法拉利奥斯汀再失杆位 轮胎升温短板依旧
法拉利在奥斯汀未能夺得杆位，勒克莱尔和汉密尔顿分列第四、第五，勒克莱尔认为轮胎升温窗口和Q3气温下降是主要原因。
周五练习赛最快车队法拉利在2026年第18次未能夺得大奖赛杆位，这次是在奥斯汀，原因是两个熟悉的弱点和不利的时机。
夏尔·勒克莱尔和刘易斯·汉密尔顿最终位列第四和第五，但两人对于为何无法匹敌基米·安东内利的梅赛德斯和两辆红牛略有不同看法。
今年的法拉利一直受困于单圈轮胎弱点，这使它在全年大部分时间里周六弱于周日。
“这非常令人失望，因为我认为有些周末我们在自由练习中很强，但到了排位赛，很明显其他人在直道上快得多，我们很难匹配，”周五最快车手勒克莱尔说。
“但我觉得这是一场我们赛车有潜力的排位赛，不过赛车也包括轮胎，而在Q3中，不幸的是，我们没能处在正确的位置。”
“Q3时温度大概低了1°C或2°C，对我来说，这是巨大的差别。出场圈就真的很挣扎。”
“从出场圈开始我就滑动得相当厉害，这让之后变得非常困难。”
勒克莱尔呼吁法拉利“更加努力，尝试非常透彻地理解这些轮胎，甚至比我们现在做得更好，因为我认为其他人通常拥有更多一点”。
他说：“他们在第三节排位赛中提取圈速比我们容易一些。一旦我们稍微偏离窗口，就会付出很大代价。所以这是我们需要研究的问题。”
尽管进行了多次升级，这仍然是法拉利全年的一大特征，因此这引出了一个问题：这是否是赛车理念中固有的东西，直到2027年才能解决。
当The Race向勒克莱尔提出这一理论时，他说：“不，我不会这么说，但这可能是你必须在正赛和排位赛之间做出选择的一种妥协。”
同样的弱点导致它在排位赛中难以让轮胎保持在正确窗口，但在正赛中却是保护轮胎的优势。
这就是为什么勒克莱尔预计周日的情况会更好，就像在斯帕等赛道上那样，勒克莱尔和汉密尔顿在排位赛获得第五和第六名后，正赛分别以第二和第四名完赛。
至于汉密尔顿，他并不觉得轮胎温度是个问题。“我的出场圈非常好，所以对我来说没有问题。赛车感觉很好，那一圈很干净。真的完全没有问题，”他说。
相反，他将法拉利的主要弱点归结为差距的原因。
法拉利在2026年最大的单一弱点一直是其动力单元，这在奥斯汀再次让他们付出了代价，尤其是在长长的后直道上。
汉密尔顿在排位赛中获得第五名后感到意外，得知自己的名次后，他对比赛工程师卡洛·桑蒂说：“这些家伙在Q3最后一圈肯定提速了，因为那段时间去哪了？”
但数据并未显示太多这方面的证据，因为法拉利在所有三个阶段排位赛中的直线速度劣势是一致的。实际上，勒克莱尔在后直道末端比汉密尔顿慢5公里/小时，比安东内利慢10公里/小时。
汉密尔顿（绿线）在到达后直道时比安东内利（基准线）快近十分之一秒——事实上在那个时间点汉密尔顿和勒克莱尔净排名是1-2——但到后直道末端时，汉密尔顿落后多达十分之二秒。
“我们的赛车非常扎实，也许比其他人稍好一些，”汉密尔顿说。
“但我认为他们在底盘方面已经追近了。我们看到红牛在降低阻力方面追近了。梅赛德斯至少带来了零点三秒的升级。我认为他们开始弄清楚如何利用这一点了。”
“所以他们在弯道中现在与我们匹敌。我们无法在本赛季迈出那一步，在直道上缩小那速度差距。”
当被问及红牛在直道上的相对速度时，汉密尔顿说：“有些地方是零点三到零点五秒。也许是零点四秒。这相当令人印象深刻。我不知道你们有没有看过叠加图——进入1号弯时，我们的速度开始下降，而他们的速度则继续保持。”
“所以这很难与之竞争。如果我们拥有和他们相同的动力，我们就会直接参与战斗。我认为我们很可能能进入头排。”
“但我们知道情况就是这样，所以我们会尽量加以利用。”
汉密尔顿0.276秒的差距中有一部分曾被短暂追回，但他最终在最后一个弯出弯时出现了小失误，这让他失去了击败勒克莱尔的机会，甚至可能错失插入两辆红牛之间的机会。
时机不巧？
勒克莱尔在Q3的圈速实际上比他在Q2的最佳成绩还要慢，如果重复那一圈，他本可以排在基米·安东内利旁边占据头排发车位。
勒克莱尔和汉密尔顿实际上是仅有的两位在Q3中合法提升成绩的车手，他们的圈速优于其他任何人的最后一搏。不幸的是，对法拉利而言，安东内利和红牛车手在Q3首轮冲刺中已做出更快圈速。
哈贾尔：1分34.363秒（因超出赛道限制被删除）
诺里斯：1分34.379秒（因超出赛道限制被删除）
维斯塔潘：1分34.482秒（因超出赛道限制被删除）
看起来，法拉利确实是在赛道条件相比梅赛德斯/红牛显得更不利时做出了Q3最快圈，当时风力更大、云层更厚，且出现在本节稍晚阶段。
最终，它可能为未能在后来被证明至关重要的Q3首轮跑中同样出色地执行而付出了代价，当时它仅列第四和第六。
英文原文
Friday Formula 1 pacesetter Ferrari fell short of a grand prix pole position for the 18th time in 2026, this time at Austin, because of two familiar weaknesses and unfortunate timing.
