When Cadillac F1 arrived in Melbourne for its Formula 1 debut, the weight of expectation was enormous. Years of political battles, regulatory rejections, and structural overhauls had preceded that moment — and when the MAC-26 finally rolled out of the garage, the pressure was palpable. Mario Andretti, 1978 Formula 1 World Champion and member of the team’s board of directors, admitted he felt the anxiety in equal measure.

« There had been a lot of anxiety, no question, » Andretti told the Drive to Wynn podcast. « But at the same time, there we were, and everyone just looking forward from that point, believe it or not, and feeling fortunate to have arrived. »

Two races later, speaking ahead of the Japanese Grand Prix at Suzuka, his tone has shifted from relief to cautious encouragement. The progress has been real — and measurable.

From Four Seconds to Two — In One Race

The headline metric from Andretti’s update is striking. In Melbourne, Cadillac’s qualifying deficit to the pace-setters was approximately four seconds. By Shanghai, that gap had been cut to roughly two seconds. That is a 50% reduction in qualifying pace deficit between rounds one and two — an extraordinary rate of improvement for any team, let alone one competing in its very first race weekend.

« We got through the first race and the second race was definitely a little bit better in China. Both cars finishing, and even now, in the qualifying, instead of being four seconds off the pace, they were two seconds off the pace — which is a lot, but it’s an improvement. »

— Mario Andretti, Drive to Wynn podcast

Andretti was clear that two seconds is still an enormous gap. In Formula 1, a two-second deficit to the frontrunners places a car firmly at the back of the qualifying order. But what matters at this stage of Cadillac’s existence is the trajectory — not the absolute position. And the direction of travel is unmistakably positive.

Bottas and Perez: « A Little Bit Rusty »

One of the more candid admissions from Andretti’s assessment was his characterisation of the two drivers. Both Valtteri Bottas and Sergio Perez are experienced grand prix winners — Bottas with ten victories, Perez with six. But both have been away from the cockpit for an extended period, and Andretti says that absence is still making itself felt in their early performances.

« To be honest with you, I think they’re both just a little bit rusty. They’ve both been out of the cockpit for at least one season. With the new package and everything else, they’re being very careful — just to participate, and not set anything back by maybe going out there and creating more work than needed. »

— Mario Andretti, Drive to Wynn podcast

The approach Andretti describes is a measured one — a deliberate choice not to push beyond what the car and the drivers are ready for, in order to build a stable foundation. The collision between Perez and Bottas on the opening lap in China, while unfortunate, did not undermine that philosophy; Perez immediately took responsibility, both drivers handled it with maturity, and the team still secured its first double finish in F1.

The Technical Challenges — Shared Across the Grid

Beyond the drivers, Andretti also gave an honest assessment of where the MAC-26 is struggling technically. The primary complaint from both Bottas and Perez has been a lack of downforce — particularly at the rear — which affects car stability and the drivers’ confidence in the corners.

« The initial comments from the drivers, clearly, I think we’re lacking some downforce, especially rear-end stability. That’s what I keep hearing from both of them. But that’s not only the problem that we have — we’re not the only ones who have that issue. »

— Mario Andretti, Drive to Wynn podcast

Andretti’s observation is well-placed. In 2026, with virtually every team still trying to understand and optimise an entirely new set of regulations, downforce deficits and rear-stability issues are widespread across the midfield and lower grid. Even Red Bull — a team with decades of aerodynamic expertise — has described its RB22 as difficult to drive. The challenges are systemic, not unique to Cadillac.

The Goal: Top 10 by Season’s End

Despite the early difficulties and the scale of the challenge ahead, Andretti has set a bold long-term target for Cadillac’s debut season. He wants the team consistently challenging for points — the top ten — before the final chequered flag falls in 2026.

« Toward the end of the season, you’d like to try to think that maybe you can start competing with the top 10 consistently, maybe even better. So you’ve got to think big. But honestly, I’ve always done that, even to the point of being ridiculed. But that’s the only way that you’re ultimately going to accomplish what is important — to be able to be a factor and start winning races. »

— Mario Andretti, Drive to Wynn podcast

For now, Suzuka awaits. A technically demanding circuit that will test every aspect of the MAC-26 — braking precision, aerodynamic balance, tyre management. Two seconds off the pace remains a long way from the points zone. But for a team that fought for years simply to be on the grid, the direction of travel matters more than the destination. And Mario Andretti, for one, is already dreaming of what comes next.