阿尔派蒙扎干地正面对决夺杆位，可媲美2012年马尔多纳多冷门
阿尔派车手加斯利在意大利大奖赛干地排位赛中正面对决拿下杆位，这一表现极为罕见。The 比赛分析认为，原因一半在于阿尔派做对了，一半在于本应击败它的车队出现了失误。
目前在一级方程式车队积分榜上排名第六的车队，刚刚在意大利大奖赛一场干燥条件下的排位赛正面较量中夺得了杆位。
F1赛场上常见的黑马杆位往往出现在混杂天气条件下，但皮埃尔·加斯利（加斯利）和阿尔派在蒙扎取得的成绩则完全不同。
要找到类似的先例，你得追溯到2012年西班牙大奖赛，当时帕斯托·马尔多纳多（Pastor Maldonado）为威廉姆斯车队（当时排名车队积分榜第七）夺得杆位——而且那次的成就还得益于刘易斯·汉密尔顿（汉密尔顿）的杆位赛车迈凯伦被取消了排位赛成绩。这样看来，真正可比的或许是2009年吉安卡洛·费斯切拉（Giancarlo Fisichella）为印度力量车队在比利时夺得的杆位（该车队在那场比赛之前赛季积分为零）。
答案其实是两方面的因素各占一半：一方面是阿尔派做对了的事情，另一方面是本应击败它的车队所犯下的错误。
梅赛德斯——更确切地说是乔治·拉塞尔，因为队友基米·安东内利将背负较大的发车罚退——以明显热门的身份进入排位赛，梅赛德斯的大多数对手都预计拉塞尔会拿到杆位。
第一次Q3飞驰圈之后局势也正是朝着这个方向发展，拉塞尔占据了临时杆位，他在发车直道上从安东内利那里获得了一点尾流帮助，而安东内利早已明确表示他愿意在Q3中牺牲自己来帮助拉塞尔。
但在关键的最后一圈准备阶段，一切都出了问题。拉塞尔在赛道上跟在安东内利后面，然而安东内利在帕拉博利卡弯遇到了正在减速的马克斯·维斯塔潘，不得不减速避让，结果堵到了拉塞尔，而拉塞尔也不得不在开始飞驰圈之前减速。
安东内利在发车直道上给拉塞尔做了尾流，然后在第一个减速弯前让开，结果拉塞尔从维斯塔潘那里得到了尾流，尽管距离比他想要的更近。拉塞尔称这有点像"一团糟"。
他在最后一节练习中仍然提升了自己的单圈时间，但最终落后加斯利0.060秒——这个差距很可能是由于准备不理想而损失的。此外，Russell的刹车锁死问题也困扰着他，就像蒙扎的许多车手一样。
Russell承认“这是一次非常混乱的练习赛”，并表示赛车的感觉不如最后一次自由练习时那么好。
毫无疑问，这仍然是一辆足以锁定杆位的赛车。把Russell三个最好的计时段组合起来，他的理想单圈是1分21.633秒，比他的排位赛圈速快0.233秒，比Gasly的杆位圈速快0.155秒。
相比之下，Gasly在最后一节把三个最好的计时段都组合到了一起。- Josh Suttill
汉密尔顿在排位赛后相当明确地表示，他觉得法拉利在调度两辆赛车的方式上本应更加协调。
如果你把阿尔派在三个节段中顺畅的运转——从Q1到Q3一直让加斯利排在成绩榜前列或接近顶端——与法拉利相对起伏不定的表现对比一下，就能理解汉密尔顿赛后为何如此沮丧。
要不是博托莱托的奥迪在Q2末段通过Ascari减速弯中段时转向过度，汉密尔顿甚至都进不了Q3，而法拉利（迈凯伦也是如此）为了把两辆赛车都推向发车区前排所冒的更大风险，相比阿尔派、梅赛德斯和红牛采取的“基本上牺牲一辆赛车”的策略，暴露得更加明显。
而且法拉利即便搭载了升级版ADUO 2引擎，在每一个测速点上仍然存在10-20公里/小时的差距，这说明执行得当的拖速和干净的飞圈对汉密尔顿和勒克莱尔的机会来说更加宝贵。
考虑到法拉利在Q2中差点酿成大祸，最终却（也算侥幸地）让两辆赛车都从第二排发车，对于这样一个混乱的排位赛来说，这是一个绝佳的结果。—— Ben Anderson
蒙扎从来不被认为是迈凯伦的主场，但MCL40在排位赛模式下的真实速度比预期更强——当然远好于其最终第六（皮亚斯特里）和第八（诺里斯）的发车位。
“说‘哦我们的阻力太大’其实有点像烟雾弹，或者说是借口。”车队领队Andrea Stella在谈到赛车空气动力学效率不佳所起的作用时说道。相反，他明确指出迈凯伦本应“有能力竞争前排头两排的位置”却表现不佳，问题出在执行层面。
