Yuki Tsunoda Net Worth 2026: The $5M Red Bull Fortune

Last updated: November 9, 2026 · By Nathan Cole

Yuki Tsunoda’s net worth in 2026 is about $5 million. That is the figure RacingNews365 put on the Japanese driver in its 2025 net-worth report, and the same number PlayersBio, SportsDigest in September 2025 and Urban Splatter in April 2026 all arrived at independently. The money comes from five full-time seasons in Formula 1, a 2025 base salary of about $2 million at Red Bull, a decade-long partnership with Honda, and a clothing brand he launched at his home race. He is 26 years old, 5 ft 3 in tall, the smallest driver ever to race in Formula 1 — and, as of November 2026, a driver without a race seat.

The twist in Tsunoda’s money story is the calendar. He spent 2025 driving for Red Bull Racing, the biggest team in the sport, alongside four-time world champion Max Verstappen. Then Red Bull dropped him for 2026, promoted 20-year-old Isack Hadjar into his seat, and kept Tsunoda on as a test and reserve driver for both its teams. His pay fell with the demotion: an estimated reserve retainer of $400,000–$800,000, against the $2 million base he earned as a race driver. He still raced three Grands Prix in 2026 — Zandvoort, Monza and Madrid — and scored a point at Monza. The $5 million fortune is the sum of the years when he was racing every Sunday, not the year he spent waiting by the phone.

This page gives the full picture: the net-worth figure and why some sites print $1 million or $15 million instead, the year-by-year salary climb from about $500,000 to $2 million, the sponsor list headed by Honda, the Venti Due clothing brand, the 2025 Red Bull season that cost him his seat, the 2026 reserve deal and what it pays, and the fight for a 2027 drive — with Honda and Cadillac both in the frame.

Yuki Tsunoda: Quick Facts

How Much Is Yuki Tsunoda Worth in 2026?

Yuki Tsunoda is worth about $5 million in 2026. RacingNews365, the outlet with the best sourcing in the F1 paddock, put the figure at $5 million in its “Yuki Tsunoda Net Worth 2025: Salary, Sponsors & More” report, and it has held up: SportsDigest repeated $5 million in September 2025, Urban Splatter repeated it in April 2026, and PlayersBio and InformationCradle both carry it. Five seasons of Formula 1 pay built it. Tsunoda earned roughly $500,000 in his debut year, climbed to about $2 million by 2025, and collected sponsorship money on top of the salary every year — Honda alone has backed him since 2016.

The $5 million is a stock, not a flow, and the distinction matters in 2026. His income this year is far lower than it was last year, because a reserve driver’s retainer is a fraction of a race driver’s salary. But a net-worth estimate measures what has been accumulated, not what is coming in this month. Tsunoda banked five years of race-driver pay, kept his lifestyle modest by F1 standards — he lives in Faenza, Italy, near the Racing Bulls factory, not in Monaco — and added a clothing brand in 2025. The fortune is small next to the sport’s stars: Max Verstappen, his 2025 teammate, earned a reported $70 million in salary alone that year, per RacingNews365’s 2026 salary survey. Tsunoda’s $5 million is a midfield driver’s fortune, built on steady employment rather than a single huge contract.

Two numbers on the internet deserve a direct answer, because readers will find them. The $1 million figure appears on several bio-aggregator sites, including thecityceleb and a davidcopperfield.com mirror page. It traces to Tsunoda’s early AlphaTauri years, when his salary really was around $1 million, and those pages were never updated as his pay doubled. The $15 million figure comes from themost10, published in April 2025, which also claims Tsunoda “faced scrutiny over his investment decisions in a controversial tech startup that faced legal challenges” — a story no reputable outlet has ever reported, with no company named and no source cited. This article does not repeat that claim as fact, and it does not use the $15 million figure. The credible range is $3–5 million, anchored on $5 million.

