Aston Martin had a busy week, brings ‘effectively new’ AMR26 to Hungary GP

• Photo courtesy of FIA

Aston Martin appears to have had little time for rest ahead of the Hungarian Grand Prix after arriving at the Hungaroring with a heavily revised AMR26 featuring upgrades from nose to rear wing.

The extensive work may already be producing an encouraging early result. Fernando Alonso advanced from the first phase of Saturday’s qualifying session, Q1, into Q2, giving Aston Martin its first appearance beyond the opening qualifying stage of the 2026 season. Teammate Lance Stroll, however, was eliminated in Q1.

The Fédération Internationale de l’Automobile described Aston Martin’s package as so extensive that “the list is almost too long to detail.”

“It is effectively a new car,” the FIA said.

The package covers 16 areas of the AMR26 and includes revisions to the front wing, front wing endplates, nose, front corners, floor body, floor fences, floor edge and diffuser.

Changes were also made to the sidepod inlets, engine cover, cooling louvres, rear suspension, rear corners, rear wing, beam wing and rear wing endplates. Sky Sports also reported that Aston Martin waited until the season’s 11th round to introduce the 16-part package rather than rolling out several smaller updates earlier in the campaign.

At the front of the car, Aston Martin revised the wing’s shape when viewed from both above and in front, while redistributing its chord across the elements. In simple terms, the changes alter how the wing generates load and directs air around the front tires and toward the rest of the car.

The front wing endplates received updated bodies, diveplanes and lower “foot” sections. These surfaces help control the turbulent air produced by the rotating front tires, which can disturb airflow travelling toward the floor and sidepods.

Aston Martin also introduced a longer and thinner nose. Although the change may appear relatively simple, the nose forms part of the aerodynamic structure connecting the front wing to the chassis and can influence how air is divided beneath and around the car.

The front corners were revised through a modified lip and longer rear deflector. These components are intended to organize airflow around the front wheel assemblies before it reaches the floor, where much of a modern Formula One car’s downforce is generated.

Some of the most significant changes were made beneath the AMR26. Aston Martin updated the floor body, the leading-edge vanes known as floor fences, and the floor edge. The floor and board area immediately ahead of the rear tires were also modified.

These closely connected components manage the air passing underneath the car. By controlling pressure and limiting disturbed air from entering beneath the floor, teams aim to generate stronger and more consistent underfloor downforce without creating excessive drag.

The diffuser at the back of the floor also received changes to its main structure, fences and winglet. The diffuser helps expand and accelerate air as it exits beneath the car, making it a crucial part of the underfloor aerodynamic system.

Aston Martin revised the sidepod inlet shape to match the wider bodywork package. The sidepods must provide enough air for cooling while also directing external airflow toward the floor edges and rear of the car, making their design a balance between temperature management and aerodynamic performance.

The engine cover, including the narrowed “coke-bottle” section toward the rear, received subtler changes. Cooling louvres were also redesigned using a concept similar to cooling panels, allowing the team to adjust how hot air leaves the bodywork.

At the back, Aston Martin made small changes to the rear suspension leg positions and external fairings. While suspension components primarily control the car’s mechanical behavior, their shape and placement also affect airflow toward the diffuser, beam wing and rear wing.

The rear corners received revised inlets, exits and vanes, while the beam wing was changed through a redistribution of its aerodynamic twist. The beam wing sits beneath the main rear wing and works with the diffuser to manage airflow leaving the rear of the car.

The main rear wing was similarly reworked. Its chord was redistributed among the three elements, while small winglets were added near the tip of the flap. Aston Martin also revised every surface of the rear wing endplates.

Together, the rear changes are designed to improve aerodynamic load and airflow stability while keeping drag under control. The team must also ensure that the revised rear package remains balanced with the stronger front wing and underfloor.