Thinking too much at the wheel: the risks of 2026 F1 cars according to Fernando Alonso
While drivers have praised the new 2026 Formula 1 cars as being less stiff and easier to handle compared to the previous ground-effect machines, energy management remains a top priority. According to Fernando Alonso, having to think too much at the wheel could reduce some of the fun for drivers, especially given the strict rules in certain areas.
The period leading up to pre-season testing always carries a certain magic: it is the moment when new cars are revealed, embodying the hopes of engineers and fans alike. This anticipation is even greater this year, with the arrival of the 2026 regulation revolution and new Power Units, which are set to fundamentally change how drivers manage the car and require a completely different approach behind the wheel.
Many teams have emphasised that drivers will make a real difference this season. Although much of the electric energy management is automated, there will still be moments when the driver must read the situation clearly, deciding where and how to deploy energy or when to prioritise recharging to avoid compromising the later stages of a race.
At the dawn of this new regulatory revolution, in a context where teams will learn race by race how to optimise energy without established references for every track, a significant portion of preparation relies on simulations conducted before and during race weekends. Yet, it is ultimately the driver’s feel—both in qualifying and in the race—that becomes a decisive factor in interpreting the car and maximising its potential.
Every driver has a unique driving style and perceives certain aspects differently, such as engine braking or the aggressiveness of the energy recharge system under braking. This will require some adaptation. However, a key question remains: will some techniques, like lifting off early before braking or shifting down earlier, start to feel unnatural?
“I think in Barcelona it was fun to have energy deployment modes that vary lap by lap, corner by corner, depending on the gear used or how you approach the throttle. This changes how much energy you’ll have on the next straight, because with partial throttle you recharge, while if you go full throttle too early, the cut comes too soon,” Fernando Alonso explained during the launch of the AMR26 livery.
“There are a couple of interesting things we can play with, but as I said, I prefer driving without too many systems interfering with my driving style or approach to corners. It feels like you have to think too much while driving, and that always takes away some of the fun. Some energy management strategies, sometimes even in qualifying, are a bit annoying from a driver’s point of view. You want to drive at 100% all the time, but you have to think.” – the former Ferrari and McLaren driver pointed out.
There is, however, a very interesting aspect that has so far received surprisingly little attention: in some areas, the FIA has imposed extremely strict energy use limits, both for safety reasons and because the amount of energy available is not unlimited.
“I think it’s a bit more complicated than before, so it requires more thinking before getting into the car, preparing an overtake, or making any move. At the same time, teams today are extremely well-prepared: everything is simulated in advance,” Fernando Alonso said.
“We already have all this information by Thursday, so on Sunday there aren’t many surprises, nor many errors a driver can make. You don’t have much freedom over what you can do in the cockpit or how much energy you can use because everything is tightly restricted by the FIA. When you go into derating and cut energy, it has to happen at a certain reduction pace.”
“And when you want to use energy, you don’t have much more than the cars in front, because we all need to deploy maximum energy for that second out of the corner. So there are a couple of aspects that are really, really over-regulated. In terms of freedom or smart energy use, the differences will be minimal because unfortunately, there isn’t much you can do.”
Understanding Fernando Alonso’s words requires looking closely at the nature of the FIA’s energy-use restrictions. The new rules define precisely how quickly a driver can increase or reduce electric power, leaving little room for creative ERS management. Above a certain speed, the system automatically limits support from the MGU-K.
Power cannot be cut abruptly, only within predefined values, and acceleration is also constrained, particularly because reaching very high speeds in very short times, as on street circuits, could create safety issues.
In short, it is true that drivers will have some flexibility in managing energy, mainly regarding recharge points and how to exploit the electric component, but always within strict regulatory boundaries. This is exactly what Fernando Alonso refers to when he talks about a system that is “over-regulated,” where driver and team skill still matter, but only within narrow limits.
Fernando Alonso’s critique of the 2026 technical regulations therefore highlights a potential disconnect between advanced engineering and the raw, instinctive nature of Grand Prix racing. While the new Power Units offer complex tactical layers, the FIA’s rigid constraints on energy delivery rates and mandatory “derating” curves threaten to homogenize performance across the grid. As drivers navigate these narrow strategic corridors, the challenge will be to find those marginal gains within a system that Alonso fears leaves little room for individual brilliance, ultimately turning the cockpit into a high-speed laboratory where thinking often takes precedence over pure racing adrenaline.
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