2026 Aston Martin Aramco Formula One Team

[Jambier]

Perhaps the teams lagging behind should have some more spending rights, just like they have more CFD or wind tunnel use. Teams like Haas might not even come close to the budget cap, but for those willing to do more, allowing them to developing engine or car without sufficient funding don't make much sense. So, what can be done if development permission is given but no budget is provided?

there is some talk going on between the teams to grant honda more ADUO and more cap space after the first 2 upgrades happen. i heard that it looked like all the teams were in agreement on it and then the vote got delayed. it may be hard for them to make any really meaningful upgrades in such a short time frame with the budget cap what it is. if they were still in the dark about how to deal with their last combustion system being illegal now, it may take some time (and money) to implement.

but yeah, extra money in the cap is part of ADUO.

The thing is we don't know how constructors are managing this ADUO:

- There are 3 ADUO opportunities this year.
- But only 4 engines per season.
- I believe every constructor is working on 1 engine upgrade for the year, not more.
- In the meantime they need to work on the 2027 engine upgrade.

So it may be that they are pushing to get this first ADUO upgrades (Honda, Audi, Ferrari) but that it may come much later to be meaningful and make a real change.

I also believe that Honda won't use first ADUO: They had ton of issues, and are just finishing the reliability process.
Once done, they can start to push for a performance upgrade.

That's why what Alonso said make sense about Zandvoort, I think that this is when they will have a real engine performance upgrade.

Then, Honda will focus on the 2027 engine and try to catch up the others

[diffuser]

Perhaps the teams lagging behind should have some more spending rights, just like they have more CFD or wind tunnel use. Teams like Haas might not even come close to the budget cap, but for those willing to do more, allowing them to developing engine or car without sufficient funding don't make much sense. So, what can be done if development permission is given but no budget is provided?

there is some talk going on between the teams to grant honda more ADUO and more cap space after the first 2 upgrades happen. i heard that it looked like all the teams were in agreement on it and then the vote got delayed. it may be hard for them to make any really meaningful upgrades in such a short time frame with the budget cap what it is. if they were still in the dark about how to deal with their last combustion system being illegal now, it may take some time (and money) to implement.

but yeah, extra money in the cap is part of ADUO.

The thing is we don't know how constructors are managing this ADUO:

- There are 3 ADUO opportunities this year.
- But only 4 engines per season.
- I believe every constructor is working on 1 engine upgrade for the year, not more.
- In the meantime they need to work on the 2027 engine upgrade.

So it may be that they are pushing to get this first ADUO upgrades (Honda, Audi, Ferrari) but that it may come much later to be meaningful and make a real change.

I also believe that Honda won't use first ADUO: They had ton of issues, and are just finishing the reliability process.
Once done, they can start to push for a performance upgrade.

That's why what Alonso said make sense about Zandvoort, I think that this is when they will have a real engine performance upgrade.

Then, Honda will focus on the 2027 engine and try to catch up the others

If a PU manufacturer doesn’t receive ADUO, it’s my understanding that they can’t upgrade the ICE for performance reasons for 2027. They would have to use the same ICE, unless they have approved reliability upgrades. That’s how I interpret the regulations, which is why you might see all manufacturers receiving ADUO—albeit to varying degrees.

[etusch]

Thinking about Alonso complain on gearbox.
What kind of synchronization exists between the gearbox and the MGU-K gears? If there is any... How does this gearbox problem affect kinetic energy recovery?

[ispano6]

Thinking about Alonso complain on gearbox.
What kind of synchronization exists between the gearbox and the MGU-K gears? If there is any... How does this gearbox problem affect kinetic energy recovery?

It would be a software managed synchro that needs to handle the blending of the recovery system with the load and power that is put through the MGU-K. The reduction gear is a single fixed ratio.

MGU‑K → gear reduction → crankshaft → clutch → gearbox → differential → wheels

[Tommy Cookers]

Thinking about Alonso complain on gearbox.
What kind of synchronization exists between the gearbox and the MGU-K gears? If there is any... How does this gearbox problem affect kinetic energy recovery?

It would be a software managed synchro that needs to handle the blending of the recovery system with the load and power that is put through the MGU-K. The reduction gear is a single fixed ratio.
MGU‑K → gear reduction → crankshaft → clutch → gearbox → differential → wheels

there is no mechanical ie positional blending ...
because the gearbox input shaft is permanently in a fixed mechanical relationship with the MGU-K via fixed gearing

there is only (some) force blending done by the active continuous variation of the MGU-K electrical energisation
this isn't perfect

[ispano6]

Thinking about Alonso complain on gearbox.
What kind of synchronization exists between the gearbox and the MGU-K gears? If there is any... How does this gearbox problem affect kinetic energy recovery?

