Honda has admitted that its troubled 2026 Formula 1 power unit programme effectively lost almost two years of development, helping to explain Aston Martin’s disappointing performance under the new regulations. Honda Racing Corporation president Koji Watanabe has revealed that an engine upgrade achieved its intended power increase but also caused a setback in driveability, leaving Fernando Alonso and Lance Stroll facing continued difficulties.
The partnership between Aston Martin and Honda was expected to be one of the most exciting projects of Formula 1’s new technical era. Expectations were particularly high for the first Aston Martin designed under Adrian Newey’s leadership, but the reality has been very different. Instead of fighting near the front, Fernando Alonso and Lance Stroll have frequently found themselves struggling towards the back of the field.
Aston Martin-Honda’s 2026 F1 struggles extend beyond the chassis
Aston Martin has arguably been the biggest disappointment of the transition to the 2026 Formula 1 regulations. The AMR26 has suffered from clear design shortcomings, despite the considerable expectations surrounding Adrian Newey’s involvement.
The British engineer introduced what amounted to a B-specification version of the AMR26 at the Hungarian Grand Prix in Budapest, but the changes delivered only a partial improvement in performance. Alongside the chassis limitations, Honda has struggled to meet the demands of the new turbo-hybrid power-unit regulations.
In an interview with the Japanese edition of Motorsport.com, Honda Racing Corporation president Koji Watanabe explained why the Japanese manufacturer’s power unit has fallen behind its competitors. His assessment revealed that Honda’s late start to the 2026 programme and the time required to rebuild its development operation effectively cost the manufacturer almost two years.
Koji Watanabe admits Honda’s power deficit despite ADUO upgrades
Koji Watanabe acknowledged that the performance measurements used by the FIA for Additional Development and Upgrade Opportunities (ADUO) showed Honda was significantly behind the other Formula 1 power-unit manufacturers.
“If we base our assessment on the performance levels measured by the FIA for ADUO, we are clearly inferior to the power units of the other manufacturers,” Koji Watanabe explained. “Our main problem is precisely the power output, which is lower than that of our competitors. For this reason, with the ADUO-2 update, we aimed to gradually increase the power we were lacking.”
However, improving one aspect of a Formula 1 power unit can sometimes introduce new compromises elsewhere. That is exactly what Honda experienced as it attempted to recover performance through its development programme.
“We managed to achieve the power output we had targeted, but because we slightly changed the combustion process, the driveability returned to something similar to what it was in the early stages,” Koji Watanabe admitted.
“Of course, improvements are possible even in such a closely contested competition, and we can see the progress being made in terms of driveability, but the power output remains insufficient.”
The situation highlights the difficult balance Honda must strike between increasing the internal combustion engine’s performance and ensuring that its characteristics remain manageable for the drivers. Although the manufacturer achieved its intended power target for the revised specification, it has not yet eliminated the deficit to its Formula 1 rivals.
Honda reveals how its delayed F1 return cost almost two years
Koji Watanabe, who recently announced that he will leave Honda from 1 January, also explained why the manufacturer entered the 2026 regulatory cycle at such a disadvantage.
The problem dates back to the decision to recommit fully to Formula 1 and the delays involved in establishing the necessary development structure. Although Honda never completely stopped studying Formula 1 technology, its preparations for the new power-unit regulations began later than those of its competitors.
“We started development late, although our Formula 1 research never stopped completely,” Koji Watanabe explained.
“However, when we announced our return to Formula 1 in 2023, we did so a year later than the others, and it took time to establish our working systems. That is why we lost almost two years.”
The consequences of that delay were particularly significant because Honda had to decide which areas of the new power unit required the most urgent development work.
“In those circumstances, we decided to focus first on the batteries and hybrid system, and in that area I believe we managed to achieve the objectives we had set. But, as a consequence, development of Honda’s internal combustion engine fell behind.”
Why Honda prioritised hybrid technology over combustion-engine development
Honda’s decision to prioritise the electrical side of its power unit reflected the demands of Formula 1’s new technical regulations. However, that approach also meant the combustion engine received less development attention during a crucial period.
While Koji Watanabe believes Honda achieved its intended targets for the battery and hybrid systems, the manufacturer remains short of the combustion-engine performance needed to compete consistently with Mercedes, Ferrari and Red Bull.
The challenge is now twofold: Honda must continue increasing outright power while recovering the driveability that was affected by changes to the combustion process. The progress achieved through its upgrades demonstrates that improvements are possible, but the manufacturer has not yet reached the overall level it considers necessary.
For Aston Martin, the engine difficulties have compounded the limitations of the AMR26 chassis. Even after the substantial changes introduced at Budapest, Fernando Alonso and Lance Stroll have continued to face a difficult competitive situation.
Koji Watanabe’s explanation makes clear that Honda’s problems are not simply the result of an unsuccessful individual upgrade. They are also the consequence of a development programme that began late, required time to become fully operational and initially concentrated resources on the hybrid elements rather than the internal combustion engine.
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