2026 Aston Martin Aramco Formula One Team

[TyreSlip]

Folks you have a gearbox that falls apart in a few km. Most of the recovery energy loss is in there. Max recovery is basically mass of the car and its speed. Braking recovery goes through gearbox, shaft and MGU-K that slow down the rear wheels directly.

If you can’t recover it’s not the ICE, at most the ICE doesn’t make you go as fast, but the ICE could be off and it wouldn’t change the energy recovery at all.

The ICE has massive vibrations so no one knows to what extent it may be damaging other components of the car like the transmission.

[diffuser]

Folks you have a gearbox that falls apart in a few km. Most of the recovery energy loss is in there. Max recovery is basically mass of the car and its speed. Braking recovery goes through gearbox, shaft and MGU-K that slow down the rear wheels directly.

If you can’t recover it’s not the ICE, at most the ICE doesn’t make you go as fast, but the ICE could be off and it wouldn’t change the energy recovery at all.

The two energy recovery limits that Honda couldn’t achieve, and which were mentioned in the Benson article, are related to the ICE spinning the MGU-K. There are no energy recovery limits while the car is on the brakes.

[dialtone]

Folks you have a gearbox that falls apart in a few km. Most of the recovery energy loss is in there. Max recovery is basically mass of the car and its speed. Braking recovery goes through gearbox, shaft and MGU-K that slow down the rear wheels directly.

If you can’t recover it’s not the ICE, at most the ICE doesn’t make you go as fast, but the ICE could be off and it wouldn’t change the energy recovery at all.

The two energy recovery limits that Honda couldn’t achieve, and which were mentioned in the Benson article, are related to the ICE spinning the MGU-K. There are no energy recovery limits while the car is on the brakes.

There is no such thing. The MGU-K is attached directly to the shaft via its own transmission, it doesn’t have any decoupling from propulsion.

You can only charge via MGUK if the wheels move, MGUK adds a magnetic field that makes the engine do more work for the same speed

[ericsonnek]

It take long from Honda to all work properly

https://global.honda/en/tech/motorsport ... U-H_MGU-K/

[velizare]

It's not because it was reported by someone from the BBC, it's because it was reported by Andrew Benson, who has proved to be very reliable in his F1 reporting for decades. He doesn't claim gossip as fact.

anyway, 100 kW is huge, ~134 hp.

It is so frustrating that there are only 8 days left to submit final specifications.

i mean, alpine was told to have 15-20 hp less than others, and they were like 1 behind on one lap. multiple it by 6-9. alonso's famous radio happened when mgu shaft was broken, and there was no electonic aid, just pure ice performance. if bbc report is right, this might be about the same but this time with mgu on. 130 hp is not 5%, but 10+.
butthe same report states also williams is 25-40 kg over the weight limit which is about the same class like this or even worse.

[PlatinumZealot]

Folks you have a gearbox that falls apart in a few km. Most of the recovery energy loss is in there. Max recovery is basically mass of the car and its speed. Braking recovery goes through gearbox, shaft and MGU-K that slow down the rear wheels directly.

If you can’t recover it’s not the ICE, at most the ICE doesn’t make you go as fast, but the ICE could be off and it wouldn’t change the energy recovery at all.

Yeah this Force india gearbox - erm - I mean Aston Martin gearbox is actually their first one and its total crap. It actually hurt the running more than the engine. In these 50% electric regs, the engine and the gearbox need to work in perfect harmony.

[diffuser]

Folks you have a gearbox that falls apart in a few km. Most of the recovery energy loss is in there. Max recovery is basically mass of the car and its speed. Braking recovery goes through gearbox, shaft and MGU-K that slow down the rear wheels directly.

If you can’t recover it’s not the ICE, at most the ICE doesn’t make you go as fast, but the ICE could be off and it wouldn’t change the energy recovery at all.

The two energy recovery limits that Honda couldn’t achieve, and which were mentioned in the Benson article, are related to the ICE spinning the MGU-K. There are no energy recovery limits while the car is on the brakes.

There is no such thing. The MGU-K is attached directly to the shaft via its own transmission, it doesn’t have any decoupling from propulsion.

You can only charge via MGUK if the wheels move, MGUK adds a magnetic field that makes the engine do more work for the same speed

The car is always moving. RPM, therefore crank, depends on speed and gear it's in. Reverse the polarity on the MGU-K and it starts charging the battery.

[dialtone]

The car is always moving. RPM, therefore crank, depends on speed and gear it's in. Reverse the polarity on the MGU-K and it starts charging the battery.

So you think that an ICE that, albeit not initially, was able to spin at 13k rpm, somehow can't generate 250kw recovery because... the ICE can't spin? How many rpm do you need from it?

Honda may be crap, but this is your first gearbox ever, the engine did put in laps that were just about 2s slower than the rest, Honda said their electric part was fine (and hard to not believe, it's not an exotic part that Honda wouldn't have experience with), the chances many recovery issues come from the gearbox are very high. The fact that your gearbox just grinds like that adds that extra level of certainty.