It would be a software managed synchro that needs to handle the blending of the recovery system with the load and power that is put through the MGU-K. The reduction gear is a single fixed ratio.
MGU‑K → gear reduction → crankshaft → clutch → gearbox → differential → wheels

there is no mechanical ie positional blending ...
because the gearbox input shaft is permanently in a fixed mechanical relationship with the MGU-K via fixed gearing

there is only (some) force blending done by the active continuous variation of the MGU-K electrical energisation
this isn't perfect

Right, no mechanical blending, only software driven RPM blending of the MGU-K and 1 reduction gear to match engine RPM. The engine braking and gearbox sync issues can cause lock ups and torque spikes/holes, overheating, and derating that generally means sub-optimal operation for recovery.

[Tommy Cookers]

It would be a software managed synchro that needs to handle the blending of the recovery system with the load and power that is put through the MGU-K. The reduction gear is a single fixed ratio.
MGU‑K → gear reduction → crankshaft → clutch → gearbox → differential → wheels

there is no mechanical ie positional blending ...
because the gearbox input shaft is permanently in a fixed mechanical relationship with the MGU-K via fixed gearing

there is only (some) force blending done by the active continuous variation of the MGU-K electrical energisation
this isn't perfect

Right, no mechanical blending, only software driven RPM blending of the MGU-K and 1 reduction gear to match engine RPM. The engine braking and gearbox sync issues can cause lock ups and torque spikes/holes, overheating, and derating that generally means sub-optimal operation for recovery.

maybe a controlled clutch slip on shifts developed via an electro-hydraulic actuator changing the clutch contact load
(Honda gave a paper on this a few years ago)
clutch slip duration about 10 -12 millisec straddling in time the actual dog shifting process
(I know of one poster who doesn't believe this slip system is used today)

force blending done electrically is by software onboard the 'control electronics' CE integrated with the MG not by the ECU
it cannot be complete
eg wheel locking on braking at high speed can force the MG to decelerate faster than its controlled response can decelerate it
so the generation force collapses (either by control or uncontrolled) - and the MG gives an ABS-like effect

[venkyhere]

Thinking about Alonso complain on gearbox.
What kind of synchronization exists between the gearbox and the MGU-K gears? If there is any... How does this gearbox problem affect kinetic energy recovery?

Pardon me for being a novice...
but why does there need to exist a separate 'synchronization' b/w the MGU-K and the gearbox ? the synchros in the gearbox manage the mismatch between one half shaft and the other, irrespective of the 'loading' on either side (the stronger 'load' bulldozes the slip ring into the weaker side). The MGU-K is permanently meshed with some ratio with the main crankshaft. And the way the MGU-K 'load' (recharge rate high v/s recharge rate low) is adjusted is via controlling the magnetism of the stator via voltage control over the stator windings.

[Rasoose]

About 1 second a lap to the last car not a Cadillac. I find that very significant.

It would take a 50bhp upgrade in the next ADUO for that to happen, and that would be if all the other engine manufacturers were standing still.

When he finally got rid of Perez in his first stint on mediums he definitely wasn't that much slower, not 1 sec per lap to midfield teams,maybe 0.4 or 0.5, when he switches to softs he keeps more or less same pace as TorroRosso and Ocon.
Also the horsepower deficit is questionable, how can he keep up or overtake Ferrari engine in Cadilac whit 50+ bhp deficit?

Agreed. Watching Alonso's onboard vs Perez it seemed like they were well-matched in terms of engine power & deployment. Perez did a good job of managing his deployment while defending, better than some of the front-runners.

The onboards from FP1 looked horrible though, so much understeer and general lack of grip. I suspect the setup on Sunday was compromised (less rear grip, less energy recover/acceleration) to mitigate that understeer.

Here's hoping that the rumored front-suspension upgrade might be ready by Canada.

[SSJ4]

apparently newey was or is currently in hospital. according to british tabloids. obviously hope he gets better soon
But wonder what the knock on effect would be

[diffuser]

apparently newey was or is currently in hospital. according to british tabloids. obviously hope he gets better soon
But wonder what the knock on effect would be

https://www.gpblog.com/en/rumors/newey- ... from-miami
The Silverstone-based team also responded to the article. A spokesperson reacted: "We don’t comment on personal matters relating to any of our team members. Adrian is working and was on campus last week."

https://www.planetf1.com/news/adrian-ne ... lth-update
According to the Mail, Newey recently required hospital treatment after suffering a ’bout of illness.’
The report claimed that the legendary designer ‘is for now mostly working from home’ as he recovers ‘from an issue that has beset him the last few weeks.’
An Aston Martin spokesman told the newspaper: “We don’t comment on personal matters relating to any of our team members.