The Salary Story: From 0,000 to Million

Tsunoda’s pay doubled twice in five years, then fell off a cliff — and the table below is the clearest version of his earning curve anywhere on the internet, because it separates the reported base salary from the bonuses and the sponsorships that other pages mix together. FormulaOneSalaries, in its November 2026 update, traces the climb: about $500,000 at his 2021 AlphaTauri debut, rising through his years at the junior team, to about $2 million in 2025. RacingNews365’s 2025 salary survey lists him at $2 million base for the season, a figure NBC Sports and Sporting News both reproduced. That is base pay only. It excludes performance bonuses, personal sponsors and endorsements.

The bonuses were real money. One aggregator, SportsSurge, put his 2025 total at about $2.5 million including an estimated $500,000 in bonuses. F1Oversteer went higher, reporting his 2025 wage at £2.2 million — about $3 million — and noting that his salary rose from £1.3 million to £2.2 million when he stayed on for 2025, even though he remained on a single-year deal. The honest way to read the disagreement: $2 million base is the number the paddock sources agree on, and the total with bonuses sat somewhere between $2.5 million and $3 million. No outlet has published the contract, so no one outside the team knows the exact figure.

Two details in that table explain a lot about how Red Bull treated him. First, he was on single-year deals almost throughout — F1Oversteer reported that staying for 2025 meant activating an option in June 2024, not signing a long contract. A driver on a one-year deal negotiates from weakness every winter. Second, the promotion to the senior team in 2025 did not come with a big new contract: his $2 million figure was set before the promotion, and RacingNews365 lists his contract as running “until 2025” either way. The money followed the seat, not the other way round.

One more number belongs in any honest salary section: Honda reportedly offered Red Bull €10 million to promote Tsunoda in time for the 2025 Japanese Grand Prix, according to Wikipedia’s sourcing. That is not money Tsunoda received — it is money Honda was willing to pay the team to put him in the car at Suzuka. It shows how much his home race, and his value to Honda, was worth to his backers, and it helps explain why the promotion happened when it did.

What a Reserve Driver Earns in 2026

Tsunoda is not on the full-time Formula 1 grid in 2026. Red Bull announced in December 2025 that Isack Hadjar would take his seat, with Arvid Lindblad stepping up to Racing Bulls, and Tsunoda would stay inside the organisation as test and reserve driver for both teams. The demotion cut his pay by more than half. FormulaOneSalaries, in its November 2026 update, estimates his 2026 reserve retainer at $400,000–$800,000, with total reserve-driver pay of $530,000–$930,000 once call-up fees are added. The site puts a single Grand Prix start at about $43,000, and counts up to three call-ups in its top-end figure. Red Bull has not confirmed any of these numbers, so they are industry estimates, not disclosed contract terms — and this article labels them as such.

The call-ups did come. When Hadjar broke his wrist during the 2026 summer break, Lawson moved up to Red Bull and Tsunoda stepped into the Racing Bulls seat for three Grands Prix: the Dutch Grand Prix at Zandvoort, the Italian Grand Prix at Monza, and the Spanish Grand Prix at Madrid. He scored a point with tenth place at Monza, which took his career points total to 125 and left him 20th in the drivers’ standings on one point. From the Azerbaijan Grand Prix onward he was back in the reserve role. Three race weekends in a season is a strange way to earn a living for a man who raced 24 Grands Prix the year before, but the retainer plus the call-up fees is the arithmetic of the job: availability and simulator work, paid for whether the phone rings or not.

There is one more thing a reserve driver does not get: prize money. FormulaOneSalaries notes that Tsunoda receives no publicly confirmed direct prize money from race starts, because in Formula 1 the prize money goes to the teams, not the drivers. A driver’s pay is his salary, his bonuses and his sponsors. When the salary falls by $1.2 million, the sponsors have to carry more of the weight — which is why the next section matters more in 2026 than it did in 2025.

The gap between the 2025 and 2026 numbers is the story of Tsunoda’s year in one table: about $2 million as a race driver, about $530,000–$930,000 as a reserve. That is a pay cut of roughly 55–75 percent, depending on where inside the range the real retainer sits. It is also the reason the $5 million net worth matters more than the salary now. The fortune was built in the fat years; 2026 is a year for protecting it, not adding to it.

