F1历史上最大的车手转会
赛车界正屏息以待费尔南多·阿隆索和马克斯·维斯塔潘决定自己在F1的未来，这两位世界冠军被视为2027年前一系列车手转会的首要多米诺骨牌。
一级方程式历史上最大的车手转会
一级方程式的夏休期通常充满了车手变动和合同续签，因此这里来盘点一下这项锦标赛历史上一些最令人震惊的转会
刘易斯·汉密尔顿驾驶迈凯伦 MP4-27 梅赛德斯，领先于尼科·罗斯伯格驾驶的梅赛德斯 F1 W03
整个赛车界都在屏息等待费尔南多·阿隆索和马克斯·维斯塔潘决定他们的一级方程式未来，因为这两位世界冠军被视为第一块需要倒下的多米诺骨牌，他们的决定将引发2027赛季之前的一系列车手转会。
虽然双方都不一定会离开现效力车队，但在相对稳定的车手市场中，任何一次转会都会给F1体系带来冲击。
如果这位荷兰车手真的跳槽离开红牛，那将是一次惊天动地的变动，足以与F1历史上一些最令人震惊的转会相提并论。以下是10次同样具有震撼性的转会。
刘易斯·汉密尔顿曾是梅赛德斯的掌上明珠。自进入F1以来，他就一直使用梅赛德斯的动力单元，2013年加入车队，并在银箭车队夺得六个世界冠军头衔，从而奠定了自己作为F1历史上最成功车手的地位。
随后在2022年，F1进入地面效应时代，车队的表现一落千丈。一个备受争议的空气动力学设计理念让梅赛德斯从巅峰跌落，汉密尔顿也在2022年经历了自己在F1的首个颗粒无收的赛季。状态的下滑、与车队的一份短期续约合同，以及汉密尔顿身披红色战车参赛的梦想，最终促成了一次令所有人震惊的转会。
早在梅赛德斯还未发布其2024年赛车之前，汉密尔顿就出人意料地宣布，他将在2025年转投法拉利。这一消息让围场内部人士、专家和车迷都措手不及，许多人原本以为这位英国车手会在梅赛德斯结束自己的F1生涯。然而，他实现了为这支车队（Scuderia，指法拉利车队）效力的毕生梦想，并且此后重新登上了领奖台的最高处。
在维特尔夺得四个世界冠军离开红牛之后，丹尼尔·里卡多被普遍视为红牛的下一个明星。这位澳大利亚车手在车队中展现出过人的天赋，赢得了七场比赛的胜利，并在F1年度积分榜上最高排名第三。
然而，随着维斯塔潘在2016年加入，他在米尔顿凯恩斯车队中的头号地位受到了冲击，并且这位澳大利亚车手在2018年的得分被这位荷兰车手超越。到那时，关于车队偏袒维斯塔潘的传言已经甚嚣尘上，因此里卡多开始评估自己在红牛之外的选择。
为厂商车队效力的前景、全新的环境以及丰厚的薪酬，这些因素共同促使这位澳大利亚车手签约雷诺，参加2019赛季。这一转会令外界大为震惊，因为红牛当时是一支前三名的车队，经常与法拉利以及占据统治地位的梅赛德斯争夺胜利。而雷诺则深陷中游集团，处于重建期。
在转投法拉利这一重大举动之前，汉密尔顿还做出过另一次令人震惊的换队决定——离开了将他带入一级方程式的车队：迈凯伦。
这位英国车手在迈凯伦的支持下从一级方程式的后备系列赛一路成长，并于2007年随该车队完成首秀。他在一级方程式的开局堪称纪录级：新秀赛季就赢了四场比赛，并以年度第二结束赛季。第二年，他赢得了总冠军。
在经历了四个不那么辉煌的赛季后，汉密尔顿认为是时候重新开始了，他宣布加盟梅赛德斯。但与今天的车队相比，那支梅赛德斯完全不可同日而语，自2010年重返这项赛事以来只赢过一场比赛。然而，汉密尔顿押注的是2014年一级方程式的规则大改，而他与银箭车队的合作将帮助他成为这项锦标历史上最成功的车手之一。
在加盟这项赛事仅仅第二个赛季就赢得1997年一级方程式车手总冠军之后，威廉姆斯车手雅克·维伦纽夫在九十年代末风光无限。然而，那支助他赢得首个一级方程式分站冠军的车队状态下滑，加上迈凯伦强势复苏带来的挑战，让他渴望寻找新的天地。