Charles Leclerc and Lewis Hamilton ended up fourth and fifth but had slightly different views on why they could not match Kimi Antonelli's Mercedes and the two Red Bulls.
This year's Ferrari has battled a single-lap tyre weakness that has left it weaker on Saturdays than Sundays for much of the year.
"It's very disappointing because I think there are some other weekends where we've been strong in free practice, but then come quali, it's very clear that the others are just having a lot more in the straights, and it's very difficult for us to match that," Friday pacesetter Leclerc said.
"But I felt like it's a qualifying where we had the potential in the car, but the car also includes tyres, and in Q3, unfortunately, we were not in the right place.
"It was like 1°C or 2°C less in Q3, and for me, it was a huge difference. Just really struggled in the outlap.
"I was sliding quite a lot already from the outlap, and that made it very difficult after that."
Leclerc called on Ferrari to "work harder and try and understand those tyres very well, even better than what we are doing now, because the others I think normally have a bit more".
"It's a bit easier for them to extract the laptime in Q3 than it is for us," he said. "As soon as we are a tiny bit outside the window, we pay the price a lot. So this is something that we need to look into."
It has been a characteristic of the Ferrari throughout the year despite multiple upgrades, so that raises the question of whether it is something intrinsic to the car philosophy that can't be fixed until 2027.
"No, I wouldn't say that, but it's maybe a bit of a compromise that you would have to choose between race and qualifying," Leclerc said when The Race put that theory to him.
The same weakness that leaves it struggling to keep its tyres in the right window in qualifying is a tyre preservation strength in the races.
It's why Leclerc expected things to be better on Sunday, as was the case at races such as Spa, where Leclerc and Hamilton finished second and fourth after qualifying fifth and sixth.
As for Hamilton, he didn't feel tyre temperature was an issue. "I had a really good out lap, so no problems for me. The car felt good, it was a clean lap. No issues at all, really," he said.
Instead, he zeroed in on Ferrari's main weakness as the cause of the deficit.
Ferrari's single-biggest weakness in 2026 has been its power unit and that cost it once again at Austin, in particular down the long back straight.
Hamilton was caught off guard by qualifying fifth and after being informed of his position, he told his race engineer Carlo Santi: "These guys must be turning it up for that last Q3, because where did that time go?"
But the data did not show much evidence of that as Ferrari's straightline deficit is consistent throughout all three stages of qualifying. Leclerc is actually 5km/h down on Hamilton at the end of the back straight, and 10km/h down on Antonelli.
Hamilton (green line) is almost a tenth up on Antonelli (baseline) as they reach the back straight - in fact Hamilton and Leclerc are a net 1-2 at that snapshot in time - but by the time they're at the end of it Hamilton slipped as far as two tenths back.
"Our car is really solid, maybe slightly better than the others," Hamilton said.
"But I think they have closed up on chassis. We've seen the Red Bull close up on their downforce. Mercedes took a three-tenths step of upgrade, at least. I think they're starting to figure out how to utilise that.
"So they're now matching us through the corners. We're not able to take that step in this season to close that speed on the straight."
Asked about the comparative straightline speed of the Red Bull, Hamilton said: "Some places it's three to five tenths. Maybe it's four tenths. It's pretty impressive. I don't know if you've seen the overlays - Into Turn 1, ours starts dipping and theirs just keeps going.
"So that's hard to compete with. If we had the same power as them, we would be right there in the battle. I think we could probably be on the front row.
"But we know that's the case, so we try to make the most of it."
Some of Hamilton's 0.276s deficit was briefly reclaimed, but Hamilton ended up making a small error out of the final corner that cost him the chance of beating Leclerc and potentially even splitting the Red Bulls.
Unfortunate timing?
Leclerc's Q3 lap was actually slower than his best Q2 effort, which, if repeated, would have put him on the front row alongside Kimi Antonelli.
Leclerc and Hamilton were actually the only two drivers to legally improve on their Q3 run with laptimes better than anyone else's final efforts. Unfortunately for Ferrari, Antonelli and the Red Bulls had set better laps on their first Q3 runs.
Hadjar: 1m34.363s (track limits deleted)
Norris: 1m34.379s (track limits deleted)
Verstappen: 1m34.482s (track limits deleted)
It does appear the Ferraris set their fastest Q3 laps when the track conditions looked less favourable compared to the Mercedes/Red Bulls, with gustier winds and more cloud cover later in the session.
Ultimately, it may have paid the price for not executing as well on what turned out to be crucial first Q3 runs, where it was fourth and sixth.
The Race ·
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