隐藏在Q2中稳健的第二和第三名之下的，是第一个关键失误。Piastri在第一次出场时驶上赛道，恰逢节奏错乱的劳森正在做飞驰圈，导致他在减速弯阻碍了红牛赛车。结果Piastri被罚退三位发车，这将使他从第六位发车参加明天的正赛。
第三节排位赛（Q3）问题层出不穷。迈凯伦很难让自己的两辆车处于理想的尾流位置，部分原因在于其维修区的位置。这意味着诺里斯在Q3第一飞圈时没有得到好的尾流。第二飞圈时，两辆迈凯伦位于车群前方，皮亚斯特里在前，但当他锁死轮胎并切过第一个减速弯时，不仅妨碍了诺里斯，还让自己失去了牵引尾流。尽管诺里斯在那次飞圈中有所提升，但提升幅度远不及应有的水平。
皮亚斯特里的那次锁死，是没有通过妥善处理4MJ能量回收上限来优化出圈圈的结果——这个上限使得在飞圈开始前很难让所有部件都达到工作温度。除此之外，斯特拉承认：“我们在管理电池方面遇到了一些问题，而在蒙扎，电池电量每损失1%就会让你损失相当可观的毫秒数。”——Edd Straw
某种意义上说，红牛为阿尔派的杆位做出了最大贡献，因为维斯塔潘的位置安排影响了拉塞尔的那一圈，而拉塞尔本应凭借那一圈击败加斯利。
红牛本应很好地具备进行车队内部尾流配合的条件，因为劳森的罚退意味着他自己的成绩几乎可以被牺牲掉，用来为维斯塔潘提供助力。
不过前提是劳森(Lawson)得进入Q3。而很大程度上（但不完全是）由于皮亚斯特里(Piastri)在Q2中在维斯塔潘(Verstappen)正要给他回馈尾流时挡住了他，劳森实际上没能在需要他配合车队时出现在Q3。
但维斯塔潘认为，这些都不如那个未指明的部件故障重要——正是那个故障导致他的红牛赛车在Q3的飞驰圈中没能以正确的行驶高度运行。
“考虑到赛车在第三次自由练习中的表现，我以为我没法争夺杆位，但这次开起来难得地挺舒服，这其实感觉很好，”维斯塔潘说，“但不幸的是，我们在排位赛中又遇到了一个问题。”
这是他在排位仅列第六后通过电台咆哮“这车是纸做的”的外交辞令式翻译。——马特·比尔(Matt Beer)
可以公平地说，对于这个在意大利大奖赛周末之前做梦都没想到的杆位，阿尔派和它的对手们一样感到惊讶。
当它在周六晚上试图拼凑出自己是如何做到这一点的答案时，情况变得很清楚：尽管大车队们都以各自的方式出现了失误，阿尔派同样也通过把一切可控因素做到极致，让自己处于最佳位置来抓住机会。
在蒙扎拥有一台梅赛德斯引擎当然有帮助，因为它仍然是基准动力单元。
而阿尔派今年早些时候的一个弱点——下压力不足——在蒙扎很可能反而因低阻力优势变成了强项。
A526看起来非常高效，拥有不错的极速，这让它在竞争中脱颖而出。
Gasly在赞德沃特首次获得升级，也让赛车的平衡性更好，并且整个练习赛期间阿尔派不断完善调校，让他进入了非常满意的状态。
这让他能在刹车时攻击弯角（其他车手在这方面相当挣扎），并在Ascari弯和Parabolica弯把赛车推向极限。
不过最关键的也许是Gasly在一列车流中完美的尾流位置。
阿尔派有信心在最后一节跑到队尾——因为那样能获得最大的尾流收益。
这并非没有风险，因为前方慢车的威胁意味着你可能无法及时过线（Gasly和科拉平托以大约10秒的富余量赶上了），此外还存在前方任何人失控并引发黄旗从而打乱一切的危险。
尽管有几辆车在1号弯冲出了缓冲区，Gasly还是跑出了一趟干净的飞行圈，并借助前方Hamilton的美妙尾流，为自己争取到了百分之六秒的优势，从而超越Russell登顶。- Jon Noble
英文原文
The car that's currently sixth in the Formula 1 constructors' championship just took pole position in a straight fight in a dry qualifying session at the Italian Grand Prix.
