Fernando Alonso's future in Formula 1 remains uncertain after the two‑time world champion hinted that a decision about staying with Aston Martin "won't come soon." The Spaniard has voiced 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 in the current campaign. Alonso, now 45, is racing under a contract that expires at the end of this season.
He explained that the forthcoming changes to the power‑unit formula—specifically the reduction of the electric boost component from roughly 50 percent to 42 percent—will be a decisive factor in his next move. "We need to understand whether the new regulations will actually affect the racing and the way we drive," he told reporters at the Spanish Grand Prix last Thursday. "The cars we have now are, as I've said many times, not the most enjoyable to drive.
Next year there is a step in the right direction, hopefully. At the same time I have to think about the best programme for next year and sit down with the team. Whether I'm behind the wheel or in another capacity, I want to be where I can contribute the most. That will be the key decision we make together." The comments came just before FIA President Mohammed Ben Sulayem appeared to signal a willingness to speed up Honda's development programme so the Japanese manufacturer can close the gap to its rivals.
In a series of remarks that sounded more like a personal intervention than a formal policy statement, Ben Sulayem said, "There is no way we can allow Fernando to leave – a great champion – simply because of the circumstances. He should be able to stay until he decides to retire on his own terms, not because the car is under‑performing." Ben Sulayem added that he had met with Aston Martin owner Lawrence Stroll and would push for changes that could help the team.
He suggested that the FIA's Power Unit Advisory Committee, which includes all five engine manufacturers, could look at tweaking the ADUO (Additional Development Upgrade Opportunities) rules. Currently, ADUO upgrades focus mainly on the internal combustion engine (ICE).
Expanding the scope to cover hybrid components could give Honda extra leeway to develop a more competitive power unit. Honda has already used one of its two allotted engine upgrade slots for 2024 and still has at least two more opportunities for 2027, plus an additional £14 million development budget approved by the FIA.
Ben Sulayem said he would speak directly with Honda's leadership and with Alonso, acknowledging the driver's disappointment at competing in his home race without a realistic chance of fighting for podiums. "I saw him very sad," the president recalled.
"I told him, 'Fernando, it's not acceptable that you come to your own country and after two world championships you are at the back of the pack.'" Red Bull and Mercedes, the two dominant engine suppliers, have expressed openness to adjustments that could help Honda catch up. Mercedes team principal Toto Wolff noted, "The ADUO was designed as a catch‑up mechanism, and for Honda it needs to be unlocked further." Red Bull's technical director Laurent Mekies echoed the sentiment, explaining that the sport regularly reviews its regulations to ensure a level playing field. "Earlier this year we already changed the ADUO rules to help the teams that were lagging behind.
All the constructors voted for that because it benefits the sport as a whole," he said. Whether Alonso's remarks are a strategic push for rule changes or a genuine expression of dissatisfaction with the current cars is hard to pinpoint. The driver made his F1 debut in 2001, when naturally aspirated V10 engines roared around circuits—a stark contrast to today's turbo‑hybrid era.
The shift in technology, combined with Aston Martin's struggle to extract performance from the Honda power unit, has left the Spaniard questioning how long he can continue if he cannot compete at the front. Sky Sports F1 analyst Bernie Collins summed up the situation: "It's not fun driving at the back, dealing with unreliability and knowing you can only make it to Q1.
The engine is under‑performing, but the chassis also has issues. The Hungary aero upgrade gave a lift, yet the Zandvoort engine upgrade fell short of expectations. Fernando isn't enjoying it, and at some point you have to ask whether it's worth the risk week after week." Alonso will turn 46 next summer, an age at which only a handful of drivers have remained competitive in F1. The last driver to race at that age was Graham Hill in 1975.
Earlier this year the Spaniard became a father and hinted that his motorsport ambitions may extend beyond Formula 1, mentioning a possible return to the World Endurance Championship and the 24 Hours of Le Mans. Aston Martin's trackside boss Mike Krack stressed the team's desire to keep Alonso, saying, "We've always been clear that we want to continue working together.
We respect Fernando's thoughts and the time he needs to decide. We're confident we can find a solution that works for everyone.
He needs to make up his mind, and then we move forward." 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 step away. Krack added, "I won't discuss any Plan B.
We hope Fernando stays. He's vital for our team, for Formula 1, and for motorsport in general.
It would be a tragedy to lose him, and I don't want to think about that scenario." As the season heads into a triple‑header weekend in Azerbaijan, the broader conversation about regulation changes, engine development pathways, and driver longevity continues to shape the sport. Fans, teams, and officials alike will be watching closely to see whether the FIA will adjust the ADUO framework or introduce other measures that could keep a champion like Alonso competing at the highest level for as long as he desires.