贝尔曼解释哈斯2026年F1赛车为何已触及上限
贝尔曼认为哈斯无法从2026年F1赛车中榨取更多性能，他在美国大奖赛周五练习中表现不错，但排位赛仅列第16位。
贝尔曼解释哈斯2026年F1赛车为何“已触及上限”
在贝尔曼看来，VF-26几乎完美——只是下压力不足，且无法解决
贝尔曼认为，在美国大奖赛之后，哈斯无法从2026年F1赛车中榨取更多性能。
贝尔曼在美洲赛道展现了令人鼓舞的周五速度，前两节自由练习分别排名第11和第10，但随后排名下滑，排位赛仅列第16位。
这位英国车手解释说，这是因为早在第一节练习赛（FP1）就找到了近乎完美的调校，这意味着随着对手在这方面取得进展，他的VF-26赛车相对竞争对手失去了速度。
“这表明我们作为一个团队做得很好，”他说。“基本上，我们从第一节练习赛开始就充分发挥了赛车的潜力。我告诉你，整个周末我们只把车身高度调整了一毫米。从我起步时到比赛时用的车？同一辆车。
“因为它很好。因为它很棒。从我在第一节练习赛第一次装上软胎开始，在第一节练习赛的汇报中，我就想，‘我不知道这辆车还需要什么’。它非常非常好。我的意思是，平衡很好，感觉很好。我们只是下压力不够。所以感觉不错，但我们就是没有别人那么快。”
哈斯车队受制于近两个月前意大利大奖赛引入的最新重大升级套件。自那以后，除了雪邦赛道专用的后部碰撞结构外，没有引入任何新部件。
贝尔曼继续说道：“我并不惊讶于我们与领先者之间的相对差距保持不变，而其他所有人都设法提升并超越了我们。这意味着我们有一辆可预测的、温和的赛车。特性非常好，但我们就是没有足够的下压力，而且很明显：随着圈数增加，即使在排位赛中，竞争力也会变差，因为我们就是会毁掉轮胎，无法保持住它们。
“这令人沮丧，但与此同时，我们还能期待什么呢？我们的竞争对手本周末又带来了升级。我的意思是，他们带来的升级大约是我们的三到四倍。所以我不惊讶于我们被他们所有人超越，他们的赛车比我们快。
“这就是为什么我并不真的后悔对皮埃尔采取那个决定。因为我知道，如果那没有发生，我就只能跟在他后面，最终可能被奥迪超越，而那不是我在这里要做的事。我需要得分，这就是我们作为车队需要做的。是的，我们最终需要一辆更快的赛车。”
那么VF-26不会再有更多升级了吗？“不幸的是没有，”贝尔曼说。“不，它已经达到上限了。”
“如果我只是自己开着车转悠，我会觉得‘啊，这车感觉很不错’。如果我把它与大概三四场比赛前的感受相比，特性已经改善了很多。然而，负载就是负载，下压力就是下压力，而我们缺少下压力。”
然而，队友埃斯特班·奥康可能不同意关于VF-26所谓舒适表现的看法，这位法国车手在奥斯汀比赛后抱怨刹车不一致。
“这出现在排位赛中，当您把车推到极限时，”奥康详细说道。“当轮胎性能下降时，我需要提前10-15米刹车，而且我仍然会出现很多锁死和很多转向不足。这不是一种很好的感觉，相当不可预测。整个周末都存在这个问题，所以我们将其最小化了，我认为这相当积极；与工程师们一起，我们设法让它稍微更受控制，但根本问题仍然存在。”
这位老将在美国大奖赛中艰难地获得第14名，距离积分区有34秒之差。
英文原文
Oliver Bearman explains why Haas’ 2026 F1 car is ‘hitting its ceiling’
From Bearman’s point of view, the VF-26 is all but perfect – other than an insurmountable lack of downforce
Oliver Bearman believes Haas cannot extract much more performance from its 2026 Formula 1 car, following the United States Grand Prix.
Bearman displayed encouraging Friday pace at the Circuit of The Americas, with 11th and 10th in the opening two free practice sessions, before slipping down the order – to the extent that he qualified just 16th.
The Briton explained this was down to finding a near-perfect set-up as early as FP1, meaning his VF-26 lost pace relative to the competition as his rivals made inroads on that front.
“It shows that we're doing a good job as a team,” he said. “We're getting the most out of our car from FP1, basically. We had a car that we really changed the ride height, I tell you, by one millimetre the whole weekend. From where I started to where I raced the car? Same car.
“Because it was good. Because it was great. From the first time I put the soft tyre in FP1, in my FP1 debrief, I was like, ‘I don't know what else I need from the car’. It's very, very good. I mean, the balance is good, it's feeling good. We just don't have enough downforce. So it feels good, but we're just not quite as quick as others.”
Haas is held back by its latest substantial upgrade package dating back to the Italian Grand Prix, nearly two months ago. Since then, no new parts have been introduced other than a Sepang-specific rear impact structure.
“I'm not surprised that we kept the same relative gap to the leaders and everybody else just managed to improve and overtake us,” Bearman continued. “It means that we have a kind of predictable, benign car. The characteristics are very good, but we simply don't have enough downforce, and it's very clear: as the lap goes on, even in qualifying, the competitiveness gets worse because we just kill the tyres and we can't hold on to them.
“It's frustrating, but at the same time, what else can we expect? Our competitors brought upgrades again this weekend. I mean, they brought like three or four times more upgrades than we have. So I'm not surprised that we're getting outdone by all of them, they have faster cars than us.
“That's why I don't really regret the decision to go for it on Pierre. Because I know that if that doesn't happen, I'm just going to follow him around and eventually get overtaken probably by the Audis, and that's not what I'm here to do. I need to score points and that's what we need to do as a team. Yeah, we need a faster car at the end.”
So will nothing more come from the VF-26? “Unfortunately not,” Bearman said. “No, it's hit the ceiling.
“If I was just driving around by myself, I would be like, ‘Ah, the car feels very nice’. If I compare it to how it felt maybe three or four events ago, the characteristics have improved a lot. However, load is load, downforce is downforce, and we lack it.”
Yet, team-mate Esteban Ocon might disagree about the VF-26’s alleged comfortable behaviour, with the Frenchman complaining of braking inconsistency following the Austin race.
“It comes in quali when you push the car to its limits,” Ocon detailed. “And when the tyre takes off, I need to anticipate braking 10-15 metres and I still do pick up a lot of locking and a lot of understeer. It's not a very nice feeling, it's quite unpredictable. It's been there all weekend, so we minimised it, which I think was quite positive; with the engineers we managed to get it a little bit more under control, but the underlying problem is still there.”
The veteran struggled to 14th in the US GP, 34 seconds away from the points-scoring positions.
Motorsport.com ·
内容来自公开信源，聚合内容版权归原作者与来源所有。