“Adrian is working and was on campus last week.”

[diffuser]

It would take a 50bhp upgrade in the next ADUO for that to happen, and that would be if all the other engine manufacturers were standing still.

When he finally got rid of Perez in his first stint on mediums he definitely wasn't that much slower, not 1 sec per lap to midfield teams,maybe 0.4 or 0.5, when he switches to softs he keeps more or less same pace as TorroRosso and Ocon.
Also the horsepower deficit is questionable, how can he keep up or overtake Ferrari engine in Cadilac whit 50+ bhp deficit?

Agreed. Watching Alonso's onboard vs Perez it seemed like they were well-matched in terms of engine power & deployment. Perez did a good job of managing his deployment while defending, better than some of the front-runners.

The onboards from FP1 looked horrible though, so much understeer and general lack of grip. I suspect the setup on Sunday was compromised (less rear grip, less energy recover/acceleration) to mitigate that understeer.

Here's hoping that the rumored front-suspension upgrade might be ready by Canada.

When you’re following another car in F1, you benefit from the slipstream, which reduces drag and increases straight-line speed. In this case, Alonso spent most of the time in Pérez’s slipstream, while Pérez didn’t have that advantage. Despite that, Pérez was still able to stay ahead for multiple laps, which suggests he managed his ERS deployment more effectively or had stronger deployment on the straights. It looked like Alonso had to conserve energy throughout the lap and then use a significant portion of his battery deployment on the main straight to get past him. If they were even in power it would have been fairly easy for Alonso to pass him.

[Rasoose]

Considering the cooling issues they had in the Sprint (constant warnings about critical engine temps.) while already running fully open louvers, I was quite impressed by how Alonso handled the Perez pass on Sunday. Presumably they were running in lower modes whenever close to another car to keep temps. in check, and then full power to get the pass over with.
I wonder if they started extra light on fuel knowing they'd have to run lower power modes anyway, which would explain Alonso waiting a while in the slipstream before making the pass.

[etusch]

When you’re following another car in F1, you benefit from the slipstream, which reduces drag and increases straight-line speed. In this case, Alonso spent most of the time in Pérez’s slipstream, while Pérez didn’t have that advantage. Despite that, Pérez was still able to stay ahead for multiple laps, which suggests he managed his ERS deployment more effectively or had stronger deployment on the straights. It looked like Alonso had to conserve energy throughout the lap and then use a significant portion of his battery deployment on the main straight to get past him. If they were even in power it would have been fairly easy for Alonso to pass him.

There's talk of a power deficit of more than 50 hp. Slipstreaming won't fix that. I haven't had the chance to watch clear on-board footage. But the fact that Alonso couldn't easily overtake him on the straights indicates a deficiency. However, it should be less than what's circulating around, and I think in a good car, it might be something that can be compensated for...

Perhaps it lack of same amount of power, but let's not forget importance of traction. Of course, I don't know how Cadillac fares in this regard. Maybe their traction is bad too, or maybe it's better.

[diffuser]

When you’re following another car in F1, you benefit from the slipstream, which reduces drag and increases straight-line speed. In this case, Alonso spent most of the time in Pérez’s slipstream, while Pérez didn’t have that advantage. Despite that, Pérez was still able to stay ahead for multiple laps, which suggests he managed his ERS deployment more effectively or had stronger deployment on the straights. It looked like Alonso had to conserve energy throughout the lap and then use a significant portion of his battery deployment on the main straight to get past him. If they were even in power it would have been fairly easy for Alonso to pass him.

There's talk of a power deficit of more than 50 hp. Slipstreaming won't fix that. I haven't had the chance to watch clear on-board footage. But the fact that Alonso couldn't easily overtake him on the straights indicates a deficiency. However, it should be less than what's circulating around, and I think in a good car, it might be something that can be compensated for...

Perhaps it lack of same amount of power, but let's not forget importance of traction. Of course, I don't know how Cadillac fares in this regard. Maybe their traction is bad too, or maybe it's better.

Based on this https://www.formula1.com/en/latest/arti ... bwt8K3Epwi

It sounds like they haven't been able to optimize the electrical side at all yet. Maybe that just started in Miami. So perhaps we have huge chunks of HP to recovery from energy recovery under both regen braking and throttle regen.