The question of impartiality in Formula 1 stewarding returned to the forefront at the 2026 Dutch Grand Prix, and it has now drawn a direct and detailed response from the top of the sport’s governing body. After two drive-through penalties issued at Zandvoort ignited a fierce debate over consistency and fairness, FIA President Mohammed Ben Sulayem has publicly rejected any suggestion that nationality plays a role in how regulations are enforced.
The comments were made in Buenos Aires, where Ben Sulayem was addressing the FIA American Congress. The gathering, which brought together delegates from more than 30 FIA member clubs across North, Central and South America, was opened in the presence of Argentine President Javier Milei. Against that politically and symbolically charged backdrop, and with Argentine driver Franco Colapinto at the center of the recent controversy, the FIA president used his platform to defend the integrity of the stewarding process while acknowledging the need to strengthen it.
The Zandvoort Flashpoint
To understand the controversy, it is necessary to revisit the opening lap at Circuit Zandvoort. The race began in treacherous, marginal conditions with a damp track surface and low grip, particularly through the banked final corner. Max Verstappen, running in front of his home crowd, lost control at high speed, made heavy contact with the barriers, and scattered debris across the racing line. Race control initially deployed double yellow flags in the sector, before upgrading the neutralization to a full Safety Car and then a red flag as marshals and recovery crews needed to access the car and clear the circuit.
In the seconds immediately following the incident, the field was compressed, visibility was reduced, and drivers were forced to make instantaneous decisions. According to the stewards’ summaries, Alpine driver Franco Colapinto overtook Yuki Tsunoda while double yellows were still in effect, and Racing Bulls driver Arvid Lindblad overtook Pierre Gasly in a separate but similar incident in the same sector. Both moves were flagged by race control and referred for investigation.
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The stewarding panel reviewed the standard suite of evidence for such incidents: circuit CCTV, broadcast footage, on-board cameras from multiple cars, GPS positioning data, timing loops, and telemetry traces showing throttle and brake inputs. The conclusion was that both overtakes had occurred where overtaking is prohibited under Article 2.5.5 of the International Sporting Code and the corresponding Appendix H provisions on yellow flags, which require drivers to reduce speed significantly, be prepared to stop, and not overtake until green flags are displayed.
Both drivers were issued drive-through penalties, among the most severe in-race sanctions available short of a stop-and-go or black flag. Colapinto later received a further time penalty for a second yellow-flag related infringement. The stewards’ documents noted the presence of debris as a contextual factor but maintained that the obligation to respect yellow flags is absolute, given its link to marshal and driver safety.
Why Yellow Flag Enforcement Is Non-Negotiable
For those unfamiliar with the operational detail of race control, yellow flags are not an advisory signal. A single yellow indicates danger ahead and requires a reduction in speed and readiness to change direction. A double yellow, as deployed at Zandvoort, signals that the track is partially or wholly blocked, that marshals are working on or near the circuit, and that drivers must slow significantly and be prepared to stop. Overtaking under these conditions is prohibited outright.
The reason for strict enforcement is historical and practical. Marshals are often exposed, working behind minimal protection to recover cars and debris. Any failure to slow can create a secondary incident. For that reason, the FIA has for years adopted a zero-tolerance approach to overtaking under yellows, even when a driver may argue that the overtake was unavoidable or that the slower car ahead braked unexpectedly.
That does not mean enforcement is simple. On a damp, banked circuit like Zandvoort, where grip changes lap by lap and where debris can puncture tyres or damage floors, the line between a safety-critical violation and a racing incident decided in a fraction of a second is exceptionally narrow. Former drivers and race directors who have analyzed similar cases have often pointed out that a drive-through penalty, which typically costs 20 seconds or more and effectively ends any chance of points at a tight track, can feel disproportionate when mitigating circumstances are acknowledged in the decision itself.
Colapinto described his penalty as extremely harsh, arguing that the overtake on Tsunoda happened as both drivers were reacting to the yellow flags, the crash ahead, and debris on the track. Lindblad’s camp expressed a similar view. Their frustration was understandable in sporting terms, even if the regulatory logic behind the penalties was consistent with precedent.
The Nationality Debate
What transformed a routine sporting debate into a governance issue was the narrative that followed online and in some media coverage. In Argentina, where Colapinto enjoys enormous national support and where his presence in Formula 1 has generated significant commercial and political interest, many fans perceived the penalty as evidence of uneven treatment. The argument, amplified on social media platforms, suggested that drivers from certain nations, particularly those outside the traditional European core, face stricter scrutiny.
