阿隆索与阿斯顿·马丁近期怪象背后的技术谜团
The Race分析阿斯顿·马丁-本田近期成绩起伏中阿隆索遭遇的奇怪技术故障与退赛，并提到他在巴库用上了本田先给斯特罗尔在马德里使用的秘密ADUO 2涡轮升级。
阿斯顿·马丁-本田近期的状态起伏不定，仿佛在模仿我们预期在2026年F1中看到的比赛风格，而其明星车手费尔南多·阿隆索身上还发生了一些更奇怪的事情。
我说的不是他与车队旷日持久、最近当然已经结束的合同谈判，而更多是他在本赛季可以说是围场里最麻烦的赛车上遇到的奇怪技术故障和退赛。
在巴库，阿隆索拿到了本田秘密的ADUO 2涡轮增压器升级，该升级此前先装在了兰斯·斯特罗尔于马德里驾驶的赛车上。
自本田在赞德沃特带来赛季中期的ADUO 1引擎升级以来，本田一直在努力改善驾驶性和涡轮迟滞，本田知道巴库将是检验这些特性的重要测试。
马克·休斯：这些惊人的数据暗示阿斯顿·马丁具备争夺杆位的潜力
减少涡轮迟滞不仅能改善发动机的整体驾驶性，还有助于防止MGU-K去填补因涡轮迟滞造成的发动机扭矩需求缺口，即电机本质上是用电池提供的电力来替代缺失的内燃机扭矩输出。
大量短促、缓慢的弯角以及困难且关键的牵引力区域，是检验你的赛车和发动机能否以正确方式出弯加速的良好测试。
在阿塞拜疆，更新后的阿斯顿·马丁——得益于车尾一些更轻的部件，比以往任何时候都更接近重量限制，再加上那台（我们认为）配备更小涡轮的规格2本田发动机——一直到城堡路段（含）都表现良好。
但随后它在第三赛段损失了大量圈速，这表明MGU-K在单圈早期做了太多那种“填补”（infilling），从而在之后造成了能量部署问题。
这是这辆车排位赛表现中的一个趋势，至少可以追溯到7月底在匈牙利B版赛车首次亮相时。单圈内圈速有明显退化，尤其是在该圈接近尾声时，几乎无论赛道如何都是如此。
在马来西亚甚至也是如此——那显然是这辆车本赛季的最佳表现——那里粗糙的赛道表面和过热的轮胎剥夺了所有赛车的抓地力，并人为地延长了慢弯和松油时段的长度与持续时间，而阿斯顿·马丁在这些地方相对更有竞争力。
回到巴库，阿隆索在阿塞拜疆大奖赛跑了20圈后退赛，显然是因为引擎问题。
“我没有看到任何警报，”他事后说道。“但我在直道上开始损失很多时间。你知道，大概1.5秒，所以肯定有问题。”
但赛后，本田检查了引擎，没有发现任何问题。
“目前引擎没有问题，我们在数据上没有发现任何异常，”本田首席赛道工程师折原慎太郎在那场比赛后说道。
“所以我们需要仔细检查引擎动力以及能量管理，也许还有GPS轨迹。”
随后，The Race 在下一站雪邦站询问本田，工厂的分析是否发现了任何问题，但本田再次表示没有发现任何异常。
“我们做了维护，并对引擎进行了物理检查，”折原说道。“但数据上仍然没有任何引擎问题的迹象。”
类似的事情也发生在新加坡。在又一次止步于第一节排位赛后，阿隆索声称他的赛车涡轮增压器“坏了”。因此，车队选择让他从维修区起步并换上全新部件，但本田再次未能在引擎上找到除阿隆索的诊断之外的任何涡轮问题证据。
本田在这里的脱困之道，是将车手——在此即阿隆索——描述为赛车内的“最佳传感器”，尤其当这个传感器拥有阿隆索那种不可思议的感知力和经验时更是如此。
同样属实的是，车手有时能察觉到工程师最初未能发现的问题——前威廉姆斯技术总监帕特里克·海德提供了一个很好的例子，他在2005年表示，车队新签下的尼克·海德菲尔德发现了宝马发动机管理系统的问题，而车队“已经带着这个问题两年了，却没有人指出来”。
那是20多年前的事了，在此期间F1数据采集的保真度已大幅提升，但这很好地说明了海德菲尔德作为车手特有的敏感度如何揭示了一个问题，而胡安·巴勃罗·蒙托亚或拉尔夫·舒马赫——两人在客观上都比海德菲尔德当时更成功——要么自己从未感觉到，要么没有受到足够严重的影响，以至于觉得有必要在汇报中提出。
阿隆索在座舱内作为精准的工程参考享有极高声誉，因此如果他察觉到问题，通常你会预期阿隆索感觉到的任何异常最终都会出现在本田的数据中。
在阿隆索的案例中，这（还）没有发生，而他在阿塞拜疆与通常较慢的凯迪拉克车手瓦尔特利·博塔斯缠斗时愤怒的车队无线电，清楚地表明他对那个周末本田发动机的整体性能并不满意。
阿斯顿·马丁车队现场负责人（兼前车队领队）迈克·克拉克随后提出，也许是跟随凯迪拉克时产生的尾流效应，再加上超车模式激活后带来的额外动力提升，可能让阿隆索感觉他的本田引擎出了问题。
这也有可能——阿隆索感觉到了一个实际上并不存在的问题。
也许永远没人能确定，但在本田从其遥测数据中发现尚未察觉的异常之前，所有迹象都指向阿隆索基本上是在巴库站放弃比赛、提前收工。
而且，考虑到车队在2026年的整体糟糕表现，也许没人能怪他！
英文原文
While Aston Martin-Honda's recent form has yo-yo'd, mimicking the style of racing we've come to expect in Formula 1 in 2026, there's been some even stranger things going on with its star driver Fernando Alonso.