据报道，维伦纽夫曾获得迈凯伦1999赛季的车手席位邀请，但他却选择了一个真正、真正全新的天地：英美车队。这支车队由泰瑞尔车队的残余班底组建而成，由克雷格·波洛克领导——他正是维伦纽夫的经纪人。当时，这位法裔加拿大车手希望以自己为核心打造车队，从而在F1中取得更大的成功，但事情并没有那么顺利。
在英美车队的第一个赛季，他在16站比赛中有12站退赛，最好的成绩只是在意大利站拿到的第八名。一年后，成绩也没有太大起色，他只拿到了寥寥几次前五名完赛。维伦纽夫后来在2002年与车队重新签约，但他此后承认，这是他在F1中为数不多的遗憾之一。
达蒙·希尔是另一位随威廉姆斯夺得世界冠军后，却做出鲁莽决定加盟下游车队的车手。对这位英国车手来说，就是在1996年刚刚夺得冠军头衔后，于1997赛季转会到箭队。不过，这次转会的原因并不那么明朗。
希尔在1996赛季开局阶段与威廉姆斯的表现极为出色，在前五站大奖赛中赢下四站，延续了他在1994年和1995年均获得年度第二的势头。然而，有传闻称威廉姆斯从来都不想让希尔担任车队领袖，而且这位英国车手在1996赛季初就自己的表现和薪酬发表的一系列随口言论，让威廉姆斯的高层们心里很不是滋味。
因此，当希伦在赛季初犯了几个错误时，车队立刻抓住了机会，决定不再与他续签下一年的合同。希伦随后赢得了年度冠军，但到赛季结束时，他几乎没有选择车队的余地——最终在1997年加盟箭队（Arrows），效力一年。
这次转会造就了F1历史上最成功的合作伙伴关系之一：迈克尔·舒马赫在1996赛季加盟法拉利。如今看来，从充满斗志的贝纳通（Benetton）转会到意大利巨头似乎理所当然，但在当时，这让许多人感到意外。
随着雷诺即将退出F1，贝纳通即将失去发动机供应商；而法拉利在过去五年中最好成绩也仅是年度第三，正处于重建阶段。在让·托德的掌舵下，车队引入了新的技术负责人，并希望找到一位明星车手，以他为核心打造车队。
1995年，舒马赫正风光无限。他在进入F1的第四个年头就夺得了个人首个总冠军，并且眼看就要在同年锁定义第二个冠军。托德相信他正是帮助法拉利重返巅峰所缺失的那块拼图，于是在组建了一支能够打造出合适赛车的技术团队之后，便着手签下这位合适的车手。
据报道，托德在摩纳哥花了一整天时间说服舒马赫在合同上签字，他成功了。这位德国车手随后在1996年西班牙大奖赛上为法拉利赢得了效力红色车队以来的首场胜利，之后又取得了71场胜利和五个世界冠军。
虽然奈杰尔·曼塞尔是最后一位由车队创始人恩佐·法拉利亲自挑选的法拉利车手，但这位英国人在车队的效力时间很短暂——尽管他在车队的首秀比赛中就取得了胜利。
随后，可靠性问题、赛道上的失误，甚至一场比赛禁赛，都困扰着曼塞尔在法拉利第一个赛季的剩余时光。虽然他在第二年重新登上领奖台最高处，但这位英国人的时光依然平淡无奇，最终在1990年获得的积分更少。赛道外与队友阿兰·普罗斯特的争执，以及关于两人并未驾驶同等赛车的指责，导致曼塞尔在英国大奖赛退赛后宣布彻底退役。
这些计划被弗兰克·威廉姆斯打断，他几乎移山填海般努力，只为让曼塞尔签约1991赛季。这位英国人在车队获得了无可争议的一号车手地位，威廉姆斯及其供应商书面保证对他的支持，外加每赛季460万英镑的薪水。这笔投资得到了回报，他在1991年获得年度第二后，一年后为威廉姆斯赢得了F1世界冠军。
普罗斯特曾是迈凯伦的人。在雷诺开启自己的F1生涯后，他于1984年转投这支英国车队，随后完全释放了自己的潜力。在1985年和1986年连续夺得世界冠军之前，他先获得了一次亚军，之后又在1989年于迈凯伦赢得了自己的第三个世界冠军。
然而，普罗斯特在迈凯伦的最后两个赛季，被与队友埃尔顿·塞纳之间的种种戏剧性事件所笼罩。塞纳在1988年赢得个人首个总冠军，并在1989年与普罗斯特激烈争斗。两人互相指责对方缺乏体育精神，还提出了危险驾驶的指控。从伊莫拉站（第二回合）比赛开始，两人便不再说话。