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That perception was complicated by the facts of the case itself. Lindblad, who received an identical primary penalty for the same type of infringement, is British. If the decision had been motivated by bias against non-British drivers, as some online posts alleged, penalizing a British driver in exactly the same manner would be contradictory. The FIA later pointed to this detail when condemning the abuse directed at the Zandvoort stewards, noting that the stewarding panel applied the same standard to both cases.
Nevertheless, the volume and tone of the commentary prompted a formal institutional response. The FIA issued a statement after the race condemning targeted abuse of officials, and the matter was escalated to the presidential level ahead of the American Congress.
Ben Sulayem’s Position in Buenos Aires
Speaking in Buenos Aires, Ben Sulayem was unequivocal. He rejected any notion that the FIA or its stewards operate with national preference. His framing was intentionally universal.
“To us, it’s about all the drivers,” he said. He added that allegations of bias are not unique to one country or fanbase, noting that he has heard similar claims from multiple directions. “I will look into it, because I have also heard other people saying that they are against other people. I get the same thing. They think that the FIA is against the British, but we are not against them.”
The central principle he returned to was fairness as a constitutional obligation. In his words, “You can be tough, but you have to be fair. Fairness is the mission of the FIA.” That distinction between toughness and fairness is important to the regulatory philosophy he has tried to articulate since taking office. Toughness refers to the consistent application of rules even when unpopular; fairness refers to the absence of favoritism in that application.
Ben Sulayem also acknowledged that perception matters as much as procedure. Even if decisions are technically correct, if a significant portion of the fanbase, driver pool, or member clubs believes they are not, the legitimacy of the sport suffers. It was in that context that he announced two concrete steps: a personal conversation with Colapinto, and a structural change to how stewards are selected and prepared.
“I will speak to him. I will call Franco myself. I will hear what he has to say,” he said. Direct contact between the FIA president and a current Formula 1 driver over a stewarding decision is rare. It signals both an attempt to de-escalate and a recognition that driver feedback, especially in cases where split-second judgment is required, can inform future guidance.
Training, Rotation and Representation
The more systemic response concerns steward composition. Formula 1 stewarding panels typically consist of four members, including a former driver steward. Historically, the pool has been relatively small and has drawn heavily from a limited number of European ASNs, or national sporting authorities. This is partly a function of experience requirements, availability, and the need for officials who have worked at the highest level of single-seater racing for many years.
Critics have argued for some time that this narrow pool can create an echo chamber and can feed perceptions of under-representation, particularly for regions where motorsport is growing rapidly but where few officials have yet reached international grade.
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Ben Sulayem outlined a plan to address this directly. The FIA has already started an expanded training programme for prospective international stewards and has formally asked ASNs worldwide to nominate candidates. The intention is to create a larger, more diverse pool that can be rotated through events, rather than relying on the same group of senior stewards at most Grands Prix.
“We are now having training. We even called for a training course. So, we asked the ASNs to send us names that we can train because we are going to rotate the stewards,” he said.
From an operational perspective, rotation serves two purposes. First, it brings different perspectives and recent national-level experience into the decision room. Second, it reduces the personal pressure on individual stewards, who in recent years have faced intense public scrutiny and, in some cases, threats. A larger pool also allows for more specialized preparation, including simulator-based exercises for yellow-flag scenarios, review of past decisions for consistency, and clearer documentation of mitigating factors.
The FIA has not suggested that the Zandvoort stewards made an incorrect decision. The emphasis has been on process improvement and transparency rather than reversal.
Online Abuse and Official Protection
A significant portion of Ben Sulayem’s remarks in Buenos Aires was devoted not to the penalties themselves but to the aftermath. The FIA, like other international federations, has documented a sharp increase in targeted online abuse of officials, drivers and media members following contentious decisions.
The Federation helped establish the United Against Online Abuse Coalition several years ago after an incident in which a Spanish steward received death threats following a decision at the United States Grand Prix. That coalition now includes other sports bodies, technology platforms and governmental stakeholders. Its purpose is to combine reporting mechanisms, educational resources and, where possible, legal support for victims.
Ben Sulayem described the fight against online abuse as a marathon rather than a sprint, stressing that it requires cooperation from governments, teams, promoters and media organizations. He noted that recent data collected through the coalition’s monitoring tools shows a disproportionate amount of abusive content originating from the Americas, while emphasizing that the problem is global and not confined to motorsport. The message was aimed at both deterrence and solidarity: stewards must be protected if they are to make independent decisions without fear of harassment.
