Honda has announced a change at the top of its Formula 1 power unit programme after another difficult weekend for Aston Martin, with Yoichiro Fukao set to replace Tetsushi Kakuda as the Japanese manufacturer intensifies its work towards a more competitive engine package for 2027.
The reshuffle comes at a critical stage of the Aston Martin-Honda project. The 2026 Formula 1 season has been difficult from the outset, with the AMR26 and Honda power unit both falling well short of the ambitions surrounding the partnership before the campaign began. Although there have been signs of progress since the summer break, Madrid once again exposed how much work remains to be done.
Aston Martin-Honda struggles continue in 2026
Aston Martin’s season quickly developed into a difficult recovery exercise rather than the front-running campaign the team had hoped for. The AMR26 has improved from its disastrous early-season level, with Fernando Alonso’s ninth place at Zandvoort remaining the team’s best result of the year, but progress has been limited.
The Dutch Grand Prix provided one of the few encouraging moments for the Aston Martin F1 project, as Alonso converted a difficult starting position into two valuable points. That weekend also marked the race debut of Honda’s Spec 2 power unit.
Monza then confirmed the weaknesses expected at a circuit heavily dependent on straight-line performance. Madrid was supposed to offer a better opportunity, but Aston Martin’s hopes of making another step forward in qualifying and the race ultimately disappeared.
Fernando Alonso was eliminated in Q1 before enduring a difficult Grand Prix affected by early contact and a later collision with Carlos Sainz. Lance Stroll’s race ended prematurely after he developed serious brake problems.
The result left Fernando Alonso 17th at his home race, while Stroll was unable to reach the chequered flag.
Honda sees progress with its Spec 2 F1 power unit
Despite the immediate disappointment, Aston Martin and Honda remain focused on development. Alonso has repeatedly stressed that progress is required from both the chassis and power unit if the team is to become genuinely competitive.
The performance gap has also fuelled wider discussion about whether additional regulatory assistance could help struggling power unit manufacturers close the deficit. Honda has already benefited from Formula 1’s Additional Development and Upgrade Opportunities system, which gives manufacturers that fall sufficiently far behind the benchmark greater development freedom.
For its part, Honda emerged from the Madrid weekend without a major result but with some encouragement in the data. Trackside General Manager and Chief Engineer Shintaro Orihara highlighted the progress made with the second specification of the power unit, which was introduced at Zandvoort.
“We didn’t get the result we wanted, but we need to start from what we learned and the areas for improvement we identified for the next races,” Shintaro Orihara said.
Honda’s priority since introducing Spec 2 has been improving driveability. With progress now being made in that area, the manufacturer believes it can devote greater attention to outright performance.
“During this weekend we were able to change the calibrations and we saw improvements in performance, with some positive details in the data. We are working in the right direction,” Orihara added.
Aston Martin reaches 303 km/h in Madrid but still trails Mercedes
One measurable sign of progress came in straight-line speed. Fernando Alonso reached 303.6 km/h during the Spanish Grand Prix, while George Russell recorded the highest race speed at approximately 314 km/h.
That left Aston Martin around 11 km/h away from the fastest figure. It remains a significant deficit, but it represented a more encouraging picture than some of the extreme gaps seen earlier in the season.
Honda’s 2026 engine problems have been one of the central issues surrounding Aston Martin this year, to the point that a possible future return to Mercedes power has already entered the wider discussion if the difficulties cannot be resolved.
For now, however, the works partnership remains firmly focused on improving the Honda package and building stronger foundations for the future.
Honda changes leadership of its F1 power unit programme
Against that background, Honda has announced a significant change in the organisation of its Formula 1 engine project.
Tetsushi Kakuda, who has led Honda’s power unit development programme, will be succeeded by Yoichiro Fukao from October 1. Fukao is already deeply involved in the F1 operation, serving as Deputy Leader of the project and leading the software and control-system side of the programme.
The change was announced shortly after the Spanish Grand Prix as Honda looks to strengthen the structure responsible for developing its Formula 1 power unit.
Fukao brings extensive experience within the Japanese manufacturer’s motorsport operations. His Honda career dates back to 2002, when he worked on Formula 1 engine and gearbox control systems. He later moved through production hybrid development and MotoGP before returning to Honda’s F1 activities, eventually becoming Deputy Leader of the project and Control System Development Manager.
Honda turns attention towards a stronger 2027 engine
The priority is increasingly shifting towards 2027. Honda’s major 2026 upgrade arrived at Zandvoort, and although calibration work and smaller refinements can continue, the manufacturer is already laying the foundations for its next significant performance step.
Honda explained the leadership transition by stressing the importance of creating a stronger long-term development structure.
“Honda wants to establish a solid development framework and develop a competitive power unit by transitioning to the new structure at an early stage,” the manufacturer explained.
The aim is to make the organisation more effective ahead of next season while ensuring technical knowledge is transferred smoothly within the Sakura operation.
That challenge goes beyond pure horsepower. Honda must continue improving driveability, energy deployment, reliability and outright internal-combustion performance if Aston Martin is to close the gap to the leading manufacturers.
Stroll’s repeated technical issues this season have also highlighted the reliability challenge, with the Canadian requiring numerous power unit components during the Madrid weekend. His Spanish Grand Prix ultimately ended because of a braking issue, but the overall reliability picture remains an important part of Aston Martin’s difficult campaign.
Fans can follow the Canadian’s progress through the Lance Stroll section as Aston Martin continues trying to recover during the closing races of the season.
Fukao takes over a Honda project under major pressure
Yoichiro Fukao therefore inherits one of Formula 1’s most closely watched technical projects. Aston Martin entered 2026 expecting its new works relationship with Honda to become a key part of its long-term push towards the front, but the first season has instead underlined how difficult the transition has been.
The Madrid data suggests Honda is making incremental progress. The Spec 2 engine has become easier to manage, calibration work is producing encouraging signs and the straight-line deficit has narrowed compared with some earlier events.
However, those gains have not yet translated into consistently competitive results. Alonso’s ninth place at Zandvoort remains the high point of Aston Martin’s season, while Madrid ended with one car near the back and the other retired.
Honda’s leadership change is therefore another important step in a much longer recovery process. The immediate target is to extract everything possible from the current package, but the bigger objective is clear: build a stronger technical structure at Sakura and arrive in 2027 with a power unit capable of moving Aston Martin substantially closer to the front of the Formula 1 grid.