赛季中期，普罗斯特宣布他将在1990年离开迈凯伦转投法拉利，他甚至把意大利大奖赛的奖杯直接交到了等候多时的法拉利车迷（tifosi）手中。这一举动引发了愤怒，甚至有人呼吁迈凯伦解雇普罗斯特，好让他提前穿上红色战袍完成这个赛季。但这并没有发生，普罗斯特在赛季倒数第二站与塞纳相撞之后，最终夺得了他的总冠军。
有多少名一级方程式车手能说自己曾为一支与自己同名的车队效力？并不多，而能在以自己名字命名的车队中取得成功的更是屈指可数。对埃默森·菲蒂帕尔迪（Emerson Fittipaldi）来说，为家族车队效力的机会出现在七十年代中期，当时他的哥哥威尔逊·菲蒂帕尔迪（Wilson Fittipaldi）创建了唯一一支总部位于巴西的一级方程式车队。
然而，在加入家族车队之前，小菲蒂帕尔迪一直在为迈凯伦参加一级方程式比赛。他曾在此前为该车队赢得1974年的总冠军，并在1975年位列尼基·劳达之后获得年度第二。但在一级方程式生涯的巅峰时期，埃默森·菲蒂帕尔迪震惊了所有人，离开迈凯伦，目标是为一支巴西车队争取胜利。
埃默森·菲蒂帕尔迪总共在这支陷入困境的车队效力了五个赛季。在此期间，他取得的最好成绩是在混乱的1978年巴西大奖赛上获得第二名，此后只再登上过一次一级方程式领奖台。
虽然红牛在现代以在旗下两支一级方程式车队之间调换车手而闻名，但胡安·曼努埃尔·范吉奥才是赛季中换队的先驱。这是因为在统治1954年积分榜的过程中，仅仅两场比赛之后他就令人震惊地从玛莎拉蒂转投梅赛德斯。
在1954赛季初在阿根廷和比利时轻松取胜之后，范吉奥趁这个德国品牌进入一级方程式之际跳槽到梅赛德斯。银箭车队大杀四方，范吉奥在当年代表该车队参加的六场比赛中赢得了四场。他夺得了总冠军，并在1955年再次加冕——证明赛季中转队是非常值得的。
英文原文
The biggest driver transfers in F1 history
Formula 1’s summer break is usually filled with driver changes and contract renewals, so here are some of the biggest upsets in the championship’s history
Lewis Hamilton, McLaren MP4-27 Mercedes, leads Nico Rosberg, Mercedes F1 W03
The motorsport world is waiting with bated breath for Fernando Alonso and Max Verstappen to decide their Formula 1 futures, as the two world champions are pipped as the first dominoes that need to fall to kick off a raft of driver transfers ahead of 2027.
While there is no guarantee that either party will leave their current teams, any move would be a shock to the F1 system in a relatively stable driver market.
If the Dutchman were to jump ship and leave Red Bull, it would mark a monumental upset to rival some of the most shocking transfers in F1 history. Here are 10 moves that proved to be similarly seismic.
