Edd Straw的2026年美国大奖赛F1车手排名
从美国大奖赛周末开始，F1车手排名采用新的层级列表格式（从Tier S到Tier F），而非之前的1-22排名。安东内利在比赛中表现出色，获得了Tier S的唯一名额。
从美国大奖赛周末开始，F1车手排名采用新的层级列表格式（从Tier S到Tier F），而非之前的1-22排名。
每个层级除了一个外，都限制为五名车手，Tier S仅适合一个名字，这次的选择并不复杂。
通常，你可以在The Race Members' Club的帖子下评论提问关于Edd的排名，并尝试使用我们方便的视觉工具编制自己的美国大奖赛层级列表！
你可以在文章底部阅读Edd关于格式变化的完整理由。
尽管车队负责人托托·沃尔夫声称这是基米·安东内利的最佳比赛可能有些言过其实，但安东内利无疑是这场赛事的亮点。
他不仅在速度上明显优于队友乔治·拉塞尔，而且在Q3的第一轮练习中就锁定了杆位，尽管起步时处于中胎的劣势，但他仍然取得了良好的起步。这一切，加上选择单停策略，是他在一场本可能因为红牛和法拉利的速度而变得复杂的比赛中相对顺利获胜的关键。
这种舒适的领先位置是安东内利出色执行的结果。
利亚姆·劳森的周末大部分时间都表现得无懈可击，在中场战中占据主导地位。唯一的缺点是在Q2中被小红牛队友阿维德·林德布拉德以0.108秒的差距超越 - 但考虑到车队为了最小化林德布拉德发车线处罚的影响而决定不让他参加Q3，这也很难过多指责他。
同样，皮埃尔·加斯利尽管从未完全适应阿尔卑斯赛车，但仍然在很大程度上最大化了其性能。他在最后的Q2练习中找到了速度，将赛车提升到第11快的成绩，然后在发车时一度领先劳森，但在第1弯道又落后于他。在奥利·贝尔曼的碰撞后，他右侧面板受损，但尽管如此，他还是坚持到了积分赛结束。
查尔斯·勒克莱尔在整个比赛中都是法拉利的更快车手，并驾驶着一辆强劲的赛车，在两停策略下获得了第二名。唯一的负面因素是Q3练习中有些吃力，尽管这在很大程度上是由于当时法拉利在那里的特性。
费尔南多·阿隆索是唯一三名在复杂的排位赛中连续刷新个人最佳成绩的车手之一，并且他认为自己在比赛中有机会获得积分。但相反，他不得不与第一圈在发夹弯被亚历克斯·阿隆索撞击造成的损坏作斗争。
马克斯·维斯塔潘在排位赛中稍微有点后轮抓地力问题，差点被队友伊萨克·哈吉亚超越，在一场最终以0.036秒的优势获胜的面对面较量中。尽管策略并不理想，他还是设法获得了第三名，尽管虚拟安全车阻碍了刘易斯·汉密尔顿的进攻。
汉密尔顿虽然设置得没有勒克莱尔那么好，但他的预赛劣势很小。他在整个周末都取得了良好的进步，如果不是因为虚拟安全车（VSC），他可能已经获得了第三名。
在新加坡周末的困难之后，哈德贾做出了强劲的恢复。他几乎超过了维斯塔潘的预赛成绩，并且很好地处理了他在比赛中的问题，即使他的无线电信息并没有表现出这一点。在那种情况下，他得到了一个相当不错的成绩。
尼克·胡肯伯格将奥迪赛车大致放在了应该在的位置，即预赛和比赛中都位于前十之外。然而，如果预赛执行得完美，可能还能在奥迪赛车中得分，这一事实让他稳居排名中间位置。
尽管在周末的大部分时间里处于劣势，林德布拉德还是出色地完成了工作，从Q3中拉出了一个位置，尽管五位的网格处罚让他付出了代价，他从未能够进入严重的积分争夺。
塞尔吉奥·佩雷斯在凯迪拉克车手之间略快一些，但在排位赛中并没有完全发挥出车辆的全部潜力。他在软胎起步后并没有轻松地完成比赛，这意味着他比预期的更早陷入了蓝旗噩梦。
兰多·诺里斯很快，但据他自己承认，他在Q3中表现不佳，最终落后于他的速度较慢的队友。他的比赛驾驶执行得很好，但他的结果潜力从根本上受到了周六发生的事情的限制。
