FIA承认F1的ADUO系统存在弱点但为其测量方法辩护
FIA单座赛车总监Nikolas Tombazis承认F1的ADUO系统存在“弱点”，未来可能需要改进，但坚称测量方法是准确的。该系统旨在为落后的制造商提供安全网，却在上半赛季演变为政治战场。
FIA承认F1的ADUO系统存在“弱点”——但为其测量方法辩护
Nikolas Tombazis承认F1的ADUO系统在未来几年可能需要重新思考，尽管他坚称测量是准确的
刘易斯·汉密尔顿，法拉利，马克斯·维斯塔潘，红牛车队
在本赛季上半段，F1围场中很少有话题像额外发展与升级机会那样引发如此多的政治辩论。
该系统是作为落后制造商的安全网而引入的，部分是对本田在旧规则下处境的回应，但在实践中它已变成政治战场。
托托·沃尔夫立即警告说，它不应成为“蛙跳机制”，尽管当FIA首次排名榜首的不是梅赛德斯高性能动力总成而是红牛福特动力总成时，人们相当惊讶。
这有两个原因。首先，ADUO测量仅基于内燃机，造成测量方法与发展机会之间的显著差异，而发展机会也涵盖动力单元的电动部分。
其次，围场内有说法称，包括梅赛德斯和法拉利在内的多家制造商在开局几站比赛中玩得很聪明，没有亮出全部实力，以确保获得一个ADUO令牌，法拉利甚至获得两个。
第一个周期的结果引起了红牛的不满，这也解释了为什么这些结果仍未公开宣布。
在第一个测量周期后，红牛福特动力总成被FIA排在榜首，这让红牛高层管理人员感到沮丧。
FIA单座赛车总监Nikolas Tombazis此前表示，他愿意考虑为ADUO测量增加更多参数——例如涡轮的大小——但车队和制造商推动保持系统尽可能简单。
这就提出了一个问题：FIA是否对本赛季围绕ADUO的所有争议感到惊讶？Autosport向Tombazis提出了这个问题。
“嗯，在F1中，几乎一切都相当敏感。所以你很少能让11支车队和五六家动力单元制造商说，‘太棒了，我们都同意’，”这位希腊人回答道。
“我认为唯一所有人都同意的是，八月停工期是件好事，我必须提醒你们，那是我的主意。
“但那是唯一所有人都同意的事。我认为其他一切[都很难]。就连那件事也花了很长时间才让所有人同意。你知道，当弗朗茨·托斯特还在位时，他并不想要它。”
据Tombazis称，在评估ADUO时，需要区分两个不同的方面：测量有多准确，以及系统是否按最初意图运作。
在围绕第一周期结果的所有不满中，红牛要求对结果进行事实核查，但据Tombazis称，FIA的测量已被证明是准确的。
“一切都相当敏感，因为每个人都如此有竞争力，如此专注于自己相对于他人的位置。所以是的，这相当具有挑战性，”他继续说道。
“我认为，在我看来，我们的测量已被证明非常准确。话虽如此，一切都运作良好吗？不，因为显然人们不满意等等。我们需要考虑未来的改进吗？是的，我会这么说。”
Tombazis承认该系统在未来几年可能需要改变，但坚称测量是正确的
一个明显的缺陷是，其他制造商实际上可以将红牛置于死局。如果他们继续玩游戏，不使用他们获得的令牌来开发内燃机，理论上他们可以让红牛在排名榜首停留更长时间。
然而，Tombazis不认为事情在实践中会走到那一步：“嗯，我不认为一直低于[你的最大功率]只是为了不断获得更多机会对你有利，因为如果机会最终不是为了让您登顶，那机会还有什么意义？”
话虽如此，这位58岁的人承认，该系统在未来几年需要重新思考：“我认为系统正在按设计运作，但我确实认为有一些弱点，我们未来需要解决。同时为了让它不那么耗时、不那么有争议，我们确实需要采取一些步骤在未来改进它。”
一个合乎逻辑的建议是在测量中考虑整个动力单元，而不仅仅是内燃机，但Tombazis不想在现阶段讨论具体想法。
ADUO对本田有效，但它对整个F1有效吗？
本田将在赞德沃特推出其首个ADUO升级，并表示该系统对最需要它的制造商运作良好
本田自然是差距最大的制造商，因此是ADUO最初设计目的的最明显例子。
赛道现场总经理兼首席工程师折原慎太郎表示，该系统对本田确实有效，尽管他愿意从长远角度为了整个锦标赛的利益重新思考。
“我认为我们从FIA收到的数字看起来合理。我会说那个数字是公平的。而且，多亏了ADUO，我们现在正在努力开发我们的引擎，”折原告诉Autosport。
“所以，目前很难说ADUO系统是否[不]正常运作。但至少对本田来说，多亏了ADUO系统，我们拥有开发引擎的最大机会。
“也许在监测ADUO系统对F1的运作方式后，我们会调整[一些事情]。它对本田运作良好，但我们需要继续监测它对所有制造商的效果。它应该是公平的。目前，对本田来说看起来公平，但我们需要继续监测。”
英文原文
FIA admits F1's ADUO system has "weaknesses" – but defends its measurements
Nikolas Tombazis acknowledges that F1's ADUO system may need a rethink for the coming years, although he insists that the measurements are accurate
Lewis Hamilton, Ferrari, Max Verstappen, Red Bull Racing
Few topics in the Formula 1 paddock have generated as much political debate during the first half of the season as ADUO, the Additional Development and Upgrade Opportunities.
