2026 Aston Martin Aramco Formula One Team

[AhmerBaig]

Alonso letting go of steering because of vibrations

https://x.com/F1BigData/status/20330946 ... _&ref_url=

[AhmerBaig]

Neweys biggest career cockup? Double stacking the batteries and forcing honda to design such a tightly packaged PU.

[GoranF1]

Also want to mentions somethings before we go to Japan
- Mercedes are running at full power now after the sprint race scare thus the massive gap to Ferrari. But customer teams are still on 3.5 on a five scale (As mentioned by Mercedes).
- RBPT is just as unreliable as Honda, but no vibrations and more power.
- Pirelli is secretly Bridgestone

We have no idea how much power Honda engine has simply because they haven't run it at 100% yet. Their problems are excessive vibrations, which cause all the problems, nothing else has ever been confirmed.

They run it already at 100%. Have you learned nothing from 2015? This is it.

[SilviuAgo]

Fernando being Fernando

[Petebass]

De la rosa has confirmed today that "vibrations come from the electric motor". The Honda upgrades were trying "to improve the integration between the electric motor with battery and motor main structure"

[OnEcRiTiCaL]

It looks like honda so called fixes is about preventing batteries from being damaged by vibration.they say the pu is vibrating normally on the dyno and they never had such problems with redbull.so if the vibration are to be completely eliminated then Aston will also have to make changes to their chassis.

Vibrating normally 🫡
Nobody said is the Engine itself. Anyway not so hard to figure out by rpm range or when is the vibration? When only in gear ? When only the engine makes power? When the PU+Electric motor run together ?

[OnEcRiTiCaL]

De la rosa has confirmed today that "vibrations come from the electric motor". The Honda upgrades were trying "to improve the integration between the electric motor with battery and motor main structure"

Aston Martin situation now is not unique at all.I mean in the past v6 renault always went in Limp mode by vibration. MERCEDES beginning at hybrid v6 also had vibration between the engine and gearbox. Lotus also renault as i remember...,their exhaust did crack by vibration continously. So yeah it will take times. They could install at every components resonance sensors and check where is start and where is goes.

[Leon Kennedy]

De la rosa has confirmed today that "vibrations come from the electric motor". The Honda upgrades were trying "to improve the integration between the electric motor with battery and motor main structure"

Aston Martin situation now is not unique at all.I mean in the past v6 renault always went in Limp mode by vibration. MERCEDES beginning at hybrid v6 also had vibration between the engine and gearbox. Lotus also renault as i remember...,their exhaust did crack by vibration continously. So yeah it will take times. They could install at every components resonance sensors and check where is start and where is goes.

Completely different eras and engines too. Moreover, a manufacturer that has won numerous championships, even recent ones, cannot afford these things, putting the health of the drivers at risk.
I could understand (but not justify) if it had happened to Audi, who were just entering the F1. But not them; they're terrible in terms of both reliability and performance. Something like this can't be allowed to pass. The FIA must intervene.

[OnEcRiTiCaL]

De la rosa has confirmed today that "vibrations come from the electric motor". The Honda upgrades were trying "to improve the integration between the electric motor with battery and motor main structure"

Aston Martin situation now is not unique at all.I mean in the past v6 renault always went in Limp mode by vibration. MERCEDES beginning at hybrid v6 also had vibration between the engine and gearbox. Lotus also renault as i remember...,their exhaust did crack by vibration continously. So yeah it will take times. They could install at every components resonance sensors and check where is start and where is goes.

Completely different eras and engines too. Moreover, a manufacturer that has won numerous championships, even recent ones, cannot afford these things, putting the health of the drivers at risk.
I could understand (but not justify) if it had happened to Audi, who were just entering the F1. But not them; they're terrible in terms of both reliability and performance. Something like this can't be allowed to pass. The FIA must intervene.

You cant be serious...
We didn't even know if we talking just vibration or we talk vibration getting stronger by components made from same material and they have the same HZ vibration. We also don't know if anything have to do with the new gearbox from Aston or just damper problems. Not ideal at all the situation, but this what you get when you make new rules and 0 test on gearbox, chassis Engine and Mgu-h together and those made in different countries. Audi is made everything byself. Honda not..

[mzso]

Hey a delusional take, this could basically (almost definitely allow) a FIA based on Medical Safety intervention rules allowing Honda to upgrade without ADUO for Japan if they have to break a Homologation seal in the name of solving vibrations. Other teams can't oppose this anymore as there is on video proof and maybe Aston will supply a medical proof as well.

Reliability is reason enough to upgrade. Things are breaking, even the driver.

Audi is made everything byself. Honda not..

I don't think Audi's engine division is anywhere close to the rest of the team.

[Jambier]

Also want to mentions somethings before we go to Japan
- Mercedes are running at full power now after the sprint race scare thus the massive gap to Ferrari. But customer teams are still on 3.5 on a five scale (As mentioned by Mercedes).
- RBPT is just as unreliable as Honda, but no vibrations and more power.
- Pirelli is secretly Bridgestone

We have no idea how much power Honda engine has simply because they haven't run it at 100% yet. Their problems are excessive vibrations, which cause all the problems, nothing else has ever been confirmed.

They run it already at 100%. Have you learned nothing from 2015? This is it.

I agree with this.
Honda will have ADUO upgrades BUT:

- they need first to fix vibration
- so I fear they will not use the ADUO performance upgrade, at least the first

Hence they will fix vibrations and finish races but with same pace than now

[mzso]

We have no idea how much power Honda engine has simply because they haven't run it at 100% yet. Their problems are excessive vibrations, which cause all the problems, nothing else has ever been confirmed.

They run it already at 100%. Have you learned nothing from 2015? This is it.

