2025 Aston Martin | Aramco F1 Team

[diffuser]

The big picture:
https://i.postimg.cc/htnX0Q7j/image.png

Seems like a trend to me. There was a "Silverstone update". Double points finish in Silverstone. Anomaly at Spa because of sprint weekend and Eau Rouge ground clearance. Double points in Hungary.

So the "Eau Rouge ground clearance" statement is very interesting. In Hungry, even when Alonso was going all out he was coming off the throttle early down the start finish straight. Duriing the race, I just thought he was STILL lifting coasting... When you combine that with Russell's statement "That braking at top speed down the start/finish straight in Hungry was where the plank got most consumed...". It starts to paint a picture of where their problems are/have been.

[Ashwinv16]

The big picture:
https://i.postimg.cc/htnX0Q7j/image.png

Seems like a trend to me. There was a "Silverstone update". Double points finish in Silverstone. Anomaly at Spa because of sprint weekend and Eau Rouge ground clearance. Double points in Hungary.

So the "Eau Rouge ground clearance" statement is very interesting. In Hungry, even when Alonso was going all out he was coming off the throttle early down the start finish straight. Duriing the race, I just thought he was STILL lifting coasting... When you combine that with Russell's statement "That braking at top speed down the start/finish straight in Hungry was where the plank got most consumed...". It starts to paint a picture of where their problems are/have been.

Hungary teams always underfuel so likely normal lift and coasting. With no safety cars it makes sense. Alonso did some lift and coast.

[diffuser]

The big picture:
https://i.postimg.cc/htnX0Q7j/image.png

Seems like a trend to me. There was a "Silverstone update". Double points finish in Silverstone. Anomaly at Spa because of sprint weekend and Eau Rouge ground clearance. Double points in Hungary.

So the "Eau Rouge ground clearance" statement is very interesting. In Hungry, even when Alonso was going all out he was coming off the throttle early down the start finish straight. Duriing the race, I just thought he was STILL lifting coasting... When you combine that with Russell's statement "That braking at top speed down the start/finish straight in Hungry was where the plank got most consumed...". It starts to paint a picture of where their problems are/have been.

Hungary teams always underfuel so likely normal lift and coasting. With no safety cars it makes sense. Alonso did some lift and coast.

He had done lift coast on the last 10 laps or so on the mediums specifically to have fuel to run high power STRATs on hard, Alonso and his Engineer talked about it in the onboards. In fact he was doing lift & coast into turn 1 under STRAT 11, which is "Hammer Time" mode.

[-wkst-]

except for TP since Andy is on a temporary assignment.

No, he isn't. He wanted to flatten the structure and combine the CEO and TP role, like Wolff or Horner/Mekies.

[diffuser]

except for TP since Andy is on a temporary assignment.

No, he isn't. He wanted to flatten the structure and combine the CEO and TP role, like Wolff or Horner/Mekies.

There was alot of noise last year with regards to the Race Team trying to tell the factory what to do. That was cause Krack headed up both the Factory and the race team. He can no longer do that, being that now he only heads up the race team.

The Factory is now headed up by Cardile. They both now answer to Cowoll.

Not sure how that makes it flatter?

[-wkst-]

https://www.astonmartinf1.com/en-GB/new ... estructure

Responsibilities inside the team weren't always clear, overlapping responsibilites from one to another department. Former CEO Whitmarsh became famous for his "matrix-management" at McLaren.

It seems like Cowell just returned to a more traditional system, what he knows from Mercedes. It looks like Krack as "chief trackside officer" is basically doing the same things as Andrew Shovlin as "trackside engineering director" at Mercedes. Just with the difference that Krack is directly reporting to the CEO/TP and Shovlin is reporting to the Technical Director. In my humble opinion this could be to save the face of Krack, after being demoted.

However the trackside team is very small compared to the technical departments in the factory.

[diffuser]

https://www.astonmartinf1.com/en-GB/new ... estructure

Responsibilities inside the team weren't always clear, overlapping responsibilites from one to another department. Former CEO Whitmarsh became famous for his "matrix-management" at McLaren.

It seems like Cowell just returned to a more traditional system, what he knows from Mercedes. It looks like Krack as "chief trackside officer" is basically doing the same things as Andrew Shovlin as "trackside engineering director" at Mercedes. Just with the difference that Krack is directly reporting to the CEO/TP and Shovlin is reporting to the Technical Director. In my humble opinion this could be to save the face of Krack, after being demoted.

However the trackside team is very small compared to the technical departments in the factory.

Cause they did that for Fallows? From what I've seen at AM F1 from past history, they fire people for not doing the job to the expectations.