I'm not talking about his protracted contract negotiations with the team, recently concluded of course, but more some of the strange technical problems and retirements he's had with what, to be fair, has been the most troublesome car on the grid this season.
In Baku, Alonso got his hands on the secret ADUO 2 turbocharger upgrade Honda fitted first to Lance Stroll's car in Madrid.
Honda's been trying to improve driveability and turbo lag since it brought its mid-season ADUO 1 engine upgrade to Zandvoort, and Honda knew Baku would be an important test for those characteristics.
Mark Hughes: The extraordinary figures hinting at Aston Martin's pole potential
Reduced turbo lag not only improves the overall driveability of the engine, it also helps prevent the MGU-K filling in the engine torque demand gaps created by that lag, whereby the motor essentially replaces missing internal combustion torque delivery with electrical power from the battery.
Lots of short, slow turns with difficult and crucial traction zones are a good test of whether your car and engine are punching off the corners in the right way.
In Azerbaijan, the updated Aston Martin - closer than ever to the weight limit thanks to some lighter components at the rear of the car, plus that spec-2 Honda engine with its (we think) smaller turbo - was working well up to and including the castle section.
But then it was haemorrhaging laptime through sector three, suggesting the MGU-K was doing too much of that 'infilling' early in the lap and then creating energy deployment problems later on.
This is a trend in the car's qualifying performances going back at least as far as the debut of the B-spec car in Hungary, in late July. There is a noticeable degradation in laptime over a single lap, particularly towards the end of that lap, almost regardless of the circuit.
This was even the case in Malaysia - easily that car's best performance of the season - where the rough track surface and overheating tyres robbed all the cars of grip and artificially extended the length and duration of the slow corners and off-throttle moments where the Aston Martin is relatively more competitive.
Returning to Baku, there Alonso retired from the Azerbaijan Grand Prix after 20 laps, apparently with an engine problem.
"I didn't see any alarm," he said afterwards. "But I started losing a lot on the straight. You know, like 1.5 seconds, so something wrong."
But after the race, Honda checked the engine and could find nothing wrong.
"At the moment the engine is OK, we don't find any issue on the data," said Honda chief trackside engineer Shintaro Orihara after that race.
"So we need to check carefully on the engine power and also energy management and also maybe GPS trace."
The Race then asked Honda at the next event in Sepang whether analysis at the factory had revealed any issue, but again Honda said it found nothing amiss.
"We did maintenance and we checked the engine physically," said Orihara. "But still on the data there is no indication of the engine problem."
Something similar happened in Singapore. After yet another Q1 exit, Alonso claimed his car's turbocharger was "broken". The team thus elected to start him from the pitlane with fresh components, but once again Honda could find no evidence of a turbo problem on the engine, beyond Alonso's diagnosis.
Honda's get out of jail card here has been to describe the driver - in this case Alonso - as "the best sensor" inside the car, especially so when that sensor has Alonso's incredible level of feel and experience.
It's also true that drivers sometimes detect problems that aren't initially picked up by engineers - there's a good example given by former Williams technical director Patrick Head, who back in 2005 said its new signing Nick Heidfeld had detected problems with the BMW engine's management system that the team had been "carrying for two years without anyone pointing it out".
That was more than 20 years ago, and the fidelity of data capture in F1 has improved vastly in that time, but it's a good example of how Heidfeld's particular sensitivity as a driver uncovered something problematic that Juan Pablo Montoya or Ralf Schumacher - both objectively more successful F1 drivers then Heidfeld was - either never felt themselves, or were not so unduly affected by to feel the need to raise in debriefs.
Alonso has an incredible reputation for being an accurate engineering reference inside the cockpit, and so if he's detecting an issue you would ordinarily expect whatever Alonso has felt going wrong to show up in Honda's data eventually.
That has't happened (yet) in Alonso's case, and his furious team radio while battling the usually slower Cadillac of Valtteri Bottas in Azerbaijan gave a clear indication he was less than happy with his Honda engine's overall performance that weekend.
Aston Martin trackside chief (and former team principal) Mike Krack later suggested perhaps the tow effect from following the Cadillac, combined with having the extra boost available from overtake mode being active, might have caused Alonso to feel as though there was a problem with his Honda engine.
That could also be possible - that Alonso has felt a problem that doesn't actually present itself in reality.
Perhaps no one will ever know for sure but, until Honda finds something it's yet to spot in its telemetry, all the signs point to Alonso basically throwing in the towel and taking an early bath in Baku.
And, given the team's woeful overall performance in 2026, maybe no one could blame him!
The Race ·
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