The story so far

The 2025 Formula 1 season has been dominated by the incredible form of the McLaren pair, Oscar Piastri and Lando Norris. After 14 grands prix, Piastri sits on 284 championship points with six victories, while Norris trails by only nine points with five wins and the year’s sole sprint‑race victory. Their private duel, fought in identical McLarens, has eclipsed the traditional Verstappen‑led narrative and left the rest of the field fighting over the scraps.

But look beyond the headline battle and there is a fascinating scrap taking shape. The World Constructors’ Championship is effectively settled — McLaren leads by almost 300 points — yet further down the table, the midfield battle is closer than it has been for years. With prize money differences measured in millions of dollars and the prestige of finishing “best of the rest” on the line, teams like Williams, Aston Martin, Sauber, Racing Bulls and Haas are engaged in their own championship. Understanding this fight means understanding the F1 points system, the current standings and how each team has fared so far.

How F1 points are awarded

A Formula 1 race weekend currently awards points in several ways:

The top ten finishers on Sunday receive points on a 25‑18‑15‑12‑10‑8‑6‑4‑2‑1 scale, with 25 for a win and 1 point for tenth place.
Sprint races — run at selected rounds — award points to the top eight (8‑7‑6‑5‑4‑3‑2‑1). Our explainer on sprint race points covers the format in detail..
In a shortened race, reduced points can be applied if less than 75 % of the scheduled distance is completed — explained in our standings-shortened-races article.
At the end of the season, if drivers or constructors finish level on points, tie‑breakers use the number of race wins, then second places, and so on. Tie‑breaker rules are vital in midfield battles because the difference between one podium or fastest lap can decide a constructor’s placing.

Understanding these rules is essential when following live standings, especially as our app updates points in real time as races unfold.

Current standings at the summer break

Drivers’ championship

After 14 of 24 scheduled rounds, the drivers’ standings look like this (top ten):

Position	Driver	Team	Points	Wins
1	Oscar Piastri (AUS)	McLaren	284	6
2	Lando Norris (GBR)	McLaren	275	5 plus 1 sprint victory
3	Max Verstappen (NED)	Red Bull	187	2
4	George Russell (GBR)	Mercedes	172	1 (Canada)
5	Charles Leclerc (MON)	Ferrari	151	0
6	Lewis Hamilton (GBR)	Ferrari	109	0
7	Kimi Antonelli (ITA)	Mercedes	64	0
8	Alexander Albon (THA)	Williams	54	0
9	Nico Hülkenberg (GER)	Sauber	37	0 (but a podium at Silverstone)
10	Esteban Ocon (FRA)	Haas	27	0

Piastri and Norris may be fighting for the title, but the presence of Albon, Hülkenberg and Ocon in the top ten underlines the quality of the midfield. Albon’s tally owes much to his consistency; he has finished in the top six four times. Hülkenberg’s points largely come from a remarkable third place at the British Grand Prix, the first podium for Sauber since Audi’s takeover began. Ocon’s haul includes a strong fifth place at the Chinese Grand Prix.

Constructors’ championship

McLaren’s 559 points make them overwhelming favourites for the constructors’ crown, but behind them the picture is very different:

Position	Constructor	Points	Commentary
1	McLaren–Mercedes	559	Eleven wins from 14 races and five 1‑2 finishes show total dominance. The car’s high mid‑corner speed and tyre management mean rivals rarely threaten over a full stint.
2	Ferrari	260	Improved over 2024 but still without a win. Charles Leclerc’s podiums keep them clear of Mercedes, but inconsistency and Lewis Hamilton’s adaptation to the SF‑25 have hampered progress.
3	Mercedes	236	The W16 is quick on its day – George Russell won in Canada – but a flawed rear‑suspension upgrade introduced in Imola left the car unstable. Mercedes reverted to an older spec in Hungary and looked more competitive.
4	Red Bull Racing–Honda RBPT	194	Only two wins (Suzuka and Imola) reflect how far the once‑dominant team has fallen. Max Verstappen’s skill masks balance issues and understeer.
5	Williams–Mercedes	70	Leading the midfield thanks to Alex Albon’s consistency. No further upgrades planned as the team focuses on 2026. Carlos Sainz has only 16 points, so improving his form is key to retaining fifth place.
6	Aston Martin Aramco–Mercedes	52	Season has oscillated wildly. The AMR25 struggled badly at Spa (slowest of all), yet was quickest of the midfield just one week later in Hungary after reverting to an older floor.
7	Kick Sauber–Ferrari	51	A remarkable turnaround. Pre‑season testing suggested disaster, but a new floor introduced in Spain transformed the C45. Sauber has scored points in each of the last six races and even claimed a podium at Silverstone.
8	Racing Bulls–Honda RBPT	45	Arguably the most benign car in the midfield. Often quickest over a lap, but strategic errors and an enforced early driver swap (Jack Doohan replaced by Franco Colapinto) have cost points. Lawson’s sixth place in Austria showed the car’s potential.
9	Haas–Ferrari	35	Started the season with severe aerodynamic oscillations, but a hastily‑produced floor upgrade for Suzuka turned the VF‑25 into a solid midfield machine. Points have been patchy despite strong runs (Ocon fifth, Bearman eighth in China).
10	Alpine–Renault	20	Deep in the doldrums. Reliability problems, disqualifications and an uncompetitive power unit have limited progress. Without major upgrades they risk being overhauled by any newcomer.

