Honda has revealed that Lance Stroll and Fernando Alonso did not run the same Aston Martin power unit specification throughout the season, with the second stage of the ADUO development arriving on the two AMR26s at different times. Lance Stroll received the latest turbo development in Madrid, while Fernando Alonso had to wait until the Azerbaijan Grand Prix in Baku.
The difference was more significant than a simple logistical delay. Honda’s development sequence helps explain some of the difficulties Aston Martin has experienced with the AMR26, particularly because the work was aimed not only at increasing performance but also at improving the way the power unit responds when the driver demands acceleration.
Honda staggered Aston Martin ADUO upgrade between Lance Stroll and Fernando Alonso
Honda Racing Corporation president Koji Watanabe confirmed the development timeline. Rather than introducing all of the planned modifications in a single package, Honda chose to bring them to the track in successive stages.
The first evolution appeared at Zandvoort, but that specification exposed issues with the way the engine delivered its response. Honda therefore needed to make further changes to the turbocharger, with the subsequent development becoming available first on Lance Stroll’s car.
As a result, Aston Martin spent part of the season running its two AMR26s with different power unit configurations. Lance Stroll received the new turbocharger in Madrid, while Fernando Alonso continued with the previous version until Baku.
Honda’s problem was not simply a lack of power
The most important technical aspect of the second ADUO development concerns the nature of Honda’s intervention. The Japanese manufacturer did not describe the update simply as an attempt to find additional horsepower.
Work on the IHI turbocharger was also driven by the need to improve the behaviour of the power unit, particularly the delay in turbo response.
That becomes particularly significant under Formula 1’s current energy-management demands. Performance depends not only on the maximum power available, but also on how quickly and predictably that power is delivered when the driver needs it.
Koji Watanabe explained that the Spec 2 engine had been the priority. Honda therefore decided to introduce it in the Netherlands rather than wait until the entire development package was complete.
The second intervention followed later in Spain. Koji Watanabe described Honda’s approach as a “staggered” implementation, chosen because the manufacturer did not want to delay the introduction of the new specification any further.
Different power unit specifications affected Aston Martin’s development picture
The consequence was that Aston Martin operated two cars with different configurations for part of the season.
That distinction becomes particularly relevant when considering the AMR26’s difficulties in finding an effective operating window. If the response of the power unit also affects how a driver manages acceleration and traction, the difference between the two specifications cannot be treated as insignificant.
Honda also believes there is still more performance available from its current package. Koji Watanabe acknowledged that the manufacturer does not yet consider the power unit’s full potential to have been extracted.
That means Honda’s challenge extends beyond the upgrades already introduced. The remaining task is to turn that potential into usable performance while remaining within the regulatory limits.
Honda’s broader development work has already been a major theme of the season, with the manufacturer continuing to search for gains as part of the ongoing engine development programme at Sakura.
Fernando Alonso chose to wait for the Aston Martin-Honda project
The technical situation is closely connected to Aston Martin’s sporting future. Fernando Alonso decided to continue with the team while the project was going through one of the most complicated phases of its development.
His contract renewal resolved one of the major questions surrounding Aston Martin and also represented a vote of confidence in the direction the Silverstone operation is taking.
Mike Krack explained that Fernando Alonso’s decision was not based exclusively on the immediate competitiveness of the AMR26.
The Spaniard had repeatedly expressed concerns about the current regulations and wanted to understand which direction Formula 1 would take with its next technical cycle. According to Mike Krack, those future regulations carried more weight in Fernando Alonso’s decision than the immediate performance of the current car.
Fernando Alonso is betting on what Aston Martin can become
Fernando Alonso therefore did not make his decision purely on the basis of what Aston Martin is today, but also on what the team could become under the next regulation cycle.
The Honda partnership is a central element of that technical bet, alongside the work being carried out at Silverstone and the continuing development of Aston Martin’s aerodynamic and chassis package.
For a driver with Fernando Alonso’s experience, the question extends beyond simply having a competitive car in the present. Staying with Aston Martin means assessing the direction of the entire project.
That makes Honda’s work even more important. If the Japanese manufacturer still believes there is performance left to extract from its power unit, Aston Martin has technical potential available — but that potential now needs to translate into tangible performance on track.
Sepang offers Honda’s new turbo a very different test
The next important test comes at Sepang, a circuit with very different characteristics from the recent rounds.
Temperatures, aerodynamic loads, long high-speed sections and different energy demands should provide a useful test of how much the revised turbocharger has changed the behaviour of the power unit.
Two practice sessions alone will not provide a definitive answer. The clearer picture will only emerge once the full weekend has been completed and Aston Martin has been able to evaluate the package across qualifying and race conditions.
Honda already working on next generation as HRC leadership changes
Honda is also looking beyond the current development programme. Work on the next generation of its Formula 1 engine is already under way, with changes to the combustion chamber among the areas through which Sakura intends to build for the future.
A transition is also planned within Honda Racing Corporation. Tetsushi Kakuda is set to step away from leading the Formula 1 project, with Yoichiro Fukao preparing to take over the role.
For Aston Martin and Honda, the path towards extracting consistent performance from the current package is therefore still ongoing. The latest ADUO development has addressed an important area of power unit behaviour, but Honda’s own assessment makes clear that the work is not yet complete.