Lewis Hamilton was Mercedes’ golden boy. He’d raced with Mercedes power since his entry into F1, had joined the team in 2013 and went on to cement his place as the most successful F1 driver in history after clinching six titles with the Silver Arrows.
Then came F1’s ground-effect era in 2022 and the team’s performance fell off a cliff. A controversial aerodynamic concept saw Mercedes tumble from the top, and Hamilton endured his first winless season in F1 in 2022. The downturn in form, a short contract extension with the team and Hamilton’s dream of racing in red led to a shock move.
Days before Mercedes had even unveiled its 2024 car, Hamilton made the surprise announcement that he would be moving to Ferrari for 2025. It caught paddock insiders, experts and fans off guard, with many expecting the Briton to see out his F1 career with Mercedes. Instead, he fulfilled a lifelong dream of racing for the Scuderia, and has since returned to the top step of the podium.
Daniel Ricciardo was widely expected to be Red Bull’s next star after Sebastian Vettel left following his four world titles. And the Australian showed flashes of brilliance at the team, notching up seven race wins and finishing as high as third in the F1 standings.
However, his position at the top of the Milton Keynes team came under fire with the arrival of Verstappen in 2016, and the Australian was outscored by the Dutchman in 2018. By then, rumours of favouritism towards Verstappen were already swirling, so Ricciardo began assessing his options outside Red Bull.
The prospect of racing for a works team, a fresh environment and a bumper pay packet combined and led the Australian to sign for Renault for the 2019 season. The move was met with widespread shock, as Red Bull was a top-three team and regularly scrapped for wins with Ferrari and the dominant Mercedes. Renault, meanwhile, was firmly in the mid-field and stuck in a rebuilding period.
Before his bumper move to Ferrari, Hamilton made another shock switch when he left the team that had brought him into Formula 1: McLaren.
The Briton came up through the F1 feeder series with support from McLaren and made his debut with the team in 2007. He had a record start in F1, winning four races in his debut season and finishing the year in second. The following year, he won the whole thing.
After four less glowing seasons, Hamilton decided it was time for a fresh start and announced he was joining Mercedes. But this was an unrecognisable Mercedes team compared with today’s outfit, and it had won just one race since its return to the series in 2010. However, Hamilton was banking on F1’s rule change in 2014, and his partnership with the Silver Arrows would help him become one of the championship’s most successful drivers in history.
After winning the Formula 1 drivers’ championship in 1997 in only his second season in the series, Williams driver Jacques Villeneuve was flying high in the late 90s. However, a falter in form for the team that earned him a maiden F1 win and a resurgent challenge from McLaren left him longing for pastures new.
Villeneuve was reportedly offered a drive at McLaren for the 1999 season, but instead opted for pastures that were really, really new: British American Racing. The team was formed from the ashes of Tyrrell and led by Craig Pollock – who was Villeneuve’s manager. At the time, the French-Canadian was hoping to build the team around himself as he sought greater success in F1, but that didn’t quite work out.
In his first season at BAR, he retired from 12 races out of 16 rounds, and could only muster a best finish of eighth in Italy. A year later, the results didn’t improve much and he managed a handful of top-five finishes. Villeneuve later re-signed with the team in 2002, but has since admitted this is one of his few regrets in F1.
Damon Hill was another driver to pick up a world championship with Williams and then make a rogue move to the back of the grid. For the Briton, that was with a move to Arrows for the 1997 season just after clinching the crown in 1996. However, the reason for the transfer wasn’t quite so clear-cut.
Hill had a stellar start to the 1996 season with Williams, winning four of the opening five grands prix and building on the momentum that saw him finish second in 1994 and 1995. However, rumour has it that Williams never really wanted Hill to be its team leader, and a slew of off-the-cuff remarks from the Briton about his performance and pay left a bad taste in the Williams bosses' mouths early in the 1996 season.
As such, it jumped at a couple of errors Hill made early on, and elected not to renew his contract for the following year. Hill went on to win the title, and was left with few options for a drive by the end of the season – landing with Arrows for a single year in 1997.
