F1马德里新赛事首秀：马德里赛道赛道前瞻
本周末F1将在马德里的马德里赛道赛道迎来45年来首次马德里站的比赛，该赛事获得了为期10年的西班牙大奖赛举办权。这条57圈的赛道被称为“双头怪兽”般的布局，车手和车队需要时间从工程角度加以理解。
随着马德里赛道赛道首秀，F1最新一站比赛值得期待什么
时隔45年，一级方程式本周末将首次在马德里比赛，赛道是具有双重特性的马德里赛道
马德里将承办西班牙大奖赛为期十年，从如今改为两年一届的巴塞罗那比赛中接过了这一名号，这是F1将赛事带到城市人口中心的最新举措。
比赛将在一条拥有“双头怪兽”之称的赛道上进行57圈，车手和车队需要一些时间才能让他们的工程思维完全理解这条赛道。
所谓的马德里赛道赛道最初的效果图引发了褒贬不一的反应，人们担心西班牙大奖赛从巴塞罗那的永久性赛道迁至马德里主机场附近的Valdebebas地区后，F1会再添一条千篇一律的街道赛，一个很快就会被弃用的钢筋水泥丛林。甚至无需走出西班牙国界，就能让人想起早已停办的瓦伦西亚大奖赛——那场在如今已成幽灵赛道上举办的、如海鲜饭锅般昙花一现的乏味比赛。
我们六月对现场的首次考察表明，这条最初由Dromo设计、后期施工阶段移交给Tilke完成的赛道，其最终成品Certainly远没有那些传言那么糟糕。但它也确实与赛历上其他任何一条赛道都不相同。
起终点直道周围区域位于IFEMA会展中心的广场和公共道路上，这无疑让第一个赛段有一种走走停停的感觉，令人联想到迈阿密和新加坡之类的赛道。
最醒目的地标，也是比赛官方海报和其他宣传材料上的主角，是La Monumental；这是一条长而快的倾斜弯道，坡度达到了允许的最大值24%。这条550米长的弯道比赞德沃特那条大致可类比的最后弯要长得多，因为它环绕赛道北端专门修建的区域划出了一个270度的弧线。
纪念碑赛道的陡峭弯道倾角具有不断变化的坡度和高度
这座高耸的弯道外侧设有大看台，其坡度、半径和高度的持续变化使其与赛历上的其他倾斜弯道或椭圆形赛道上的弯道截然不同，亲临现场时给人留下了震撼的印象。这里没有缓冲区，但外侧装有SAFER护栏。
“这是一个非常非常特别的弯道，” 勒克莱尔 在与法拉利进行尘土飞扬的拍摄日并勘察该弯道后说道。“在这个弯道，我感觉在排位赛中我们必须非常勇敢，因为它将达到极限。
“我确实相信它有潜力成为本赛季最具标志性的弯道之一，尤其是配上那个大看台。这将为这个弯道的体验增色。有一点是肯定的，那就是你必须全身心地投入。”
那个弯角之后是一连串的高速变向，而且缓冲区很小。正如一次红旗频出的F3测试所表明的那样，这条赛道在第一年将很难应付。
初步迹象表明，马德里赛道 即使不会成为车手们最喜欢的赛道，也将是在排位赛中颇具挑战性的赛道。不过，这条赛道能否呈现精彩的比赛场面，目前还没有定论。由于拥有众多制动区，这条赛道在能量回收的难度方面应该处于中游水平。超车看起来并不容易，3号弯和5号弯之间的直道是最明显的超车机会。
"这将是一条非常有挑战性的赛道，"Leclerc 委婉地说。"我不知道超车情况如何，我不确定会有很多超车，我希望我错了。但我认为排位赛以及驾驶这样一条赛道的挑战，将会是本赛季最酷的体验之一。"
马德里能为F1提供什么，而巴塞罗那仍在为此苦苦挣扎
马德里真正想做出差异化的是它的交通可达性。这条赛道不仅距离机场很近，还与马德里庞大的地铁和市郊铁路网络相连。主办方承诺从首都任何地方都能便捷无阻地抵达赛道，而这长期以来正是巴塞罗那的一大痛点。
在这方面，它正是F1管理层如今所青睐的那类场馆。一场与“目的地城市”深度融合的城市比赛，拥有各种配套设施、内置的交通与可持续解决方案，以及容纳大规模VIP设施的空间。
“嗯，你比我更清楚，进出一条传统赛道有多麻烦。这里南边有地铁，北边有市郊铁路，将会非常方便，”IFEMA的首席运营官Carlos Jimenez承诺道，“这两条线路都很快、停靠站很少，因为它们的设计初衷就是快速连接机场和市中心。所以，我们认为车迷抵达赛道的体验将是一个决定性的优势。
“这非常便利，但代价是我们必须更加努力，才能提供良好的现场体验。否则，车迷们会很快回到市里的酒店和餐厅，因为我们是在和市中心竞争。”
三级方程式（Formula 3）于八月底在该赛道进行了测试。
马德里能否兑现其承诺，顺利举办一届最多可容纳11万名观众的首届赛事，仍有待观察。最近有许多首届比赛成为学习机会的例子，包括迈阿密和拉斯维加斯。F1重返马德里很可能也会有不完善之处，但组织者表示他们已为此做好准备。
“这并不容易，”费尔南多·阿隆索（阿隆索）的前经纪人、现任该赛事总经理的路易斯·加西亚·阿巴德（Luis Garcia Abad）说，“我参与F1已经有25年了，我从没想过就你需要顾及的所有事情而言，会这么困难。”
“我一直与所有推广人交流，当你试图从零开始打造某样东西时，问题或多或少都是一样的。但IFEMA给我们提供了很多解决方案。我们本来没有赛道，但我们有Wi-Fi，有电力，主入口处还有地铁站。如果你试图在一个不同的场地组织赛事，那简直是一场噩梦。但有了这些（已经具备的）条件，我们得以把它建起来。”
“现在我们必须尽力提供我们能提供的最佳客户体验。”
英文原文
What to expect from F1's newest race as Madring debuts
For the first time in 45 years, Formula 1 will race in Madrid this weekend at the dual-natured Madring circuit
Madrid's 10-year tenure of the Spanish Grand Prix, taking over the moniker from the now biennial Barcelona race, is Formula 1's latest effort to bring its series to urban population centres.
