be fascinating to watch. Not that Netflix will show any of it, maybe just a vague reference and a classic Will Buxton stating-the-obvious comment. But yeah, we’re either going to see a powerful union between an alpha team and an alpha driver or a complete mess.”
Q: What are your predictions for Bahrain and Saudi Arabia?
RH: “It’s going to come down to tyre performance. People are saying the warmer conditions might suit McLaren.
“I think we’ll see McLaren hitting their stride. It’sreally tight at the top, fractions of a second, but Max will still get the most out of that Red Bull, even if it’s not perfect.
“The top five is going to be close with Max, Lando and probably Charles in the mix. But I actually think we might see a McLaren 1–2. Which way around? That’s the tough part. Maybe Lando, maybe Piastri.
“It’s going to be one of those races where someone ‘splits the McLarens’,that’sprobably the phrase of the year. Like George, Charles, or Max gets in between them and shakes things up.
“The margin between Lando and Oscar is tiny, it’s a cigarette paper.
“Max, Oscar, and Lando were within half a tenth recently. There was a bigger gap to the rest. But maybe in the next race, the midfield, 2nd to 4th, will be closer. Still, I expect the McLarens to be two or three tenths ahead in qualifying.
“In the races, strategy is going to matter more in multi-stop events with higher tyre degradation. Japan wasn’t like that, tyre wear was minimal. But Bahrain and Saudi might allow more room to play with strategy, undercuts and overcuts.
“I think the McLaren 1–2 trend will continue for now. But what's happening behind them? That’s the interesting part.
“And Antonelli, wow. If he stays with Mercedes and they give him a decent car, I think he could really accelerate his development. By the end of the year, I wouldn’t be surprised if he starts out-qualifying and outracing George. The kid’s something special.”
Q: You mentioned last time how Michael Schumacher stopped inviting you for coffees. Were there any other tales like that?
RH: “Michael Schumacher played games, for sure. With teammates, with people up and down the paddock. He would sandbag, tell a driver or engineer something that wasn’t true. You can only do that for so long before people figure it out.
“I called Michael out on it because he was the master of it. He fed on success, almost like a villain in a Spider-Man movie who gets stronger by draining energy. Every win made him more powerful, more confident. And we all know, in sport especially, the line between confidence and arrogance is a very fine one.
“You need to be confident, yes, but also ruthless. And sometimes that ruthlessness is just arrogance in disguise. A lot of successful people are like that. Red Bull were ruthless with Liam Lawson recently. When you're focused solely on success, your conscience starts letting you say and do things others wouldn’t.
“Michael was one of the best examples of that. But it’s not limited to Formula One—it happens everywhere. If Michael had worked at McDonald’s, I imagine he’d be just as ruthless flipping burgers, telling someone how they should cook the fries, maybe even getting someone fired just to step into their role. He was just that kind of person. But he’s not alone.
“Ayrton Senna was similar, ruthless in a different way. Both had immense self-belief, though Michael was more obvious about it. He’d do things publicly that opened him up to criticism like parking at La Rascasse during qualifying, or the incidents with Villeneuve and Hill. Those moments raise the question: are these moments of weakness? Are brilliant people fundamentally flawed?
“Maybe. Maybe we just witness those flaws because they’re so public. Michael was special. He acted differently. And I’m sure others from Benetton - guys like Kenny Handkammer or Jonathan Wheatley would say the same. They saw how he changed over time. But he wasn’t rude. It's not like I walked into the paddock and he told me to F-off. It was more like he moved out of my friendship circle.
“Maybe he just got busy. Or maybe his marketing priorities changed. It was more valuable for him to talk to journalists than to me. I’m sure it was calculated. But not malicious. It just felt like a natural progression.
“And that happens in all walks of life. I’m sure it’s the same with actors who used to hang out in the early days, but now don’t return your call after winning their third Oscar.
“I want to be careful in how I speak about him, because Michael is. I’m not criticising him, just making observations. That’s all it is.”
Q: Do you remember where you were at the time of Schumacher’s crash?
RH: “I actually don’t remember where I was when I heard about Michael’s ski crash. It should have been a JFK moment, but I think it was my wife who told me. The news at the time was sketchy, just that he’d had an accident, but no one really understood the extent of it. And that went on for a long time. Even now, there’s still a sense of the unknown around his condition.
“The people who do know, like Jean Todt, are very private. There’s a clear circle of trust with Corinna and the Schumacher family. Mick never really talks about his dad, and no one else does either.
“Over time, we’ve all formed an idea of what his condition might be, but unless you’re in that inner circle, you don’t truly know.
“Maybe we’re getting a bit philosophical again but breaking news affects us in different ways. You see a headline about an actor dying at 94 and think, ‘that’s sad’ but you also recognise they had a full life. I remember when Eddie Jordan passed, BBC Breaking News flashed across my phone. I didn’t know Eddie well, just enough to say hi, but I was genuinely upset. He was Eddie - this wheeler-dealer figure who somehow made it in Formula One. I was in awe of him.
“With Michael, and even more so with Ayrton, it was different. I had posters of Senna on my wall as a kid. He was my hero. Later, I got to work with him and see his brilliance up close. I wouldn’t say we were friends, he wasn’t calling me up on a Monday night to chat, but we had a good professional relationship.
“What happened to Ayrton in '94 really hit hard. When it was Ayrton nobody believed something like that could happen to him, least of all Ayrton himself.
“It shook the entire paddock. And afterwards, a lot of us questioned our place in the sport. Of course, by Monday or Tuesday, we were back at it, trucks loaded, cars being stripped and rebuilt, but the emotional weight lingered.
“In my keynote talks, I focus on how great teams are built by people. Not magic. Not luck. Just brilliant teamwork. At Red Bull, we won from 2010 to 2013 because we had great people and made great decisions. But with success comes responsibility. And failure.
“I don’t want to dig into Ayrton’s accident or point fingers, but someone, whether one person or a few, was ultimately responsible. That’s the harsh reality. If you crash your road car, maybe it was your fault. Or maybe something broke because someone didn’t tighten a bolt properly. In motorsport, responsibility is real and sometimes terrifying.
“There’s a huge weight of responsibility not just on mechanics but on the entire team. And at Red Bull, I tried to create a culture where everyone felt responsible for success. Whether you were in finance, facilities, or design, it didn’t matter. Success belonged to the whole team. But if something goes catastrophically wrong, the accountability isn’t equally shared. The guy in finance won’t be blamed for a fatal crash. That responsibility lies with a select few.
“And that's both a privilege and a burden.
“After Ayrton’s death in ’94, we were all shaken. We lost not just a colleague, but someone many of us looked up to as a hero. And the aftermath was sobering. It was an awakening.”
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