F1 is used to freak underdog poles in mixed weather, but Pierre Gasly and Alpine's Monza achievement was something very different.
You have to go back to Pastor Maldonado's 2012 Spanish GP pole for Williams (then seventh in the championship) for an equivalent - and even that only happened because Lewis Hamilton's pole-winning McLaren was excluded from qualifying. Which means perhaps the real equivalent is Giancarlo Fisichella's 2009 Belgium pole for Force India (which was on zero points for the season before that race).
The answer is really a 50/50 split between things Alpine got right and things the teams that should've beaten it got wrong.
Mercedes, and more specifically George Russell given team-mate Kimi Antonelli had a sizeable grid penalty, went into qualifying as the clear favourite, with most of Mercedes' rivals expecting Russell to emerge with pole position.
And it was heading that way after the first Q3 run, with Russell on provisional pole, via a small tow assist on the start/finish straight from Antonelli, who had already made it clear he'd sacrifice his Q3 to help Russell.
But everything went wrong in the preparation for the crucial final lap. Russell was running on track behind Antonelli, however, Antonelli encountered a slowing Max Verstappen at Parabolica and had to back up into Russell, who also had to slow just before opening his flying lap.
Antonelli towed Russell on the start/finish straight, then jumped out of the way before the first chicane, leaving Russell to pick up a tow from Verstappen, albeit closer to him than he'd have liked. Russell called it a "bit of a mess".
He still improved his laptime on his final run, but he ended up 0.060s behind Gasly - time he likely lost with the sub-optimal preparation. Plus, Russell struggled with his brakes locking like many drivers at Monza.
Russell admitted "It was a very scrappy session" and said the car didn't feel as good as it did in final practice.
It was undoubtedly still a car good enough to secure pole position. Put together Russell's three best sectors and his ideal lap is a 1m21.633s, 0.233s faster than his qualifying lap and 0.155s ahead of Gasly's pole lap.
Gasly in contrast put all of his three best sectors together on his final run. - Josh Suttill
Hamilton made it fairly clear after qualifying that he felt Ferrari should have been much more coordinated in how it choreographed its two cars.
If you contrast how smoothly Alpine ran throughout the three segments, getting Gasly at or near the top of the timesheet from Q1 right through to Q3, with Ferrari's relatively yo-yo performance, you can understand why Hamilton was so frustrated afterwards.
But for Gabriel Bortoleto's Audi oversteering through the middle of the Ascari chicane at the end of Q2, Hamilton wouldn't have even made Q3, and the higher risks taken by Ferrari (and McLaren for that matter) in trying to work both cars towards the front of the grid were more exposed to the ‘essentially sacrifice one car' approaches taken by Alpine, Mercedes and Red Bull.
And the fact Ferrari, even with its updated ADUO 2 engine, still carried a 10-20km/h deficit through every speed trap, suggested properly executed towing and clean laps were even more valuable to Hamilton's and Charles Leclerc's chances.