I agree with this.
Honda will have ADUO upgrades BUT:

- they need first to fix vibration
- so I fear they will not use the ADUO performance upgrade, at least the first

Hence they will fix vibrations and finish races but with same pace than now

That's not how it works. Fixing vibration in itself means a lot more usable power.

[Bill]

De la rosa has confirmed today that "vibrations come from the electric motor". The Honda upgrades were trying "to improve the integration between the electric motor with battery and motor main structure"

Aston Martin situation now is not unique at all.I mean in the past v6 renault always went in Limp mode by vibration. MERCEDES beginning at hybrid v6 also had vibration between the engine and gearbox. Lotus also renault as i remember...,their exhaust did crack by vibration continously. So yeah it will take times. They could install at every components resonance sensors and check where is start and where is goes.

But Honda said the vibration from electrical motor are negligible but looking at the pu during lunch the mguk assembly looks suspicious long. it would have been better if they positioned it like they did with older regulations.

[diffuser]

Also want to mentions somethings before we go to Japan
- Mercedes are running at full power now after the sprint race scare thus the massive gap to Ferrari. But customer teams are still on 3.5 on a five scale (As mentioned by Mercedes).
- RBPT is just as unreliable as Honda, but no vibrations and more power.
- Pirelli is secretly Bridgestone

You're another guy that is a liar and cheat. 90% of what you say is complete BS.

1. Homologation forces identical specification
Each power-unit manufacturer must submit one homologation dossier to the FIA that defines the complete design and operation of the PU. That dossier applies to all teams using that PU.

Key implications:
- The internal combustion engine, turbo, MGU-K, energy store, control electronics, etc. must match the homologated design.
- The control software and operating parameters must also be identical.
- The PU must be “identical and operated in the exact same manner” for every team supplied by that manufacturer.
So the rules explicitly prevent a manufacturer from giving the works team a stronger spec engine.

2. Updates must also be supplied to customers
If a manufacturer introduces an upgraded PU spec during the cycle, the rules require that:
- At least one updated PU must be available to each customer team at the first event the update appears.
The only exception is a rare logistical issue (e.g., supply shortage), where one event delay can be granted.

3. What can differ between teams
The regulations allow only a few limited differences:
- Fuel supplier
- Engine oil specification
- Minor installation-related adjustments (wiring, packaging, exhaust positioning, etc.).
These are declared in the homologation dossier and should not change the fundamental performance capability of the PU.

4. What about running lower power modes?
Technically a team could choose to run a more conservative engine mode (for reliability, cooling limits, etc.), but:
- The capability must exist in the PU for the same modes as the works team.
- The manufacturer cannot restrict those modes only to the factory team.
In practice, differences in cooling, installation, and operational choices can still make customer teams appear to run less power.

5. Why this rule exists
Before these regulations, manufacturers sometimes
- supplied year-old engines, or
- restricted high-power engine modes to the works team.
FIA closed this loophole by mandating identical specification engines for all customers.

[venkyhere]

Also want to mentions somethings before we go to Japan
- Mercedes are running at full power now after the sprint race scare thus the massive gap to Ferrari. But customer teams are still on 3.5 on a five scale (As mentioned by Mercedes).
- RBPT is just as unreliable as Honda, but no vibrations and more power.
- Pirelli is secretly Bridgestone

You're another guy that is a liar and cheat. 90% of what you say is complete BS.

1. Homologation forces identical specification
Each power-unit manufacturer must submit one homologation dossier to the FIA that defines the complete design and operation of the PU. That dossier applies to all teams using that PU.

Key implications:
- The internal combustion engine, turbo, MGU-K, energy store, control electronics, etc. must match the homologated design.
- The control software and operating parameters must also be identical.
- The PU must be “identical and operated in the exact same manner” for every team supplied by that manufacturer.
So the rules explicitly prevent a manufacturer from giving the works team a stronger spec engine.

2. Updates must also be supplied to customers
If a manufacturer introduces an upgraded PU spec during the cycle, the rules require that:
- At least one updated PU must be available to each customer team at the first event the update appears.
The only exception is a rare logistical issue (e.g., supply shortage), where one event delay can be granted.

3. What can differ between teams
The regulations allow only a few limited differences:
- Fuel supplier
- Engine oil specification
- Minor installation-related adjustments (wiring, packaging, exhaust positioning, etc.).
These are declared in the homologation dossier and should not change the fundamental performance capability of the PU.

4. What about running lower power modes?
Technically a team could choose to run a more conservative engine mode (for reliability, cooling limits, etc.), but:
- The capability must exist in the PU for the same modes as the works team.
- The manufacturer cannot restrict those modes only to the factory team.
In practice, differences in cooling, installation, and operational choices can still make customer teams appear to run less power.

5. Why this rule exists
Before these regulations, manufacturers sometimes
- supplied year-old engines, or
- restricted high-power engine modes to the works team.
FIA closed this loophole by mandating identical specification engines for all customers.

Question :
- how does the FIA ensure exactly same hardware, are there physical checks before every race ?
- how does the FIA ensure exactly same 'software/firmware' ? via a simple checksum ?
- how do customer teams ensure that whatever FIA does, is 'enough' to ensure parity ?

they seem like dumb questions, but is there any knowledge about the 'checking procedure' in the public domain, other than documents ? The reason I ask, is because FoM is a piranha club (cliche) and the FIA is a 'hired-umpire', they don't run the sport. Regulation changes are driven by the business side and technical inputs for those come from the teams themselves. And the history of FIA is checkered with 'hush settlements' and 'incompetence in finding cheating vide their own technical competence', and often TDs and 'bans' are triggered by lobbying/evidence from the teams themselves pointing out 'sketchy' things about a rival team.
So the 'doubts' about fairness are not that stupid as you make it out to be.