But keep pointing fingers at Honda, let's see if that ends up different than 2017.

[FNTC]

Honda put out an official statement basically saying the battery broke on Thursday and after bench testing in Japan, they couldn't really do much testing on Friday. 6 laps at slow pace. They were probably down to the last battery pack or something.

[mzso]

You have been spamming this thread the last two days and telling anyone who does not agree with your biased take how wrong they are. Maybe you should take your own advice?

What I said are based on stuff that actually happened and not fantasy.

[diffuser]

The car is always moving. RPM, therefore crank, depends on speed and gear it's in. Reverse the polarity on the MGU-K and it starts charging the battery.

So you think that an ICE that, albeit not initially, was able to spin at 13k rpm, somehow can't generate 250kw recovery because... the ICE can't spin? How many rpm do you need from it?

Honda may be crap, but this is your first gearbox ever, the engine did put in laps that were just about 2s slower than the rest, Honda said their electric part was fine (and hard to not believe, it's not an exotic part that Honda wouldn't have experience with), the chances many recovery issues come from the gearbox are very high. The fact that your gearbox just grinds like that adds that extra level of certainty.

But keep pointing fingers at Honda, let's see if that ends up different than 2017.

I’m not pointing my finger at anyone. I’m just trying to explain what I think the problem might be, based on the description Beson gave of what Newey said to the Commission on Wednesday. You’ve prompted me to review the regulations, and I can see that a 350 kWh recharge is never allowed—it’s always 250 kWh. The 350 kWh figure refers to the deployment limit.

So that means, if Newey’s statement did indeed take place, there is more than just a software problem. It would mean he was saying that it can’t charge or deploy at the maximum limits.

[AR3-GP]

Honda may be crap, but this is your first gearbox ever, the engine did put in laps that were just about 2s slower than the rest, Honda said their electric part was fine (and hard to not believe, it's not an exotic part that Honda wouldn't have experience with), the chances many recovery issues come from the gearbox are very high. The fact that your gearbox just grinds like that adds that extra level of certainty.

"Our last run with Fernando Alonso yesterday showed a battery-related issue that impacted our test plan with the Aston Martin Formula 1 Team," read the statement.

"Since then, we have been carrying out simulations on the test bench in HRC Sakura.

"Due to this and a shortage of power unit parts, we have adapted today's run plan to be very limited and consist only of short stints."

https://x.com/HondaRacingF1/status/2024754488616100052

Official statement from Honda.


A post in January from HRC staff member

Many people have been asking about next year's PU. It is on schedule and there also challenges that I think all the PU manufacturers are facing with regards to the electrical side of things. The energy store to electric motor output ratio is the biggest hurdle that we are facing. Drivability vs deployment vs recovery is where most of the engineering resources are being spent right now.

viewtopic.php?p=1315030#p1315030

viewtopic.php?p=1328861&hilit=ratio#p1328861

[AR3-GP]

There is no such thing. The MGU-K is attached directly to the shaft via its own transmission, it doesn’t have any decoupling from propulsion.

You can only charge via MGUK if the wheels move, MGUK adds a magnetic field that makes the engine do more work for the same speed

[FNTC]

I’m not pointing my finger at anyone. I’m just trying to explain what I think the problem might be, based on the description Beson gave of what Newey said to the Commission on Wednesday. You’ve prompted me to review the regulations, and I can see that a 350 kWh recharge is never allowed—it’s always 250 kWh. The 350 kWh figure refers to the deployment limit.

So that means, if Newey’s statement did indeed take place, there is more than just a software problem. It would mean he was saying that it can’t charge or deploy at the maximum limits.

The reason for him allegedly saying they couldnt regen at 250kW, let alone 350, is that they were talking about testing out an increase in the regen limit to 350, even though the current regs said 250. They talked about it on the TV broadcast. It was 100kW until October, then they increased it to 250.

[Leon Kennedy]

I’m not pointing my finger at anyone. I’m just trying to explain what I think the problem might be, based on the description Beson gave of what Newey said to the Commission on Wednesday. You’ve prompted me to review the regulations, and I can see that a 350 kWh recharge is never allowed—it’s always 250 kWh. The 350 kWh figure refers to the deployment limit.

So that means, if Newey’s statement did indeed take place, there is more than just a software problem. It would mean he was saying that it can’t charge or deploy at the maximum limits.

The reason for him allegedly saying they couldnt regen at 250kW, let alone 350, is that they were talking about testing out an increase in the regen limit to 350, even though the current regs said 250. They talked about it on the TV broadcast. It was 100kW until October, then they increased it to 250.

I wonder if they've caused some problems by changing the rules. Also, someone here mentioned Honda's recently introduced anti-lag system, which forced AM to redesign the rpm of the gearbox.

Well, guys, I don't understand anything anymore.