“We’re four seconds off the pace”: Aston Martin’s troubled start to 2026 – “We have engine problems, and not just engine problems. We’re not in a position to fight for victories. Right now, we’re four seconds off the pace.” is the shocking appraisal by Aston Martin. When Lance Stroll speaks in such blunt terms, it highlights the extent of Aston Martin’s concerns in the early stages of the season.
The 2026 Formula 1 campaign was supposed to signal a new era for the Silverstone-based team, which is now powered by Honda under the new regulations. However, pre-season testing in Bahrain exposed a package that appeared fragile, inconsistent and, for the time being at least, far from competitive.
Moreover, the issues appear to run deeper than a simple lack of outright speed.
Those with longer memories will no doubt recall Aston Martin’s star veteran driver, Fernando Alonso, and his ‘GP2 engine’ comments during the early days of Honda’s collaboration with McLaren in 2014. Perhaps the Honda curse has struck the Spaniard once again?
Honda Power Unit Under the Spotlight
Even before the first official test day had concluded, there was growing murmuring around the paddock.
Former driver and Sky Italy technical commentator Matteo Bobbi revealed that a source within Aston Martin had described the Honda power unit as ‘really bad’, and that Honda is already working intensively on its next engine project. There are also expectations of support from ADUO, though the form this assistance may take remains unclear.
On track, the problems were immediate.
After arriving late to the Barcelona shakedown due to assembly delays, Aston Martin needed a smooth and productive Bahrain test. However, technical anomalies in the Honda power unit forced the engineers to focus on damage control. Data irregularities identified in the morning led to intensive work over the lunch break, but a full engine change became unavoidable by the afternoon.
The AMR26 spent extended periods in the garage, severely limiting track time. Stroll completed just 36 laps on day one, whereas rivals managed consistent long runs.
This lost mileage is particularly critical under the new regulations, especially when integrating a new power unit concept.
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Cooling rethink on the extreme AMR26
Beyond reliability, Aston Martin’s aggressive design philosophy may be exacerbating its difficulties. Red Bull Renault RB10 in Jerez anyone?
The AMR26 features some of the most extreme bodywork solutions on the grid. Its sidepods are exceptionally slim and house tightly packaged radiators, while airflow from the triangular airbox is more restricted than that of many rivals. The heavily tapered engine cover is designed for aerodynamic efficiency, resulting in a pronounced bulge where hot air is expelled.
When the Honda issues surfaced, Aston Martin responded by opening additional cooling vents. Extra gills appeared along the engine cover to aid heat dissipation, even at the expense of aerodynamic performance.
Further adjustments were visible towards the rear, including openings along the tail section that are reminiscent of concepts seen on Red Bull’s RB20. However, the rear exit itself remains smaller than on other cars, meaning the team has had to explore multiple solutions to manage thermal load.
Put simply, the Honda unit needs to breathe, but the AMR26’s tightly wrapped bodywork may not yet allow it to do so comfortably.
A “Limited” Run Programme Raises Questions
Even when running, Aston Martin appeared conservative. In Bahrain, the team continued with a restricted programme similar to that in Barcelona. Stroll never exceeded 300 km/h on the main straight and the engine revs remained below 11,000 rpm for extended periods, which was notably lower than other teams who were pushing far harder.
Capping top speed aids linear data collection and reduces strain on the power unit. However, it also masks true performance and suggests underlying fragility.
On day two, Fernando Alonso took over driving duties and managed 55 laps and a best time of 1:38.960 – roughly four seconds off Charles Leclerc’s benchmark. While his lap tally was closer to that of the frontrunners, just nine laps shy of McLaren’s benchmark, the time deficit echoed Stroll’s sobering assessment.
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Lock-ups, instability and a difficult drive
While the lap times raised eyebrows, the car’s on-track behaviour raised more serious concerns. Arguably, the AMR26 has looked the most difficult of all 11 cars trackside. Both Stroll and Alonso have struggled with repeated lock-ups, particularly into the tricky off-camber left-handed Turn 10, which has caught out several drivers this week.
However, Aston Martin’s issues have been unusually concentrated.
On the opening morning, Stroll locked up three times in four laps when entering Turn 10. The car’s front end appeared stiff and highly sensitive to bumps, suggesting mechanical setup challenges.
