F1意大利大奖赛首日：引擎话题主导围场
F1意大利大奖赛首日，蒙扎作为最依赖引擎的赛道，引擎相关话题成为围场焦点，The 比赛团队整理了首日的主要发现。
没有哪条赛道比意大利大奖赛的举办地蒙扎更能与F1引擎性能画上等号。
因此，难怪在周四的车队围场里，关于尾流（及其相关战术）、引擎升级、甚至2026年F1赛车比赛性能的话题占据了讨论的主导地位？
以下是周五赛道行动开始前的最大要点：
无论排位赛结果如何，安东内利都将因动力单元处罚从蒙扎发车格的最后一位起步。
这意味着他在排位赛的发车位置方面没有任何实际可争取的东西，而在一个尾流被认为会带来优势的周末，如果车队要求，他愿意帮助队友兼总冠军竞争对手拉塞尔。（没有引擎处罚的勒克莱尔也会为法拉利队友汉密尔顿这样做。）
"这件事已经和车队讨论过了，是的，我们就一些事情达成了共识," 当The 比赛问到他是否愿意为Russell提供尾流牵引时，Antonelli说道。"所以让我们看看练习赛会如何发展。"
"如果车队要求我这样做，我会做的。因为显然我不是在争夺……当然，能拿到杆位我还是会很高兴，但我是从队尾发车的，所以如果我能做点什么来帮助车队，我会做的。"
对于通常从前列或接近前列发车的这个赛季来说，从队尾发车给了Antonelli一个不寻常的挑战，但他认为"从某种程度上这有助于释放压力"，并且他"心态上非常自由"。
当然，说起来容易，而如何把损失降到最低将是对他心理承受力的一次考验。—— Edd Straw
蒙扎将是对本田最新引擎更真实的考验
费尔南多·阿隆索对自己在F1的未来仍然态度含糊，但他认为蒙扎将就本田最新F1引擎升级所取得的进步提供一个清晰得多的图景。
阿隆索称自己在赞德福特获得第九名对阿斯顿·马丁来说是一次“不错的提振”，这有助于验证B规格底盘所选定的研发方向，并表示“最终我们会成为弯道中最快的车队之一”，但他表示为赞德福特安装的新引擎“说实话并不是一个大的提升”。
“可驾驶性是个问题，而且额外的动力在赞德沃特很难感受到，”阿隆索补充道。
“也许蒙扎对这台发动机会是一次更真实的考验，但仍然有很长的路要走——我们必须在两方面都取得进步，明年底盘和发动机都得提升，这是必须的。”
本田承认，它需要努力改进其最新发动机的可驾驶性，让车手们能够真正充分利用这次升级带来的额外动力。
阿隆索认为，蒙扎回归标准的比赛周末形式、安排三次练习赛，将进一步有助于这一进程，并表示他“百分之百信任”本田最终会破解难题。
“我们只需要以某种方式缩短这个流程，”他补充道。
“不幸的是，我们的起步就踏错了脚步，我们推出的这套规则没有达到我们期望的水平，但我毫不怀疑它们最终会达到目标。”
“正如我说过很多次的，我们不想像他们上次那样等上五年或六年。我们想在两年内做到，最多三年。”—— Ben Anderson
奥迪 打出了传动比上的妙招，而 迈凯伦 却放弃了这一选择
奥迪已经使用了其在2026赛季中唯一一次被允许更改齿轮比的机会，而迈凯伦此前透露自己在今年早些时候放弃了这样做。
车队只有一次“小丑牌”机会，但重新配置齿轮比需要付出成本，这让迈凯伦打消了这个念头——尽管在赛季开始前，它就知道自己相对于引擎供应商梅赛德斯错误地选择了过短的齿轮比。
不过，奥迪已经动用了自己的小丑牌，力图改善其首台F1引擎的一个弱点。
“我们做出的这个改变，是我们在今年很早的时候就发现了的问题，我认为这还是为了整体的可驾驶性，这是我们全年一直在对引擎进行改进的主要方向，”加布里埃尔·博托莱托解释道。
“说实话，我不认为这会大幅改善我们的起步，但我认为它总体上会帮助我们在起步表现上更加稳定一些，也许是这样的。”
此外，在湿地和干地条件下，齿轮的工作方式可能会帮助我们让赛车保持得更稳定一些。
对于奥迪来说，问题并不在于齿轮比过短或过长，而更多在于调整各挡位之间的间隔，以尝试改善可驾性。- Josh Suttill
虽然法拉利正借助F1额外发展与升级机会排名的规则，在蒙扎推出升级版'ADUO 2'规格引擎，但Ollie Bearman所在的哈斯车队是唯一将使用该引擎的客户赛车。
这是因为法拉利只能为其升级版动力单元提供足够的数量，供哈斯车队和凯迪拉克车队各使用一台，使两支车队都处于尴尬的境地。
凯迪拉克选择不使用它，但哈斯车队——他们也在蒙扎首次带来了一个相当大的空气动力学升级——将由贝尔曼来使用它。
"是的，这当然是考量因素之一，"领队小松礼雄在被问到积分榜位置（贝尔曼有18分，而奥孔只有3分）是否起了作用时说道。
"但是，再说一次，最近两次，比如说，不是空气动力学方面的升级，而是我们的一些部件，比如CI [Carbon Industrie]刹车测试，埃斯特班实际上在刹车锁死等方面更挣扎，所以考虑到那次蒙特利尔的升级，我们先把它装在了奥利的车上。"
“我们决定先把刹车升级给Esteban。另外，在动力转向方面，我们在布达佩斯停赛前还有一次动力转向升级。我们决定把那个也给Esteban，因为他对这件事表达得更强烈，而且他在动力转向手感上遇到的困难更多。”
“最近两次升级我们都给了Esteban，所以这次轮到Ollie了。”
