Max Verstappen was not the only driver to speak candidly about this new era of Formula 1, as Fernando Alonso of Aston Martin also voiced concerns about the 2026 regulations. He emphasized that the way drivers now approach corners is increasingly dictated by battery management rather than the pursuit of the absolute limit.
But do drivers actually enjoy these new cars? That is the question circulating in the Sakhir paddock. As often happens in Formula 1, the answers are far from uniform. Some drivers, like Max Verstappen, are very outspoken, others adopt a more cautious approach, while some defend the new regulations, highlighting the technical challenge and the need to adapt driving styles accordingly.
Ideally, every driver would want to push flat out without worrying about tires or energy management. However, the 2026 rules have created a clear divide, generating strong opinions. The latest to join the discussion is Fernando Alonso, who a few days ago during the AMR26 livery launch did not hide his reservations.
Those concerns have partly been confirmed on track. Beyond the issues Aston Martin is experiencing—mostly linked to Honda power unit reliability—there are aspects that reflect a sentiment spreading across the paddock: these cars require a driving style very different from the past.
The corner is now at the service of the battery
Verstappen described the new cars as “Formula E on steroids.” While the comparison is not entirely accurate technically, given that the two series operate on very different principles, the point is clear: driving is increasingly about energy management and battery optimization, which heavily influences how drivers can push on track.
This is also Alonso’s perspective. He explained that having to plan corners carefully, often using very low gears to keep engine RPM high, feels almost unnatural for a driver. While differences can still emerge in other aspects of driving, Alonso believes that sacrificing corner speed to recharge the battery—an aspect that depends heavily on the track—reduces the driver’s role in shaping performance.
“They are different. All this energy management takes away some of the challenge for the driver. In the 1990s and early 2000s, these were the best cars to drive: light, lots of sound, where you could find time by taking more risks, going flat out through a fast corner and lifting only slightly,” Fernando Alonso told Sky Sports.
“You took risks as a driver. Now, there’s no risk-taking in corners anymore; it’s all about energy. We use it all on straights and try not to waste it in corners. This means we go relatively slowly through corners, while on the straights we have all the energy available. But by going slower in corners, the main function of the driver, which is to risk everything in corners, is slowly dying. In corners, now you do very little.”
In essence, cornering strategy—especially on circuits with more complex energy management requirements—is becoming tied to either recharging the battery or conserving it for upcoming sections of the track.
In some fast corners, the MGU-K is not active
This characteristic of the 2026 cars is noticeable not only in slow corners but also in high-speed ones. In certain cases, the electric motor stops providing power to enter a recharge phase. At Bahrain, this was clearly visible in Turn 12: during qualifying-style laps, drivers take the corner flat out relying exclusively on the internal combustion engine.
This means that while drivers attack the corner with the ICE at maximum output, the MGU-K is deactivated and not delivering energy, as the system aims to conserve it for the next two straights. At Sakhir, this is influenced by successive acceleration zones, while on other tracks it will depend on fewer opportunities to recharge.
“Turn 12 in Bahrain has always been a challenging corner. In the past, you selected aerodynamic load to carry it flat out. The driver’s sensitivity made the difference on the lap,” Alonso explained.
“Now, in Turn 12 we are about 50 km/h slower because we don’t want to waste energy there: we need it all for the straights. So instead of taking it at 260 km/h, you do it at 200 km/h. At that speed, anyone can drive the car—even a chef could handle Turn 12. But you don’t want to waste energy because you need it for the next straight.”
This is a combination of factors: this year’s cars also carry less downforce than last year’s, so a drop in cornering speed was expected. But the fundamental issue is the MGU-K deactivation, with the ICE less powerful than before, unable to guarantee the same performance. Whereas in 2025, Oscar Piastri in pole could approach Turn 12 at 276 km/h, yesterday Charles Leclerc in the best lap reached only 238 km/h, around 40 km/h slower.
“So I understand Max’s comments. From a driver’s perspective, you want to make a difference in corners by going 5 km/h faster, but now your lap depends on how much energy you have for the next straight. At the same time, this is Formula 1, and it has always been like this. Two years ago, when Verstappen won every race, it was about downforce. He could enter corners at 280 km/h while we were at 250 km/h because we didn’t have the same load.”
This is a different kind of challenge. Even in previous seasons, drivers often had to lift and coast to preserve tires. This year, energy management will dominate even more, having a significantly larger impact on lap times than in the past.
“At the end of the day, this is F1. You lower the visor, go, and it’s still the same motorsport. Sometimes we go on rental karts here in Bahrain, and it’s great fun. We still love racing, we still love competing. Regarding the regulations, I understand there is less contribution from driving, but I believe after three or four races we will have a clearer idea.”
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