Day two brought more of the same. Alonso suffered three consecutive lock-ups early in his run, including one so severe that he had to abort the corner entirely. Subsequent push laps featured rear locking, once midway through braking and once at the apex.
Interestingly, when the rear locked, the engine appeared to fall silent for a moment, a trait unusual in an F1 car and reminiscent of rear-axle lock in karting or rear-wheel-drive machinery.
When asked about downshifting behaviour, Stroll offered a telling response: “It’s not great at the moment, that’s for sure.”
Engine or chassis, or both?
The core question is whether these problems primarily stem from the car’s mechanical platform, the Honda power unit, or an uncomfortable interaction between the two.
Under the 2026 regulations, the engine’s energy recovery system places greater demands on braking stability and throttle response. Power unit characteristics directly influence how the car behaves under deceleration and when entering corners.
If the AMR26’s suspension platform is stiff and awkward by design, it could lead to front wheel lock-up. Adjusting the brake balance rearwards to compensate for this could then cause the rear to become unstable. Alternatively, aggressive engine braking strategies linked to the calibration of the Honda unit could be contributing to the issue.
The reality is likely to be a combination of factors. The car and engine are more interdependent than ever before, and Aston Martin’s current package appears to be underdeveloped compared to those of its rivals.
Not Alone, But Further Behind?
To be fair, Aston Martin is not the only team facing issues. Audi has appeared unstable at low speeds. Williams has struggled in certain sessions, with Carlos Sainz looking uncomfortable at times. Newcomer Cadillac looks grip-limited and slow by F1 standards.
Testing programmes vary, fuel loads differ, and performance can fluctuate dramatically. It is dangerous to read too much into raw lap times.
Yet perception matters, and visually, the AMR26 looks less refined than most. Alonso’s four-second deficit is almost exactly equal to Stroll’s candid estimate of Aston Martin’s current shortfall.
A long road ahead
It is important to stress that this does not definitively make the Aston Martin the slowest car on the grid. Nor does it mean the project is beyond recovery. The AMR26 could evolve into a competitive machine once cooling, integration, and set-up issues have been resolved.
However, the early signs are currently troubling.
The drivers’ body language, repeated lock-ups, conservative engine management and emergency cooling modifications all suggest that the car is further from its potential than any other.
Aston Martin entered the 2026 season aiming to compete at the top level. However, after the opening test days in Bahrain, the focus has shifted to something more basic: getting the car to work properly.
When your own driver says you are four seconds off the pace, the scale of the task becomes impossible to ignore.
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NEXT ARTICLE – Ferrari confident FIA ‘catch up’ process can’t be abused
During the interminable process by which the all new F1 powertrains were specified, concerns were expressed by a number of manufacturers that Formula One may find itself in a similar situation as the last time the power units were redesigned.
Mercedes came out all dominant, with Lewis Hamilton and Nico Rosberg winning all but three Grand Prix that season. Further evidence of the Mercedes 2014 package can be seen in the fact that Rosberg and Hamilton delivered eleven 1-2 finishes and were denied three more down to DNF’s due to reliability.
Manufacturers are capped for new engine development
The Brackley based team went on to dominate for almost a decade, winning a record and incredible eight consecutive constructor titles. Of course the predictable racing and championships became a strain on fans and the other team’s partners and so when the next F1 powertrain era was in the planning, the FIA did everything in their power to ensure F1 is not dominated again by one manufacturer.
As is the case for the teams each year, financial restrictions were brought in restricting the manufacturers to how much they can spend annually on their PU’s. That amount was set at $90m a year from 2022-2025 and will rise this season to $130m.
This is in stark contrast to the reported $1bn Mercedes invested in research and development for the all new 2014 hybrids and is intended to level there playing field. Further restrictions were applied in terms of test bench time allowed, similar to the way the chassis manufacturers are restricted in time for aero development…CONTINUE TO READ THIS ARTICLE
Craig.J. Alderson is Senior Editor at TJ13, where Craig oversees newsroom operations and coordinates editorial output across the site. With a background in online sports reporting and motorsport magazine editing, he plays a key role in maintaining consistency, speed, and accuracy in TJ13’s coverage.
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