We’ve seen plenty of demonstrations of Max Verstappen brilliance on his way to a fourth straight title this season. But has he become a yet-greater driver in ‘24? Yes. But not because of what he’s done in the car; that’s always been remarkable. Rather, in a challenging combination of circumstances where it would have been very easy for the whole team to have come undone, he has been the glue. 

He couldn’t have been that if his power was not underwritten by the enormity of his talent. It was on display this season just as always – the virtuosity of dancing through the Interlagos rain, the steely focus of keeping a closely a McLaren from getting within DRS reach for 30 laps in Qatar, the technical perfection of Suzuka, the defensive masterclass of Imola, etc. But the circumstances he found himself in this season brought out a leader.

At 27 years old he’s no longer only the dazzling hurricane of speed and ambition. No longer only someone so driven, drilled and practiced that he’s virtually unbeatable in an equal car. No longer only someone of which his friend and Formula 1 driver coach Atze Kerkhof says is as good as he is, “because of a brilliant natural talent and millions of hours of training. He’s only got better. The rough edges have gone and now he’s like a machine. You cannot beat him.”

No, Max Verstappen is more even than all that now.

A driver in their tenth F1 season doesn’t get faster. They can possibly access their best stuff more consistently. But he’s been doing that almost perfectly for seven seasons now, a remarkable achievement in itself. So where has he got better? Circumstances have demanded an extra dimension from him – and he’s delivered it. But in a way which has not buried him, which still allows him his easy delineation between racing and home, keeping his mind perfectly uncluttered to focus on performance.

He prepared like never before for the new season, as team boss Christian Horner revealed at Suzuka in April. “He changed trainer over the winter. He’s fit and lean. You can hear how much spare capacity he has in the car. He wants to know not just who’s behind him, but who is behind them as well and what times are they doing. He’s become very astute at managing the tyre. The way he managed to extend the tyre life here [at the Japanese Grand Prix] was so impressive.”

But that’s just a detail, a polishing-up. The leadership dimension came from the circumstances of Red Bull’s season. Specifically the strains arising from the controversy surrounding the Horner internal investigation in the early season. Then the car’s mid-season competitive decline.

The serenity in the cockpit at the start of 2024, as Verstappen continued from where he’d left off in his dominant ’23 campaign, was very much in contrast to how things were in the team as the Horner controversy about the employee complaint against him played out and Max’s father Jos got involved, opposing the team boss, campaigning for him to be ousted.

The way Max dealt with the powerplay, which also involved Helmut Marko, the man who had almost single-handedly brought him to F1, was illuminating. He did not align himself with Jos, stayed on good terms with him but went his own way. He did state his unambiguously firm support of Marko – “If he goes, then so do I” – so sending an implicit message to Horner not to overplay his hand. But then he helped bring calm equilibrium back, just continued with the competitive imperative and remained civilised with everyone, Horner included.

“What I know is that this team doesn’t give up,” said Verstappen after clinching the title in Las Vegas. “There are a lot of very confident people and I really enjoy working with them. I know there was a lot of pressure on them. When you come out of a season like last year where we broke every record and then start to struggle to understand what is going wrong, it’s important to remain calm as you try to fix it. Every person in the team has their own emotions which you have to deal with. It’s also people-management – because everyone acts in different ways to good results or bad results. But that’s something I enjoy as well. Because we all have our own character but we all have to work together to the same end goal and I’m proud of how we stuck together through those races where we were a bit lost.”

As Jos was saying that Horner remaining would tear the team apart, Max was ensuring that it wouldn’t. Probably this didn’t come as much of a surprise to his mother, Sophie Kumpen, the former top-class karter who provided much of his genetic make-up. “Max will always want to solve things first by talking,” she explained in a Dutch TV interview. “He is a sensitive person. He gets the fierce racing side from Jos. The gentle side from me. But make no mistake, eh. Under the helmet he is a tiger.”

