F1马德里首秀缺乏超车，主办方第二年需改进的五点
马德里赛道承办的F1首秀场外组织成功，但比赛缺乏超车动作引发批评。文章列出了主办方在第二年可以改进该赛事的五个方面。
F1修复马德里赛道、迎接明年西班牙大奖赛的五种方法
马德里赛道的首次F1亮相或许在赛场之外取得了成功，但比赛中缺乏精彩对抗，招致了大量批评，也为明年的西班牙大奖赛留下了许多反馈
备受期待的F1重返马德里因比赛缺乏精彩对抗而让车迷们感到意犹未尽，不过马德里赛道本身举办了一场相当体面的赛事。以下是主办方在第二年改进这项赛事的五种方法
总体而言，作为一场首次举办的赛事，马德里45年来的首场F1比赛进行得相当顺利。主办方计划充分利用IFEMA会展中心现有的设施，以及其便捷的公共交通和巴拉哈斯国际机场的交通条件
初步迹象表明，这项计划执行得相当不错，在一座城市中心举办的大型观赛活动中，几乎没有出现通常伴随而来的种种糟糕情况。除了要应付少数过于严苛的保安或警察之外，可容纳11万人的观众进出场地都相当顺畅。
但F1首先是一项赛车运动，因此马德里赛道最需要做好的核心项目就是赛道上的比赛产品。而这方面却差强人意。虽然排位赛颇具观赏性，但这条5.4公里长的赛道尽管是从一张白纸全新设计而来，却完全没有提供任何超车机会。
车手们对超车机会的匮乏感到不满。
马德里赛道之所以呈现如今的面貌，有很多原因。围绕展览馆群的南部区域天然受限，因为必须绕行现有的高大展览大厅。北部专门建造的部分虽然是全新设计，但IFEMA主办方考虑到未来的展馆和展览会，只能使用空地的其中一部分。再加上层层叠叠的官僚程序，建造一条城市赛道绝非易事。
但这并不能成为最终交付的这条赛道的借口。正如一位车手在看到设计的早期效果图时所说的那样：“这里根本不可能有超车。”
在赛事主办方和国际汽联着手为未来进行改进之际，以下是针对2027年改进这条赛道的五条建议。
马德里赛道最令人恼火的一点，是它坚持采用合并式弯道入口，车手必须在刹车的同时转向，两种作用力争夺轮胎有限的抓地力。这使得某些弯道非常别扭，也让前车很容易防守。
5号弯是最严重的问题，因为从图纸上来看，它是唯一一处能够真正自然发生超车的地方——它紧跟在第一个弯道组合之后最长的一段全油门直路之后。
但除了车辆并线入弯外，这个弯道宽度不足、路肩很高、紧贴护栏，这意味着想要超车几乎没有现实的可能，除非冒着被挤上护栏或被迫驶入沥青缓冲区的风险。
除了摩纳哥之外，大多数其他街道赛道至少都有一个超车机会。马德里赛道的弯道设计扼杀了这一点，据了解，根据车手和国际汽联的反馈，5号弯是2027年将进行重大改造的弯道之一。
狭窄而别扭的减速弯让超车几乎不可能。
营销宣传理所当然地聚焦于“纪念碑弯”，也就是12号弯那宏伟的倾斜弯道，它在F1赛历上是独一无二的。它在电视上看起来还不错，但远远没有体现出它的震撼。自由练习时站在环形弯的内侧，是赛历上最好的现场观赛体验之一，因为这个弯道拥有众多的横坡、半径和高度变化，使它有别于椭圆形赛道那种单一的倾斜弯道。
不过，主办方认为赛车在那里可以走不同线路的想法相当乐观，这个弯本身对比赛产品也没有增加多少价值。紧随其后的一段蛇形路段更是雪上加霜。13号弯是另一个90度的中速弯，护栏位置很别扭，导致完全无法超车。16号弯又是一个组合入口，而在最后几个通往终点大直道的弯角里，赛车只能排成纵队通过。
兰多·诺里斯建议绕过18号和19号弯，打造第二条长直道，然后在20号弯接一个发夹弯，并加宽弯道设计以允许不同的走线，或许还可以增加一些倾角。这还需要重新调整出口处的护栏，因为它们令人恼火地侵占了赛车线。
IFEMA作为场地的一大优势同时也是某种弱点。这个地方太庞大了。这让车队更方便运入和运出物资，给了他们充足的工作空间，甚至未来几年还可以增加其他活动——这些活动在其他地方根本不会有足够的空间。
但在场地内走动非常麻烦，尤其对像迈凯伦这样位于维修区尽头、工程区和接待区之间距离巨大的车队来说更是如此。这让公关团队整个周末都变成了高尔夫球车司机，但并非人人都有车接送。希望这个场地的巨大面积不只是被用来塞进更多贵宾和名人——周日的情形已经给人这种感觉了。
IFEMA场地过于庞大在赛道上也带来了后果。540米长的维修区通道不仅特别长，而且由于既有建筑的限制，中间还设有一段100米的分隔。
由于这场比赛演变成了一场相对简单的一停战术，如此漫长的维修区通道只会进一步打消车队尝试其他策略的念头。当超车几乎不可能时，策略上的差异是唯一能引发超车或为比赛增添看点的方式——除非寄希望于红旗和安全车。
尽管马德里展馆区域是一个极具特色的地标，但赛道其余部分却让人感觉可以位于世界上任何地方。
前车手、如今的评论员兼赛道设计师亚历山大·伍尔兹的说明最为到位。“当我看着这些混凝土通道时，有时候我甚至不知道自己身处哪条街道赛道，”伍尔兹对奥地利广播电台（ORF）说。“我是在澳大利亚，是在瓦伦西亚，还是在马德里？我到底在哪里？
“它们看起来总是千篇一律。这意味着我没能在这么酷的场合代表我的主办城市。其实有很多可以发挥的空间。”
虽然令人心跳加速的拉蒙特门塔尔大弯道是一次成功的加入，但马德里赛道的许多区域看起来毫无特色。
放大视角的转播镜头让马德里赛道的情况雪上加霜，而且要让围绕混凝土展览馆的 比赛（比赛）看起来有吸引力本来就很困难。但一定有办法让人们感觉身处于马德里。否则，这一切的意义何在？
还需要更加用心地改善观众的视线，因为我们收到了大量车迷的投诉：由于混凝土护栏的摆放位置，他们坐在昂贵的大看台座位上却被挡住看不到赛车。这个问题对于明年来说相对容易解决，但遗憾的是起初没能避免。
对马德里赛道来说，最重要的事情是体面地度过第一年。组织方在时间安排上面临很大压力，因此重点放在做好充分准备、为观众提供顺畅且安全的体验上。随着首秀顺利完成，马德里赛道可以开始思考如何整体提升车迷体验。
一些车迷区和普通入场区域看起来空荡荡的，细节也比较粗糙。设计方仿照了蒙扎那种俯瞰主直道的大型颁奖台，但没有能力或信心允许车迷像典型的意大利大奖赛那样冲进赛道、真正参与到庆祝之中。正如其他分站发生的意外所表明的，冲进赛道并不容易保障安全，所以第一年组织方保持谨慎是可以理解的。