The top four teams are clearly separated, so the midfield battle runs from fifth to ninth. Williams lead the pack by just 19 points from Aston Martin, Sauber and Racing Bulls, with Haas a further ten behind. Alpine is adrift, but the remaining nine races could still produce surprises.

Why the midfield battle matters

Prize money in Formula 1 is distributed according to championship finishing position. A single place in the constructors’ standings can mean roughly US$10 million difference in revenue. These funds flow directly into car development and staffing for the following year. For independent teams without a manufacturer’s budget, finishing higher in 2025 could significantly influence competitiveness in 2026 when radically different chassis regulations arrive.

The battle also shapes how teams allocate resources between the current campaign and future cars. Williams, for example, has deliberately switched most of its wind‑tunnel time to the 2026 project, accepting that it may drop from fifth to sixth. Sauber (soon to become Audi’s works team) has continued to bring small updates to learn as much as possible before the reset. Racing Bulls and Haas are still pushing to maximise 2025 results because they need the prize money to fund 2026 development. Each team’s strategy, therefore, affects how aggressively it fights on track.

Team‑by‑team mid‑season analysis

Williams: front‑runners of the midfield

Few would have predicted at the end of 2024 that Williams would head the midfield at the 2025 summer break. The FW47 is notably more competitive than its predecessor, thanks largely to an aggressive aerodynamic concept that delivers strong performance on tracks with high‑speed corners. Alex Albon has exploited this to record four top‑six finishes, including fifth places in Bahrain and Monaco. He sits eighth in the drivers’ championship with 54 points.

Williams’ Achilles heel is its inconsistency. On circuits requiring maximum downforce or long, combined corners — think Hungary’s twisty layout — the car struggles. Carlos Sainz, recruited from Ferrari, has found adapting to Williams’ braking and corner‑entry characteristics difficult; he has scored just 16 points and trails Albon by nearly 40. Team boss James Vowles admitted during the break that there will be no further upgrades in 2025 as the wind‑tunnel and simulation programmes are focused on the 2026 car. Vowles has publicly said that if this results in sixth or seventh place in the championship, “so be it”.

With Racing Bulls just 25 points behind and both Sauber and Aston Martin within 19 points, Williams cannot afford mistakes. Their priority must be to maximise Sainz’s scoring to support Albon, avoid strategic missteps (for example, the late pit‑stop blunder in Spain that dropped them from a likely double points finish) and continue to extract the most from their strong qualifying pace.

Aston Martin: a rollercoaster season

The green team’s season has been a story of extremes. The AMR25 car suffered severe aerodynamic inefficiencies at the start of the year, making it draggy and unpredictable. Upgrades introduced at Imola improved the underfloor, but Spa exposed the car’s weaknesses so badly that Fernando Alonso and Lance Stroll were slower than even the Haas. Seven days later in Hungary, however, Aston Martin reverted to an older floor specification and suddenly led the midfield, with both cars in the points and Alonso finishing sixth.

Aston Martin sits on 52 points. The team believes that, armed with a clearer understanding of which configurations suit which tracks, it can be a threat at venues featuring medium‑speed corners — places like Zandvoort and Singapore. The challenge is replicating Hungary’s form consistently. Alonso has scored the bulk of the points (26), while Stroll’s tally (also 26) has been bolstered by improved performances in Monaco and Hungary. Finishing fifth is still within reach, especially if Williams’ development pause causes them to stall.

Kick Sauber: the breakout star

Sauber began the year as the paddock laughing‑stock. During pre‑season testing, Nico Hülkenberg described the car as being in “major trouble”; it was slow, overweight and unpredictable. Technical director James Key has since explained that the team was running a compromised package at the tests and that the real 2025 car only debuted in Melbourne. Even then, the C45 struggled in qualifying and scored only one points finish in the first eight races.