Given Max’s childhood and the tempestuous marriage surrounding his early home life before his parents split, it’s not much of a stretch to imagine where that diplomatic impulse might come from. It’s something so at odds with his racing image, someone who is so uncompromising in his desire to win, he’s even prepared to cross the line. As he phrased it in one of his own documentaries, “Sometimes you even have to be a dick to win.”

The combination of that sociable, easy-going, even-tempered guy outside the car (the Sophie side) and the uncompromising competitive monster in it (the Jos side) is a big part of his strength. But specifically, it has been front and centre in how brilliantly well he kept everything so cohesive in the ’24 campaign when it had many ingredients which could have decimated it.

Further fallout from the early season controversy came as Adrian Newey announced his departure from the team, just prior to Miami in May. Max admitted it was a blow, but still he stayed focused. Because there was much to focus on – this was not going to be the breeze the early races had suggested it was going to be. There was a nagging trait in the car, one which had started to become apparent in last year’s towards the end of the season: as they applied more aero load to it, so it was becoming more imbalanced. The front end wasn’t keeping up and it was becoming ever-trickier to get the car into its sweet-spot window with set-up.

When McLaren made its breakthrough update in Miami, Red Bull’s limitation was exposed. It was no longer superior, merely competitive. Then, as McLaren further developed its aero elasticity to give it a great front end at low speeds without compromising its balance at higher speeds, it began pulling clear of Red Bull. The middle part of Verstappen’s season – Silverstone to Monza – was all about wrestling with the competitive consequences of that as Mercedes surged into form too.

“This title has been the best as we’ve not had the fastest car”

It was at this point that Verstappen began visiting the factory at every possible opportunity, maximising his simulator time, working with the engineers in trying to find a solution to the car’s limitations. “His workload has been phenomenal this year,” says an admiring Horner. But without surprise, for as he’s also said in the past, “The more pressure you put on, the better he delivers… his mental resilience is the strongest I’ve ever seen.”

Only at Hungary did the strain that the competitive struggle was putting on the relationship become apparent. There, he was having an untypically scrappy race trying to overcome the car’s limitations on a day when both McLaren and Mercedes were faster. His race engineer Gianpiero Lambiase (aka ‘GP’) is a tough but calm character, gives as good as he gets and in that sense is perfect for Max. There’d already been a terse exchange between them about Max giving a place back to Lando Norris after having passed off-track. When GP admonished him for not bringing in his new tyres sympathetically, it triggered the sullen kid who hates to be beaten and he responded with (the more-severe expletives removed), “No mate, don’t give me that bullshit now. You guys gave me this strategy, OK? I’m trying to rescue what’s left.” The strategy was perfectly good for the limitations of the car and was predicated on having newer tyres in the last stint, even though that involved getting undercut initially.

It was the low-point of his season – the breaking point after he’d carried the load for so long. It’s where the competitive fierceness conflicted with the leadership role, and it took a sit-down with Horner and Lambiase before the following race to realign that. They were in the car with him, they emphasised. He wasn’t alone, even if it feels like that in the cockpit sometimes. They felt his pain. He took it on board, as always completely straightforward in his communication. He likes to feel he can call the team out when it’s not delivering just as they can call him out when he’s wrong. This was one of the latter times. But there’s never any lingering resentment. “He’s emotional,” says Horner. “Partly that’s where the performance comes from. He’s incredibly strong-willed. He’s a thoroughbred and can be very sharp when emotions are running high. He doesn’t hold back.”

As that sit-down coincided with Monza, with the car at its absolute nadir, we were witnessing how close the whole thing was to falling down. Had the relationship not been repaired and the car’s shortfalls continued not to be understood, it’s easy to imagine a scenario where the partnership broke down irretrievably. But actually not only did they rally around Max and give him the reassurance he needed to get out of that negative place the Budapest weekend took him to, but Monza then shone a big light on the cause of the car’s woes. Which they could set about addressing. Together, they emerged from the crisis.

