P2P Grades

Fuel-corrected lap times, blended 55% where the driver ranks across the whole field and 45% the gap to their teammate. The field share mostly reflects the car; the teammate share is what separates driver from car. You can be in the fastest car and still grade low on Pace if your teammate is keeping up everywhere.

Three things, measured lap by lap: passes made on track, defending a position while a car is close behind, and the opening lap. Pit-stop gains do not count, and each race is scored against that race's own field with extreme single-race scores clipped, then blended 65/35 with the gap to the teammate in the same race, so beating a teammate in the same car counts for more than the car alone would suggest. The teammate share shrinks when the gap is very large, because that says more about the teammate than about the driver. Starting P10 and finishing P4 through real passes grades much higher than starting P3 and finishing P6 without a fight, and a pole-to-win drive earns credit for the pressure it held off, not for the result alone.

Tyre Management rewards stints that run long and stay quick. Each stint is scored on how much longer it ran than the field's median stint on that compound, minus the pace it lost from the start of the stint to the end, compared with the field. That score is blended 55/45 with the gap to the teammate, the same split Pace uses. Because part of it is measured against the field, it also reflects a team's strategy and how kind its car is to tyres, not only the driver. Only a small share of the race-to-race variation is consistent, so each season's average is pulled toward a neutral 70 by how much evidence there is. Most drivers sit near 70, and each grade carries a range of roughly 8 to 9 points. This grade is provisional while we see how it holds up.

Pace, Qualifying, Racecraft and Tyre all use the teammate in the other car as a reference, but only partly: Pace is 45% teammate gap and Qualifying leans on the teammate more further back on the grid. A driver who consistently outqualifies a strong teammate earns more qualifying credit than one who barely edges a weaker car.

Yes, but only so far. About 70% of the variation in overall grades follows the car's pace, because part of Pace, Qualifying and Racecraft is how a driver ranks against the field. A driver who clearly beats their car is credited for it: Alonso's 2023 grade of 81 in the fourth-fastest car, and Verstappen's 90 in 2025 in the fourth-fastest car, sit well above what those cars predict. Drivers in the slowest cars have typically graded between 55 and 70. Read a grade next to the team's Car Pace grade, and treat the gap to the teammate as the cleanest read on the driver alone.

How reliably you know what you'll get from a driver on a Sunday: the race-to-race swing in their performance level, not how good that level is. A steady midfielder and a steady front-runner both score well; a driver who is brilliant one week and anonymous the next scores low. Mechanical DNFs are dropped, but a driver-error crash stays in, since a shunt is the ultimate inconsistency. It's capped by the driver's own level, so 'reliably slow' can't outrank 'reliably fast', and it needs at least five races before it produces a real number. It is also the least certain grade after Tyre Management: the race-to-race spread is partly the car suiting some tracks and not others, so we keep its weight at 5%.

On-track conduct sanctions, weighted by how serious the offence was: causing a collision or dangerous driving costs far more than a track-limits penalty. Stewards' investigations that ended in no further action count as a light nudge: a driver investigated for contact repeatedly and cleared every time isn't quite spotless. And a driver who raced wheel-to-wheel all year without incident grades above one who stayed clean simply by never being in a fight. Technical infringements (a plank-wear disqualification, a fuel-flow breach) and unsafe releases from the pit box are the team's, not the driver's, and are excluded.

No. Mechanical failures are excluded from every sub-grade. If the car failed, that session is skipped entirely for scoring purposes: the grades only reflect what the driver could actually control. A crash is treated differently. If a driver ends their own race in an incident, that round is scored as a fixed drop below their own usual level: 20 points on the overall grade for a crash that was their fault, 12 where no fault was established, with Racecraft dropping further. It stays in the Consistency calculation and carries a direct penalty to the season number. If the crash came in the second half of the race, Pace, Tyre and Qualifying keep their real readings from the laps driven; in the first half they are left out, since a handful of laps is not a real reading. A driver graded in fewer than 75% of the rounds they entered (for example after many early mechanical retirements) is shown below the ranked field as NR, with their grades and the reason, and still counts in tier tables and best-of lists.

After every race weekend, once all session data is fully ingested: typically within 24 hours of the race. The 'Last updated' stamp in the header shows exactly when grades last changed.