It does so for 57 laps on a two-headed monster of a circuit that will take drivers and teams some time to wrap their collective engineering minds around.
Initial concept renderings of the so-called Madring drew mixed reactions with fears the Spanish GP's move from Barcelona's permanent circuit to the Valdebebas area near Madrid's main airport would see F1 add another generic street circuit, a concrete jungle that would soon be abandoned. One doesn't even have to look beyond the Spanish borders to evoke memories of the long-defunct Valencia grand prix, an uninspired flash in a paella-sized pan on what is now a ghost track.
Our first site visit in June suggested the circuit – originally designed by Dromo before the final stages of construction were handed over to Tilke – showed that the end product is certainly nowhere near as dramatic as that. But it certainly isn't like any other circuit on the calendar either.
The area around the start-and-finish straight is located around the IFEMA fairground concourse and public access roads, which certainly gives the first sector a stop-start feel reminiscent of the likes of Miami and Singapore.
The standout landmark, which features on the race official poster and other promotional material, is La Monumental; a long, fast banked corner featuring the maximum allowed 24% inclination. The 550-metre corner is much longer than Zandvoort's somewhat comparable final turn, as it draws a 270-degree arc around the northern, purpose-built end of the circuit.
The steep banking of La Monumental has a continuously changing gradient and elevation
The towering corner, which features a grandstand on the outside, made a staggering impression in person because of its continuous changes in gradient, radius and elevation that sets it apart from other banked corners on the calendar, or those found in oval races. There is no runoff, but the outside is lined with a SAFER barrier.
"It's a very, very special corner," Charles Leclerc said after exploring it during a dusty filming day with Ferrari. "It's a corner where I feel in qualifying we'll have to be very brave because it's going to be on the limit.
"I do believe it can become one of the most iconic corners of the season, especially with the grandstand. That will add to the experience of that corner. One thing is for sure, and that's that you will have to have full commitment."
That corner is followed by a number of high-speed direction changes with little run-off. As a red-flag-ridden F3 test suggested, the circuit will be tricky to handle in year one.
Early indications suggest that the Madring, if not an outright driver favourite, will be a respectable driving challenge in qualifying. The jury is still out on whether the circuit will be able to deliver a compelling spectacle, though. Because of its many braking zones, the circuit should sit in the middle of the pack in terms of energy-harvesting challenges. Overtaking does not look particularly easy, with the straight between Turns 3 and 5 the most obvious opportunity.
"It's going to be a very challenging track," Leclerc said diplomatically. "I don't know about the overtakes, I'm not sure there will be that many overtakes, I hope I'm wrong. But I think qualifying and the challenge of driving such a track is going to be one of the very cool ones of the season."
What Madrid can offer F1 that Barcelona still struggles with
Where Madrid wants to make a real difference is its accessibility. The circuit is not just a close drive from the airport, but is also connected to Madrid's extensive underground and commuter train network. The organisers promise hassle-free access to the circuit from anywhere in the capital, something which has long been a pain point in Barcelona.
In that respect it is exactly the type of venue that F1 management has become infatuated with. An urban race well integrated into a 'destination city', with all the amenities, baked-in mobility and sustainability solutions, and room for extensive VIP facilities.
"Well, you know better than me that coming in and out of a traditional circuit is a nightmare. Here we have both the metro in the south and the commuter train in the north, which is going to be extremely convenient," IFEMA's COO Carlos Jimenez promised. "Both are very fast lines with very few stops because they were designed to quickly connect the airport with the city centre. So, the experience for the fans to reach the circuit, we think it's going to be a difference-maker.
"It's very convenient, but the counterpart is that it obliges us to work harder to provide a good experience. Otherwise, the fans will quickly go back to the hotels and restaurants in the city, because we are competing with the city centre."
Formula 3 conducted a track test at the circuit at the end of August
Whether or not Madrid can make good on its promise to organise a smooth inaugural edition of its event, for a maximum capacity of 110,000 spectators, remains to be seen. There have been many recent examples of year one being a learning opportunity, including Miami and Las Vegas. F1's return to Madrid will likely be rough around the edges, too, but the organisers say they are prepared for that.
"It's not easy," said Luis Garcia Abad, Fernando Alonso's former manager and now the managing director of the event. "I have been involved in F1 for the last 25 years and I never thought that it was going to be so difficult in terms of all the things that you have to be aware of.
"I have been speaking with all the promoters, and the problems are more or less the same when you are trying to build something from scratch. But IFEMA gave us a lot of solutions. We didn't have a racetrack, but we had Wi-Fi, we had energy, we had a metro station at the main entrance. If you are trying to organise something in a different circuit, it's a nightmare. But with all these parameters [already in place], we were able to build it.
"Now we have to deliver the best customer experience we can."
Motorsport.com ·
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