维斯塔潘认为队友差距缩小源于赛车“更易驾驶”，斯特拉持不同意见
马克斯·维斯塔潘认为2026年队友之间差距缩小是因为这一代赛车在极限状态下更容易驾驶，迈凯伦车队负责人安德烈亚·斯特拉对此持不同看法。利亚姆·劳森和角田裕毅分别在临时出战中表现出色。
马克斯·维斯塔潘：车队内部队友之间差距变小是因为赛车更“好开”，而安德烈亚·斯特拉对此持不同意见
随着利亚姆·劳森和角田裕毅在F1荷兰大奖赛上分别为各自车队带来令人印象深刻的替补出场表现，马克斯·维斯塔潘认为2026年的赛车让队友之间更容易保持接近的差距
红牛车队的马克斯·维斯塔潘认为，2026年队友之间差距之所以很小，是因为这一代赛车在极限驾驶时更容易掌控，而迈凯伦车队领队安德烈亚·斯特拉则给出了不同的看法。
在赞德沃特，利亚姆·劳森为红牛车队临时顶替受伤的伊萨克·哈贾尔出赛，排位赛获得第八名，仅比维斯塔潘慢0.1秒。与此同时，替补车手角田裕毅在劳森的小红牛赛车上同样表现出色，在这位日本车手2026年的首个比赛周末中，与车队正选车手阿维德·林德布拉德的差距也在0.1秒左右。
当被问到这些微小的差距是否意味着车手现在更难发挥决定性作用时，这位荷兰车手回答道：“我认为尤其是在排位赛中。现在的这些赛车要找到极限容易多了，因为在不少地方你的电量也会稍微低一些。一切都变得更容易对齐。
我认为这个周末相比之前的赛车很好地展示了这一点。对我来说，这并不意外。
维斯塔潘并非有意贬低队友们的努力，他说劳森这个周末“干得非常扎实”，而这位新西兰车手则解释说，现在的红牛赛车感觉远不像问题重重的前任赛车那样处于刀锋边缘。
但维斯塔潘确实认为赞德沃特延续了整个围场一整年的趋势。“我认为整个赛季你都能看到这一点。每个人始终都在十分之一、十分之二秒之内。如果你的排位赛非常糟糕，那就是十分之三秒。差距总是非常小，”他解释道。“你也能从角田身上看到这一点，他一上来就在那里。”
不过，维斯塔潘的观点并非得到普遍认同。迈凯伦领队安德烈亚·斯特拉认为，这一代赛车依然很难驾驭，因为2026年动力单元规则在座舱内常规驾驶要求的基础上，又增加了一层复杂性。
"我不知道其他车队的情况，但我们的两位车手都把这些赛车归类为难开的车，"斯特拉说。"可以肯定的是，去年两位车手之间的差距要小得多。而在这里，一旦某位车手状态稍有落后，差距就可能很大。
"这些赛车难开有多个原因。赛季初，难点在弯道，后来又在直道。弯道的难点在于抓地力低、下压力少得多、轮胎更小；直道的难点在于能量输出的不稳定，或者你可能临近刹车时突然出现超级打滑（superclip），导致失去了刹车参照点。又或者有时令人沮丧的是，你更早开了油门，结果之后能量输出反而损失了。所以说，从多个角度来看，驾驶今年的赛车都更困难。
虽然斯特拉承认车手和他们的工程师在驾驭动力单元方面已经熟练得多，但他表示与底盘相关的挑战依然存在。"即使所有车队都增加了下压力，车手仍然很难预测刹车时会出什么问题，或者赛车在加速出弯时会不会突然甩尾，"他指出。
“使用上一代赛车时，空气动力学负荷要大得多，轮胎的抓地力也强得多，所以更容易。”
英文原文
Max Verstappen: Smaller team-mate gaps are down to "easier" cars as Andrea Stella disagrees
As Liam Lawson and Yuki Tsunoda impress on one-off outings with their respective teams at Formula 1's Dutch Grand Prix, Max Verstappen thinks the 2026 cars are making it easier for team-mates to stay close
Red Bull's Max Verstappen thinks the narrow gaps between team-mates in 2026 are being helped by this generation of cars being easier to drive on the limit, with McLaren team boss Andrea Stella offering a different view.
At Zandvoort Liam Lawson qualified eighth, one tenth behind Verstappen, on a one-off outing for Red Bull to deputise for the injured Isack Hadjar. Meanwhile, reserve driver Yuki Tsunoda also impressed in Lawson's Racing Bulls car, conceding a similar gap to the team's regular driver Arvid Lindblad on the Japanese driver's first race weekend of 2026.
Asked whether those narrow gaps suggested drivers now have less opportunity to make the difference, the Dutchman replied: "Especially in qualifying, I think. It's a lot easier nowadays with these cars to find the limit, because in quite a few places you're also a bit down on battery. Everything becomes a bit easier to line up.
"I think that demonstrated it quite well this weekend compared to the previous cars. For me, that's not a surprise."
Verstappen didn't mean to diminish the work of his teammates, saying Lawson had done "a very solid job this weekend", while the New Zealander explained the current Red Bull felt much less on a knife-edge than its troubled predecessor.
But Verstappen did feel Zandvoort continued a year-long paddock-wide trend. "I think you see it already the whole season. Everyone is always within one tenth, two tenths. If you have a very bad qualifying, three tenths. The margins are always super small," he explained. "You can also see that with Yuki, he's right there straight away."
Verstappen's view isn't universally shared, though. McLaren chief Andrea Stella felt the current generation of cars was still difficult to drive, because the 2026 power unit regulations have added another layer of complexity on top of the usual driving requirements in the cockpit.
"I don't know about others, but these cars are classified by both our drivers as difficult cars to drive," Stella said. "Definitely, last year we could see much less scatter between the two drivers. Here when a driver is a bit on the back foot then this can be a large amount.
"They are difficult cars to drive for several reasons. At the start of the season, it was in the corners and then in the straights. In the corners because of the low grip, much less downforce, smaller tyres and in the straights because of the inconsistencies of the deployment or the fact that you may have a sudden superclip before braking and now you've lost your braking reference. Or sometimes the frustrating element is that you go on power earlier and now you're losing deployment later. So, there were several angles from which driving this year's car was more difficult.
While Stella conceded drivers and their engineers have become much more adept at handling the power units, he said the chassis related challenges are still intact. "Even if all teams have added downforce, it's very difficult for the drivers to predict what the problem is going to be in braking or whether or not the car will snap in traction," he pointed out.
"With the previous generation of cars there was much, much more load aerodynamically and much more grip from the tyres, and it was easier."
Motorsport.com ·
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