Very exciting times. Alonso is finally in the right team at the right time. Second half of 2025 but mainly 2026 is going to be exciting to see him in a car that actually gets faster rather than most of his career where the cars have got progressively worse. Light at the end of the tunnel for once.
i may be wrong but i think that youre worrying too much about the correlation issues. its more likely that its the way the people are reading the info coming from the WT (cfd and simulators included) than somehow both the merc and new aston tunnel are flawed. redbulls tunnel has needed upgrades for a few years now but newey and their team have read it correctly and brought upgrades that always worked. its about understanding what they are seeing more than malfuntions in the hardware,OnEcRiTiCaL wrote: ↑23 Apr 2025, 12:56When the numbers is always wrong,and half of the season you spend to figure out where is the problem in the wind tunnel, in the simulation, in the cfd,then of course they go nowhere just like Mercedes didn't went nowhere for the first 2 year! Actually they had the biggest problem from the begging with dolphin effect. Even Newey would pull out all the hair when the simulator telling you you are 2s faster but actually you are 2 sec slower. Imola floor is to early to come from AM windtunnel and designed according to AM windtunnel data. :SRedNEO wrote: ↑23 Apr 2025, 12:07Basic is a keyword there. They are missing a big chunk of performance from the floor due to not actually understanding the concept they originally copied. That’s why the updates went nowhere and why with Newey (the ground effect architect) we can be reasonably optimistic we will make big gains with the Imola floor update.
excellent @newred.RedNEO wrote: ↑23 Apr 2025, 16:48Andy Cowell is the source.nmarques71 wrote: ↑20 Apr 2025, 14:03Hi,
Well, Andy Cowell said this:
After recent difficult races, Cowell addressed Aston Martin’s struggles and their path forward, ahead of the Saudi Arabian GP. “I guess the car we’re racing at the moment was created away from our own wind tunnel,” he said.
“We are learning a lot from the measurements that we can take at the track, which is the Third World for the aerodynamicists, but we’ve got a 2025 model in our wind tunnel, the Silverstone, and the CFD data. We’re spending a lot of time looking into the correlation between the track world, wind tunnel and CFD to understand the differences that we see there.”
“And listening to the drivers and looking at the data of what the car is doing to try and piece all that together and understand what are the characteristics that we should continue to improve or start improving in order to make sure that the stopwatch stops sooner.”
When asked if the team’s current car serves as a laboratory for their new wind tunnel, Cowell agreed, saying, “Yes, I think for a group of engineers it’s important that you understand the tools that you’ve got.”
“You understand the simulations and the results from experiments that you do at the home base. And the objective with any experiment is that you mimic as best as possible the track environment.”
“And that’s what we’re trying to do. It’s trying to come up with methods and tools that enable us to create a racing car that when you put it on the track, it behaves exactly as you’d like it to.”
And from the press conference:
Q: You mentioned new tools. The new wind tunnel has been on stream for nigh on a month. When are we going to start to see the first fruits of its labour?
AC: Since the Melbourne weekend, the wind tunnel’s been in use. It’s being used for both 2026 aero development and 2025 aero development. We’ve transitioned to this tunnel, and there’s hardware coming through that we’ll see at the circuit in the coming races. People often talk about how to tell the time when you’ve got two watches – how do you tell the aero load when development work has been done in one wind tunnel and then you swap across to the next? They’ll never tell you exactly the same. But we are enjoying the new wind tunnel. It's opened our eyes to a few characteristics. But then you’ve got to do the work. If you’ve got a new test facility that gives you a clearer view, a more representative view, you’ve got to then do aero development work – you’ve go to change shapes, make parts, understand, and then make full-size components to bring to the circuit and measure in this complex environment. We’re in that process, enjoying the new tool, and look forward to making a faster race car with it.
Maybe the new WT doesn't require as much tea leaf reading....zoroastar wrote: ↑23 Apr 2025, 18:15i may be wrong but i think that youre worrying too much about the correlation issues. its more likely that its the way the people are reading the info coming from the WT (cfd and simulators included) than somehow both the merc and new aston tunnel are flawed. redbulls tunnel has needed upgrades for a few years now but newey and their team have read it correctly and brought upgrades that always worked. its about understanding what they are seeing more than malfuntions in the hardware,OnEcRiTiCaL wrote: ↑23 Apr 2025, 12:56When the numbers is always wrong,and half of the season you spend to figure out where is the problem in the wind tunnel, in the simulation, in the cfd,then of course they go nowhere just like Mercedes didn't went nowhere for the first 2 year! Actually they had the biggest problem from the begging with dolphin effect. Even Newey would pull out all the hair when the simulator telling you you are 2s faster but actually you are 2 sec slower. Imola floor is to early to come from AM windtunnel and designed according to AM windtunnel data. :SRedNEO wrote: ↑23 Apr 2025, 12:07
Basic is a keyword there. They are missing a big chunk of performance from the floor due to not actually understanding the concept they originally copied. That’s why the updates went nowhere and why with Newey (the ground effect architect) we can be reasonably optimistic we will make big gains with the Imola floor update.
yeah there has to be some big upsides to it besides just logistical. i would think that it would be easier to read. my point was that i think newey should be able to understand whats going on. hopefully that will transfer to the rest of the team really quickly. and hopefully to the guys that are still working on the 25 car as well haha. if the amr25 gets an upgrade that improves it significantly, itll be a good sign that the windtunnel really is a game changer and its not necessarily just the newey effect. itll give us and the team some confidence thats been lacking for surediffuser wrote: ↑23 Apr 2025, 20:37Maybe the new WT doesn't require as much tea leaf reading....zoroastar wrote: ↑23 Apr 2025, 18:15i may be wrong but i think that youre worrying too much about the correlation issues. its more likely that its the way the people are reading the info coming from the WT (cfd and simulators included) than somehow both the merc and new aston tunnel are flawed. redbulls tunnel has needed upgrades for a few years now but newey and their team have read it correctly and brought upgrades that always worked. its about understanding what they are seeing more than malfuntions in the hardware,OnEcRiTiCaL wrote: ↑23 Apr 2025, 12:56
When the numbers is always wrong,and half of the season you spend to figure out where is the problem in the wind tunnel, in the simulation, in the cfd,then of course they go nowhere just like Mercedes didn't went nowhere for the first 2 year! Actually they had the biggest problem from the begging with dolphin effect. Even Newey would pull out all the hair when the simulator telling you you are 2s faster but actually you are 2 sec slower. Imola floor is to early to come from AM windtunnel and designed according to AM windtunnel data. :S
That’s exactly what Cowell tells more or less since season start. The most important thing is still that the engineers at AMR can interpret the data correctly and understand the whole process.
i doubt if newey has even given it a second thought haha. he seems pretty aloof and in his own brain too much to be looking at weekly reposted f1 media. hes working on building a fast car (and fast team) and thats it.
yeah f1 is the some of the worst media in sports that ive ever run across for recycling and twisting the same thing over and over for clicks haha. and we are wanting new info enough that we click it and keep them in business. it would suck to be a journalist that has to find 20 different ways to say the same thing, week after week after week-wkst- wrote: ↑24 Apr 2025, 09:53That’s exactly what Cowell tells more or less since season start. The most important thing is still that the engineers at AMR can interpret the data correctly and understand the whole process.
People who think that just putting their model into the new tunnel will give them X tenths, will be very disappointed.
Buts it’s funny anyway that since last Thursday and Friday (when Cowell made his statements), several articles pop this week up as they would provide a new story. All articles refer to the same source.