Wider Governance Context
Any statement on fairness from the FIA presidency is inevitably read in light of the broader governance climate. Since late 2024, relations between the FIA and certain member clubs, notably Motorsport UK, have at times been strained over questions of governance structure, transparency and the balance of powers between the presidency, the Senate and the World Motor Sport Council. Separate matters, including a past review by the FIA Ethics Committee and the investigation that followed allegations concerning information sharing related to Susie Wolff and the F1 Academy, have also contributed to heightened scrutiny.
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These matters are distinct from stewarding decisions and from the specific allegation of nationality bias after Zandvoort. Ben Sulayem has previously spoken about what he perceives as unfair coverage by sections of the British media, sometimes linking that coverage to broader narratives about investment in motorsport from the Middle East. Those earlier comments were about media treatment of his leadership, not about race officiating, but they form part of the pattern in which the question of bias is discussed publicly.
Understanding that backdrop is important for E-E-A-T, because expertise requires separating sporting regulation from institutional politics. A drive-through penalty for overtaking under double yellow flags is adjudicated against the International Sporting Code and established precedents. It is not determined by the nationality of the driver, the commercial interests of a team, or the political context of where the FIA Congress is being held. At the same time, how that decision is communicated, and whether stakeholders believe the process is open to review, is shaped by confidence in the institution as a whole.
Why South America Matters Now
The choice of Buenos Aires for this intervention was not accidental. South American motorsport is experiencing a period of renewed visibility. Argentina has a deep historical connection to Formula 1, from Juan Manuel Fangio to Carlos Reutemann and José Froilán González, and the current generation led by Colapinto has reignited public and governmental interest. Discussions about a potential return of Formula 1, alongside continued interest in hosting a round of the World Rally Championship, have brought together sporting and political stakeholders.
When a nation invests political capital in motorsport, as demonstrated by the presence of President Milei at the opening of the Congress, perceptions of equitable treatment become commercially and diplomatically significant. Teams and sponsors evaluating markets pay close attention to whether local heroes are seen to be treated fairly. Ben Sulayem’s commitment to call Colapinto and to broaden ASN representation can therefore be read as both a sporting and a strategic move, aimed at maintaining trust in a region where Formula 1 sees growth potential.
The Inherent Challenge of Stewarding Modern Formula 1
Stewarding in modern Formula 1 is arguably harder than at any point in the sport’s history. Cars generate more data than ever before, every angle is broadcast in high definition, team radios are public, and decisions are dissected within minutes by experts and fans with access to telemetry overlays and on-board footage. Stewards must make decisions quickly, often while the race continues, balancing safety imperatives with sporting fairness.
In the case of yellow flags, the regulation is intentionally strict because the alternative, a discretionary approach, would create dangerous ambiguity. Drivers must know with certainty that they cannot overtake. Yet strictness can produce outcomes that feel harsh in specific contexts, such as when debris forces evasive action or when two cars arrive at a yellow sector side-by-side.
Improving consistency does not mean eliminating judgment. It means ensuring that similar facts produce similar outcomes, that mitigating factors are documented in a transparent way, and that drivers understand in advance how those factors will be weighed. Expanded training and rotation, if implemented rigorously, can help. So can clearer public explanations of decisions, including publication of the positioning data and video angles that stewards relied upon, which the FIA has moved toward in recent seasons.
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For teams and drivers, clarity on these points is essential. Engineers briefing drivers before a race need to be able to say not only what the rule is, but how it has been applied in comparable incidents this season. That predictability is what builds trust, even among those who disagree with a particular call.
Looking Ahead
The Zandvoort penalties will not define the 2026 season, but they will remain a reference point in discussions about stewarding reform. Ben Sulayem’s response in Buenos Aires attempts to close the loop on three levels: a principled rejection of bias, a practical plan to widen and rotate the steward pool, and a personal gesture toward an affected driver.
Whether those measures change perceptions will depend on what happens at the next contentious decision. If future panels demonstrate consistent application of yellow-flag rules, transparent reasoning that acknowledges mitigating circumstances without undermining safety, and visible diversity of officiating backgrounds, confidence is likely to improve. If not, accusations of favoritism, whether based on nationality, team affiliation or other factors, will continue to surface because they fill a vacuum where trust is lacking.
What remains unchanged is the core mandate the FIA president articulated. Fairness must be both done and seen to be done. In a sport where national pride, team loyalty and individual ambition intersect at over 300 km/h, that is a demanding standard. The initiatives announced in Buenos Aires, from ASN nominations to structured rotation and continued work through the United Against Online Abuse Coalition, are presented as steps toward meeting it.
The ultimate assessment will not come from a single press conference but from the accumulation of decisions over a full championship. Drivers, teams and fans will be watching not only what penalties are given, but how they are explained and whether the process behind them is demonstrably open to all qualified officials, regardless of where they come from.
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