Speaking of Fernando Alonso still having zero points after eight Grands Prix may sound surreal, but the start of the 2025 season has certainly not done him any favors. Between an uncompetitive car in the opening rounds, poor strategies, and technical problems, chances to break into the top 10 have been very limited.
In Imola, Fernando Alonso’s frustration had been clear during the race when he exclaimed over the radio, “I’m the unluckiest driver in the world,” exasperated by several neutralizations that further penalized an already ineffective strategy.
That disappointment reappeared during the Monaco weekend, where Fernando Alonso was forced to retire after about 40 laps due to a failure in the hybrid part of his AMR25—a rare event, especially on a circuit like Monte Carlo, which is not particularly demanding on the Power Unit.
Although the Monaco circuit presents cooling challenges, Fernando Alonso had been able to run much of the race in clean air, without traffic, which helped manage temperatures. However, by around lap 20, a clear loss of power emerged, indicating a malfunction of the MGU-K.
“I had an engine problem, ERS was missing, the electric part. I felt like Daniel Ricciardo in 2018, no electric power—about 160 horsepower less. But here in Monaco power isn’t everything; I was trying to defend sixth place,” Alonso explained after the retirement.
The engineers immediately tried alternative settings to contain the issue, which was initially cutting over 15 km/h. On the other hand, Mercedes HPP engineers, suppliers of the Power Unit, were analyzing the data and suggested continuing on track anyway. Teamwork from Racing Bulls (and later Williams) helped create a favorable scenario for Alonso by slowing the pace and allowing him to pit during a suitable window, despite the issue.
However, the situation worsened. Not only did the hybrid component remain non-functional, but the overall behavior of the PU became unstable, especially on exit from Turn 3. The team tried to limit the damage by asking him to adopt smoother lines and a more conservative approach to kerbs, but ultimately, the AMR25 failed.
“From lap 21 onward we had problems. Mercedes HPP asked us to stay on track to collect data, since we were in the points. They supported us fully and will now analyze what happened,” said team principal Andy Cowell.
When asked about the extent of the power loss, Cowell did not give exact figures but pointed to the speed trap delta and telemetry, which clearly showed losses of over 5–6 kph at times even after adjustments. But in Monaco, where the hybrid part helps on corner exit above 100 kph, the time loss can’t be measured just on the straights.
Fortunately for Fernando Alonso, the controlled pace of the drivers behind allowed him to stay ahead, thanks also to the critical importance of track position in the Principality. Under normal conditions, with more aggressive rivals or different strategies, defending his place would have been impossible.
“Overtaking here is extremely difficult. Even with a five-cylinder engine, you can stay ahead and help your teammate,” Cowell joked, referring to Monaco’s unique nature.
Despite the retirement, Alonso chose to focus on the positives: the technical progress of the AMR25 in recent races is encouraging, particularly in terms of downforce—a long-standing weakness for the team. “Yesterday’s qualifying went very well. We lost an opportunity today, but I feel in exceptional form. In F1 you never doubt yourself, but getting a good result now and then boosts morale,” said the two-time world champion.
“I need to keep going in this direction. Monaco is a unique track. I did great laps in qualifying and had good race pace even without ERS. If I had left without points because of my own mistakes or contacts, I’d be frustrated. But that’s not the case: my performance level is high, I’m calm, and I’m waiting for my chance.”
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