阿斯顿·马丁与本田公布2026-2027年F1研发计划
阿斯顿·马丁技术总监恩里科·卡迪莱在意大利大奖赛前透露，车队在匈牙利大奖赛推出的大型升级及荷兰大奖赛的后续优化，很可能将是2026赛季的最后一批研发，同时介绍了本赛季与2027赛季的发展规划。
阿斯顿·马丁在匈牙利大奖赛推出的重大升级包，以及随后在荷兰大奖赛引入的进一步改进，看起来将是其2026年一级方程式赛季的最后一批研发项目。
这是该车队首席技术官恩里科·卡迪莱的说法。在意大利大奖赛之前，他在车队《提前进站》访谈栏目的最新一期中，进一步介绍了阿斯顿·马丁本赛季以及2027赛季的研发计划。
以下是其中的主要要点，此外还有关于引擎合作伙伴本田在全年剩余时间里能做些什么的更多内容。
阿斯顿·马丁在夏休期前的亨格罗林赛道对赛车进行了大幅改造，引入了实质上相当于B规格赛车的升级。
这套包含16个部分的升级包包括一个全新的、更轻的车架和一套全新的前翼理念——在夏休期之后的赞德沃特站，车队又对前翼进行了调整，同时阿斯顿·马丁还引入了修改后的底板隔栅（floor fences）以及对扩散器小翼（diffuser winglet）的改动。
因此，车队在2026年以34项升级的总数并列排在升级榜第四位，但如果只计算性能升级，则跃升至第二位——仅次于法拉利。《The 比赛》估计，车队是今年到目前为止在升级方面投入最高的。
不过，卡迪莱表示，近期引入的这些部件将是2026年赛车“最后一项计划中的空气动力学研发”。
他说，唯一的例外是，如果阿斯顿·马丁在2027年赛车的研发中发现某些东西“值得今年在赛道上进行测试，以帮助我们的相关性验证（correlation）”。
“但就目前而言，没有安排更多项目了。”卡迪莱补充道。
接下来的一个月里仍会改变的是赛车的重量。
卡迪莱确认，阿斯顿·马丁仍然“需要完成我们的减重计划”，并预计这项工作将在阿塞拜疆大奖赛时完成，从那时起“我们将基本上在整个赛季余下的比赛中使用赛车的最终版本”。
虽然官方没有透露阿斯顿·马丁目前或之前超重了多少，但据推测，AMR26 的初始版本在最重时超重了 10 到 15 公斤。
卡迪莱表示，到9月24日至26日的巴库比赛周末时，阿斯顿·马丁将“非常、非常接近”重量限制。
当被问及减掉了多少重量时，他说：“这取决于你选择哪场比赛作为参考，但这是一个可观的数字——足以大幅提升圈速。”
“这是一项重大成就。有时候，它来自对个别部件的改动；另一些时候，则意味着重新思考最初的设计方式——甚至是底盘。这是小细节与大型结构构想相结合的成果。”
在谈到阿斯顿·马丁近期性能提升时，卡迪莱表示他理解车手费尔南多·阿隆索和兰斯·斯特罗尔所感受到的沮丧，并称“对我们来说，重要的是更接近于给他们一辆能让他们按照自己想要的方式驾驶的赛车”。
在实现这一目标之后——阿隆索在赞德沃特取得赛季最佳第九名，这是他2026年第二次获得积分——卡迪莱说：“不过现在，与他们之间的许多讨论都是关于展望未来。我们在问：2026年赛车的局限在哪里，我们如何确保在2027年再迈出一大步？”
但他表示，尽管赛季剩余阶段的重点将是利用一切可学到的经验来“指导2027年项目”，车队并不预期本赛季的部件会被用于明年。
“每一个部件都将是全新的，”他说，“所有东西都会经过改进。”
“但在概念上，它将是我们今年赛车所采用方向的延续演进。”
“我们现在走上了正确的道路，但我们并没有被它束缚。可以这样说：在着手2027年项目时，我们没有给自己设置任何限制，不会去考虑从前一款车上延续任何东西。
从这个意义上说，这将是一辆全新的赛车，这也给了我们实现目标的自由和心态。”
本田在荷兰大奖赛带来了规格2（规格 2）引擎升级——而且这是一次改进。卡迪莱说：“可以说我们实现了双步前进：原始性能大幅提升，可操控性也大幅改善。”
但本田的F1总工程师折原慎太郎也承认，可操控性仍然是他们最大的短板。
他在意大利大奖赛时表示，经过本田樱 设施（Sakura，位于枥木的研究基地）的工作之后，将引入另一项对策来改善这一问题。
但这类升级很可能就是本田在2026年剩余时间里所能带来的全部内容。
当在赞德福特被问及今年是否还会有进一步的硬件改进时，折原说：“这是今年唯一一次重大升级。”
“但如果我们找到了什么，比如通过小的改动就能提升性能的好方案，那可以摆上台面。但在2027年之前不会再有重大升级了。”
尽管如此，折原仍认为通过优化还能挖掘出更多动力——据估计，赞德沃特的升级带来了约10至30马力的提升。
折原在蒙扎接受The 比赛采访时被问及是否还有更多性能可挖时表示：“我们为这条赛道带来了一些标定方面的调整，以最大化我们的表现，但这不会是大的改动，只是优化而已。”
阿隆索表示，本田的升级“说实话并不是大的提升”——因为他和斯特罗尔在发挥这些额外动力时遇到了困难——但当The 比赛问他是否仍相信本田能重回与红牛合作时期夺冠的水平时，他说：“百分之百可以。百分之百。”
“本田投入了巨大的承诺。我们在日本的设施是最好的之一。我认为正如本田所说的，动力单元的人员和管理现在都得到了加强——而且之前参与过那个项目的所有人如今都再次加入了这个项目，所以我毫不怀疑，我百分之百信任本田。”
“我们只需要以某种方式缩短那个流程。”
英文原文
Aston Martin's major Hungarian Grand Prix upgrade package and subsequent refinements it introduced at the Dutch GP look set to be its final developments of the 2026 Formula 1 season.
