England’s victory was only the third time Mexico had tasted defeat at the stadium in 90 competitive matches.

Tuchel described it as one of the highlights of the campaign and hailed the “huge bond” within the camp, especially the reaction to Jordan Henderson’s tournament-ending injury after falling over an advertising hoarding while celebrating the Azteca success.

“This game had so much of what you could wish for,” added the German. “If you needed any proof of what it meant to these players and how they were with each other, it was the moment Jordan fell over and broke his arm.

“Within a second, the players were there. Every single player was there stopping the celebrations, building a shield, protecting Jordan, not going anywhere, in full empathy. It was so special.”

England are next in action against World Cup winners Spain on 26 September in their 2026-27 Uefa Nations League opener, with the 2028 European Championships also on Tuchel’s radar.

Confident of ending England’s wait for a first senior men’s trophy since 1966, he believed their World Cup run not only cemented his relationship with the squad – “it feels like they are my players now” – but also represented “something to build on”.

Tuchel added: “I’m very excited. I think we got another step closer and I think we’re there.”

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Under the Good Friday Agreement – the 1998 peace accord that followed the conflict colloquially known as The Troubles – those born in Northern Ireland can hold both British and Irish passports.

A Court of Arbitration for Sport ruling in 2010 means players born anywhere on the island of Ireland are able to represent the Republic of Ireland regardless of whether they fulfil any other measure of eligibility, namely being born in the territory, having a biological mother, father, grandmother or grandfather born in the territory, or having lived there for an uninterrupted period of five years.

Players born in the Republic of Ireland, however, cannot represent Northern Ireland unless they are otherwise eligible.

“We exploit eligibility, the same as every other country does, down to the grandparent rule, but this is a rule which is obviously unique between ourselves and the FAI [Football Association of Ireland],” said O’Neill.

“I think everyone recognises it’s not particularly fair, but as I say, our focus is to make sure our pathway for our young players is as good as possible and that’s a pathway for boys from any part of the community.”

In May, FAI director of football John Martin said the organisation should at “the bare minimum” be sounding out eligible players.

“We know there are kids out there who want to play for Ireland who haven’t been approached in the past,” said Martin.

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“That’s not right. It’s making sure we have a presence and we understand all the players available to us, and that they are being monitored and tracked.”

When asked whether the narrative around young players in or around his squad is tiresome to him, O’Neill said: “It would have been in the past, it’s not tiresome now.

“We have people who comment on this and talk about nationality and talk about identity and talk about all these different things, which are part of being born in Northern Ireland and growing up in Northern Ireland.

“But I think what we’re missing now is that we’re putting young players in a situation where they have to make a decision which is irreversible.”

The virtual safety car (VSC) definitely throws jeopardy into races, but it does not do virtually what the safety car does. Would it not be more balanced to have a minimum of at least one full lap? Yes, this would dampen the jeopardy effect but what happened to Lando Norris feels like a chance card in Monopoly. – Kyle

Lando Norris’ bad luck with the virtual safety car at the Spanish Grand Prix has certainly focused attention on the ways this can disrupt races.

The VSC has always had issues – it freezes a race rather than resets it, which can be a bit boring compared to an actual safety car – but it has the benefit of minimising disruption when a track hazard can be cleared relatively quickly.

It has long been an opportunity for someone to benefit over a rival, because making a pit stop under a VSC takes significantly less time than under racing conditions.

But usually this has been in cases where one team has changed or deployed its strategy with the express intention of waiting for a safety car or VSC (such as Norris himself in his maiden victory in Miami in 2024), and benefiting over a rival who has run a more conventional strategy.

That sort of thing is considered fair game. What happened to Norris – a driver lost a race win because his specific track positioning at the time of a VSC meant he alone was unable to pit under it – is, to the best anyone could remember on Sunday, unique.

The media are not privy to conversations in drivers’ briefings, and Norris in particular gets a bit sniffy when information from those meetings leaks out because they are meant to be a safe space where the drivers and FIA can share opinions without it becoming a controversy.

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But it emerged after the race that this issue, as Norris put it, “has been spoken about many, many times”.

Whether Norris’ misfortune leads to a change, such as ensuring that a VSC is deployed for at least one whole lap, remains to be seen.

There is no easy answer, because within F1 it’s recognised that safety cars are part of the competitive jigsaw, and can be used to a team’s advantage. And the latest rules have been arrived at after various previous iterations that worked in different ways, such as shutting the pit lane for specific periods.

McLaren team principal Andrea Stella said: “Offering a personal opinion, I’m puzzled myself as to what’s right.

“Is it correct to give enough duration such that everyone will have been subject to the same track conditions? So, for instance, the virtual safety car lasts at least one full lap.

“Or you just keep it in the hands of the Gods, and sometimes you are lucky, sometimes you are not. I’m not sure.”

There is process for these sorts of discussions – they go to a sporting advisory committee for analysis, before being reviewed by the F1 Commission of teams, commercial rights holder F1 and governing body the FIA.

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That won’t happen quickly – unless it is decided by F1 and the FIA that it is a desirable outcome to change the rules. Right now, the momentum for that does not appear to be there.

What are the prospects for rookies coming into Formula 1 next year? Many drivers are re-signing long contracts with their teams. Are there likely to be any new recruits? – Mia

The most likely place for a new driver to come into F1 next season is Haas, where Esteban Ocon’s position looks shaky.

The two main candidates there are Italy’s reigning Formula 2 champion Leonardo Fornaroli, who is part of McLaren’s driver development programme, and Brazilian Rafael Camara, who is second in F2 this year and part of the Ferrari driver academy.

Both have tested for Haas and are said to have impressed the team.

Haas will want a quick driver who brings money, and it’s not clear who the favourite is. Ryo Hirakawa, Haas’ reserve driver and a long-time protege of Haas’ technical partner Toyota, is also in the picture, but considered a less likely candidate.

Elsewhere, there is talk of Red Bull considering moving F2 championship leader Nikola Tsolov, who is Bulgarian, into their Racing Bulls team.

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To do so, they would have to drop either Liam Lawson or Arvid Lindblad. It’s hard to see how it would be Lindblad, after such an impressive rookie campaign.

But Lawson has also been doing a good job this year, so it’s not a given.

At Cadillac, they have Indycar race-winner Colton Herta as reserve. They have been planning for Herta to be in F1 before too long – the idea behind him moving to Europe and doing Formula 2 this year was so he could learn the ropes on this side of the Atlantic and be as prepared as possible for graduation to F1.

But Herta has had a very difficult F2 campaign this year – his best result is a fifth place and he is 19th in the championship – so moving him up to F1 for 2027 would be a massive risk.

Ugo Ugochukwu, who won the Formula 3 title in Madrid on Sunday, is another American said to be of interest to Cadillac.

He had been part of the McLaren driver development programme for several years until they parted ways at the end of last season.

But even if Ugochukwu’s Cadillac links become formalised, next year is probably too early for him to make F1.

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He’s also extremely tall – well over six foot and much taller even than Ocon, Alex Albon and George Russell, the current tallest drivers – so getting him into an F1 car would not be easy.

The other teams are pretty much locked down, although it’s still unknown whether Fernando Alonso is going to continue in F1 next year.