加布里埃尔·博尔特洛托看起来像是奥迪车手中速度更快的那位，但网格处罚意味着他无法正常攻击排位赛——尽管在Q1中获得第六名已经树立了标志。他的比赛表现不错，但让他失去更高一级别位置的是，他在VSC部署时错误地进入维修区，这意味着他最终排名第13，而不是第12。
奥斯卡·皮亚斯蒂在速度上从未达到队友诺里斯的水平。让他避免掉到更低一级别的因素是他能够在大比例的比赛中保持领先于拉塞尔。
卡洛斯·塞恩斯在威廉姆斯车队的表现总体上很稳健。然而，尽管他将责任归咎于林德布拉德挤压他进入维修区墙壁，但将他的威廉姆斯车试图塞入如此小的间隙是一个高风险的决定——因此他必须为结果承担一些责任。
在两辆凯迪拉克中，瓦尔特里·博塔斯稍微慢一些，但差距并不大。在被迫退赛之前，他本应大致完成他应该完成的比赛。
埃斯特班·奥康的周末受到了车辆问题的困扰，这使得很难评估他接近车辆极限的程度。但在他习惯性的强劲起步之后，他在这种情况下驾驶了一场不错的比赛。
这一级别包括的车手们，在不同程度上缺乏他们队友的速度，在两起事故中，这种情况进一步加剧。
拉塞尔从未关注过队友安东内利的水平，加上第一圈的超车线违规，即使处罚可能有些严厉，这也导致他被判罚到顶级四队组的最后一名。
拉塞尔与安东内利的差距与斯特罗尔与阿隆索的差距相似，这使得他的#18号阿斯顿·马丁车队成为后位车队，而不是像#14号那样的中场竞争者。即使是维修区起步也是部分原因，需要处理受损部件。
奥利·比尔曼的周末大部分时间都让他有资格进入高等级别，但他并没有在排位赛中充分利用自己的速度，因为他的最终Q2圈被删除，排名从第13位降至第16位，尽管他强烈反对。在13号弯与加斯利的碰撞给他造成了损害，毁了大奖赛，尽管他抗议，但 stewards 仍然认为他负有责任。
在威廉姆斯车队中，在结果方面几乎不可能取得任何成绩，但亚历克斯·阿隆·邦的排位赛表现一般，比萨因斯慢了两十分。虽然他在第一圈发夹弯与阿隆索的碰撞远非阿隆索所说的那样严重，但这确实是一次高风险的动作，给阿隆·邦造成了翼片损坏，这影响了他的比赛。
科拉平托因为自己没有错而被10个位置的网格处罚，这意味着他对加斯利的资格赛劣势并不是他排名的主要原因——因为他整个周末都没有专注于低油量速度练习。然而，他的整体速度从未产生影响，在1号弯撞上Lindblad是一个错误，最终导致他退出了比赛。
有三个明显的原因。第一个是最重要的，因为它是一种更准确的方式，在比赛周末的速度、一致性、赛车技巧、错误以及与车手技艺相关的无数其他标准上比较车手的性能。
通常，反馈会关注为什么两个处于同一水平但排名不同的车手之间可能会有5个位置的差距，而等级列表允许他们平等排名，同时保持他们相对于其他车手的位置。通过将车手分组，并提供七个可用等级，这是一种更有意义的方式来区分不同水平上表现的车手群体。
第二个原因是，这也更容易理解我们认为哪些车手做得比其他人更好或更差。通过消除需要无限小的差异，这应该会使这项练习更具揭示性。反馈通常关注为什么，例如，在排名中间，两个队友之间可能会有4个位置的差距，而他们的表现之间几乎没有或没有有意义的不同。等级列表避免了这种情况，并允许关注更明显的差异。
第三点是，这是一种更现代、更直观的方式来展示运动员的表现比较。我们团队制作出的出色图形比任何文字都能更有效地证明这一点。
在排名上，我们仍然会投入同样的严谨和努力，但《The Race》认为，这是我们提供分析水平的一种更现代、更具代表性的方式。
英文原文
A new Formula 1 driver rankings format is here starting from the United States Grand Prix weekend - with a tier list version (from Tier S to Tier F) instead of the 1-22 ranking.
