McLaren’s Lando Norris won the Hungarian Grand Prix from pole position, his first victory since becoming world champion.

Red Bull’s Max Verstappen was second and Mercedes’ championship leader Kimi Antonelli completed the podium in third.

Ferrari’s Lewis Hamilton was given a five-second penalty for speeding in the pit lane and finished fifth behind his team-mate Charles Leclerc.

F1 will now go on a summer break and return for the Dutch Grand Prix, from 21-23 August.

BBC Sport F1 correspondent Andrew Benson answers your latest questions after the race at the Hungaroring.

Why is Lewis Hamilton getting so many penalties at the moment? With his vast experience, you would have thought that at least some of them could have been avoided – John

Lewis Hamilton has had four penalties in the past three grands prix, which does seem a lot for a seven-time world champion.

But just because events happen in a statistical cluster does not necessarily mean there is any kind of wider pattern behind them.

In this case, it does just seem as if it’s one of those things – a series of events that can happen at any time, and just happen to have happened when they did.

The penalties are all very different.

At Silverstone, Hamilton was penalised for moving before the start, after his car jumped forward briefly and then stopped before the lights went out.

At Spa, he was given a five-second penalty for causing a collision with George Russell at Les Combes on the first lap.

And in Hungary, there was a three-place grid drop for impeding Oscar Piastri in qualifying, and a five-second penalty in the race for going 0.1km/h over the pit-lane speed limit while racing Kimi Antonelli out of the pits when both stopped under the late virtual safety car.

Hamilton said on Sunday after the race: “Ultimately, the last three races have been pretty bad from my side.

“Silverstone start – we talked in the drivers’ briefing the fact that they’re inconsistent with this stuff. Drivers in the past have moved and not been penalised.

“We discussed that, as long as you’re not moving when the last lights are on, you shouldn’t be penalised. I wasn’t out of my [start] box. And they agreed. So they’re looking into that for the future.

“The last race, even the driver I collided with said that it was just a racing incident. I think that one was not needed. But that cost me a lot of points.

“And then the one yesterday was really just unfortunate. I take responsibility for ultimately being on track. I should have looked in my mirrors. But I thought everyone would have been at the end of the first lap. The information I got was right at the end. A communication error.

“I’ll work hard to try and come back. There’s still a lot of positives to take. I’m going to try and make sure I don’t give them any reason to penalise me.”

Do you think Aston Martin’s upgrade could persuade Fernando Alonso to continue as a driver? – Robert

Fernando Alonso is out of contract at the end of the year and has a decision to make as to whether to stay in F1 next year.

He is 45 on Wednesday and has been doing this for 25 years. He wants to be sure he makes the right decision because, unlike the last time he stepped away from F1 in 2018, there will be no coming back this time when he leaves.

Alonso has been discussing his mindset on his future all season. In a nutshell, he has said he will continue to race, but he does not know whether that will be in F1.

He enjoys the competition of F1, but – like most of his colleagues – he is not enamoured by the new generation of engines and the need for energy management and how that has detracted from the driving experience.

He has been less clear about how the competitiveness of the Aston Martin-Honda package will affect his decision.

Alonso is a difficult person to read, and he can be gnomic when he speaks.

My feeling is he is leaning towards continuing, but only if he feels he can be confident Aston Martin will be in decent shape next year. Another year like the first half of this one – stuck at the back, racing no-one – has no appeal at all.

In Hungary, the debut of the new Aston Martin car was a significantly positive step. Alonso made it out of first qualifying for the first time this year, and the race pace was strong.

The team, it turns out, had hoped for an improvement of about two seconds a lap from the aerodynamic improvements and weight-saving, and, at least in Hungary, that was pretty much delivered. That’s a remarkable step – pretty much unheard of in terms of mid-season upgrades.

It was also important because the upgrade was a proving test for the factory’s ability to deliver developments that worked – which had not been the case for three years.

The next step is the new Honda engine, which will make its race debut at the Dutch Grand Prix after the summer break.

