Jonas Leo
Aston Martin’s pursuit of competitive pace in the Formula 1 season has been met with a sobering assessment from veteran driver Fernando Alonso, who indicated that resolving the AMR26’s significant driveability issues would yield only a marginal "half a tenth" of a second per lap, a fraction of the team’s current performance deficit. This revelation comes as the Silverstone-based outfit and its engine partner Honda intensify efforts to diagnose and rectify the car’s persistent problems, which have consistently left it at least two seconds off the qualifying pace of the frontrunners.
The AMR26’s introduction has been plagued by a series of technical challenges, ranging from early reliability issues that curtailed crucial testing mileage to more intricate powertrain and chassis dynamics. Following a particularly challenging Miami Grand Prix, Alonso identified abrupt gearshifting, erratic engine braking, and chassis vibrations as the "number one" priorities for immediate rectification, especially given the stop-start, "point-and-squirt" nature of the upcoming Circuit Gilles Villeneuve in Canada.
However, speaking ahead of the Canadian Grand Prix, the two-time world champion tempered expectations regarding the impact of these fixes on overall performance. "No, I don’t think the performance will change," Alonso told media, including Motorsport.com, acknowledging the necessity of addressing both reliability, which has previously disrupted free practice sessions, and driveability for improved driver confidence. "But on that confidence, maybe there is half a tenth. It’s not the two or three seconds we are missing, so I don’t think it will change much the performance." His comments underscore a broader understanding within the team that while critical for driver comfort and consistency, these operational refinements do not address the fundamental aerodynamic and power unit shortcomings.
A significant element contributing to the AMR26’s current complexities is Aston Martin’s decision to bring gearbox manufacturing in-house for the first time since the late 2000s. Historically, the team, in its previous guise as Force India, had procured its engine and gearbox as a combined package, initially from McLaren and Mercedes in 2009, before transitioning to an exclusive Mercedes arrangement. This shift to an internal gearbox design represents a substantial engineering undertaking, introducing new variables and a steep learning curve for the team.
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The intricate relationship between driveability, shift quality, and engine performance is further compounded by the sophisticated integration of the electrical motor, which manages the harvesting and deployment of battery power. Aston Martin’s challenges in this domain are exacerbated by a curtailed development period; the AMR26 was reportedly completed late, and subsequent battery and vibration-related issues severely restricted pre-season testing. This has forced the team into a challenging scenario of "learning in the field" during competitive race weekends.
Honda’s chief engineer, Shintaro Orihara, shed light on the progress and the specific technical hurdles. "In Miami, we had a good step on battery reliability, and the battery issue is now gone. Then we now focus to improve energy management, also driveability," Orihara stated. He elaborated on the team’s growing understanding of the root causes, noting a significant change in regulations this season affecting engine operation. "The unique point is this year [the] regulation is changing. Then in, let’s say, partial throttle region, last year partial is definitely partial [load] on engine. But this year, partial or even engine brake phase, engine operation load is high. So, quite a big difference from an operation point comparing with last year. And then we see some unique behaviour in that phase — we are trying to improve our controllability in that [partial throttle and engine braking]." This regulatory shift demands a more nuanced approach to power unit mapping and control, presenting a steep optimization curve for all manufacturers, particularly those with new in-house components.
Many of the current complications stem from the aggressive packaging philosophy adopted for the AMR26’s rear end. This design choice, driven by the ambition to maximize aerodynamic performance in the critical diffuser area, involved several unconventional solutions. These included a "double deck" battery format and a distinct location for the electrical motor compared to most competitors on the grid. While theoretically designed to unlock significant aerodynamic gains, the team has, to date, been unable to fully realize or even accurately evaluate these benefits due to the cascade of reliability and driveability issues that have arisen from these design compromises.
Mike Krack, Aston Martin’s Chief Trackside Officer, acknowledged the complexity of the situation. "The whole subject of driveability, including the shifting up or down, is a step more complicated than it used to be, for various reasons," Krack explained. "The regulations have changed quite a lot on the downshifting. We are recuperating much, much more [electrical energy]. And we are new to that party as well, we must not forget. So it is a complex topic that I think we’re getting our head more and more around." He added that while many initial reliability concerns that hampered running have been addressed, new challenges continue to emerge. "So I think the whole gearbox topic is challenging. It will remain challenging. We see also across the field there are a lot of drivers complaining about shifting — and I think it is partly related to the situation [with higher demands on the powertrain in unusual places]. But also I think we have some work to do."
While improving driveability and resolving gearbox intricacies are crucial for consistency and driver confidence, these efforts are distinct from the broader challenge of finding the "two or three seconds" that Alonso believes the team is missing. The underlying performance deficit of the AMR26 is also attributed to its power unit. It has been widely acknowledged since the start of the season that the Honda engine currently lags behind the benchmark Mercedes unit in terms of both raw horsepower and the efficiency of its electrical energy deployment. This fundamental power unit disadvantage, combined with the unoptimized aerodynamic potential due to reliability issues, paints a challenging picture for Aston Martin’s immediate future.
The 2026 Formula 1 season has seen Aston Martin struggle to replicate the strong start of the previous year. After finishing fifth in the Constructors’ Championship in 2025 with 280 points, largely driven by Alonso’s consistent podium finishes, the current campaign has presented a steeper uphill battle. Alonso himself, despite his exceptional skill in extracting performance from challenging machinery, has found himself fighting for lower points positions more frequently. The team’s current standing reflects the difficulties in harnessing the full potential of the AMR26, with rivals like Mercedes, Ferrari, and McLaren often demonstrating superior pace and reliability.
Looking ahead, the team’s focus will be split between addressing the immediate driveability concerns to provide Alonso and teammate Lance Stroll with a more predictable and confidence-inspiring car, and a longer-term strategy to unlock the inherent aerodynamic potential of their aggressive design. The tight integration between Aston Martin and Honda for their power unit development remains a critical area, especially with the significant regulatory changes anticipated for the 2026 season. As the F1 calendar progresses, the ability to rapidly iterate and implement effective solutions will define whether Aston Martin can close the performance gap or if they will continue to contend with the stark reality of Alonso’s "half a tenth" gains.
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- Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.
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