[-wkst-]

And from our position, from the outside, it is clear that Krack didn’t do his job properly? We will never know what were his actions or what decisions directly came from Whitmarsh. Cowell was obviously happy to continue working with hin, unlike others.

[zoroastar]

https://www.planetf1.com/aston-martin/u ... ance-boost

[diffuser]

And from our position, from the outside, it is clear that Krack didn’t do his job properly? We will never know what were his actions or what decisions directly came from Whitmarsh. Cowell was obviously happy to continue working with hin, unlike others.

What we do know is he is still here and Fallows isn't.

Who was the other guy that got let go? I keep thinking it's Marshall but he went to McLaren from RBR.

[-wkst-]

McCullough was sidelined to the performance technologies company.

Fallows? Don't know if he was good or not. The results were not there and Newey criticized the aero department (Fallows led until Autumn) on the teams own website. I guess that says a lot.

[zoroastar]

McCullough was sidelined to the performance technologies company.

Fallows? Don't know if he was good or not. The results were not there and Newey criticized the aero department (Fallows led until Autumn) on the teams own website. I guess that says a lot.

its hard to say if his inability to upgrade the car was his fault, or the tools he (they were) was using. he definitely started 23 with a bang, and ended 22 pretty well. its confusing how they did that, and then failed in every subsequent upgrade they brought to it afterwards. makes me think he brought something big along from redbull. newey would probably know though, and probably wouldnt work with a guy that would take his ideas to the next team he decided to jump camp to.

[peewon]

McCullough was sidelined to the performance technologies company.

Fallows? Don't know if he was good or not. The results were not there and Newey criticized the aero department (Fallows led until Autumn) on the teams own website. I guess that says a lot.

its hard to say if his inability to upgrade the car was his fault, or the tools he (they were) was using. he definitely started 23 with a bang, and ended 22 pretty well. its confusing how they did that, and then failed in every subsequent upgrade they brought to it afterwards. makes me think he brought something big along from redbull. newey would probably know though, and probably wouldnt work with a guy that would take his ideas to the next team he decided to jump camp to.

There clearly were correlation issues and even I had made that excuse for him at the time, but after the 2nd or 3rd upgrade which didn't work, he should have realised the problem and put into a motion a plan to fix it. But they just kept fumbling around with upgrades.

Second, as you said, if Newey valued Fallows, he would ve vouched for him to stick around. Maybe it's a salary issue as well because I'm sure he was poached at a massive salary.

It's quite possible he's an excellent aero designer but lacks experience in a lead role. Or maybe he is good at certain aspects (overbody dynamics) and not so good at other stuff like underbody design which is a novelty for most of the grid.

[-wkst-]

https://f1i.com/news/546007-aston-marti ... llins.html

Speaking on the Sky Sports F1 podcast, Collins pointed to a significant tweak in the AMR25’s design as a potential catalyst.

"So the running discussion in the paddock is they're running a new front wing with an old floor,” she explained.

"Some of it will be circuit-specific, but the turnaround has been phenomenal, given we have been at high downforce tracks this year and the car has performed nothing like it did this weekend.

Collins elaborated on the potential ripple effect of this single component, emphasizing the intricate interplay of aerodynamic elements.

"So, something in their new front wing - and it's hard, I guess, for people to realise that just one component or one assembly can make such a big difference to car performance - but if the old front wing, something about how the air was flowing off that affects the remainder of the car.

“So if the old front wing wasn't allowing components in the floor to work, then a single component like the front wing may allow better airflow to the rest of the car. Suddenly, the whole floor is working better, the diffuser's working better, the rear wing's working better.

This cascading effect, Collins argued, underscores the importance of precision in aerodynamic design.

“So just getting one assembly correct - particularly front wing or a front brake duct, anything like that that's affecting a lot of the airflow further back in the car - it can turn your performance around quite quickly.

"We need to go to more circuits to see that that holds across a range of downforce levels. But such positive signs for Aston Martin."

After all they returned to an old known design with this new front wing with the endplates (pre Imola). Also a bit concerning, as I suspected, that they were running the old floor from Imola-spec in Budapest.

[diffuser]

She ignores the speculation that there was ride height issues at eau rouge that forced them to run the car at a higher ride height that reduced floor DF.

Couple of things that were said on car radio between Alonso and his Engineer during the race suggest that they were on the floor limit in Hungry. A few laps before they pitted Alonso said "should we raise the pressure of the front tires?". Then after the pit stop, bring the hards up to temp slowly, he himself admitted that the rest of the laps are "just qualifying type laps". He continued to come off the throttle early into turn 1. Well below top speed.

Some aspects of the car audio just sounded like it was a test session.