Aston Martin has undoubtedly been the biggest disappointment on the Formula 1 grid so far in 2026. The single championship point scored by Fernando Alonso at the Monaco Grand Prix does little to change that assessment, as it came largely as a consequence of penalties and retirements rather than genuine competitiveness from the AMR26.
The clearest indication of Aston Martin’s current struggles after the opening seven races of the season was the alarming performance gap seen on track. At one stage, both green cars were separated by only around one second from the Cadillac of Valtteri Bottas, who lined up last on the grid. It was a stark reminder of how far the Silverstone-based team has fallen compared to its ambitions.
The Spanish Grand Prix in Barcelona added two more disappointing results to Aston Martin’s tally. Many expected a strong reaction from team owner Lawrence Stroll, known for his demanding approach and high expectations. Instead, the Canadian businessman appears to be holding back his frustration while waiting for the long-awaited turnaround that the team hopes is just around the corner.
Behind the scenes at the Silverstone campus, the focus is already fixed on the Hungarian Grand Prix, the final race before Formula 1’s summer break. In many ways, it is almost as if Austria, Great Britain and Belgium are simply stepping stones toward that crucial event. Aston Martin still has to compete in those races, but internally there is a growing sense that its real 2026 season could effectively begin at the Hungaroring.
The original plan was to introduce the AMR26 B-specification car at Spa-Francorchamps. However, as the weeks have passed, there has been increasing momentum toward delaying the debut until Hungary. Fernando Alonso himself adopted a pessimistic tone in Barcelona, suggesting that the package might not be ready until Zandvoort or even Monza.
According to internal estimates, roughly two seconds of Aston Martin’s performance deficit can be attributed to the underperforming Honda power unit. The remaining gap, however, comes from shortcomings in the chassis and aerodynamic package, areas that have become a major focus for the engineering department.
Mike Krack, Aston Martin’s trackside operations chief, admitted that race weekends in Monaco and Barcelona confirmed the team’s concerns. Despite being two completely different circuits, both exposed the same fundamental weaknesses of the AMR26.
“The characteristics of Barcelona could not have been more different compared to Monaco,” admitted Krack. “At Montmeló there were many high-speed and medium-speed corners. Very few slow corners. In Monaco it was the opposite. In Monte Carlo we struggled to get the tyres working properly. In Spain we were trying to cool them down. Two very different situations, yet we were behind at both circuits, which shows that we need to work on every aspect of the car.”
A frustrated Fernando Alonso was equally direct in his assessment, describing Aston Martin as having the “… worst car and the worst engine.” Significantly, nobody within the team publicly disagreed with that verdict.
One reason for the lack of progress is that Aston Martin has effectively stopped bringing major upgrade packages to race weekends. Instead, engineers have focused on adapting the AMR26 to the specific demands of each circuit while waiting for the much larger development package planned later in the season.
“It is a situation that affects everyone,” Krack admitted. “You can feel it inside the garage. You can especially feel it among the drivers. We’ve already spoken about it. It is a very difficult situation. Our job is to keep motivation high and learn as much as possible. I’ve said it before. There are still many things we can improve with this car. It would be easy to say that we’re simply going around in circles while waiting for upgrades. Some of the problems we have will remain, but we must take advantage of every opportunity to improve.”
There is, however, genuine optimism surrounding the upcoming package. Thanks to the ADUO system, Honda is expected to significantly reduce its power deficit. The Japanese manufacturer could effectively introduce the equivalent of two performance upgrades at once, providing Aston Martin with a substantial boost in straight-line performance.
At the same time, the team is preparing a heavily revised AMR26 Evo. Reports suggest that only the front suspension could remain unchanged from the current car, highlighting the scale of the transformation being planned.
Anyone expecting Adrian Newey to take a step back after the disappointing performance of the current Aston Martin project may be greatly mistaken. The legendary British designer is actively strengthening the technical structure around him. Alongside key figure Enrico Cardile, Newey is reportedly working to build a highly experienced group that includes former Mercedes specialists Jack Vino in aerodynamics and Duncan Elliot as chief designer.
If the team’s unconventional rear suspension concept — featuring the rear wishbone connected to the pylons supporting the rear wing — generated considerable discussion within the paddock, observers should be prepared for even more aggressive solutions in the future. Some of the ideas expected on the AMR26 Evo could even preview concepts intended for the next generation of Formula 1 cars.
The objective is clear. Aston Martin wants to leave the back of the grid behind and establish itself as a regular contender for points finishes during the second half of the season. Considering the disastrous start to the 2026 Formula 1 campaign, achieving that goal alone would represent a major success for the Silverstone outfit.
