In 2024, Aston Martin experienced an even more marked regression than in the previous season. At the start of the year, the British car competed for the role of the third force alongside McLaren and Mercedes, especially in qualifying, while showing weaknesses in race pace. The AMR24 was characterized by an overly narrow operating window, unpredictability in handling, and a constant need for steering corrections, which harmed tire performance. Unfortunately, development failed to address these issues, and updates seemed to exacerbate the problem.
March
In its initial configuration, the AMR24 was capable of competing at the front of the grid. The car’s setup remained unchanged for the first few races, except for adjustments tailored to specific circuits. In Jeddah, a medium-load rear wing debuted, along with new front brake cooling ducts. In Australia, the only update was to the front wing flaps to improve aerodynamic efficiency and balance on high-speed tracks like Melbourne.
Suzuka
The first significant update arrived in Japan. The AMR24 introduced a revised floor, focusing on the entry section of the Venturi channels with new flow diverters. The team experimented with different airflow distributions under the car, balancing lateral expulsion and routing to the rear diffuser. An opening near the rear wheel on the outer edge was also removed.
Miami
At Miami, Aston Martin introduced a new rear wing aiming for greater efficiency. The main profile switched from spoon-shaped to straight, accompanied by changes to the DRS actuator cover and connections between the upper flap and the vertical endplate strakes. The AMR24 also featured updates to the engine cover, beam wing, and front wing flaps, alongside cockpit cooling system modifications.
Imola-Barcelona-Silverstone
The first Italian race marked a turning point in AMR24 development. The team worked on the front wing, reshaping the nose and main profile while introducing a notch in the upper flap to generate a vortex energizing downstream airflow. A new floor was also introduced, with visible changes along the lateral edge and diffuser. The updates included revisions to the engine cover and rear suspension arm fairings.
In Spain, additional updates focused on the front suspension arm fairings, front brake cooling ducts, and the aerodynamics of the rear wheel assemblies. Drivers reported that while the updates increased the AMR24’s aerodynamic load, they failed to translate into time gains due to worsened drivability. From Imola to Barcelona, Aston Martin conducted numerous tests, comparing the new package with the previous specification and experimenting with various setup philosophies.
In July, the team reached a compromise solution. At Silverstone, Aston Martin raced with a hybrid floor, combining the base version used between Suzuka and Miami with some modifications introduced at Imola. Front wing development continued, alongside updates to the rear wheel assembly aerodynamics. Stroll described a team regaining confidence: “We took a wrong development direction, and it didn’t work out. We know how to fix it […]. We’ve experimented a lot and learned from the updates over the past 12 months. Now it’s about acting to resolve the issue.”
Monaco and Montreal
While focused on the AMR24’s general development, the team also brought event-specific updates. In Monte Carlo, a maximum downforce beam wing and rear wing debuted, while Canada saw a further beam wing iteration. However, the two street races highlighted Aston Martin’s lost edge in aggressively tackling curbs compared to 2023.
Budapest
In Hungary, early summer testing bore fruit. Updates mainly targeted the floor, accompanied by aerodynamic changes around the halo. High-downforce track adaptations were also introduced, including updates to the beam wing and front wing flaps. In Spa, Aston Martin conducted further tests to optimize the Hungarian package. Overall, the updates were positive, making the AMR24 easier to drive while increasing aerodynamic load. Alonso commented: “The car responded well. We’re quite happy with how the new package performed in Hungary. It matched wind tunnel predictions, which was crucial after some mixed updates.”
September
At Monza, standard low-drag efficiency updates were introduced, including changes to the rear wing, beam wing, and front wing flaps. In Baku, minor tweaks to the rear wheel assembly deflectors debuted. In Singapore, the front wing was fitted with new high-downforce flaps.
Austin
Development of the AMR24 concluded in Austin, buoyed by the confidence gained with the Budapest package. Texas saw the debut of a new front wing, reverting to the early-season design by removing the upper flap notch and enlarging the main profile’s central dip. Updates also included the floor and diffuser, working in synergy with a revised bodywork design featuring retracted sidepod undercuts.
However, Aston Martin found itself back at square one, conducting tests and comparisons to find the best setup for the latest developments. Mike Krack summarized: “We decided to start both cars in the same configuration, implementing all the new updates. The weekend wasn’t easy. We tried various settings but couldn’t extract the performance we wanted. So, we said: ‘Okay, let’s head to Mexico with some homework.’”
The team’s struggles became evident in Brazil, where they tested the hybrid floor specification from Imola/Suzuka. The late-season AMR24 continued to suffer from its early issues, providing little confidence to drivers in fast corner entries and mid-turns. The goal for 2025 will be to widen the operating window, a critical step in simplifying the setup process for a car that remains perplexing for both drivers and the team.
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