For the reason that begin of the season, has by no means hidden his views on the 2026 rules. As early as pre-season testing in Bahrain, he identified {that a} Formulation 1 automotive so closely depending on vitality restoration finally ends up lowering danger via corners – the realm the place a driver ought to nonetheless have the ability to make the distinction.
Alonso reiterated that place forward of the Canadian Grand Prix, whereas F1 was discussing attainable modifications for 2027. The concept is to maneuver away from the near-50:50 cut up between the inner combustion engine and electrical energy and return to a extra conventional 60/40 steadiness. Nonetheless, such a state of affairs is way from assured, as producers have but to succeed in an settlement, and the modifications could possibly be delayed till 2028.
Commercial
Learn Additionally:
Alonso believes F1 should go even additional, and doubled down on his criticism of the present engine guidelines. In his view, even a rule change for 2027 wouldn’t really alter the scenario: subsequent season would nonetheless really feel like a transition yr whereas ready for the subsequent technical cycle scheduled for 2031. Extra importantly, the two-time world champion repeated a perception he has held for a very long time: that the hybrid period has disadvantaged Formulation 1 of a decade of real racing.
Commercial
“The factor that the world went or thought to enter the electrification, that was regarded as the longer term, and that does not apply to racing,” Alonso stated. “Racing is a special animal. Now, we go slightly bit again to the 60-40, after which sooner or later to much less and fewer. Sadly, we had this era from 2014 with the turbo period, and now much more that we misplaced almost one decade or much more of pure racing.”
However has Formulation 1 actually misplaced a decade of true racing due to hybrid energy models?
There isn’t a denying that the preliminary affect – each below the earlier technical cycle and the present one – was not significantly thrilling, and that’s partly pure. In 2014, because of the {hardware} complexity of the brand new energy models, reliability instantly turned a central difficulty, with groups and drivers pressured to cope with methods that had been nonetheless immature and troublesome to handle.
Commercial
Because it was a wholly new expertise, a trouble-free introduction was unrealistic. Over time, nevertheless, these energy models turned dependable and helped break file after file. Furthermore, Formulation 1 can’t merely cease technological progress if it could actually add worth to the game. Alonso’s level, although, is de facto about one thing else: the affect of electrical energy on racing itself.
To start with, there’s the problem of weight. Whereas it’s true that new chassis security measures have additionally contributed to growing automotive weight, including two electrical motors and a battery inevitably provides mass. This makes the automobiles much less agile – a delicate difficulty for drivers, who’ve been asking for lighter, extra responsive automobiles for years, nearer to the period Alonso himself raced in 20 years in the past.
Commercial
Anybody who lived via that period naturally remembers these automobiles fondly, with a level of nostalgia. However there’s one other level: if electrical energy shouldn’t be used merely as a KERS system however as an integral a part of the powertrain – because it was via the top of 2025 and can proceed to be within the new technical cycle – sure limitations come up. One among them is derating, the discount in pace on the finish of a straight when electrical vitality runs out.
Below the earlier rules, this lack of pace was a lot much less pronounced as a result of the MGU-Okay was much less highly effective, making it simpler to distribute vitality over lengthy straights. There was additionally the “invisible” contribution of the MGU-H.
In some conditions, groups couldn’t start a lap with the battery absolutely charged, stopping at round 90%, or throughout races they needed to construction laps particularly to recharge earlier than launching an assault. Managing vitality intelligently was important to maximise the roughly 160 extra horsepower supplied by the MGU-Okay throughout overtaking.
Commercial
It was a Formulation 1 that was very totally different from what followers had been accustomed to, however the limitations of that first hybrid technology remained comparatively manageable.
“Even with the earlier engines we had, which had been 80-20 or 85-15 cut up, even at some circuits, we did not have full deployment all over the place,” defined ’s in Montreal.
“We had been very shut, and at quite a lot of the circuits we did, however till you discover a cut up the place you’ll be able to preserve that full electrical energy all over the place, it is at all times going to be slightly bit odd for us as drivers on the straights. And it doesn’t matter what the cut up is, you are going to have these troubles with opening a qualifying lap, getting the battery in the suitable degree.
Commercial
“It is such a tremendous and troublesome balancing act of getting the battery in the suitable state as a result of, yeah, both you begin the lap with not a full battery otherwise you begin it with no increase strain within the turbo, and there is not likely an answer to that other than altering the {hardware}.”
The underlying downside arises when compromises change into obligatory and hybrid expertise stops being a help system and turns into a dependency. That’s exactly the problem that has change into much more obvious below the present technical rules.
Having such a robust electrical element with out the instruments wanted to help it – particularly after eradicating the MGU-H whereas maintaining battery capability basically unchanged – inevitably exposes the system’s compromises.
Commercial
These limitations have translated into vital pace losses on sure tracks and a method of driving that forces drivers to assume very fastidiously about throttle utilization, particularly in qualifying, though the modifications launched in Miami have helped mitigate a few of these points.
The 2026 energy models have confirmed to be divisive
The 2026 energy models have confirmed to be divisive
It might appear shocking, however in Formulation E such limitations and driving methods are usually not as pronounced as a result of the sequence was designed round electrical energy from the outset, with full consciousness of its constraints.
Commercial
Discovering the suitable steadiness with hybrid engines is rather more troublesome, particularly below a method like the present rules, that are themselves constructed round compromises. It’s no coincidence that discussions are actually targeted on returning to a 60/40 cut up for 2027 or 2028.
Hybrid expertise shouldn’t be inherently flawed – not even in racing – but it surely have to be used and supported in the very best method given present technological limitations. It must be an addition to the powertrain moderately than one thing your complete system is dependent upon.
Not all drivers share Alonso’s view. , for instance, has expressed a much less excessive place, seeing the 2025 energy models as a superb endpoint that didn’t essentially hurt the spectacle of Formulation 1.
Commercial
“I believe for us drivers that may by no means be sufficient,” Sainz stated. “I believe all of us love what we love which is that if there’s electrical it must be an add-on moderately than a dependency on electrical energy like we now have now.
“Prior to now, we have had KERS, we have had the earlier PU rules which {the electrical} felt extra like an add-on on prime of already what it was a strong PU and I believe for drivers, purists, even I believe journalists such as you guys, I believe we are going to all assume, we are going to at all times consider a 60-40 most likely nonetheless additionally not sufficient however at the least one thing you’ll be able to race with till actual racing and actual engines come again in 2030.”
See additionally:
Commercial
To learn extra Motorsport.com articles .