As they did that, we saw a classic bit of Verstappen hard-headedness in Austin and particularly Mexico against his title-challenger Norris. The niggle between them had started in Austria back in June, when they’d punctured each other’s tyres as Verstappen fended off Norris’s attacks in a way which stretched the sporting regulations. It was like that again in Austin and Mexico and in the latter event his move at Turn 7, with no attempt to make the corner so as to ensure Norris went behind once more, was outrageous. It brought to mind his quote about what you had to be sometimes. That’s where he draws his lines; it’s about prevailing and about how extreme he’s willing to be. No one is ever going to pass him around the outside, he says. Something that was drilled into him as a kid in karting by Jos.

If there is turbulence in the aftermath he’ll not acknowledge it. In fact he seemed mystified about why Norris was so upset afterwards in Austria, that delineation for him between on-track and off rarely so well illustrated. Criticism for the incidents by the media did seem to sting him, though. “He’s more sensitive than you think,” Horner says. “Inevitably he’s aware of the criticism and some of it, I think, is very unfounded. He’s a driver that drives aggressively; he’s an attacking driver. But so was Senna, so was Schumacher, so was Hamilton, and they all came under the same kind of spotlight at various times in their careers.”

It was the criticism he received after his incidents with Norris in Austin and Mexico which particularly bugged him. He perceived them as attacks from countrymen of Norris rather than as attacks against professional fouls. He knows he’s the best out there and if there’s some nudging over the specified lines of regulation on track involved in overcoming the competitive limitations of the car, then he probably feels justified. That, for some, puts him in the same bracket as Michael Schumacher as someone whose achievements have an asterisk against them. But he’s not racing for their approval.

He’s not even racing for achievements. As he says about more titles, “I’m already very proud to win four. Winning one or seven is the same thing. You’re just repeating. It’s nice to repeat but it means the same thing. The first one is what you are chasing, is the whole reason you are there. You’ve done it. After that, it’s just nice and doesn’t really mean as much. What’s been beautiful is that each of the four titles have had different emotions. This one has been the best as we’ve not had the fastest car. But the first one will always mean the most.”

That indifference to the statistics of achievement means he won’t be trapped into chasing numbers that only mean anything to outsiders. But there’ll be a conflict between his love of racing and his stated yearning not to be racing long before he reaches 40 (which is what Lewis Hamilton used to say too!). That conflict will surely play a crucial part in what he decides to do with the rest of his life. He’s never known any other life, of course, as the boy brought up in the circus.

As a driver he’s one of the all-time greats, a more formidable all-rounder even than Fernando Alonso, faster, more extreme. But similar. Alonso is the nearest driver in overall traits. But even the great Alonso bows down to the level Max has attained. The number of times Max has not maximised his car since joining Red Bull in 2016 can be counted on the fingers of one hand. Is he the outright fastest over a lap? Often he is, yes. But this is a misunderstood concept. A driver can only get to the ceiling of his ability if the car’s traits, the way it is balanced, allow him to. There are many reasons why it won’t be, especially in this era of thermally sensitive tyres.

But let’s assume every driver on the grid was magically given a fully competitive car, each perfectly balanced to match the outer edge of their specific style, in how each driver was wired up physiologically. Would Max be the fastest in qualifying? Possibly not. If it wasn’t him, you’d be looking for Charles Leclerc, possibly Lewis Hamilton at the height of his powers. But in the grind of a race and the even grittier grind of a season, would Verstappen in those circumstances prevail? Almost certainly he would, yes.

There’s no weakness. Schumacher had weaknesses, Senna too. Alain Prost was as rounded as Max but not as quick. Before then, we are heavily into the dangerous era – the years which killed Gilles Villeneuve or Jochen Rindt or Jim Clark and mortally wounded Stirling Moss, drivers who, like Senna, could conjure things that left their contemporaries shaking their heads in wonder. None of the current stars, Max included, quite have that. But Max can maximise every situation with unerring consistency like Fangio, like Clark, like Stewart. And if the peaks of his raw speed are not quite as miraculous as some of the past, he runs close to that almost all of the time, probably more than anyone before.

He’ll be missed when he’s gone, when the rewards no longer offset the energy-draining irritations.