Sponsors and Endorsements: Honda Leads the List

Honda is the name that runs through Tsunoda’s whole career, and it is still his most important commercial relationship. He joined the Honda Formula Dream Project in 2016, when he was sixteen, and Honda has backed him at every step since — through Japanese F4, through Formula 3 and Formula 2 in Europe, and through five seasons of Formula 1. RacingNews365 calls Honda his longest-running commercial partnership, and the relationship survived even Honda’s changing role in the sport: when Honda moved its works partnership to Aston Martin for 2026, Tsunoda stayed in the Red Bull family and Honda stayed behind him, with Honda Racing Corporation president Koji Watanabe confirming in early 2026 that talks about the year’s arrangements were ongoing between Honda and Red Bull.

The rest of the sponsor list is a mix of Japanese companies and paddock suppliers, and RacingNews365 published the fullest version of it. Arai Helmet, the helmet maker, is the most visible of the personal deals — Tsunoda’s helmet designs are a signature, and Japanese artist Jinya Yamakawa has worked on them. The other names are smaller and more technical: Horo (data analysis and software), Agon Managements (sports management), Platz (model kits and hobby products), XMTrading (online trading), RDS (broadcast data and radio technology), Meta Planning (project management), GMG (graphic arts and colour management) and Marina Bay Sands (hospitality). None of these deals has a published value. FormulaOneSalaries estimates his total sponsorship and endorsement income at about $550,000 a year — a useful figure, but an estimate built on the shape of the portfolio rather than any disclosed contract.

That $550,000 a year matters more in 2026 than it did before. With his race salary gone, sponsorships are now roughly half his annual income — the retainer on one side, the sponsors on the other. It also explains why the Honda relationship is the one to watch: Honda is the backer with the money and the motive to find him a drive for 2027, and the sponsor most likely to follow him to a new team. A driver with a manufacturer behind him is a different proposition in the driver market from a driver on his own, and Tsunoda has had Honda behind him for ten years.

Venti Due: His Own Clothing Brand

The most interesting line on Tsunoda’s income statement is the one he owns outright. In the week of his Red Bull debut, ahead of the 2025 Japanese Grand Prix at Suzuka, he launched his own clothing brand: Venti Due, Italian for “twenty-two” — his race number. The first collection dropped online on March 31, 2025, with a pop-up store in Suzuka City, and it was built around the number 22, a maple-leaf motif and the slogan “fast on track, effortless in style.” Hoodies, crew necks, oversized jerseys, balloon pants, a canvas tote bag and a beanie made up the first drop.

The number itself has a story. Tsunoda’s karting number was 11. When he reached Formula 1, 11 was taken — by Sergio Pérez — so he doubled it and took 22. Venti Due turns that accident into a brand name, and the brand is the most personal commercial project of his career: Japanese artist Jinya Yamakawa, who had already designed Tsunoda’s helmets, joined the creative team. RacingNews365 lists “establishing a business” among his income sources, and Venti Due is the business. No revenue figures have been published, and this article does not invent any — but a driver-owned brand with a built-in fanbase in Japan is a real asset, and it is one of the few income lines that does not depend on whether Red Bull calls him on a Friday night.

It is also a sign of how Tsunoda thinks about his career after racing. He has said he dreams of owning a restaurant one day, and the clothing brand is a first step toward a life that is not entirely decided by a team’s driver line-up. At 26, with his race seat gone, that thinking looks less like a hobby and more like planning.

Early Life in Sagamihara: Karting at Four

Yuki Tsunoda was born on May 11, 2000, in Sagamihara, a city in Kanagawa Prefecture, Japan — the third most populous city in the prefecture, after Yokohama and Kawasaki. His father, Nobuaki Tsunoda, was a mechanic and a keen gymkhana racer, competing in timed autocross-style events, and it was his father who put four-year-old Yuki in a go-kart for the first time at the Nakai circuit. Nobuaki acted as his son’s mechanic and coach through the karting years, and the family has stayed close to the sport ever since — while keeping its private life private. His mother has stayed out of the public eye, and his younger sister is Riko Tsunoda.

