F1车手准备迎接巴库站“极其不自然”的驾驶挑战
F1车手预计巴库站将暴露2026年赛车需要更多“极其不自然”驾驶方式的问题，车手对能量部署缺乏控制，并担忧排位赛和正赛中的极端速度差可能带来危险。
F1车手准备迎接巴库站在本周末阿塞拜疆大奖赛期间暴露2026年赛车需要更多“极其不自然”驾驶方式的问题。
巴库提供了独特的挑战，因为它拥有赛历上最长的全油门路段（超过两公里长），但这给F1能量匮乏的2026年赛车带来了重大问题。
这意味着车手在排位赛中需要在起终点直道上部署大部分电池能量，导致他们在赛道其余部分动力极低，弯道出弯时出现巨大的功率差异。
“这会很有趣，因为你有两三条独特的直道需要部署大量动力，然后你在中间路段大部分时间都以非常非常低的功率运行，因为在那些超短直道上部署任何能量都非常低效，”哈斯车手奥利·贝尔曼解释道。
“你倾向于把能量留给通往1号弯、3号弯的较长直道。这意味着动力输出存在巨大差异。你出2号弯驶向3号弯时，有1000马力或无论多少，最大马力，然后出3号弯时只有大约三分之二，因为那是一条很短的直道，所以突然你的油门踏板只有前一个弯道一半的动力。
“所以这是非常奇怪的事情。它发生在某些赛道上，尤其是能量匮乏的赛道，但只在有短直道的特定区域。
“我们在蒙扎第二个减速弯（通往莱斯莫弯）之后遇到过，而在这里，每条短直道之间你都有非常低的功率。
“这意味着这真的很奇怪，因为你可以想象你在中间路段做一件事，然后突然你出另一个弯，动力翻倍。
“这对我们来说极其不自然；在今年二月之前，我们从未有过这种情况。”
车手对此无法控制，正如贝尔曼所说，“你只是踩油门踏板、刹车和转向，一切都会自行处理。我们在驾驶时实际上做的任何事情都不一定能影响它”。
车手以尽可能接近100%的电量到达起终点直道将至关重要——否则在排位赛和正赛中都将付出高昂代价。
正如皮埃尔·加斯利所解释的，“如果你没有100%，你只会更早开始削功率，但在这里更早不是200米，当你以低几公里/小时的速度持续那么长时间时，就开始变得相当昂贵了。
“从比赛角度来看，这种直道上有时你看到的不仅仅是一辆车经过，所以我绝对建议处于车群前列，尤其是在比赛日。
“但现实是我们无法控制所有这些方面。这是软件、各种因素、事故、条件等等，有时让我们处于有利或不利的一面，所以我们必须看看，但可以肯定的是，保持良好状态很重要。”
起终点线距1号弯不到200米，这意味着准备圈的车手在16号左弯出弯后的大部分路段将仅依靠内燃机动力。
从16号左弯出弯开始有1250米的时段，车手可以避免功率下降率并减少350千瓦功率，这意味着他们将仅靠内燃机动力行驶。还有类似的时段，如果他们愿意，可以从3号弯一直到12号弯纯靠内燃机动力行驶。
相比之下，正在飞驰圈的车手一旦进入主直道就会部署大部分能量，因此正如车手们已经警告的那样，可能会出现一些极端的接近速度。
“开始圈的车手非常慢，直到电池在起终点线前介入，”费尔南多·阿隆索说。
“大约有20秒你会以200公里/小时行驶，而其他人以350公里/小时冲过来。
“无法移动，尤其是在18-19号弯（全油门弯道）。所以这将是本周末的挑战之一：确保我们安全，在车手简报会上，我们选择移动的位置。”
奥迪的加布里埃尔·博尔托莱托预测，“这会有点混乱，尤其是我们在飞驰圈离开最后一个弯时速度那么快，而开始圈的车手会那么慢。
“所以希望这不会危险。希望我们在18号和19号弯能做些事情，因为我想如果你以我不知道300公里/小时左右的速度冲过来，而另一辆车以250公里/小时行驶，因为没有MGU-K在部署，那可能会很危险。”
当被问及是否会在周四的车手简报会上讨论时，博尔托莱托说：“是的，但他们打算怎么做呢？”
巴库的主要挑战之一是环绕赛道的建筑物之间流动的风，它每一圈、每个弯道都在变化。周五排位赛还预报有39公里/小时的大风。
弗兰科·科拉平托说：“我认为风会很棘手；去年我们因为风看到了很多红旗。它变化得像疯了一样——阵风，因为建筑物。
“你会遇到五秒钟的阵风，然后五秒钟没有，然后又来。它太不稳定了，对我们来说非常困难，尤其是在街道赛道上。
“这让比赛更加棘手，更加危险。”
赛车公牛车手阿尔维德·林德布拉德不太确定：“我认为在今年赛车上这不是大问题，因为它们对空气动力学不那么敏感”。不过我相信这仍然是个问题。
英文原文
Formula 1 drivers are braced for Baku to expose the requirement for more "super unnatural" driving of the 2026 cars during the Azerbaijan Grand Prix this weekend.