That's according to its chief technical officer, Enrico Cardile, who has offered more about Aston Martin's development plan for this season and the 2027 campaign in the latest edition of the team's Undercut interview feature ahead of the Italian GP.
Here are the main takeaways from that - as well as more on what engine partner Honda can do over the remainder of the year.
Aston Martin overhauled its car significantly at the Hungaroring before the summer break with the introduction of what essentially amounted to a B-spec car.
That 16-part upgrade package included a new, lighter chassis and a new front wing concept - adjustments to which were made after the summer break at Zandvoort, where Aston Martin also introduced revised floor fences and a modification to its diffuser winglet.
As a result, the team has introduced the joint-fourth-highest total of updates in 2026, with 34, though it jumps to second on the list - behind only Ferrari - when only performance updates are taken into account. The Race estimates it as being the highest upgrade spender so far this year.
Cardile stated, though, that the parts introduced recently would be "the last planned aero developments" for its 2026 car.
He said the only exception would be as a result of Aston Martin discovering something in its 2027 car development that "makes sense to test on track this year to help our correlation".
"But as of now, nothing more is scheduled," Cardile added.
What will still change in the coming month is the weight of the car.
Cardile confirmed Aston Martin still had "our weight‑saving programme to complete" and that it expects this to be done at the Azerbaijan GP, from which point "we'll essentially be running the final version of the car for the rest of the season".
While there has been no official word on how much Aston Martin is, or was, over the limit, the suggestion is that at its peak the initial version of the AMR26 was 10-15kg too heavy.
Cardile said Aston Martin would be "very, very close" to the weight limit by the time of the Baku race weekend on September 24-26.
"It depends on what you choose as your reference race, but it’s a significant number - enough to dramatically improve laptime," he said, when asked how much weight had been saved.
"That's a major achievement. Sometimes it comes from changing individual parts. Other times, it means rethinking how something was engineered in the first place - even the chassis. It's a mix of small details and big structural ideas."
Cardile said in reference to Aston Martin's recent uptick in performance that he had recognised the frustration felt by drivers Fernando Alonso and Lance Stroll and said it was "important for us to get closer to giving them a car they can drive the way they want".
Having accomplished that - with Alonso scoring points for only the second time in 2026 with a season's-best ninth at Zandvoort - Cardile said: "Now though, a lot of the conversation with them is about looking ahead. We're asking: what are the limitations of the 2026 car, and how do we make sure we take another big step for 2027?"
But while saying the focus for the remainder of the campaign will be to use everything it can learn to "guide the 2027 project", he said there was no expectation that parts from this season would be used next year.
"Every single part will be new," he said. "Everything will have been improved.
"But conceptually, it will be an evolution of the direction we took with this year's car.
"We're on the right path now, but we’re not tied to it. Let's put it this way: when it comes to tackling the '27 project, we haven't placed any constraints on ourselves in terms of trying to carry anything over from the previous car.
"In this sense, it will be a completely new car, and it gives us the freedom and mindset to achieve what we want."
Honda brought its spec 2 engine upgrade to the Dutch GP - and this was an improvement. "We've made a double step, if you like: a big increase in raw performance and a big improvement in driveability," Cardile said.
But Honda's F1 chief engineer Shintaro Orihara has accepted that driveability remains its biggest limitation.
He said at the Italian GP that another countermeasure to improve this would be introduced following work at Honda's Sakura facility.
But these kinds of updates are likely to be the extent of what Honda brings over the remainder of 2026.
Asked at Zandvoort whether any further hardware improvements were expected for this year, Orihara said: "This is the only major update for this year.
"But if we found something, a good solution to improve our performance by small modification, that can be on the table. But [there won't be] a major update before 2027."
Orihara nevertheless felt there was more power to be found - an estimate is that the Zandvoort upgrade provided a step in the 10-30bhp range - from optimisation.
"We have brought some calibration change for this track to maximise our performance, but it's going to be no big change, just optimisation," Orihara said at Monza, when asked by The Race whether more performance was available.
Alonso said the Honda upgrade was "not a big improvement, to be honest" - as he and Stroll were having difficulty exploiting the extra power - but asked by The Race if he still believed Honda could get back to the title-winning level it was at with Red Bull, he said: "100% yes. 100%.
"It's a huge commitment from Honda. The facilities we have in Japan are one of the best. I think the personnel and the management of the power unit now has been reinforced as Honda said - and all the people that were in the previous project, they are in again on this one, so I think I have no doubts and I trust 100% Honda.
"We just need to shortcut somehow that process."
The Race ·
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