Two corrections belong here, because wrong family facts about Tsunoda circulate on low-quality bio sites. SportsDigest’s September 2025 profile names his father “Toshi Tsunoda” and his sibling “Haruto Tsunoda” — a brother. Both are wrong. F1Oversteer and InformationCradle, the better-sourced profiles, name his father Nobuaki and his sibling Riko, his younger sister, a fact PlayersBio confirms in a piece devoted to her. This article uses Nobuaki and Riko, and does not repeat the SportsDigest names.

The karting years were spent in Japan, and the break came through school rather than money. In 2016, at sixteen, Tsunoda graduated from the Honda Suzuka Circuit Racing School in the advanced formula class and joined the Honda Formula Dream Project, the manufacturer’s young-driver programme. Honda spotted him in karting, put him through its school, and then funded his single-seater career. Without that programme, a driver from Sagamihara with a mechanic father does not get to Europe. With it, he went from Japanese F4 to Formula 1 in five years.

The Climb: F4, F3 and a Breakout F2 Season

Tsunoda’s single-seater debut came in 2016, in a one-off Japanese F4 appearance at Suzuka, where he finished second in his first race in a field of 32 — a result Formula 1’s own long read on his rise calls stunning. His first full season, 2017, brought third place in the national championship and the JAF F4 East regional title. Then 2018: the Japanese F4 championship, won with seven victories and eleven podiums in fourteen races, beating fellow Honda protégé Teppei Natori by fourteen points. Honda’s motorsport boss Masashi Yamamoto was watching. The programme had its star.

Europe came in 2019, and with it the Red Bull Junior Team. Tsunoda raced FIA Formula 3 with Jenzer, found his feet mid-season, won at Monza in round fourteen and finished ninth in the championship. It was not a dominant year, and Red Bull junior chief Helmut Marko’s decision to move him straight to Formula 2 for 2020 raised eyebrows — but Marko had set him a target of a top-three finish, and Tsunoda met it. Driving for Trevor Carlin’s team, he won three races, took seven podiums and four pole positions, finished third in the championship — fifteen points behind champion Mick Schumacher — and won the Anthoine Hubert Award for the best rookie. Motor Sport Magazine’s database records the season plainly: 24 starts, 3 wins, 4 poles, 7 podiums. Autosport later noted that on feature races alone, he would have been champion.

The F2 season earned him the super licence points he needed, and AlphaTauri announced him for 2021 alongside Pierre Gasly. He was twenty years old, the first driver born in the 2000s to race in Formula 1, and the first Japanese driver on the grid since Kamui Kobayashi left the sport in 2014. The climb from a Suzuka karting track to a Formula 1 seat had taken five years, and Honda had paid for most of it.

Formula 1 Debut: AlphaTauri, 2021–2024

Tsunoda debuted in Formula 1 at the 2021 Bahrain Grand Prix with AlphaTauri, and announced himself the same afternoon: he finished ninth and scored points on debut, then closed the season with a career-best fourth place at the Abu Dhabi Grand Prix — qualifying eighth, the first time all season he had outqualified Gasly, and holding the position to the flag for twelve points. He finished his rookie year fourteenth in the championship on 32 points, against Gasly’s 110. The raw talent was obvious. So was the rough edge: crashes, radio outbursts and a reputation for swearing at his engineers made him famous as quickly as his speed did.

The next three seasons were a slow, uneven climb. He finished seventeenth in 2022 on 12 points, fourteenth in 2023 on 17, and twelfth in 2024 on 30 — his best championship finish, and the season that finally made him the clear team leader at the junior team. The 2024 car was a midfield car, and Tsunoda dragged points out of it most weekends while his teammates came and went: Gasly left for Alpine, Nyck de Vries lasted ten races in 2023, Daniel Ricciardo arrived and then left, and Liam Lawson filled in. Through all of it, Tsunoda stayed. By the end of 2024 he had four full seasons behind him, and the paddock argument about him had changed: the question was no longer whether he was fast enough for a top team, but whether Red Bull would ever give him the chance to prove it.

