Alonso and the 'underpowered' Honda: When F1 2026 becomes a battery championship

Zandvoort, last weekend. Fernando Alonso finished P9, a result he called 'not something to be happy about'. But the notable thing was not the finishing position, but the 45-year-old driver's statement: 'This is not the Formula 1 we grew up with'. That statement is not just a lament from a veteran. It is a signal of a dual crisis: about the engine and about the sport's direction. Since the 2026 hybrid engine regulations took effect, F1 has entered a new era with a 50/50 electric-to-petrol power split. That sounds modern, but for those who drove in the V10, V8 era, it feels like a betrayal. Alonso, who has 20 seasons in the sport, does not hide his frustration: 'We are racing to see who manages the battery better, not who drives better'. And in that context, Aston Martin – the team he drives for – is suffering the direct consequences of Honda's engine weakness. Honda, the engine manufacturer that once dominated the previous hybrid era, was expected to be the strategic partner that would lift Aston Martin to the front. But the reality at Zandvoort shows the opposite. According to Alonso, Honda's first major engine upgrade of the season 'did not bring any significant improvement'. Drivability was an issue, and the extra power was hard to feel. This is a worrying signal, not just for this season but for the entire 2026-2030 regulation cycle. I have been following F1 since the 2010s, and I have never seen such a clear split between chassis and engine as at Aston Martin now. The chassis, according to Alonso, has improved significantly since Budapest: 'We feel that in the corners, the car is in a much better place'. But that improvement is masked by the engine's weakness. When you do not have enough power to accelerate out of corners quickly, every aerodynamic advantage becomes meaningless on the straights. Monza, the upcoming race, will be the real test. With over 75% of the lap at full throttle, this track will expose every limitation of Honda's electrical system. Alonso was blunt when asked about his prospects at Monza: 'Worse'. And when asked if it would be as bad as Las Vegas, he said: 'Maybe not that bad'. But that is an admission full of implication: the team is preparing for a poor result. The story here is not just about technology. It is about money. Alonso's contract expires at the end of the season. He is 45, and the driver market has closed on him. Alpine just extended Franco Colapinto, blocking Alonso's return to his old team. Now his options are only to stay at Aston Martin or retire. And with a team that is 'starting the new regulation cycle in poor shape', as Alonso himself says, staying seems like an unattractive option. Numbers never lie, but those who read the reports do. Looking at the standings, Aston Martin is in the midfield, and that is not a coincidence. The cost of engine development in the new era is enormous, and if Honda cannot improve, the team will face a harsh reality: they could be stuck in the midfield for years. Alonso, who has won two world championships, does not want to end his career in that state. But there is a counter-intuitive angle here. Alonso says 'it is not really about the car', that the problem is the regulations. That may be true to some extent, but it is also a way to protect the team from criticism. If he admitted that Aston Martin is simply not fast enough, he would have to face the question of why he stays. By blaming the regulations, he creates a bigger narrative, one he can lead. Alonso is not the shock; he is the tip of an iceberg we have chosen not to see. He is saying what many other drivers think but do not dare to say. And that makes him an important figure in the debate about F1's future. He has said he hopes to 'contribute to the next set of regulations'. That shows he is not just thinking about retirement, but about shaping the sport itself. When the stadium is empty, cash flow is the only player left on the field. In this context, the stadium is not empty, but the team's spirit is. Alonso admits that 'no one in the team is happy' with P9. But he also says they have had a 'nice boost' from the cornering improvement. That is conditional optimism, optimism that could evaporate if Monza becomes a disaster. A driver's value is not in his legs, but in how he is priced. Alonso is still 'the biggest name remaining on the driver market', according to my analysis of market data. But that does not mean he has many options. The market is shifting towards younger, cheaper drivers with long-term potential. Alpine's extension with Colapinto is clear evidence. That means if Alonso wants to continue, he must accept a non-competitive position, or he must find another role in the sport. I have seen many drivers retire in silence, and I have seen others find a new voice after leaving the track. Alonso belongs to the second group. He is building a role for himself as a loud voice, someone who can influence FIA decisions. That could be worth more than a midfield season. But the biggest question remains: Is F1 2026 really a 'battery championship' as Alonso says? And if so, is it worth a great driver like him having to give up? That is a question that not only Alonso, but the entire sport must face. Because if the best driver does not want to race, then perhaps the problem is not with him, but with the game itself.