Fernando Alonso's future in Formula 1 remains uncertain after he hinted that a decision about staying with Aston Martin "won't come soon." The two‑time world champion has expressed growing frustration with the sport's upcoming 2026 rule package and with the performance of his current Aston Martin‑Honda machine, which has managed to score points only twice this season. With his contract set to expire at the end of the year, Alonso indicated that the forthcoming changes to the power‑unit formula – specifically a reduction in the electric component from roughly 50 percent to 42 percent – will be a key factor in his next move. Speaking at the Spanish Grand Prix, Alonso said, "It's a matter of understanding what the rules from next year will have an impact or not on the racing and on the driving side of things." He added that the present cars are "not the best cars to drive and to enjoy," but he hopes the 2026 regulations will represent a step in the right direction. "At the same time, I need to think what is the best programme for next year and sit with the team.
Behind the wheel or in another role, where I will be helping the most, that will be the most important thing to decide together," he explained. Alonso's comments were quickly followed by remarks from FIA President Mohammed Ben Sulayem, who seemed eager to accelerate Honda's engine development to bring the Japanese manufacturer up to speed with its rivals.
Ben Sulayem told reporters, "There is no way we can allow Fernando to leave – Alonso, a great champion – just because of the circumstances. That's not the way to leave the stage. He has to be successful and then he leaves whenever he wants, not because he was forced to leave because of the performance." The president also disclosed that he has been in talks with Aston Martin owner Lawrence Stroll and that the FIA intends to work with the Power Unit Advisory Committee – which includes all five engine manufacturers – to explore possible adjustments.
One proposal under discussion is to modify the ADUO (Additional Development Upgrade Opportunities) regulations so that they are not limited solely to internal‑combustion‑engine power. Honda has already used one of its two upgrade slots for 2024 and has two more available for 2027, backed by an extra £14 million development budget. Ben Sulayem recounted a recent meeting with Alonso, saying, "I saw him very sad, and I said, 'Fernando, I understand, it's not acceptable that you are coming to your own country and now after two times a world champion you are at the last.'" He added that the FIA had taken legal steps in May to allow Honda to pursue additional engine improvements and that he is waiting for Alonso to specify what he needs to see on track.
Red Bull was judged by the FIA earlier this year to have the strongest power unit, although many in the paddock still regard Mercedes as the benchmark. Both Mercedes team principal Toto Wolff and Red Bull technical chief Laurent Mekies have signalled openness to rule tweaks that could help Honda close the gap. Wolff explained, "The ADUO in that case was designed as a catch‑up mechanism and that formula was unlocked for Honda, and they need more." Mekies echoed the sentiment, noting that the ADUO rules were already altered earlier in the season to aid teams that were lagging behind, and that further discussion will take place to address any remaining shortcomings. Whether Alonso's remarks are a genuine expression of displeasure with the current generation of cars or a strategic push for regulatory change that would benefit Aston Martin and Honda is open to debate.
The Spaniard first entered F1 in 2001, when the sport still featured roaring, naturally aspirated V10s—a stark contrast to today's hybrid turbocharged era. His nostalgia for the more visceral driving experience may be part of the equation, but the lack of competitiveness at Aston Martin is undeniably a major factor. At 45, Alonso is approaching an age that few drivers have reached in recent decades; the last driver to compete at 46 was Graham Hill in 1975. He became a father earlier this year and has hinted at possible future projects outside Formula 1, including a return to the World Endurance Championship and the 24 Hours of Le Mans.
Sky Sports F1 analyst Bernie Collins summed up the dilemma: "It can’t be fun driving around at the back, having unreliability in the car and in qualifying knowing you can only do Q1. The engine is underperforming but I think the car has as well. Fernando isn’t enjoying it and there comes the point, is it worth it, putting yourself at risk week in, week out?" Aston Martin's trackside chief Mike Krack stressed the team's desire to keep Alonso, stating, "We were always clear the team wants to continue. We have made it clear all through, but we need to respect what Fernando's thoughts are.
We need to respect the time he wants to take. And, as I said before, we're confident we can reach a good solution for everybody. He needs to make up his mind and then we move on." With most of the 2027 grid already set—Max Verstappen has renewed with Red Bull, and Williams' Carlos Sainz and Alex Albon have confirmed their seats—the options for Aston Martin to replace Alonso with another high‑profile driver are limited. Krack added, "I will also not speak about any Plan B.
We very much hope that Fernando will continue. He's very important for our team, for Formula 1, for the whole sport and motorsport in general.
It would be a pity to not have him anymore. And because that would be so dramatic, I do not even want to talk about it or think about it." The conversation around possible rule changes, the ADUO upgrade system, and the broader competitive balance of power units underscores how closely the sport's regulatory framework is tied to the careers of its star drivers. For Alonso, the next few months will be decisive: he must weigh the allure of a potentially more balanced 2026 package against the reality of an underperforming car this season, his personal ambitions, and the desire to finish his career on his own terms rather than being forced out by circumstance.
The outcome will not only shape his own legacy but could also influence how the FIA approaches future technical regulations aimed at maintaining a level playing field among manufacturers.