McLaren's Lando Norris converted pole position into a race win at a wet-dry-wet Sao Paulo Grand Prix on Sunday.

Max Verstappen came through the field to take second after starting at the back of the grid because of an engine penalty, while his Red Bull team-mate Isack Hadjar was on the podium in third.

Mercedes sealed the constructors' championship for the first time since 2021 at Interlagos following a fourth-place finish for George Russell and fifth for new world champion Kimi Antonelli.

Here BBC F1 correspondent Andrew Benson answers your latest questions.

Lewis Hamilton has just completed his 400th F1 grand prix, with more than 100 of these races having him on pole position. There are drivers with a better pole percentage than this, so just how good is he and for how much longer can he stay at the top? - Clive

Lewis Hamilton is unquestionably one of the greatest Formula 1 drivers in history.

He's statistically the most successful - with the most race wins and pole positions.

He's tied with Michael Schumacher for the most championships with seven, and many would - and do - argue he should have eight, given the controversy of the mishandled final race of the 2021 season.

Greatness as an F1 driver is about more than raw statistics, but even so Hamilton has consistently proved to be at the very highest level, with a series of outstanding drives in races that will go down in history as some of the greatest ever.

Examples of those would be the 2008 British Grand Prix and the 2021 Brazilian Grand Prix, along with many others.

All of this should go without saying.

He's also won races in nearly all his seasons - the only exceptions being 2022, 2023 and 2025.

There is no question that, within the context of his remarkable career, Hamilton struggled relatively in the era of 'ground-effect' cars from 2022-25.

He was beaten by Mercedes team-mate George Russell in two of their three seasons together, and looked a shadow of his usual self against Charles Leclerc in 2025.

Those performances led some to question why a driver formerly famed and lauded for his adaptability did not seem as able to adapt to the driving style required of those cars.

And that, in turn, led to questions as to whether the fact he apparently could not was related to his age - he is now 41.

But with this year's cars, Hamilton is back in much more familiar territory, is performing extremely well again and is neck-and-neck with Leclerc.

Those questions about the four years from 2022-25 will remain just that, but there is no doubt Hamilton is sensitive to them. He has referenced them a number of times this year, including last weekend in Brazil, when the topic of his 400th race came up.

"I never ever thought that I would be reaching numbers like that," he said. "It's crazy because I still feel young, and regardless of the things that people say, you saw my pole last week, I still have the pace, I still have the speed and I still have the dedication, which is most important and the focus. For me, that number is kind of irrelevant."

Longevity in sport depends on many factors, and each athlete is different.

On the face of it, however, there is no obvious reason why, on an age front, Hamilton cannot continue for a good few more years - Fernando Alonso is 45 and is still performing at an extremely high level, as he proved yet again in Brazil at the weekend.

Hamilton has said he wants to race at least until F1 returns to Africa, which will not be until 2030 at the earliest, when he, too, will be 45.

For that, he will need at least one new contract, as his current one with Ferrari is believed to end next year.

We heard, and saw, a lot of 'yo-yo racing' in the first half of the season. This seems to have reduced. What has changed? - Ali

'Yo-yo racing' was a term coined at the start of this year for a new character of on-track battle in which cars swapped positions multiple times over a series of laps.

This was caused by the new power-units introduced this year, which have a near 50-50 split between internal combustion and electrical power and are fundamentally energy starved.

The operations of these engines included 'overtake' and 'boost' modes.

'Boost' is a facility for a driver to demand extra electrical energy whenever he wants, as long as the battery has charge.

'Overtake' mode gives a driver following within one second of a car in front an extra 0.5MJ of energy recovery and deployment capability per lap.

At the start of the season, this - combined with the teams' and drivers' relative unfamiliarity with the new technology - led to a number of examples of yo-yo racing in the early grands prix.

This is where one driver has more electrical energy available, uses it to overtake, whereupon the driver behind now has more and overtakes back, and so on.

This has been less prevalent recently and there are two reasons for that.

Primarily, the tracks in recent weeks have been less 'energy-starved'. And the more energy-starved a car is at a track, the more likelihood there is for yo-yo racing.

The overtaking comes from the variation in energy levels, and being at tracks where drivers can't use all the energy they want all the time.

On top of that, drivers and teams have now been using the engines for a season and are much more on top of how to use them, and therefore how not to leave themselves vulnerable.

