红牛承认引擎开发，向F1对手发出警告
红牛技术总监皮埃尔·瓦切对车队首个自研F1动力单元项目给出了4到5分的评价，这被视为对其他车队的威胁。
红牛承认引擎开发，向F1对手发出警告
红牛技术总监皮埃尔·瓦切对车队首个自研F1动力单元项目给出了4到5分的评价
对于红牛粉丝来说，关注红牛赛车，获取来自米尔顿凯恩斯的F1新闻、车手更新、技术洞察和赛事分析。
让大多数工程师对自己的工作给出4到5分的评价，你可能会期待坏消息。红牛赛车的技术总监皮埃尔·瓦切为车队首个自研F1动力单元给出了这样的评分，这感觉像是对其他车队的威胁。
被RacingNews365问及对项目进行一至十分的评级时，瓦切表示：“我认为是四或五分。”当追问是否还有很大的提升空间时，他警告说：“绝对有，潜力巨大。”
从2005年到2025年的二十年间，红牛车队在一级方程式赛车中依赖外部引擎制造商——包括科斯沃斯、法拉利、雷诺和本田等——而不是自行研发动力单元。从本赛季开始，这种情况发生了改变，因为车队与福特合作开展了其首个独立引擎项目。这个单元是1.6升涡轮增压V6，被称为红牛福特DM01，由位于米尔顿凯恩斯的红牛动力系统公司制造，本·霍金森负责引擎方面，而瓦切负责小红牛22底盘。
据RacingNews365报道，国际汽联的ADUO评估显示，红牛的内部燃烧引擎在所有赛车手中的输出功率最高。这使得四或五分的自我评估显得相当有趣。如果这是半成品，其他车队可能都有理由感到紧张。
“你必须做得更多，你也对我们能取得的成就感到更多的责任，”他说。他也看到了拥有整个套件的优点：“最终，我们将有更多的自由。正如你所说，这是一个成功的故事。但你知道，旅程还没有结束。我们还有很多东西可以一起改进。”
车间的建造让生活变得更轻松了吗？
所以，我不会说它更轻松，因为我们还有更多的容量和更多的可能性，我们还没有探索和利用。
但是，拥有更好的性能的容量和潜力更高，这就是我们为什么要这样做的原因。
引擎人和底盘人思考方式不同。
将发动机部门和底盘部门合并在一起听起来是最有组织的方案，但瓦切承认这并不像听起来那么容易。他说：“团队内部的协作和整合需要时间，因为我们的工作方式有些不同，”然后补充道：“从本质上讲，发动机和底盘方面的人相当不同。”
一个重要原因是日历。发动机的开发时间远长于底盘，因此两组在问题和截止日期的看法上有所不同。“无论如何，这对整个团队来说都是一个学习过程，因为底盘的提前期比发动机要快得多，所以你看问题的方式也不同，我们与他们合作的方式也与我们作为客户时的方式不同。”
马克斯·维斯塔潘，红牛车队，伊萨克·哈吉亚，红牛车队
作为客户，红牛只是收到了一个完成的动力单元，并围绕它进行设计。现在底盘团队紧密的周转时间必须与一个思考周期较长的发动机计划相匹配。
这是四到五星级评级的真正意义。它表明红牛不仅在构建自己的工作流程，而且在构建动力，到目前为止所展现的性能是在这些习惯完全确立之前。一个承认自己只完成了第一台引擎的一半，同时已经成为基准的团队，要么非常谦虚，要么非常自信。对于红牛来说，通常后者是正确的。
英文原文
Red Bull sends warning to F1 rivals with engine development admission
Red Bull technical director Pierre Wache has rated the team's first in-house Formula 1 power unit project just four or five out of 10
For Red Bull fans. Keeping watch on Red Bull Racing, with F1 news, driver updates, technical insight and race analysis from Milton Keynes.
Ask most engineers to grade their own work at four or five out of 10 and you'd brace for bad news. Pierre Wache, Red Bull Racing's technical director, offered that score for the team's first homemade Formula 1 power unit, and it feels like a threat to the rest of the grid. Put simply, Red Bull thinks its in-house engine is somewhere between 40 and 50% of the way to where it can be, and it considers that a good place to start.
Asked by RacingNews365 to rate the project on a scale of one to 10, Wache said: "I'd say a four or a five." When the follow-up asked whether that leaves a lot of room to grow, he warned: "Absolutely, the potential is massive."
Throughout its two decades in Formula 1 from 2005 to 2025, Red Bull relied on external engine manufacturers - Cosworth, Ferrari, Renault, and Honda among them - rather than developing powerplants in-house. Beginning this season, this has changed as the team undertakes its first independent engine program in partnership with Ford. The unit is the 1.6-litre turbocharged V6 known as the Red Bull Ford DM01, built by Red Bull Powertrains in Milton Keynes, where Ben Hodgkinson leads the engine side while Wache handles the RB22 chassis.
According to RacingNews365, the FIA's ADUO assessment revealed that Red Bull's internal combustion engine generated the highest output among all competitors on the grid. That makes a self-assessment of four or five rather intriguing. If this is the half-finished version, other teams likely have a reason to be nervous.
"You have to do more, and you also feel more responsible for what we can achieve," he said. He also sees the upside of owning the whole package: "Ultimately, we'll have more freedom. As you say, it's a success story. But you know, the journey isn't over yet. We have plenty of stuff to improve together."
Does the in-house building make life easier?
"So, I wouldn't say it's easier, because we have a lot more capacity and a lot more possibilities that we haven't explored and exploited yet.
"But the capacity and the potential to have a better performance are higher, and this is why we are doing this."
Engine people and chassis people don't think alike
Putting an engine department and a chassis department under one roof sounds like the most organised option, but Wache admits it wasn't as easy as it sounds. "The collaboration and the integration within the team are taking time because the way we work is a little bit different," he said, before adding: "Just by nature, the people on the engine and chassis side are quite different."
A big reason is the calendar. An engine takes far longer to develop than a chassis, so the two groups see problems and deadlines differently. "Anyway, it's a learning process for the full team because the lead time on a chassis is a lot quicker than an engine, so the way you see stuff is different, and the way we work with them is different compared to what we used to do when we were a customer."
Max Verstappen, Red Bull Racing, Isack Hadjar, Red Bull Racing
As a customer, Red Bull simply received a finished power unit and designed around it. Now the chassis team's tight turnarounds have to match an engine program that thinks in much longer cycles.
That is the real significance of the four-or-five rating. It suggests Red Bull is still building its own working processes as much as it is building horsepower, and that the performance it has shown so far comes before those habits have fully settled. A team admitting it is only about halfway through its first engine, while already becoming the benchmark, is either being very modest or very confident. With Red Bull, it's usually the second.
Motorsport.com ·
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