One thing the table hides: Tsunoda has never stood on a Formula 1 podium. In 113 Grand Prix entries he has no wins, no podiums and no pole positions. His best result remains that fourth place in Abu Dhabi in 2021, his first season. That is the hard fact at the centre of his career — five years of employment, no trophy — and it is the fact his critics reach for first. It is also, in fairness, a fact about the cars he drove: AlphaTauri and Racing Bulls were midfield teams, and a midfield car does not put a driver on the podium. The one season he got a front-running car, 2025, is the season this article turns to next.

The Red Bull Promotion: Suzuka and a Hard Season

The promotion came fast and under pressure. After just two races of 2025, Red Bull demoted Liam Lawson back to Racing Bulls — he had failed to reach Q2 in either race and finished no higher than twelfth — and put Tsunoda in the senior car from the Japanese Grand Prix. Tsunoda was the first Japanese driver ever to race for Red Bull Racing, and the timing was no accident: Suzuka is his home race and Honda’s home race, and Honda reportedly offered Red Bull €10 million to make the switch in time for it. He went into the weekend talking about a podium. He qualified fourteenth, after an error at the first corner in Q2, and finished twelfth, voted Driver of the Day by the fans but out of the points.

The rest of the season never got easier. His first points for Red Bull came with ninth in Bahrain, then tenth in Miami, but the gap to Verstappen was brutal: Formula 1’s end-of-year report records a qualifying head-to-head of 22–0 and a race head-to-head of 21–1, with Tsunoda’s only finish ahead of his teammate coming in Austria, where Verstappen was taken out on lap one by Kimi Antonelli. His best result of the year was sixth in Azerbaijan, and he scored in the Austin sprint and the main race, but long point-less runs — five races in a row at one stage — and back-to-back last-place finishes in Austria and Britain, a first for a Red Bull driver per F1Oversteer, told the story. He ended the year seventeenth on 33 points, below both Lawson and Hadjar at the junior team. Verstappen, in the same car, finished second in the championship on 421 points, two behind champion Lando Norris.

Red Bull made its decision before the season ended. After the Qatar Grand Prix, Tsunoda was told Abu Dhabi would be his last race as a Red Bull race driver, whatever happened in the finale. Helmut Marko, speaking in Abu Dhabi as he prepared to leave Red Bull, said the team had explained to Tsunoda that he should stay in the family as reserve driver, because with four cars there was always a chance. Tsunoda’s own verdict, reported in December 2025, was that he had not been given the same tools as his teammate: the differences in car updates, he said, could cost two or three positions in a season where a tenth of a second decided everything. It was the tightest season in Formula 1 history by his own description — and it ended his five-year run as a full-time race driver.

2026: Off the Grid, On Call

The 2026 season has been the strangest of Tsunoda’s career, and the least visible. As reserve and test driver for both Red Bull teams, his job is simulator work, testing, race-weekend support and readiness — being fit, sharp and available in case one of the four race drivers cannot drive. The new regulations, the new Red Bull Ford power unit and the arrival of the Madrid Grand Prix on the calendar made continuity valuable, and team principal Laurent Mekies described Tsunoda’s worth in terms of support for “the 2026 projects moving forwards.” Formula 1 chief executive Stefano Domenicali put it more bluntly at the launch of Honda’s 2026 engine: Tsunoda would be a third driver, he would have to be resilient, and if chances came, he needed to be ready.

The chances came in the summer. Hadjar broke his wrist during the break, Lawson moved up to Red Bull, and Tsunoda was called into the Racing Bulls seat for Zandvoort, Monza and Madrid. He finished tenth at Monza and scored a point — his first of the season, and the point that took his career total to 125. Then the door closed again: he resumed the reserve role from Azerbaijan, while the regular drivers returned. There was also a sting in the sequence. When the first call-up chance arrived at the Dutch Grand Prix, Red Bull chose Lawson for the senior seat over its own reserve driver — a decision F1 journalist Ralf Bach linked to the team’s wish to compare its car directly against the Racing Bulls machine, with Lawson the better measuring stick. A reserve driver waits for a chance; Tsunoda watched the first one go to someone else.

