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Six sub-grades, each weighted differently: Pace (35%), Racecraft (20%), Qualifying (20%), Tire Management (10%), Discipline (10%), and Consistency (5%). Each is Z-score normalized against the full field, so grades follow a curve — most drivers land 60–75, standouts reach 80+, and 90+ is genuinely elite.
Fuel-corrected lap times compared against the whole field, then blended with teammate comparison to separate driver skill from car quality. You can be in the fastest car and still grade low on Pace if your teammate is keeping up everywhere.
Three things: positions gained or lost from the starting grid, how consistently a driver converts grid slots into the expected championship points, and whether they outperformed their teammate on race day. Qualifying P10 and finishing P4 repeatedly grades much higher than qualifying P3 and finishing P6.
The TWR measures how well a driver preserves tyre pace over a stint — factoring in pace retention, stint length, and lap-time consistency. It's teammate-adjusted to strip out what the car itself is doing.
Constructor grades measure the five things a team controls, independent of who's driving: Car Pace (30%), Strategy (25%), Reliability (25%), Development (10%), and Pit Stops (10%). Mechanical DNFs count against Reliability but are excluded from Strategy — a brake failure doesn't tank the strategy grade.
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.
Everything is teammate-adjusted. A driver who consistently outqualifies a strong teammate earns more qualifying credit than one who barely edges a weaker car. The gap to your teammate is as much a part of the grade as the gap to the field.
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.