At the same time, rule changes have been introduced since the start of the season to reduce the impact of energy starvation, such as imposing energy limits on tracks where it is a major issue. This flattens out the peaks and troughs in energy availability.

And into next year and beyond further steps are being taken to make the engines more "normal" in operation - by changing the energy split to 60-40 in two steps by 2028.

This is almost certainly going to lead to the frequency of overtaking reducing, while the drivers become happier with how the cars feel to drive.

Whether the audience perceives that as better or worse racing remains to be seen.

What is the reason a driver like Esteban Ocon would want to stay in F1 as a reserve driver rather than commit to race elsewhere in a different series? All F1 drivers are very, very good, and presumably would be in demand, so why not compete elsewhere, win some races, be a hero? - Stephen

When it became clear that Ocon was not going to be retained by Haas next year, and that his options for a race seat seemed to have evaporated, the Frenchman was insistent that his F1 career was not over.

Staying involved in the sport as a reserve driver - if he can find a spot - is the best way to keep current in the sport.

It means a driver is available should either of the race drivers at whatever team he can land with be incapacitated.

It keeps him familiar with current F1 machinery through simulator sessions, and perhaps driving recent cars.

And it simply keeps his face around and in people's minds.

Go and race elsewhere, whether it's Indycar, Formula E or endurance racing, for example, and it's much easer to be forgotten, or for people to assume your time has come and gone.

Why hasn't Liam Lawson been confirmed for 2027 despite his brilliant driving this year? - Pete

The decision as to which two of the three drivers in contention to drive for Racing Bulls next year is in the hands of the Red Bull shareholders Chalerm Yoovidhya and Mark Mateschitz, and Red Bull's ultimate F1 boss Oliver Mintzlaff.

Lawson is in contention along with his current team-mate Arvid Lindblad and F2 front-runner Nikola Tsolov.

The old Red Bull way - under Helmut Marko and Christian Horner - would have been to jettison Lawson now on the basis he has had his chance in the lead team and is unlikely to be considered for another, and put in Tsolov as the next cab off the rank, so to speak.

The counter-argument is that leaves two unproven talents going against each other next year, which would leave Red Bull not knowing what they are looking at.

Better, this argument goes, to keep Lawson and Lindblad together next year for a fuller reading on Lindblad, with Lawson as a known-quantity benchmark, then drop whoever performs least well at the end of 2027 in favour of Tsolov.

In not so many words, Racing Bulls team boss Alan Permane made this second argument in Brazil at the weekend.

"Red Bull's had a very successful young driver programme," he said, "and I don't want to be critical of it, but I think if you guys are critical of it, maybe sometimes the drivers haven't been able to have enough time to settle, or maybe some snap decisions have been made.

"We're trying to apply a little bit of science, and that takes some time.

"So we are looking at everything and studying, analysing, and time is on our side. We're not in a rush to do anything, and I'm very confident the right decision will be made.

"I realise it's frustrating for our drivers. I realise it's frustrating for everyone else, but we want to get it right, and we will get it right."

Interlagos consistently produces thrilling races. Should F1 be doing more to preserve racing at 'classic' circuits? - Nathan

F1 faces a difficult balancing act with the calendar.

It wants a truly global world championship. It wants exciting racing that engages audiences. It wants a good mix of circuit types for variation and interest. And it wants to make money.

When it comes to 'classic' race tracks, that's not always an easy equation to solve.

The main reason is that the classic tracks are often in countries that are not able or willing to pay the big-money fees.

The same model and restrictions do not apply in autocracies that want to use races for national self-promotion, hence they can and do tend to pay bigger fees.

But F1 is well aware of the importance of classic circuits, and it wants to ensure it keeps the best of them.

As a consequence, F1 does make compromises that ensure the likes of Monaco, Silverstone, Spa and Suzuka stay on the calendar, even if not every year any more in the case of Spa.

At the same time, the sport makes a considerable effort to make new tracks as interesting as possible. Some are more successful than others, but that's always going to be the case.

Take Las Vegas, for example. It is far from the greatest track in terms of driving challenge, and was hardly likely to be given it is made up of streets in an American city, but it makes up for that with spectacle and kudos.

As for forthcoming permanent circuits, former F1 driver Alex Wurz - the designer of the new tracks in Qiddiyah, Saudi Arabia, and Rwanda, which are both due to come on to the calendar in the next few years - has done his level best to ensure they are fulfilling and challenging for drivers and promote good racing.