Considering how close Ferrari came to disaster in Q2, to then have both its cars ultimately (and fortuitously) starting on the second row of the grid is a fantastic outcome from such a messy session. - Ben Anderson
Monza was never expected to be McLaren territory, but the underlying pace of the MCL40 in qualifying trim was stronger than expected - certainly far better than its final grid positions of sixth (Oscar Piastri) and eighth (Lando Norris).
"It would be a little bit of a red herring, or an excuse, to say 'oh we have too much drag," said team principal Andrea Stella of the role the car's aero efficiency weakness played. Instead, he pointed firmly in the direction of execution for McLaren's underachievement when it should have been "in the mix for the first couple of rows".
Hidden beneath a solid second and third in Q2 was the first key mistake. Piastri joined the track for his first run at the point where an out-of-synch Liam Lawson was on a quick lap, leading to him impeding the Red Bull in the chicane. A three-place grid penalty was the result, which puts Piastri sixth for tomorrow's race.
In Q3, there were myriad problems. McLaren struggled to position its cars ideally for a slipstream, which was partly owing to its position in the pitlane. This meant Norris didn't have a good slipstream on his first run in Q3. The McLarens were then at the front of the pack for the second run, with Piastri ahead, but when he locked up and cut the first chicane it not only hindered Norris but cost him his tow. Although Norris did improve on that run, it wasn't by anything like it should have been.
That lock-up from Piastri was a consequence of not optimising the outlaps by dealing well with the 4MJ harvest limit that makes it difficult to get temperature into everything before the start of a push lap. On top of that, Stella admitted that "we had some issues managing the battery, and here in Monza every 1% in the battery charge costs you a significant amount of milliseconds". - Edd Straw
In a way Red Bull made the biggest contribution to Alpine's pole given how much Verstappen's positioning affected the lap with which Russell really should've beaten Gasly.
And Red Bull should have been well placed to pull off some intra-team slipstreaming choreography given Lawson's grid penalties meant his own performance could be pretty much sacrificed to boost Verstappen.
Only if Lawson got to Q3, though. And thanks in large part (but not solely due) to Piastri baulking him in Q2 just as he was being given a reciprocal tow by Verstappen, Lawson wasn't actually there to play the team game when it was needed.
But Verstappen didn't think any of that mattered as much as the unspecified component failure that meant his Red Bull wasn't running at the right ride height for his Q3 runs.
"With how the car was responding in FP3, I didn't think I was fighting for pole, but it was quite a comfortable car to drive for once, and that was actually really nice," said Verstappen, "but unfortunately then we picked up another problem in qualifying."
Which was the diplomatic translation of his "this car is made of paper" radio rant after qualifying only sixth. - Matt Beer
It is fair to say that Alpine was as surprised as its rivals about a pole position that it had never even dreamed of before the Italian Grand Prix weekend.
As it tried to piece together the answers on Saturday night as to how it had done it, it became clear that, as much as the big teams had all slipped up in their own ways, Alpine had equally got itself into the perfect position to capitalise by getting everything within its control spot on.
Having a Mercedes engine around Monza certainly helped, as it remains the benchmark power unit.
But one of Alpine's weaknesses earlier in the year – of not enough downforce – may well also have become a strength at Monza because of the low drag benefit.
The A526 appears to be very efficient with good top speed, so that helped lift it into contention.
The upgrades Gasly first got for Zandvoort have also served to give the car a better balance, and throughout practice Alpine had evolved the set-up to get him into a place he was very happy with.
That allowed him to attack the corners under braking (where others were struggling a lot) and take things to the edge through Ascari and Parabolica.
Perhaps most critical of all though was Gasly's perfect slipstream positioning in the train of cars.
Alpine had confidence to drop to the back of the pack in that final run – as that offered the biggest tow gain.
That is not without risk, because there is a threat of slow traffic ahead meaning you don't get across the line in time (Gasly and Franco Colapinto made it with around 10 seconds to spare), plus a danger of anyone ahead going off and bringing out yellow flags that derail everything.
Despite a couple of cars going down the escape road at Turn 1, Gasly had a clear run and a beautiful slipstream from Hamilton ahead to secure himself the six-hundredths of a second edge that gave him the top spot over Russell. - Jon Noble
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