Fernando Alonso's future in Formula One remains uncertain after the two‑time champion hinted that a decision about staying with Aston Martin will not be made any time soon. The Spaniard has expressed growing frustration with the sport's upcoming 2026 rule package and the lackluster performance of his Aston Martin‑Honda hybrid, which has managed to score points only twice this season.
With his current contract expiring at the end of the year, Alonso said that the forthcoming changes to the power‑unit formula – specifically the reduction of electric boost from roughly 50 percent to 42 percent – will heavily influence his next move. Speaking at the Spanish Grand Prix, Alonso explained, "It comes down to understanding whether next year's regulations will have a real impact on the racing and on the driving experience." He added that the present‑day cars, in his view, are "not the best machines to drive and enjoy," but he hopes that the 2026 revisions will represent a step in the right direction. "I need to consider the best programme for next year and sit down with the team," he said.
"Whether I'm behind the wheel or in another capacity, the most important thing is to decide together where I can contribute the most." Alonso's comments were quickly followed by remarks from FIA President Mohammed Ben Sulayem, who appeared to signal a willingness to accelerate Honda's engine development in order to close the performance gap. Sulayem said, "There is no way we can allow Fernando to leave – a great champion – simply because of the current circumstances. He should be able to stay as long as he is successful, not forced out by poor results." He added that he had met with team principal Lawrence Stroll and would push for changes aimed at improving Honda's power unit.
The president's intervention suggests that the FIA may be ready to work with the Power Unit Advisory Committee – which includes all five engine manufacturers – to explore adjustments that could benefit Honda. One proposal under discussion is to amend the ADUO (Additional Development Upgrade Opportunities) rules so that they apply not only to internal combustion engine (ICE) power but also to hybrid components.
Honda has already used one of its two allowed upgrades for 2024 and has at least two more opportunities for 2027, backed by an extra £14 million development budget. Sulayem also emphasized his personal concern for Alonso, recalling that the driver was competing in his home Grand Prix after a disappointing season. "I saw him very sad," the FIA chief said. "I told him that it is not acceptable for a two‑time world champion to be at the back of the field in his own country.
We have taken steps earlier this year to give the team legal leeway to improve the engine, and I asked Fernando what he needs from us to turn the results around." Red Bull and Mercedes, the two dominant engine suppliers, have expressed openness to measures that could help Honda catch up. Mercedes team principal Toto Wolff noted that the ADUO system was originally designed as a catch‑up mechanism, and that Honda will likely need additional allowances. "The conversation the president had with Alonso is fair enough," Wolff said.
"We want all top constructors to be competitive, and sometimes regulations need tweaking for the good of the sport." Red Bull technical director Laurent Mekies echoed this sentiment, pointing out that the ADUO rules were already adjusted earlier in the year to aid teams that were lagging behind. "We cannot agree on everything, but as stakeholders we always look for solutions when a situation needs fixing," Mekies explained. "I am confident we will sit down soon to discuss the future of ADUO and address its shortcomings." Whether Alonso's remarks are primarily a plea for rule changes that would benefit Aston Martin and Honda, or a genuine expression of dissatisfaction with the current generation of cars, remains open to interpretation.
It is worth remembering that Alonso debuted in Formula 1 in 2001, when naturally aspirated V10 engines roared around circuits, a stark contrast to today's highly regulated hybrid power units. The broader context includes the fact that Aston Martin has struggled to be competitive this season. Bernie Collins of Sky Sports F1 summed up the situation: "It isn't fun driving at the back, dealing with unreliability and only ever making it to Q1.
The engine underperforms, and while the Hungarian aero upgrade gave a lift, the Zandvoort engine upgrade fell short of expectations. Fernando isn't enjoying it, and the question becomes whether it's worth the risk week after week." Alonso will turn 46 next summer, and the last driver to race in Formula 1 at that age was Graham Hill in 1975.
The Spaniard became a father earlier this year and has hinted at other motorsport ambitions, including a possible return to the World Endurance Championship and the 24 Hours of Le Mans. Aston Martin's trackside chief Mike Krack emphasized the team's desire to keep Alonso, stating, "We have always been clear that we want to continue with Fernando. We respect his thoughts and the time he needs to decide.
We are confident we can reach a solution that works for everyone, and now we wait for his decision." The 2027 grid is largely set, with Max Verstappen renewing his Red Bull contract and Williams drivers Carlos Sainz and Alex Albon confirmed for another year. Only a few seats remain open, meaning Aston Martin would have limited options to replace Alonso should he choose to retire. Krack added, "I will not discuss any Plan B.
We hope Fernando stays. He is vital for our team, for Formula 1, and for motorsport as a whole.
It would be a tragedy to lose him, and I do not want to contemplate that scenario." As the season moves into a triple‑header weekend in Azerbaijan, the conversation around Alonso's future and possible regulatory tweaks continues to dominate headlines. The FIA, teams, and the driver himself will need to weigh performance, safety, and legacy as they navigate the final races of the year and look ahead to the new technical era beginning in 2026.