Fernando Alonso warns that Spa‑Francorchamps’ layout could leave F1 cars with no usable battery for much of the lap, forcing them to run weaker than contemporary F2 machinery.
Spa‑Francorchamps: A Challenge for Energy Deployment
The circuit is renowned for its long straights and steep climbing sections, notably the first sector that pushes drivers from La Source, over Eau Rouge and Raidillon, along the Kemmel straight, and into the braking zone at Les Combes. Because of this high‑speed sequence, teams must deploy power aggressively, consuming the battery’s stored charge.
Alonso expects drivers to use the entire battery reserve after charging at the Bus Stop chicane and La Source. He warns that the scarce braking zones needed for regenerative charging in the second sector could deplete the pack, leaving the remaining lap with little power.
Strategic Deployment: Turn 1 to Turn 5 vs. Turn 14 to the Bus‑Stop
“You cannot deploy in all the straights,” Alonso said ahead of the British GP, citing the need to conserve energy for the end‑segment straight from Stavelot to the Bus‑Stop chicane (Turns 18/19). Deploying fully between Turns 1 and 5, however, would mean a complete energy shortage for the remainder of the lap.
Alonso highlighted that even a brief period of no deployment would make the remaining sector feel like a “new world” with significantly less power relative to the previous year—short of the power available in Formula 2.
Power Unit Comparison: F1 vs. F2
F1’s naturally aspirated V6 engines generate around 540 bhp, while the Mecachrome units in F2 match up to 610 bhp. When an F1 car deploys both internal combustion and the battery, the combined output can reach close to 1,000 bhp.
- Full deployment speed: ~1,000 bhp
- F1 engine baseline: ~540 bhp
- F2 Moto analogue: ~610 bhp
Despite a lower power reserve in certain sectors, the F1 cars are still markedly faster; for example, Kimi Antonelli’s pole time at Silverstone was 1 m 28.111 s, while F2’s Rafael Cámara clocked 1 m 39.690 s.
Driver Reflections: Alonso, Verstappen, Bearman
Alonso’s critique matches sentiment from the circuit’s elite. Verstappen described the Maggotts‑Becketts‑Chapel block at Silverstone as a “charging station,” with the corners acting effectively as battery‑management zones. Bearman echoed that Spa would be “another painful one” because of its energy profile.
Looking Ahead: 2027‑2028 Energy Mix
F1’s governing body has begun adjusting the ratio of internal‑combustion to electric output, moving away from a 50/50 split towards approximately 60/40 for future seasons. This change aims to lessen the reliance on deployment energy and give teams more flexibility at circuits like Spa‑Francorchamps and Silverstone.
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