Komatsu说“我们没有任何隐藏的议程”，因为在向车手说明时会“没有必要胡扯”。 - JS
比赛初段对凯迪拉克来说将至关重要
在经历了今年多次刹车过热问题之后，凯迪拉克与刹车的斗争仍在继续。
瓦尔特利·博塔斯此前将此形容为气流和零部件问题的混合因素，而在周四他表示，本站可用的“比以前更坚固的刹车导管材料”是一个关键的改进领域。在正常运行情况下，蒙扎不应构成刹车冷却方面的挑战，但他强调意大利大奖赛的前几圈是这方面的关键阶段。
“按照我们的数据，我们应该没问题，但很难模拟的是车流的影响，尤其是当多辆车排成火车般跟车时，”博塔斯说，“那时你在直道上得不到足够的气流。所以我会说比赛的前一部分对我们来说将是最关键的。”
在“纯气流方面仍有进一步的工作要做”，但凯迪拉克在改善这一弱点方面已经取得了重大进展。
英文原文
No circuit is more synonymous with Formula 1 engine performance than Italian Grand Prix host Monza.
So is it any wonder talk of slipstreams (and associated tactics), engine upgrades, and even the raceability of these 2026 F1 cars dominated conversations in the paddock on Thursday?
Here are the biggest takeaways ahead of the on-track action kicking off on Friday:
Kimi Antonelli will start from the back of the Monza grid whatever happens in qualifying thanks to a power unit penalty.
That means he's got nothing tangible to fight for in terms of starting position in qualifying, and on a weekend where slipstreaming is expected to be beneficial he's willing to help out team-mate, and title rival, George Russell if asked. (Something that the non-engine-penalised Charles Leclerc will also do for Ferrari team-mate Lewis Hamilton.)
"It has been discussed with the team, and yes we have agreed on a few things," said Antonelli, when asked by The Race if he's willing to tow Russell. "So let's see how the session develops.
"If the team will ask me to do so, I will do it. Because obviously I'm not fighting for...Of course, I will still be happy to do pole, but I'm starting at the back so if I could do anything to to help the team, I will do."
Starting from the back gives Antonelli an unusual challenge in a season where he's usually started at or near the front, but he argued that "in some ways it helps to release pressure" and that he's "very free mentally".
Of course, that's easy to say, and limiting the damage will be a test of his mental strength. - Edd Straw
Monza will be truer test of Honda's latest engine
Fernando Alonso remains coy on his own F1 future, but he thinks Monza will provide a much clearer picture as regards the step Honda's taken with its latest F1 engine upgrade.