Every tier but one is limited to five drivers, with Tier S fit for just one name - and it wasn't a particularly complicated choice to make this time.
As usual, you can ask your questions about Edd's rankings by commenting on this post in The Race Members' Club - and have a crack at compiling your own US GP tier list with our handy visual tool!
You can read Edd's full reasoning as to the change in format at the bottom of the article.
Although team principal Toto Wolff's claim this was Kimi Antonelli's best race was perhaps a touch overstated, Antonelli was the standout choice.
Not only did he have a clear pace advantage over team-mate George Russell, but he also nailed it on the first run of Q3 to seal pole, then made a good start despite the disadvantage of mediums. That, and the choice to one-stop, was key to a relatively straightforward victory in a race that could have been far more complicated given the pace of Red Bull and Ferrari.
That comfortable position was the consequence of Antonelli's outstanding execution.
Liam Lawson's weekend was one of largely unobtrusive excellence, dominating the midfield battle. The only caveat was that he was outpaced by Racing Bulls team-mate Arvid Lindblad in Q2 by 0.108s - but it's difficult to hold this against him too much given the team's decision not to run him in Q3 to minimise the impact of Lindblad's grid penalty.
Similarly, Pierre Gasly largely maximised the Alpine despite never being entirely comfortable with the car. He found pace on his final Q2 run to put the car 11th-fastest, then after momentarily getting ahead of Lawson at the start slipped behind him at Turn 1. He carried floor damage on the right side after the Ollie Bearman collision but despite that held on to a points finish.
Charles Leclerc was the quicker Ferrari driver throughout and drove a strong race to take second place on the two-stopper. The only negative was that Q3 was a struggle, although as much as anything that was down to the characteristics of the Ferrari in those conditions.
Fernando Alonso was one of only three drivers to string together his three personal-best sectors in a tricky qualifying session - and felt he had a shot at points in the race. But instead he had to battle damage sustained when he was hit by Alex Albon at the hairpin on the first lap.
Max Verstappen struggled a little for rear grip in qualifying and was close to being outqualified by team-mate Isack Hadjar, in a head-to-head battle he ultimately won by just 0.036s. But despite the strategy not being ideal he managed to take third place, albeit with the virtual safety car hindering Lewis Hamilton's charge.
Hamilton didn't nail the set-up quite as well as Leclerc, though his qualifying deficit to his team-mate was small. He made good progress throughout the weekend and probably would have finished third without the VSC.
This was a strong recovery from Hadjar after a difficult Singapore weekend. He almost outqualified Verstappen and dealt well with his in-race problems, even if his radio messages didn't suggest that was the case. He banked a decent result in the circumstances.
Nico Hulkenberg put the Audi broadly where it should have been, just outside the top 10 in both qualifying and the race. However, with a perfectly executed qualifying it was probably possible to score in the Audi - this fact putting him firmly in the middle of the pack of the rankings.
Having been on the back foot for much of the weekend, Lindblad did a good job to pull a Q3 place out of the bag, although the five-place grid penalty cost him and he was never able to get himself into serious points contention.
Sergio Perez was marginally the faster of the Cadillac drivers but didn't get everything out of the car in qualifying. He didn't have the easiest race after starting on softs, meaning he ended up being stuck in a blue-flag nightmare earlier than he'd have liked.
