法拉利为何落后，以及接下来的计划
法拉利在2026赛季开局良好，但下半赛季表现下滑，自7月斯帕站后未再登上领奖台。SF-26并非突然失去竞争力，而是对手尤其是迈凯伦的研发速度不断推高标杆，法拉利未能跟上，并推迟了自身升级计划的重要部分。
在法拉利凭借巴塞罗那站的胜利迎来一个非常积极的夏季开局之后，其2026年F1赛季的下半程走势却要消极得多。
自7月斯帕站以来，它甚至都没能登上过领奖台。
有时它仍然展现出能够接近领先位置的实力，但随后却未能将这种潜力转化为实际的前三名完赛成绩。
SF-26并非突然变成了一辆缺乏竞争力的赛车，但对手——尤其是迈凯伦——的研发速度逐步推高了标杆，而法拉利近来未能跟上，实际上还推迟了自己升级计划中的很大一部分。
在匈牙利和荷兰之间，也就是夏休期前后，迈凯伦的MCL40获得了一系列空气动力学改进，尤其是底板区域，这让车队向前迈出了明显的一步。
除此之外，还有针对更快赛道的特定解决方案，比如特别的H翼，也就是迈凯伦自己版本的翻转翼——在匈牙利之后除马德里外的所有赛道都使用了——这在降低空气阻力成为优先事项时，拓宽了赛车的配置可能性。
但如果仅用空气动力学升级来解释迈凯伦的进步，那就过于简单化了。
据一些竞争对手称，沃金方面投入最重要工作的一个方面，涉及对轮胎的理解和激活。
这是一个特别重要的话题，因为早在2025年，将轮胎带入正确工作窗口的能力就已经对迈凯伦的表现至关重要，也是诺里斯尤其擅长利用的一个要素。
迈凯伦似乎正是在这一领域又向前迈进了一步。因此，这不仅仅是给MCL40增加了空气动力学负载的问题，而是在利用该负载并让轮胎处于正确窗口方面变得更加高效。
另一方面，在Maranello，早在Zandvoort之前就已经知道，在荷兰引入的升级不会带来特别大的性能提升。
事实上，底板的变化只是最初计划工作的一部分。
带到赞德沃特的这套升级方案，从概念上讲，大约相当于法拉利原本计划在该区域进行的升级的四分之三。一些更为重大的改动被推迟了——因为进展没有达到法拉利的预期。
由Loic Serra领导的技术团队，以及负责空气动力学部门的Diego Tondi，选择不为了赶上荷兰站的窗口而加速整个套件的生产。
法拉利更愿意给空气动力学专家更多时间在其他区域上工作，包括底板，并寻求更大的性能提升。
持续进行工作的区域之一涉及外缘，马拉内罗的技术部门给了空气动力学专家更多时间来开发，他们对当时已取得的收益并不满意，同时也考虑到了预算帽的限制。
预计在下个月晚些时候于美洲赛道，SF-26 上被推迟的改进将首次亮相。这些改进应包括对底板以及自六月巴塞罗那站之后空气动力学专家们持续研究的区域的更实质性升级。
法拉利已接受以一套不完整的方案度过本赛季当前阶段。据 The 比赛 了解，空气动力学部门在下半赛季围绕 SF-26 以非常动态的方式进行了大量工作，在风洞中在新旧部件之间更换不同组件。这是因为一些方案在风洞中并未产生很好的结果。
主要的新部件现在计划在奥斯汀推出，这既是出于后勤原因，也是因为这条赛道的布局非常适合评估所期望的进展。
法拉利的处罚计划正在最终确定
在动力单元方面，法拉利认为它已经通过ADUO 1和ADUO 2的研发达到了既定目标。一直以来都很清楚，ADUO允许的赛季内改动不会为引擎带来颠覆性变化，尽管如此，它仍然遵循了一条符合动力单元技术总监Enrico Gualtieri部门预期的研发曲线。
在蒙扎引入的ADUO 2规格，配备了第四台内燃机和第四台涡轮，据信已经达到了预期。
现在需要解决的问题涉及处罚：勒克莱尔的动力单元在意大利的事故后接受了大量检查，法拉利决定使用ADUO 1动力单元参加马德里站的比赛。
据信该动力单元得以幸存。然而，可以肯定的是，汉密尔顿和勒克莱尔都将在本赛季结束前安装新的动力单元。有传言称，车队可能会最早在下周末的巴库站解锁勒克莱尔的第五台动力单元，从而在那里接受罚退至队尾的处罚，而这条赛道的超车应该是可以实现的。
在车队的理想情况下，第五套动力单元肯定会是适用于勒克莱尔的ADUO 2规格，随后将在剩余的比赛中与在蒙扎引入的那套动力单元轮换使用。
是否在巴库接受罚退的决定，只会在阿塞拜疆大奖赛周末期间做出，届时勒克莱尔将在自由练习中使用蒙扎用过的那套动力单元。只有在此之后，并且还要取决于赛车所展现出的性能，法拉利才会决定是否安装新的动力单元并接受罚退。
牺牲在巴库的发车位并不是理想的选择，但这可能让勒克莱尔在接下来的比赛中使用更新的动力单元，同时还能保留在蒙扎引入的那套动力单元可供使用。
汉密尔顿的情况则不同，尽管在他的赛车上引入第五套动力单元的可能性依然存在。这一决定尚未最终敲定。但由于他目前似乎已经退出了车手总冠军的争夺，在剩余比赛中接受一次罚退、从而拥有两套ADUO 2动力单元可供轮换的可能性就变得更大了。
目前，被认为最合乎逻辑的两个地点是墨西哥城或英特拉格斯——或者如果法拉利希望提前进行更改，也可以选择在那三连赛开始时的奥斯汀。
这自然将在很大程度上取决于累积的里程数，以及未来几周内这位七届世界冠军动力单元池中现有动力单元的状况。
英文原文
After a very positive start to the summer for Ferrari with its Barcelona win, the second half of its 2026 Formula 1 season has had a much more negative trend.