The transfer that led to one of the most successful partnerships in F1 history saw Michael Schumacher move to Ferrari for the 1996 season. Now, moving from plucky squad Benetton to the Italian powerhouse seems obvious, but at the time it came as a surprise to many.
With Renault’s impending exit from F1, Benetton was about to lose its engine supplier and Ferrari, which had finished no higher than third in the preceding five years, was in a rebuilding process. With Jean Todt at the helm, it had brought in new technical bosses and was hoping for a star driver who to build the team around.
In 1995, Schumacher was flying high. He had clinched his first championship and was well on the way to securing a second in just his fourth year in the series. Todt believed he was the missing piece who could help Ferrari return to the top and, after securing a technical team that could build the right car, set about signing the right driver.
Todt reportedly spent a day in Monaco convincing Schumacher to sign on the dotted line, and he did. The German would go on to win his first race in red at the 1996 Spanish Grand Prix, before claiming a further 71 victories and five world titles.
While Nigel Mansell was the last Ferrari driver to be personally selected by team founder Enzo Ferrari, the Briton’s stint at the Scuderia was short-lived – despite winning his debut race with the team.
Reliability issues, errors on track and even a race ban then hampered the remainder of Mansell’s first Ferrari season. And while he returned to the top step of the podium in his second year, the Briton still had a lacklustre time and ultimately scored fewer points in 1990. Off-track quarrels with team-mate Alain Prost and accusations that the pair weren’t competing in equal machinery led Mansell to announce his retirement from F1 altogether after dropping out of the British Grand Prix.
Those plans were cut short by Frank Williams, who practically moved mountains to get Mansell to sign for 1991. The Briton was given undisputed number-one status at the team, written guarantees of support from Williams and its suppliers, and a salary of £4.6million per season. The investment paid off, and after finishing second in 1991 he won the F1 title for Williams a year later.
Prost was a McLaren man. After starting his F1 career with Renault, he had moved to the British squad in 1984 and subsequently unlocked his full potential. A second-place finish preceded back-to-back world titles in 1985 and 1986, before he won his third at McLaren in ‘89.
However, Prost’s final two years with McLaren were dominated by drama with team-mate Ayrton Senna, who took a maiden crown in 1988 and fought hard against Prost in ‘89. Accusations of unsportsmanlike behaviour were exchanged, claims of dangerous driving were hurled around and from the Imola race (round two) the pair was not on speaking terms.
Midway through the season, Prost announced he was leaving McLaren for Ferrari in 1990, and even dropped his trophy from the Italian GP into the hands of the waiting Tifosi. The move sparked outrage, and there were even calls for McLaren to fire Prost so he could finish the season in red. This didn’t happen, and Prost clinched his crown after colliding with Senna in the penultimate race of the season.
How many Formula 1 drivers can say they drove for a team that shared their name? Not many, and even fewer managed to find success while racing for their namesake teams. For Emerson Fittipaldi, the opportunity to drive for the family team came in the mid-70s when brother Wilson Fittipaldi created the only Brazil-based F1 team.
However, prior to joining the family team, the younger Fittipaldi had been driving for McLaren in F1. He had previously won the 1974 title with the team and finished second to Niki Lauda in 1975. But, at the peak of his F1 career, Emerson Fittipaldi shocked everyone and walked away from McLaren with the aim of chasing victory in a Brazilian team.
In total, Emerson Fittipaldi spent five seasons with the struggling outfit. In that time, he managed a best result of second in a chaotic 1978 Brazilian Grand Prix, and only picked up one further F1 podium finish.
While Red Bull might have a reputation for switching drivers between its two F1 teams in the modern era, Juan Manuel Fangio was a pioneer of the mid-season swap. That’s because while dominating the 1954 standings, he made the shock move from Maserati to Mercedes after just two races.
After breezing to victory in Argentina and Belgium at the start of the 1954 season, Fangio jumped ship to Mercedes on the German brand’s entry into F1. The Silver Arrows dominated, and Fangio won four out of the six races that he entered with the team that year. He won the title, and followed it up with a second crown in 1955 – proving that the mid-season switch was very much worthwhile.
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