The AMR26 project has begun its journey in the worst possible way. Honda is under scrutiny, having had to rebuild its staff after leaving Formula 1 in 2020. The team’s potential is very high, but the time available to make everything work is extremely limited.
Expectations were sky-high. With names like Adrian Newey, Honda, Aramco, and a state-of-the-art infrastructure financed by Lawrence Stroll, it could hardly have been otherwise. Such lofty expectations made the blow from the first Bahrain test session even harder to swallow, as Aston Martin finished last, roughly four seconds off the top. While these numbers should be interpreted cautiously, the message is clear: the AMR26 project has started in the worst possible way.
Lance Stroll was not gentle in his assessment, while Fernando Alonso acknowledged the difficulties without exaggerating. For now, “Nando” has chosen to take a cautious approach. What was most concerning, however, was the image of Stroll Sr. walking slowly through the Sakhir paddock, hands behind his back and a stern expression. Some insiders referred to the “PSG effect,” drawing a parallel with the Parisian football club—an assembly of stars that, for years, failed to meet expectations.
Honda is under the microscope. The internal combustion engine’s RPM limit has been lowered to prevent overheating, and the large air intakes on the hood resemble solutions typically used in extreme conditions, such as the Mexico City circuit. But there’s more. When Lance Stroll and Fernando Alonso went out on track, the challenges were evident. Every braking zone caused heavy tire smoke from both the front and rear wheels of the AMR26, testing the patience of the drivers. Honda also lacks other cars on track for data comparison, a significant disadvantage compared to manufacturers who can cross-check information across multiple teams.
Unlike other team principals, Adrian Newey did not speak to the media; spokesperson duties were assigned to Pedro de la Rosa, tasked with clarifying a complex moment. The Spaniard noted that Newey only arrived at Silverstone less than a year ago, and that some delays are partially linked to this timing.
The team has undergone a deep restructuring. Hundreds of new hires, executives like Enrico Cardile, and advanced infrastructure—from the wind tunnel to production departments—require time to become fully operational. Additionally, for the first time, the team designed and built the gearbox in-house while simultaneously integrating with a new engine partner after years of collaboration with Mercedes.
“Regarding the problems we’ve observed, there are areas we’ve already identified and are working on at Silverstone,” admitted de la Rosa, “but we won’t have immediate solutions. This is not a five-minute job; it requires learning and optimization. We have confidence in the team’s capabilities and all the necessary resources. We’re not where we want to be, but we have the people to resolve these issues and move forward, and that’s the most important thing.”
No one in the paddock doubts the team’s potential, nor Honda’s ability to identify and fix problems. The critical factor is time. Alonso knows he has limited months to dedicate to developing this project. He will turn 45 in a few months, and while his physical condition is impeccable, the biological clock does not stop. The frustration shown in Bahrain is understandable; Fernando knows time is short, and if he faces another uphill season, more than gloves (as rumored in the Sakhir garage) he might be tempted to throw in the towel.
However, the bigger risk is not Alonso’s potential departure, but the patience of Stroll Sr. The Canadian businessman has invested without limits to build an ambitious program, giving Newey free rein and supporting him even when he demanded—and secured—the role of team principal. Now, he wants results, and his pressure on the workforce will soon be felt. But it will especially be Honda’s timelines that keep the team on edge.
The team cannot afford years of apprenticeship. A path similar to Honda’s previous Formula 1 cycles (with McLaren and later Red Bull) is not an option for Aston Martin. On paper, it shouldn’t be this way: Honda’s experience with the previous generation of power units should prevent such concerns. In reality, a large portion of the personnel involved in the championship-winning Red Bull program were either reassigned or left the company at the end of 2020, when management decided to close its Formula 1 project.
When operations resumed just over a year later, much of the workforce had to be rebuilt with technicians lacking specific F1 experience, making a nearly complete relearning phase inevitable. This is one of Honda management’s decisions that is hardest to interpret from the outside, especially considering the current ambitions of the program.
Leave a Reply