Through it all he has stayed inside the Red Bull building rather than leaving the sport. He has said his contract left him little room to talk to other teams during 2026, and that outside interest existed but his deal did not allow him to pursue it. That is the reserve driver’s bargain: a smaller pay cheque, a garage pass, and a place in line. Whether the line moves for him again is the question the next section answers.

5 Ft 3 In: The Smallest Driver on the Grid

Tsunoda is 1.59 m (5 ft 3 in) tall and weighs 54 kg (119 lb), according to RacingNews365’s height and weight profile. That makes him the shortest driver on the Formula 1 grid by a wide margin, and one of the shortest drivers ever to race in the championship. The next smallest driver in 2025 was McLaren’s Lando Norris at 1.70 m — eleven centimetres taller. His size is one of the first things every profile mentions, and one of the few physical facts about him that has never been disputed.

Smallness is an advantage in a Formula 1 car, within limits. A lighter driver leaves more weight for ballast, which the team can place low in the car to improve handling, and a smaller driver fits a tighter cockpit. The rules set a minimum combined weight for driver and seat, so a very light driver does not hand his team a free advantage — the car carries ballast to make up the difference — but Tsunoda’s size has never held him back. If anything, his driving style does the opposite of what his size suggests: he is famously aggressive on the radio and on the track, with a temper that became a running story in his early seasons and a fan favourite in its own right.

The size also made him a marketing asset in Japan, where his stature and his humour landed differently from the tall, polished Europeans around him. The pink-chicane fan writing that defended him in 2025 put it plainly: five-foot-two, built like a Funko Pop, driving an F1 car like an arcade kart in Shibuya. It is an image, not a measurement, but it catches why Japanese fans adopted him so completely — and why Suzuka erupts for him every April.

Personal Life: Family, Girlfriend and Life in Faenza

Tsunoda is unmarried and keeps his private life out of the spotlight. The one relationship he has ever confirmed came out on a Twitch stream in June 2022, when he said he had been dating his girlfriend for “like two months.” He has never named her, never posted about her, and the bio sites that track such things — InformationCradle, F1Oversteer — agree only that she is European and that the relationship has been kept private. No credible outlet has reported a marriage, an engagement or children. At 26, in the middle of a career crossroads, the public record shows a driver whose life is the simulator, the gym and the flight home.

What is public is the family, and it is small and close. His father Nobuaki, the mechanic and gymkhana racer who started him karting at four, has been the constant figure in his career. His mother has stayed out of the public eye, and his younger sister Riko is the only sibling. His best friend from childhood is Marino Sato, another racing driver, and the two have been close since their karting days. Outside racing, Tsunoda’s interests run to video games, food, road cycling, snowboarding and swimming — the standard list for a driver who spends his life in hotels and airports, and a reminder that the foul-mouthed radio persona is only one side of him.

He lives in Faenza, Italy, near the Racing Bulls factory — a practical choice for a driver whose team was based there, and a modest one by Formula 1 standards. There is no Monaco apartment story, no property portfolio in the press. His car collection is reported by a single source, SportsDigest in September 2025, which lists a Mercedes-AMG GT 63 S at $160,000–$180,000, a Mercedes-AMG SL 63 at $140,000–$150,000 and a Mercedes EQG electric G-Wagon at around $150,000. That list comes from one low-quality outlet with no corroboration, so it is reported here with that caution attached — it is the best available, and it is not verified.

The charity work is better documented. After heavy floods hit Faenza in 2023, Tsunoda joined the clean-up effort in the city where his team was based. He also took part in a charity event organised by the WWP agency for Tyrolean mountain farmers, which raised €310,000. RacingNews365 reports both, and they fit the same pattern as the rest of his public life: local, practical, and done without much noise.

What Happens Next: The Fight for 2027

Tsunoda has been clear that he is not giving up on Formula 1. After leaving the Red Bull race line-up at the end of 2025, he stayed in the family as reserve driver, raced three Grands Prix in 2026 when the call came, and spent the season making his case for a return to the grid in 2027. The problem is the shape of the grid: Red Bull has Hadjar and Verstappen in its senior team and Lindblad and Lawson at Racing Bulls, and the team has made clear Tsunoda is not in its long-term plans. His future, if it is in Formula 1, is almost certainly with another team.