The turning point came at the Spanish Grand Prix, where a substantial floor upgrade — along with new front‑wing and bodywork — transformed the car. Suddenly Sauber could rely on stable aerodynamics at both low and high fuel loads. The team has scored points in six consecutive races since, highlighted by Hülkenberg’s sensational third place at Silverstone. Gabriel Bortoleto, the Brazilian rookie, has also contributed with top‑ten finishes in Austria, Belgium and Hungary. Sauber now have 51 points and lie seventh, just one point behind Aston Martin.

The improvement has earned Sauber a B+ grade in mid‑season evaluations. The car remains tricky on low fuel and qualifying laps, but it is strong in races when heavier, making strategic execution crucial. With Audi’s full works entry due in 2026, the team continues to bring small updates to gather data for the future. A late‑season push could see them challenge for fifth.

Racing Bulls: speed without consistency

The team formerly known as AlphaTauri has built a relatively benign and consistent car. Drivers Liam Lawson and Isack Hadjar (Liam replaced Yuki Tsunoda after the second round) often praise the RB01 for being easy to set up and operate. Its single‑lap pace is sometimes the best in the midfield — Lawson qualified sixth in Austria and converted that into sixth on race day — yet the squad sits eighth with 45 points.

Two factors have held them back. First, the car lacks a little downforce relative to Williams and Aston Martin, meaning it suffers on long, loaded corners. Second, the team has failed to convert opportunities. Strategy blunders in Australia and China cost valuable points, while the driver change early on disrupted momentum. Upgrades introduced at Spa included a new diffuser geometry, and more are expected after the break. If Racing Bulls tidy up their execution, they could leapfrog Sauber and Aston Martin; if not, they might be overhauled by Haas.

Haas: punching above their weight

Haas remains F1’s smallest team, with the tightest budget and fewest personnel. Early in the year, the VF‑25 exhibited violent aerodynamic oscillations at high speed — so severe that team principal Ayao Komatsu said it made him feel sick to watch the onboard cameras. A hastily‑produced floor upgrade for the third round in Suzuka mitigated the worst of those issues, and the car has since evolved into a competitive midfield weapon.

The highlight came in Shanghai, where Esteban Ocon finished fifth and rookie Oliver Bearman eighth. The VF‑25’s strong mechanical grip makes it quick in slow corners and good on its tyres. However, inconsistent race‑weekend execution has meant missed opportunities: poor strategy calls in Bahrain and Bahrain (mistimed pit stops) and a collision between the team‑mates in Monaco cost points. A recent upgrade at Silverstone improved rear‑end stability, and Bearman likened the car’s feel to a Ferrari. With 35 points, Haas trail Racing Bulls by ten but believe they can close that gap on circuits where braking stability and traction are paramount.

Alpine: a season to forget

Alpine has endured a torrid campaign. The A525 is underpowered and lacks downforce; reliability problems and a disqualification in Bahrain (due to floor plank wear) further hindered progress. Drivers Pierre Gasly and Franco Colapinto (a mid‑season replacement for Jack Doohan) have scored only sporadic points, and the team’s tally of 20 leaves them last. Unlike the other midfield squads, Alpine appears to have already shifted focus completely to 2026, which may mean they languish at the bottom for the remainder of 2025.

Key races shaping the midfield fight

Several races have had outsized influence on the current standings:

Chinese Grand Prix – Haas scored 14 points thanks to Ocon’s fifth and Bearman’s eighth. Had Racing Bulls avoided strategic errors, they might have finished ahead of Haas; instead, Haas vaulted up the standings early in the season.
Spanish Grand Prix – Sauber’s new floor debuted, making the car competitive. From this round onward, they scored at every race and began closing on Williams.
Austrian Grand Prix – Liam Lawson put Racing Bulls sixth on the grid and finished sixth, demonstrating the car’s latent pace.
British Grand Prix – Rain and clever tyre calls allowed Nico Hülkenberg to snatch third for Sauber, scoring 15 points and elevating the team into the midfield fight.
Hungarian Grand Prix – Aston Martin unexpectedly topped the midfield after reverting to an older floor; both cars scored points. Williams, by contrast, struggled, bringing Aston within striking distance of fifth.

These moments illustrate how quickly fortunes can swing in the midfield. A single result can shift a team up or down multiple places, especially when the points gap between fifth and ninth is so narrow.