It hasn’t even been on the podium since Spa in July.
At times it still shows it can be close to the leading positions, but then fails to turn that potential into an actual top-three finish.
The SF-26 has not suddenly become an uncompetitive car, but the development rate of its rivals – McLaren above all – has progressively moved the benchmark forward and Ferrari hasn't been able to keep up lately, having actually postponed a major part of its own upgrade plan.
Between Hungary and the Netherlands, either side of the summer break, McLaren’s MCL40 received a series of aerodynamic developments, especially around the floor, which allowed the team to make a clear step forward.
Added to these were specific solutions for the faster circuits, such as the particular H-wing, McLaren's own version of the flip-flop wing - used everywhere after Hungary except in Madrid - which broadens the car's configuration possibilities when reducing aerodynamic drag becomes a priority.
But it would be reductive to explain McLaren's progress exclusively through the aerodynamic updates.
According to some competitors, one of the aspects on which the most important work has been carried out at Woking concerns the understanding and activation of the tyres.
It is a particularly significant topic because already in 2025 the ability to bring the tyres into the correct operating window was very important in McLaren’s performance, and an element which Lando Norris in particular has managed to exploit.
McLaren seems to have made a further step forward precisely in this area. It is therefore not only a matter of having added aerodynamic load to the MCL40, but of having become more effective in exploiting that load and using the tyres in the correct window.
At Maranello, on the other hand, it was already known before Zandvoort that the update introduced in the Netherlands would not represent a particularly large performance step.
The changes to the floor were in fact only part of the work initially planned.
The package brought to Zandvoort can be considered, conceptually, around three quarters of the update Ferrari had planned in that area. Some of the more substantial interventions were postponed - because progress was not living up to what Ferrari had hoped.
The choice of the technical group led by Loic Serra, with Diego Tondi at the head of the aerodynamic department, was not to accelerate the production of the entire package simply to meet the Netherlands window.
Ferrari preferred to give the aerodynamicists more time to work on other areas, including the floor, and to look for a greater performance gain.
One of the areas on which work has continued concerns the outer edge, where Maranello's technical department gave the aerodynamicists more time to develop, dissatisfied with the gain that had been achieved up to that point and also taking the budget cap into account.
It is at the Circuit of the Americas late next month that the postponed interventions on the SF-26 are expected to make their debut. These should comprise a more substantial evolution of the floor and of the areas on which the aerodynamicists have continued to work since after Barcelona in June.
Ferrari has accepted going through the current part of the season with an incomplete solution. From what The Race has learned, the aerodynamic department has worked extensively around the SF-26 in a very dynamic way in the second part of the season, changing different components between new and old parts in the windtunnel. This is because some solutions had not produced great results in the windtunnel.
The main new parts are now scheduled for Austin, for both logistical reasons and because of the track layout, which is ideal for evaluating the hoped-for progress.
Ferrari's penalty plan is being finalised
On the power unit front, Ferrari believes it has reached the targets set with the ADUO 1 and ADUO 2 developments. It has always been clear that the in-season changes permitted under ADUO would not produce a game changer for the engine, which has nevertheless followed a development curve that has met the expectations of power unit technical director Enrico Gualtieri’s department.
The ADUO 2 spec introduced at Monza, with the fourth internal combustion engine and fourth turbo fitted, is understood to have lived up to expectations.
The issue to resolve now concerns penalties: Leclerc’s power unit underwent extensive checks following the accident in Italy, with Ferrari deciding to contest Madrid using the ADUO 1 power unit.
The unit is understood to have survived. However, it is certain that both Hamilton and Leclerc will fit a new power unit between now and the end of the season. Rumours suggest the team could choose to unlock Leclerc’s fifth unit as early as Baku next weekend, thereby serving the penalty that would send him to the back of the grid at a circuit where overtaking should be achievable.
The fifth unit will certainly be in ADUO 2 specification for Leclerc and would then be rotated with the unit introduced at Monza over the following remaining races, in the team’s ideal scenario.
The decision on whether to take the penalty in Baku will only be made during the Azerbaijan GP weekend, where Leclerc will run the unit used at Monza in free practice. Only afterwards, also depending on the performance shown by the car, will Ferrari decide whether to fit the new power unit and take the penalty.
Sacrificing the starting position in Baku is not the ideal option, but it could put Leclerc in a position to tackle the following races with a fresher power unit, while at the same time keeping the unit introduced at Monza available for use.
Hamilton's situation is different, although the possibility of introducing a fifth power unit on his car remains open. The decision has not yet been definitively made. But as he now appears to be out of the fight for the drivers' championship, the possibility of taking a penalty in one of the remaining races and having two ADUO 2 units to rotate becomes more likely.
At the moment, two places considered most logical would be Mexico City or Interlagos - or Austin at the start of that triple-header if Ferrari wants to bring the change forward.
Much will naturally depend on the mileage accumulated and on the condition of the power units present in the seven-time world champion's pool over the coming weeks.
The Race ·
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