The Honda is a long way behind the other power units – something in the region of of about 1.5secs per lap off the best, Aston Martin believe internally.

The impending upgrade will not narrow that gap completely. But it is hoped that it will narrow about a third of it.

This is equally important for Alonso. He will want to see proof that Honda can deliver improvement – not least because he has prior experience from his time at McLaren from 2015-17 of Honda’s promises not living up to reality.

I’m told he will wait to see how that goes before properly considering his decision on his future.

The team want him to stay. Team principal Adrian Newey said at the weekend: “Fernando is an amazing driver. He brings huge amounts to the team, both in his feedback and his ability.

“So, for us, of course it’s important. I’m pretty confident that Fernando is enjoying his time with us and that we will continue with our relationship.”

Ultimately it is up to Alonso.

After positive progress in previous seasons, how much longer can Williams go on without making some drastic changes as they slip down the order this year? And how much longer can they retain Carlos Sainz? – Craig

This year has been a shock for Williams.

They had spent the past two seasons talking about how everything had been focused on developing the team so it could make a big step towards the front under the new 2026 rules, and instead they have taken a big step backwards.

Team principal James Vowles did not expect it, but has said that it happened because the rules ended up stress-testing the factory and exposing weakness they did not previously know existed.

Asked why the factory was not ready, given he had been there since 2023, he says, effectively, you only know what you don’t know when you discover it.

Vowles concludes: “Never let a good crisis go to waste. The amount of changes we have made have put us into a very good situation in the future, and I don’t think we would have made them if we’d partially succeeded this winter. So, as painful as it’s been, I believe we had to go through it.”

Cynics might say they have heard that sort of thing from Vowles before – when the car was late in 2024, for example.

As for the drivers, there is no question that Carlos Sainz and Alex Albon are frustrated, but the reality is they do not have a lot of options.

The driver market is a bit stuck at the moment while everyone waits to find out what Max Verstappen does.

If he moves, though, it’s unlikely that either Williams driver would be Red Bull’s first choice to replace him.

Verstappen would be going to either Mercedes or McLaren and the expectation would be that the drivers he is likely to replace – George Russell and Oscar Piastri – would end up swapping.

Beyond that, there are only midfield teams available.

In Sainz’s case, he turned down Audi two years ago to go to Williams, and in any case, they seem happy with their current line-up.

Alpine? Is it worth going there instead of Williams?

Racing Bulls is not an option. Haas would be below either’s ambitions. Cadillac even more so – and if one of their drivers move on it would likely only be to make way for reserve driver Colton Herta.

In reality, the only viable alternative might be Aston Martin – but there is only a seat there if Fernando Alonso decides to leave F1.

There were numerous blue-flag infringements in the race, which had or would have had a decisive effect on the results. How can these situations be avoided in the future? – Juha

Usually, the drivers are warned about cars coming up to lap them in three ways – a blue-flag indicator on their steering wheel, blue-light panels trackside, and traditional blue flags.

But there was a problem with the link between the F1 timing system and the FIA race-control system in Hungary – it was dropping out and kicking back in.

That meant the system erroneously believed some cars had been lapped because they were not showing up on the correct timing loops, so it started showing blue flags when no-one had been lapped.

When this was realised, the automated blue-flag system was disconnected and the FIA relied on marshals showing blue flags or pressing the buttons that operate the blue-light panels trackside.

The teams were alerted to the problem as soon as it happened, but it did lead to the odd issue.

The most high-profile of these was Carlos Sainz colliding with Oscar Piastri as the McLaren driver came up to lap him.

This potentially cost Piastri the lead, as Lando Norris was about to pit at the time, and came out only marginally ahead of his team-mate.

Sainz received a five-second penalty for that incident, as did Haas driver Oliver Bearman for failing to respect blue flags when he was being lapped by Red Bull’s Isack Hadjar.

For the future, the FIA is working on an update that would calculate expected car position in the case of an irregular refresh rate from the F1 timing system.