Aston Martin has introduced a radical rear suspension solution on its AMR26 Spec B, raising one of the upper arms and shaping its carbon-fibre cover into an aerodynamic profile. The component now operates in the airflow between the lower beam wing and the main rear-wing plane, underlining Adrian Newey’s determination to pursue aerodynamic performance rather than retreat from the car’s original philosophy.
The heavily revised AMR26 needs more track mileage before Aston Martin can find the correct set-up for its many new solutions. Newey has taken several concepts to a more extreme level in search of aerodynamic gains, while the team is also awaiting the planned debut of Honda’s power unit with two ADUO development steps during a filming day scheduled for the following week.
Adrian Newey maintains his Aston Martin AMR26 philosophy
Adrian Newey has not abandoned his ideas. It would have been easy to imagine the British designer taking a step backwards with some of his choices when approving the revised green car that debuted in Hungary, but that would not be consistent with the approach of the Stratford-upon-Avon engineer.
Newey generally continues developing his concepts, particularly when he is convinced they can generate additional performance. The AMR26 Spec B assembled in the Budapest garages therefore remains a continuation of the car that preceded it, rather than a complete break with the original design.
The chassis was produced using the same moulds, as the work was focused exclusively on reducing weight. The gearbox casing followed the same approach. Despite that continuity, the updated car presents several concepts that are more extreme than those previously seen.
AMR26 sidepods retain their distinctive wing-shaped concept
The wing-profile sidepods remain unusually detached from the edge of the floor, making the AMR26 unique within the Formula 1 field. They feature a deeply sculpted undercut, confirming that Aston Martin has retained its existing aerodynamic philosophy.
The main optimisation concerns the very small radiator inlets. Cooling air is drawn from the upper section of the sidepod because the lower tray rises sharply, leaving a large open area underneath the bodywork.
This arrangement is intended to manage the airflow travelling towards the rear of the car, where the revised suspension has become one of the most striking elements of the new specification.
Aston Martin raises rear suspension arm by 30mm
Newey’s boldest intervention can be found in the rear suspension, while the front suspension has remained unchanged. The rear arm of the upper multi-link arrangement has been raised by 30mm at its mounting point on the rear-wing pylon.
The arm now sits above the exhaust outlet. On the previous version, its attachment point was positioned approximately halfway up the central exhaust terminal.
An image credited in the source to AG Galli reveals another interesting detail: the two arms have been joined by a connecting element. This revisits an idea Newey had already developed during his time at Red Bull, when he also experimented at the front of the car with two upper wishbones manufactured as a single component.
Rear suspension cover becomes an aerodynamic profile
The decision was driven by aerodynamic considerations. Aston Martin had already modified the carbon-fibre covers at Silverstone, but the Hungarian specification takes the concept further.
The arm attached to the rear-wing pylon features a curved trailing edge that effectively transforms it into a wing-shaped profile. It is positioned between the lower beam wing and the main rear-wing element, allowing the suspension component to contribute to airflow management rather than performing only a structural role.
The design illustrates how closely mechanical components and aerodynamic surfaces are integrated on modern Formula 1 cars. It also reflects the wider importance of rear-end airflow management at the Hungaroring, where teams require downforce and stability through a long sequence of corners. The competitive context was also highlighted by expectations that Mercedes could challenge Ferrari at the Hungaroring.
Lance Stroll’s FP1 suspension failure linked to assembly issue
Lance Stroll suffered a failure of the left-rear suspension during FP1. The initial concern was that a dangerous structural breakage had occurred, forcing the Canadian driver to miss the second practice session as well.
However, the incident appears to have been caused by an assembly problem after the car was completed in a hurry. That interpretation is supported by Aston Martin allowing Fernando Alonso to return to the circuit when the session resumed, as the team was reportedly immediately confident that the issue was not structural.
Nevertheless, before FP3, the mechanics replaced the rear end of Fernando Alonso’s car as a precaution.
Aston Martin struggles in FP3 but expects Honda power boost
The two Aston Martins did not shine at the end of the third and final practice session. Fernando Alonso finished 17th, immediately ahead of Lance Stroll, although the Cadillac and Williams cars remained behind them.
The result nevertheless suggested that progress may be beginning, with further development expected from the Honda power unit. The engine featuring two ADUO development steps is scheduled to make its debut during a filming day held after the Pirelli tests planned for Tuesday and Wednesday.
Honda’s forthcoming development could deliver approximately 50 additional horsepower, potentially contributing to another significant step forward for Aston Martin. Until that package arrives, however, the AMR26 Spec B needs more running so the team can understand its numerous new solutions and identify the correct set-up.
The broader competitive impact of any improvement will become clearer as the season progresses, with Aston Martin’s position measured against its rivals in the Formula 1 driver standings.
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