Drivers to watch in the second half of 2025

Alexander Albon (Williams) – The Thai‑British driver has been near‑faultless, often mixing with Ferraris and Mercedes. If he maintains this form, Williams could hang on to fifth. The key will be whether the team can provide a car that suits high‑downforce circuits.
Carlos Sainz (Williams) – Sainz has yet to feel at home in the FW47. Williams need him scoring solid top‑ten finishes to fend off the pack. Unlocking his pace could be the difference between fifth and seventh.
Fernando Alonso (Aston Martin) – The veteran shows flashes of brilliance. If Aston can provide a consistently competitive car, Alonso’s racecraft could yield big points on tracks like Zandvoort and Singapore.
Nico Hülkenberg (Sauber) – Fresh from his first podium since 2013, the German will be hungry for more. Sauber’s improvements suit his smooth style, and he could become a regular top‑six contender.
Liam Lawson (Racing Bulls) – Having replaced Yuki Tsunoda, Lawson has quickly adapted. If Racing Bulls clean up their strategy, he could deliver big results.
Esteban Ocon & Oliver Bearman (Haas) – The pairing has gelled well; Ocon’s experience and Bearman’s raw speed have produced strong race results. Haas’ ability to capitalise on their upgrades will determine their climb.

Outlook and predictions

Nine rounds remain: Netherlands, Italy, Azerbaijan, Singapore, United States, Mexico, Brazil, Las Vegas, Qatar and Abu Dhabi. Track characteristics will play a huge role in deciding the midfield champion:

Zandvoort (Netherlands) and Singapore are high‑downforce circuits with many medium‑speed corners. Expect Aston Martin and Sauber to thrive, while Williams may struggle.
Monza (Italy) and Azerbaijan demand low drag and strong power units. Williams’ slippery FW47 could suit these venues; Racing Bulls might also perform well.
COTA (United States) and Mexico feature a mix of fast turns and long straights, rewarding cars with good efficiency. This could be a toss‑up between Williams and Racing Bulls.
Brazil and Las Vegas are unpredictable due to weather and street‑circuit characteristics. Drivers like Hülkenberg and Alonso who excel in mixed conditions may capitalise.
Qatar and Abu Dhabi close out the season. Both circuits combine long straights with technical sections; managing tyres and temperatures will be critical. Teams that can adapt setups quickly — a Sauber speciality — might gain an edge.

Given the current points spread, Williams remain favourites to finish fifth, but their lack of upgrades and dependence on Albon make them vulnerable. Aston Martin are dark horses: if they replicate Hungary’s form, they could overtake Williams. Sauber has the most momentum; another podium or a string of double points finishes could propel them past both Aston and Williams. Racing Bulls must stop leaving points on the table — improved strategy could see them leapfrog Sauber and Aston. Haas are outsiders but capable of springing a surprise if conditions play to their strengths. Alpine will likely remain tenth unless a dramatic turnaround occurs.

For fans using our F1 watch companion app, the midfield fight offers constant drama. With live championship points updated corner‑by‑corner, you can watch the ebb and flow as a team gains or loses a place in the standings. Use the app to track who’s ahead in real time, follow fastest‑lap battles and see how strategic decisions (like pitting under safety car) immediately affect the points table.

Frequently asked questions

What is the Formula 1 points system?

Formula 1 awards points to the top ten finishers on Sunday using a 25‑18‑15‑12‑10‑8‑6‑4‑2‑1 scale. Sprint races award 8‑7‑6‑5‑4‑3‑2‑1 points to the top eight. An extra point goes to the driver with the fastest lap, provided they finish in the top ten. Constructors receive the sum of their drivers’ points. Our guide to the constructors-points-system explains how prize money is distributed.

How many points do you get for a sprint race?

The top eight in a sprint receive 8, 7, 6, 5, 4, 3, 2 and 1 points respectively. There is no bonus for fastest lap in a sprint. Learn more in our sprint-race-points explainer.

How are tie‑breakers decided in F1 championships?

If drivers or teams end a season level on points, the number of race wins is used as the first tie‑breaker. If that is also equal, the number of second places is compared, then third places, and so on until the tie is resolved. These rules can determine championship positions in tight midfield battles.

How do points work in shortened races?

When a race is suspended and cannot be resumed, or if less than 75 % of the scheduled distance is completed, reduced points are awarded. For example, if between 50 % and 75 % of the distance is covered, the winner receives 19 points rather than 25. Details are available in our article on standings-shortened-races.

Which team is likely to win the midfield battle?

As of the summer break, Williams lead the midfield but face pressure from Aston Martin, Sauber and Racing Bulls. Track characteristics and reliability will dictate who emerges on top. Sauber’s momentum and Williams’ development pause make Sauber a strong candidate to finish fifth, but Aston Martin’s Hungary form and Racing Bulls’ potential mean the fight will likely go down to the final rounds.

Stay tuned to our blog for race reports, strategy deep dives and technical analysis throughout the remainder of the 2025 season. And if you want to see championship standings update live as each lap unfolds, download our watch companion app.