只有少数车迷能够参与颁奖台庆祝活动，因为组织方在第一年选择了稳妥行事。
无论是在赛道上还是赛道外，马德里赛道都有很多机会提升自己的水准，而为期10年的合同也给了它足够的喘息空间，让它有望成为赛历上深受喜爱的组成部分。
“这只是第一步，”赛事常务董事路易斯·加西亚·阿巴德在比赛结束后接受Motorsport.com采访时说道。“我们在观众和接待方面取得了巨大成功，现在我们对未来几年有很多想法。”
“我们有空间，有场地，有设施，也有能力做到这一点。我相信一级方程式管理公司、国际汽联和我们自己都会去努力。如果有什么可以改进的地方，我们就会去做。”
英文原文
Five ways F1 can fix the Madring for next year's Spanish GP
The Madring's Formula 1 debut may have been an off-track success, but its lack of action has triggered plenty of criticism and feedback for next year's Spanish Grand Prix
F1's much-anticipated return to Madrid has left fans of the series wanting due to a lack of action, though the Madring venue itself put on a respectable event. Here are five ways organisers could improve the event for year two.
By and large, Madrid's first F1 race in 45 years ran particularly smooth for a first-time event. The organisers planned to capitalise on the IFEMA fairgrounds' existing facilities and their easy access to public transportation and to the Barajas International Airport.
Early indications are that that plan worked rather well, with few if any of the typical horror stories accompanying a mass spectator event in the middle of a city. Other than dealing with a few overzealous security guards or police officers, the 110,000 capacity crowd was able to get in and out of the venue rather smoothly.
But F1 is a motor race first and foremost, so the biggest ticket item the Madring needed to get right was its on-track product. It left a lot to be desired. While qualifying was an enticing spectacle, the 5.4km circuit offered zero overtaking opportunities despite being drawn up from a blank sheet of paper.
Drivers were left unimpressed with the lack of overtaking opportunities.
There are plenty of reasons why the Madring circuit is the way it is. The southern part around the complex is inherently limited because of the existing, towering exhibition halls which need navigating around. The northern, purpose-built part was a blank sheet design, but IFEMA organisers could only use a part of the empty plot of land of the track with future pavilions and expositions in mind. Add in the layers of bureaucracy involved, and building an urban race circuit is no easy feat.
But that's no excuse for the circuit that was eventually delivered. As one racing driver put it when he saw an early mock-up of the design: "There's not going to be any overtaking here."
As organisers and the FIA work on improvements for the future, here are five suggestions to improve the venue for 2027.