Baku provides a unique challenge as it possesses the longest flat-out run on the calendar (over two kilometres long), but that creates major problems for F1's energy-starved 2026 cars.
It means drivers will need to deploy most of their battery on the start/finish straight in qualifying, leaving them with very little power around the rest of the lap and some huge power disparities on corner exits.
"‘It's going to be interesting because you have two or three distinctive straights where you have to deploy a lot of power and then you spend a lot of the middle sector running with really, really low power because it's very inefficient to deploy any energy in those super short straights," Haas driver Ollie Bearman explained.
"You tend to save it for the longer ones into Turn 1, into Turn 3. It means that you have a massive disparity in power delivery. You come out of Turn 2 heading into Turn 3 and you have a thousand horsepower or however much, maximum horsepower and then you have like two-thirds of that coming out of Turn 3 because it's a really short straight, so suddenly your throttle pedal is half as powerful as it was in the previous corner.
"So it's a really strange thing. It happens in some circuits, especially the energy-starved ones, but it's only in specific areas where there's short straights.
"We had it in Monza out of the second chicane [towards the Lesmos], here between every short straight you have really low power.
"It means that it's really strange because you can imagine you spend the middle sector doing one thing and then suddenly you come out of another corner and you have twice as much power.
"It's super unnatural for us; we've never had that before ever until February this year."
Drivers have no control over this, as Bearman says, "you just press the throttle pedal and brake and steer, and it all takes care of itself. There's nothing we actually do whilst driving that can necessarily affect it".
It's going to be crucial for drivers to arrive at the start/finish straight with as close to 100% battery as possible - or it will be very costly in both qualifying and the race.
As Pierre Gasly explained, "if you don't have 100%, "You're just going to start clipping earlier, but earlier here is not 200 metres [and] when you're down a couple of km/h for that long, then it starts to be quite costly.
"Racing-wise, it's the type of straight where sometimes you don't only see one car passing by, so I would definitely recommend to be top of the pack, especially when it comes to race day.
"But the reality is we don't have control of all of that side. It's software, it's whatever, incidents, conditions, etc that sometimes leads us to being on the right side of it or the wrong side of it, so we'll have to see, but for sure, it's important to be fine."
The start/finish line being located less than 200 metres from Turn 1 means drivers on a preparation lap will be relying solely on internal combustion engine power for the majority of the run out of the Turn 16 left-hander.
There's a 1250 metre period beginning at the exit of the Turn 16 left-hander where drivers can avoid a ramp-down rate and drop 350kw of power, meaning they'll just be on internal combustion engine power. And a similar period where they can do the same and run purely on ICE power from Turn 3 all the way to Turn 12 if they wish to do so.
In contrast, those drivers on a lap will be deploying most of their energy once on the main straight, so there's the potential for some extreme closing speeds as drivers have already warned.
"People opening the lap are very slow until the battery comes in just before the line," Fernando Alonso said.
"There are like 20 seconds that you will be at 200km/h, and people are coming at 350[km/h].
"There is no way to move, especially in Turn 18-19 [flat-out kinked corners]. So that will be one of the challenges of the weekend: to make sure that we are safe, on the drivers' briefing, and we choose the places where to move."
Audi's Gabriel Bortoleto predicted, "it's going to be a bit of a mess, especially as we are leaving the last corner in a push lap so quickly, and then people opening the laps are going to be so slow.
"So hopefully that's not going to be dangerous. Hopefully there is going to be something that we can do in that Turn 18 and Turn 19 corners, because I guess it can be dangerous if you are coming at I don't know 300km/h and something, and another car is at 250km/h because there is no MGU-K being deployed."
Asked if it will be discussed at the drivers' briefing on Thursday, Bortoleto said: "Yeah, but what are they going to do about it?"
One of Baku's staple challenges is the wind that flows between the buildings that surround the circuit and changes lap after lap and corner after corner. There are also 39km/h winds forecast for qualifying on Friday.
Franco Colapinto said "I think the wind is going to be tricky; last year we saw a lot of red flags because of the wind. It was changing like crazy - the gusts, because of the buildings.
"You'd get it for five seconds and the five seconds after, no gust, and then again. It was so inconsistent that it would be very difficult for us, especially on a street track.
"It makes it much more tricky and much more sketchy."
Racing Bulls driver Arvid Lindblad wasn't so sure: "I think that's less of a thing in this year's cars because they're less sensitive with the aero". I'm sure it's still a thing, though."
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