Tsunoda Forgets SM at Monza: When F1 2026 Tests Memory Instead of Speed

When Yuki Tsunoda’s VCARB 03 rushed down the long straight before Parabolica, a small technical detail could decide the whole session: the Japanese driver repeatedly forgot to activate the SM zone. For those used to seeing F1 as pure top speed, that was just an operational error. But from inside the 2026 era, it is the boundary between a driver who knows how to drive and a driver who knows how to operate a new machine. Monza has always been called the temple of speed, where downforce matters less than cutting drag. In 2026, DRS no longer exists; instead, there is active aerodynamics and SM zones. The Italian circuit has four SM zones, each requiring the driver to activate the system at the right time. According to Motorsport.com, Tsunoda described Monza as a circuit that is more 'energy-starved' than Zandvoort. That means battery charge and deployment strategy is no longer only an engineer’s concern. Why is Monza so energy-starved? The long straights and high average speed force the hybrid system to constantly deploy energy. If the driver does not choose the right recovery and activation points, the car will run out of power at the end of the straight. Zandvoort, by contrast, has many corners and heavy braking zones that help regenerate energy continuously. Therefore, forgetting to use SM at Monza does not only cost aerodynamic advantage; it also breaks the rhythm of energy management for the whole lap. The picture from Friday practice reflected this adaptation process. Results from Motorsport.com showed that in FP1, Tsunoda was only 10th, 0.1 seconds behind teammate Arvid Lindblad and just behind Max Verstappen. That was not a bad position, but not a reason to celebrate. In FP2, Tsunoda said he used SM in every permitted place and felt 'surprisingly good'. The performance improved noticeably, but he still would not say his confidence was at 100%. The most interesting detail is the character of the car. Tsunoda compared the VCARB 03 to the Red Bull he drove in 2026: the new car is 'less peaky', easier to bring into its operating window, and does not require the driver to constantly fight it. In racing terms, 'peaky' means a car that only performs well in a very narrow operating range; outside that range, it becomes difficult to control. The VCARB 03 seems to have escaped that disease. On the surface, that is a dream. But Tsunoda does not say he is completely comfortable. Where does the lack of confidence come from? Not because the car is hard to drive, but because he is learning to drive a car whose straight-line performance is in the driver’s hands. Modern F1 was already overloaded with gearshift paddles, brake adjustment switches and torque distribution controls. Now drivers also have to remember to activate the SM zone in the right place, at the right moment, while still reading braking points and managing energy. Tsunoda forgot to use SM as he approached Parabolica in FP1. If that happens in qualifying, it could cost a few thousandths of a second – enough to drop several places. But more importantly, it shows that the system has not yet become automatic. Tsunoda’s better FP2 may have come from forming habits faster rather than from a major setup change. The counter-intuitive point is that an 'easy-to-drive' car can make the driver less attentive. When the car is stable, the driver tends to relax, and that is exactly when a new procedure can be forgotten. Conversely, a difficult car forces them to focus on every millisecond. So Tsunoda’s lack of '100%' confidence may be a disguised advantage: it reminds him that nothing is automatic yet, and that he still has to actively control the SM zone. Looking at the whole grid, the Monza 2026 race is not just about speed. In a season where teams have spent hundreds of millions of dollars on active aerodynamics, the most expensive asset is the driver’s reaction time. Experts often say Monza is where the engine decides. But in 2026, the engine is only half the story. The other half is how the driver combines braking, throttle and SM zones. Teams with more experienced drivers may automate the SM zones faster; teams with rookies will pay with less smooth laps. Arvid Lindblad, who has only a few appearances with Racing Bulls, quickly outpaced Tsunoda in FP1. That shows adaptability to the new procedure is not directly proportional to years of experience. For Vietnamese fans, Tsunoda’s story reminds us that F1 is never just about championships. There is an invisible championship, where every driver is fighting their own memory. Monza this weekend will show whether Tsunoda has turned SM into instinct. If not, do not rush to conclude that the VCARB 03 is slow; look into the cockpit, where a decision that is one beat late can cost more than any aerodynamic upgrade.