Lando Norris was quick, but by his own admission he did a bad job in Q3 and ended up behind his much slower team-mate. His race drive was well-executed, but his result potential was fundamentally limited by what happened on Saturday.
Gabriel Bortoleto appeared to be the Audi driver with that extra edge of pace but the grid penalties meant he wasn't able to attack qualifying properly - although sixth in Q1 did lay down a marker. His race was good, but what costs him a place in a higher tier was mistakenly bringing himself into the pits when the VSC was deployed, meaning he finished 13th rather than 12th.
Oscar Piastri never looked at team-mate Norris's level in terms of his pace. What saves him from being a tier lower is that he was able to keep Russell behind for a large proportion of the race.
Carlos Sainz was largely solid in the Williams. However, while he blamed Lindblad for squeezing him into the pitwall, it was a high-risk decision to try to put his Williams into such a small gap - so he has to bear some responsibility for the outcome.
Of the two Cadillacs, Valtteri Bottas was marginally the slower but it wasn't by much. He was on course to finish broadly where he should have done before being forced to retire late.
Esteban Ocon's weekend was compromised by car problems, making it difficult to evaluate how close he got to the maximum of the car. But he drove a decent race in the circumstances after his customary strong start.
This tier comprises drivers who, to varying degrees, lacked the pace of their team-mates, in two cases compounding that with incidents in the race.
Russell never looked at team-mate Antonelli's level, compounding that with a lap-one track limits violation and, even though the penalty was perhaps harsh, that condemned him to finishing at the back of the top-four team group.
Lance Stroll's pace deficit to Alonso was similar to that of Russell versus Antonelli, which made the difference between his #18 Aston Martin being a backmarker rather than a midfield contender like the #14. Even the pitlane start was partly a result of the need to deal with damaged parts.
Much of Ollie Bearman’s weekend would make him a candidate for a high tier. Yet he didn't make the most of his pace in qualifying, as 13th-fastest turned to 16th when his final Q2 lap was deleted for a track limits violation, albeit one he strongly disputed. The early-race clash with Gasly at Turn 13 gave him damage that ruined his grand prix, with the stewards holding him responsible despite his protestations.
It was impossible to achieve anything in terms of results in a Williams, but Alex Albon had a so-so qualifying, lapping two tenths off Sainz. While his collision with Alonso at the hairpin on the first lap was by no means the torpedoing Alonso suggested it was, it was a high-risk move and gave Albon wing damage that compromised his race.
Franco Colapinto was put on the back foot through no fault of his own by a 10-place grid penalty, which means his qualifying deficit to Gasly wasn't a major factor in his placing - as he didn't focus on low-fuel pace work throughout the weekend. However, his pace overall never made an impact, and hitting Lindblad at Turn 1 was an error that ultimately put him out of the race.
There are three clear reasons. The first is the most important in that it is simply a more accurate way to compare the performances of drivers across a race weekend in terms of speed, consistency, racecraft, mistakes and the countless other criteria that relate to the driver's art.
Often, the feedback focuses on why there might be, for example, a five-place difference between two drivers who were at the same level but a tier list allows them to be ranked equally, while also maintaining their position relative to the rest of the field. By grouping the drivers, and having seven available tiers, it's a more meaningful way to differentiate between the performances of a group of drivers who are all operating at various levels of very good.
The second is that it is also easier for you to understand which drivers we consider to have done a better or worse job than others. By eliminating the need for infinitesimally small differentials, that should make it a more revealing exercise. Feedback has often focused on why, for example, two team-mates might be separated by four places in the middle of the rankings when there’s little or no meaningful difference between their performance. A tier list avoids this, and allows the focus to be on the more clear variations.
The third is that it's a more contemporary and visual way to present comparisons of athlete performance. The outstanding graphics that have been put together by our team demonstrate that far more effectively than any words could.
The same rigour and effort will still go into the rankings, but at The Race we believe this is a more up-to-date and representative way to digest the level of analysis we offer.
The Race ·
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