The most annoying aspect of the Madring was its insistence on drawing combined corner entries, where drivers have to brake and steer at the same time, both forces competing for a limited amount of tyre grip. It made certain corners very awkward and also made it easy for the car in front to defend.
Turn 5 is the worst offender, because on paper it was the only spot where overtaking could actually happen organically, following the longest flat/out section coming out of the first corner sequence.
But alongside the combined entry, the corner's lack of width, presence of high kerbs and proximity of the walls meant there was no realistic way to pass without risking being put into the wall or forced through the asphalt runoff area.
Other than Monaco, most other street circuits feature at least one passing opportunity. Madrid's corner design thwarted that, and it is understood Turn 5 is one of the corner that will undergo significant changes for 2027 following feedback by the drivers and the FIA.
Narrow, awkward chicanes made overtaking all but impossible.
Marketing efforts understandably focused on La Monumental, the majestic banking in Turn 12 which is unique on the F1 calendar. It looked okay on TV, but that didn't nearly do it justice. Standing on the inside of the loop in free practice was one of the better trackside thrills on the calendar because of the corner's many camber, radius and elevation changes that set it apart from an oval-style baking.
Organisers were rather optimistic to think that cars could take different lines through there, though, and the corner didn't add much value to the racing product itself. Its cause wasn't helped by the snaking section that followed. Turn 13 was another 90-degree medium-speed corner with awkward barrier placement that didn't allow for any passing. Turn 16 had another combined entry, while it was single-file through the final few corners towards the finish straight.
Lando Norris suggested a bypass of Turns 18 and 19 to create a second long straight followed by a hairpin in Turn 20, widening its design to allow different approaches, perhaps adding some camber, too. That would also involve realigning the exit barriers, as they annoyingly encroached on the racing line.
One of IFEMA's biggest advantages as a venue was also somewhat of a weakness. The place is enormous. That made it easier for teams to ship freight in and out and gave them plenty of space to work, and perhaps even add other activities in following years that they would never have the space for elsewhere.
But getting around was cumbersome, especially for a team like McLaren which was at the far end of the pitlane, creating a massive distance between its engineering hubs and hospitality units. It turned PR teams into golf car drivers for the weekend, but not everyone was as lucky to be ferried around. Hopefully the ground's massive size isn't just used to cram even more VIPs and celebrities into the venue, which already felt the case on Sunday.
There's also an on-track consequence to IFEMA's vast size. The 540-metre pitlane was not only particularly long, but also featured a 100-metre split in the middle dictated by existing buildings.
With the race turning into a relatively straightforward one-stopper, having such a long pitlane only further discouraged teams from attempting alternative strategies. When overtaking is almost impossible, strategic variance is the only way to induce it or otherwise spice up the race - short of hoping for red flags and safety cars.
As much as La Monumental was a distinctive landmark, the rest of the circuit felt like it could have been anywhere in the world.
Former driver and now pundit and track designer Alex Wurz explained it best. "When I look at this concrete channel, at some point I wouldn't know which street circuit I'm on anymore," Wurz told ORF. "Am I in Australia, am I in Valencia, am I in Madrid, where am I?
"They all always look the same. That means I'm not representing my host city in such a cool way. There's quite a lot you could do there."
While the hair-raising La Monumental banking was a successful addition, many areas of the Madring circuit looked nondescript.
The Madring's case wasn't helped by the zoomed-in viewing angles and it was always going to be tricky to make racing around concrete exhibition halls look attractive. But there has to be a way to make people feel they are in Madrid. Otherwise, what is the point?
More care also needs to be taken to improve sightlines for spectators, as we received plenty of complaints from fans being blocked from seeing the cars from their expensive grandstand seats because of the concrete barrier placement. That's an issue that's relatively straightforward to resolve for next year, but it's a shame it couldn't have been prevented to begin with.
For Madrid, the most important thing was to get through year one respectably. The organisers were up against it in terms of timelines, so the focus was on being ready to provide a smooth and safe experience. With its debut out of the way, the Madring can start thinking about elevating the fan experience in general.
Some fan zones and general admission areas looked sparse and rough around the edges. Designers copied Monza's sprawling podium overlooking the main straight, but weren't able or confident to allow for a typical Italian GP style track invasion for fans to actually be part of the celebration. As shown by incidents at other races, a track invasion is not easy to pull off, so it's understandable why organisers have been prudent in year one.
Only few fans were able to take part in the podium celebrations as organisers played it safe in year one.
Both on and off the track, there are plenty of opportunities for the Madring to step up its game, and its 10-year contract is giving it the breathing room to do so and become a beloved part of the calendar.
"This is the first step," the race's managing director Luis Garcia Abad told Motorsport.com after the race. "We had a big success in terms of public and hospitality, and now we have a lot of ideas for the next few years.
"We have the space, we have a venue, we have the facilities, we have the capacity to do it. I'm sure that FOM, FIA, and ourselves, we will try. If we can improve something, we will do it."
Motorsport.com ·
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