Two doors are open, and both lead through Honda. The first is Cadillac, the new eleventh team on the grid, where Sergio Pérez has signed until 2029 and Valtteri Bottas is his teammate — but where the second seat conversation is live. Journalist Edd Straw reported in October 2026 that Tsunoda is “banging the door down” at Cadillac to get into the conversation for 2027, and Yardbarker’s report the same month said Red Bull would be happy to let him explore opportunities elsewhere. The second door is IndyCar, where commentator Will Buxton publicly invited him after the Red Bull demotion, and where Honda — his backer of ten years — is a major engine supplier looking to place its driver. Honda Racing Corporation president Koji Watanabe has said talks are ongoing about how Honda can use Tsunoda in 2026 and beyond, with Red Bull at the table.

The money question for 2027 is simple: a full-time race seat pays $1–2 million or more, a reserve role pays a fraction of that, and a year out of a race seat makes the next contract harder to win. Tsunoda’s $5 million fortune buys him time that a driver without savings would not have — time to wait for a seat, time to let Honda work, time to race three Grands Prix as a reserve and remind the paddock he is still fast. What it does not buy is a guarantee. The 2027 grid will be decided in the next few months, and Tsunoda’s career will be decided with it.

Yuki Tsunoda’s Net Worth at Every Milestone

Sources & Reporting

The net-worth figure — about $5 million, range $3–5 million — comes from RacingNews365 (“Yuki Tsunoda Net Worth 2025: Salary, Sponsors & More”), PlayersBio, SportsDigest (September 2025), Urban Splatter (April 2026) and InformationCradle (January 2026). The $1 million figure comes from older listings (thecityceleb; future003.davidcopperfield.com) and the $15 million figure from themost10 (April 2025), whose page also carries an uncorroborated startup-investment story; both are addressed and discounted in the article. The 2025 base salary of about $2 million comes from RacingNews365’s 2025 salary survey, reproduced by NBC Sports and Sporting News; the £2.2 million (~$3 million) figure and the £1.3 million 2024 figure come from F1Oversteer. The 2026 reserve retainer ($400,000–$800,000), total reserve pay ($530,000–$930,000), call-up fee (~$43,000) and sponsorship estimate (~$550,000/year) come from FormulaOneSalaries (updated November 2026), labelled as estimates. The 2025 season facts — 33 points, 17th, qualifying 22–0 and race 21–1 against Verstappen, best finish 6th in Azerbaijan — come from Formula1.com’s end-of-year report (December 29, 2025) and F1Oversteer; the Honda €10 million promotion report comes from Wikipedia’s sourcing. The 2026 call-ups (Zandvoort, Monza, Madrid), the Monza point and the return to reserve duty from Azerbaijan come from Speedcafe, Yardbarker (October 29, 2026) and Wikipedia; the 2027 Cadillac and IndyCar links come from Yardbarker and Sportskeeda. The junior-career facts come from Formula1.com’s long read, Motor Sport Magazine’s database, Honda Global and Autosport. The sponsor list, Venti Due details and charity facts come from RacingNews365, Indulge Express (April 1, 2025) and The Racing Line. Height (1.59 m), weight (54 kg) and shortest-driver status come from RacingNews365. Family facts (father Nobuaki, sister Riko) come from F1Oversteer, InformationCradle and PlayersBio; the girlfriend facts come from F1Oversteer and InformationCradle. The car-collection list comes from SportsDigest (September 2025) alone and is flagged as single-source. Reporting window: November 9, 2026. The 2026 season was still in progress at reporting time, so 2026 figures are given as “so far.” Where sources disagree, this article publishes the range and names the disagreement. Figures that could not be verified from a named source were left out. Corrections can be sent via the contact page, and this article will be updated if new reporting changes any figure.

Yuki Tsunoda Net Worth: Frequently Asked Questions