Alonso called his ninth-place finish at Zandvoort a "nice boost" for Aston Martin, helping validate the development direction taken with the B-spec chassis and suggesting "eventually we will be one of the fastest in the corners", but he said the new engine fitted for Zandvoort "was not a big improvement, to be honest".
"The driveability was a problem and the extra power was difficult to feel in Zandvoort," Alonso added.
"Maybe Monza is going to be a more true test for the engine, but still a long way to go - and we need to improve in both ends, in chassis and on engine for next year, it's a must."
Honda accepts it has work to do to improve the driveability of its latest engine and allow the drivers to properly exploit the extra power derived from the update.
Alonso felt the return to the standard weekend format of three practice sessions at Monza will further aid that process and he said he has "100% trust" Honda will eventually crack the code.
"We just need to shortcut somehow that process," he added.
"Unfortunately, we started with the wrong foot and we started with this set of regulations not at the level that we wanted, but I have no doubts that they will get there.
"As I said many times we don't want to wait five years like they did last time, or six years. We want to do it in two years or three years maximum." - Ben Anderson
Audi plays gear-ratio joker that McLaren's declined
Audi has taken its one permitted opportunity to change its gear ratios during the 2026 season, a move McLaren revealed it declined to make earlier this year.
Teams only get one joker, but there's a cost involved in reconfiguring them that put McLaren off doing so - despite knowing it had erroneously picked gear ratios that were too short compared to engine supplier Mercedes before the season began.
Audi has taken its joker, though, as it looks to improve a weakness with its first F1 engine.
"This change we have made, it was something we spotted quite early in the year, and I think it's just, again, for overall driveability, that's the main thing we have been working with our engine through the whole year now," Gabriel Bortoleto explained.
"I don't think it's going to improve our starts massively, if I'm very honest, but I think it's going to help us overall to be a bit more consistent on the performance of the starts, maybe.
"Also in wet conditions, in dry conditions, the way the gears are going to work is probably going to help us a little bit on keeping the car a little bit more stable."
For Audi, it wasn't a case of having too short or too long a gear ratio, but was more about adjusting the steps between them to try and improve driveability. - Josh Suttill
While Ferrari is introducing its upgraded 'ADUO 2' specification engine at Monza, courtesy of the ruling of F1's Additional Development and Upgrade Opportunities ranking, Ollie Bearman's Haas is the only customer car that will run it.
That's because Ferrari could only supply enough of its upgraded power units for Haas and Cadillac to have one each, putting both teams in an uncomfortable position.
Cadillac elected not to run it, but Haas, also debuting a sizeable aerodynamic upgrade at Monza, will do so with Bearman.
"Yeah, of course that's part of the consideration," team principal Ayao Komatsu said when asked if championship position (Bearman has 18 points to Ocon's three) played a role.
"But, again, the last two, let's say, not aerodynamic upgrades, but items we had, like CI [Carbon Industrie] brakes test, Esteban was actually struggling more on the brake locking etc so considering that Montreal upgrade, we got it on Ollie first.
"We decided to give the brake upgrade to Esteban first. Also, in terms of power steering, we had another upgrade on the power steering before shutdown in Budapest. We decided to give that to Esteban because, again, he was more vocal about it and he was struggling more [with] the power steering feel.
"The last two upgrades we gave it to Esteban, so this time around, it's back to Ollie."
Komatsu said "we don't have any hidden agenda" because there's "no point bulls***ting" when telling the drivers about it. - JS
Early-race phase will be critical for Cadillac
Cadillac's battle with its brakes continues after myriad overheating problems this year.
Valtteri Bottas has previously characterised this as a mixture of airflow and component problems, and on Thursday referred to "even more robust material than before in the brake ducts" available here as a key area of improvement. Monza should not pose a brake-cooling challenge in normal running, but he highlighted the early laps of the Italian GP as the critical phase for this.
"In our numbers, we should be OK but what is quite hard to simulate is the traffic effect, especially if there's multiple cars in a train," said Botas. "That's when you get the lack of airflow on the straights. So I would say the first part of the race is going to be the most critical for us."
There are still "further steps to make in terms of the pure airflow", but Cadillac has made significant progress in improving this weakness.
The Race ·
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