The system was introduced as a safety net for a manufacturer that falls behind, partly in response to Honda's situation under the previous regulations, but in practice it has turned into a political battleground.
Toto Wolff immediately warned that it should not become a "leapfrog mechanism", although there was considerable surprise when it was not Mercedes High Performance Powertrains but Red Bull Ford Powertrains that ended up at the top of the FIA's first ranking.
There are two reasons for this. Firstly, the ADUO measurements are based solely on the internal combustion engine, creating a significant discrepancy between the measurement method and the development opportunities, which also cover the electrical side of the power unit.
Secondly, there have been suggestions in the paddock that several manufacturers – including Mercedes and Ferrari – played the game cleverly by not showing their full hand during the opening race weekends in order to secure one ADUO token, or even two in Ferrari's case.
The outcome of the first period has caused frustration at Red Bull, which also explains why those results have still not been publicly announced.
Red Bull Ford Powertrains has been placed at the top of the standings by the FIA following the first measurement period, much to the frustration of Red Bull’s top management
FIA single-seater director Nikolas Tombazis previously indicated that he was open to considering more parameters for the ADUO measurements – such as the size of the turbo – but that teams and manufacturers pushed to keep the system as simple as possible.
That raises the question of whether the FIA has been surprised by all the controversy surrounding ADUO this season, which Autosport asked Tombazis.
"Well, in F1 it seems that almost everything is quite sensitive. So it's very rare that you get 11 teams and five or six PU manufacturers saying, 'Fantastic, we all agree'," the Greek replied.
"The only thing I think that everybody agrees on is that the August shutdown is a good thing, and I have to remind you that it was my idea.
"But that's the only thing that everybody agrees on. I think everything else [is difficult]. And even that took time for everybody to agree on. You know, when Franz Tost was still in place, he didn't want it."
According to Tombazis, two different aspects need to be distinguished when assessing ADUO: how accurate the measurements are and whether the system is working as originally intended.
Amid all the dissatisfaction surrounding the outcome of period one, Red Bull requested a factual verification of the results, but according to Tombazis, the FIA's measurements have proven to be accurate.
"Everything is quite sensitive because everyone is so competitive and so focused on their relative position compared to the others. So yes, it has been quite a challenge," he continued.
"I think our measurement, in my opinion, has proven to be very accurate. With that said, has everything worked fine? No, because obviously people are not happy and so on. Do we need to think about improvements in the future? Yes, I would say so."
Tombazis acknowledges that the system may need changes in the coming years, but insists that the measurements are correct
One of the apparent flaws is that the other manufacturers could effectively put Red Bull in checkmate. If they continue playing the game and do not use the tokens they have been awarded to develop the internal combustion engine, they could theoretically keep Red Bull at the top of the ranking for longer.
Tombazis, however, does not believe things will go that far in practice: "Well, I don't think it would be convenient for you to always be below [your maximum power] just to keep getting more opportunities, because then what's the point of opportunities if it isn't ultimately for you to be on top?"
That said, the 58-year-old admits that the system needs a rethink for the coming years: "I think the system is working as it was designed, but I do think there are some weaknesses that we need to address in the future. Also to make it less time-consuming and less controversial, we do need to make some steps to improve it in the future."
One logical suggestion would be to consider the entire power unit in the measurements rather than just the ICE, but Tombazis does not want to discuss specific ideas at this stage.
ADUO works for Honda, but does it work for F1 as a whole?
Honda will introduce its first ADUO upgrade at Zandvoort and states that the system works well for the manufacturer that needs it most
Honda is naturally the manufacturer with the largest deficit and is therefore the clearest example of what ADUO was originally designed for.
General trackside manager and chief engineer Shintaro Orihara says the system does work for Honda, although he is open to a rethink in the longer term for the benefit of the championship as a whole.
"I think the number we received from the FIA looks reasonable. I would say that number is fair. And also, thanks to ADUO, we are now working hard to develop our engine," Orihara told Autosport.
"So, at this moment, it's difficult to say if the ADUO system is working correctly [or not]. But, at least for Honda, we have the maximum chance to develop our engine thanks to the ADUO system.
"Maybe we adjust [things after] monitoring how the ADUO system works for Formula 1. It is working well for Honda, but we need to keep monitoring how that works for all manufacturers. It should be fair. At this moment, it looks fair for Honda, but we need to keep monitoring it."
Autosport ·
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