FIA对F1“马卡雷纳”尾翼开绿灯，红牛需“更多工作”
2026赛季上半程最引人注目的创新之一是旋转式尾翼，被法拉利领队弗雷德里克·瓦塞尔戏称为“马卡雷纳”尾翼。FIA表示对该整体概念没有异议，不会介入，但曾因马克斯·维斯塔潘连续两次撞车而与红牛进行过沟通。
国际汽联乐见F1的马卡雷娜翼保留，红牛必须进行“更多工作”
尼科拉斯·通巴齐斯表示，国际汽联对这一整体概念没有异议，不会进行干预。不过，在马克斯·维斯塔潘连续发生两次撞车后，国际汽联确实与红牛进行了会谈
夏尔·勒克莱尔，法拉利，马克斯·维斯塔潘，红牛车队
2026年一级方程式赛季上半程最引人注目的创新之一就是旋转尾翼，它很快被法拉利车队领队弗雷德里克·瓦塞尔戏称为马卡雷娜翼。
法拉利在冬季测试中率先展示了这一概念，并凭借这一创新方案成功让包括迈凯伦在内的多位对手感到惊讶。
当时，红牛已经在幕后研发自己的版本。技术总监皮埃尔·瓦什强调，这一灵感并非来自法拉利，而且红牛的概念工作原理不同——事实确实如此，除其他区别外，它的旋转方向是相反的。
红牛只是没能在赛季开始前让其旋转翼完全投入运作，因此该车部件首次使用是在迈阿密站。
最初的几个比赛周末中，法拉利和红牛的设计都没有出现问题，但在维斯塔潘于施皮尔伯格和银石连续发生两次撞车之后，马卡雷娜翼（Macarena 翼）受到了越来越多的审视。
国际汽联随后要求红牛和法拉利提供更多信息。这一要求并非专门针对法拉利车队，而只是对所有车队一视同仁的处理方式，因为它们正是此前使用这一概念参赛的两支车队。
此外，国际汽联必须充分了解两套系统的具体细节，这一点非常重要，因为越来越多的车队正在开发自己的版本。迈凯伦已经测试了一种旋转尾翼，并计划在“夏休期后的前几个分站周末之一”将其投入比赛。
尼科拉斯·通巴齐斯表示，国际汽联乐见这种新颖尾翼留在F1。
国际汽联现已告知包括Motorsport.com在内的一组精选媒体，不会对整体上的马卡雷娜尾翼概念采取行动。
“当第一个这样的设计出现时，我们想确保它是完全安全的，”国际汽联（FIA）单座赛车总监尼古拉斯·通巴齐斯说。
这包括各种要求，比如许多复杂的系统，以及工程团队进行所谓的失效模式与影响分析，也就是失效模式分析。
这项评估不仅涉及规定的关闭时间，还涉及尾翼关闭后翼片以及赛车其他部分随后的表现——因为仅凭关闭时间是不够的，气流在尾翼关闭后也不会立即重新附着。
“我们进行了相当多的沟通，以确保我们确信这些设计是安全的。
"主要是，我们想确保不存在液压故障的风险，也就是说，尾翼保持开启状态而无法回到关闭位置。
"另外，我们还想确保它能在很短的时间内完成这一动作，而不是经历一个非常缓慢的移动过程，否则会破坏赛车的稳定性。
法拉利是第一支把180度尾翼带到赛道上的车队
这些讨论的结果是，整体概念被认为是可以接受的，不过红牛的情况还需要一些额外的工作。
根据通巴齐斯的说法，这并不意味着国际汽联正式要求红牛进行修改，而是瓦什领导的技术团队基于这些讨论——以及从逻辑上说，那些撞车事故——意识到还有更多功课要做。
"所以，我们一直在讨论这些问题，基于这些讨论，红牛想要做更多的工作，"通巴齐斯继续说道。
"我们没有明确告诉他们'不行，你不能用它参赛'，但他们需要再做一点工作来确保安全，因为归根结底，他们也希望自己的赛车是安全的。我认为没有人希望自己的赛车发生撞车。"
为了解决这些问题而进行的额外工作——瓦什表示这些问题本质上是机械方面的——意味着红牛在比利时站不得不暂时改用更常规的规格，之后旋转后翼才得以在匈牙利站重新被维斯塔潘和伊萨克·哈贾尔使用。
英文原文
FIA happy for F1's Macarena wings to stay, Red Bull had to do "more work"
Nikolas Tombazis says the FIA has no objections to the overall concept and will not intervene. However, it did hold talks with Red Bull following two consecutive crashes for Max Verstappen
Charles Leclerc, Ferrari, Max Verstappen, Red Bull Racing
One of the most eye-catching innovations of the first half of the 2026 Formula 1 season has been the rotating rear wing, quickly dubbed the Macarena wing by Ferrari team principal Frederic Vasseur.
Ferrari was the first to unveil the concept during winter testing and managed to surprise several rivals – including McLaren – with the innovative solution.
At that point, Red Bull was already working on its own version behind the scenes. Technical director Pierre Wache stressed that the inspiration had not come from Ferrari and that Red Bull's concept works differently, which is indeed the case as, among other things, it rotates in the opposite direction.
Red Bull simply did not manage to get its rotating wing fully operational in time for the start of the season, meaning it was first used in Miami.
The initial race weekends passed without problems for both the Ferrari and Red Bull designs, but the Macarena wings came under increased scrutiny following Verstappen's two consecutive crashes in Spielberg and Silverstone.
The FIA subsequently asked both Red Bull and Ferrari for additional information. That was not specifically directed at the Scuderia, but was simply a way of treating both teams equally, as they were the two outfits that had raced with the concept up to that point.
Moreover, it was important for the FIA to fully understand the specifics of both systems, as more and more teams are developing their own versions. McLaren has already tested a rotating wing and plans to race it during "one of the first weekends after the summer break".
Nikolas Tombazis says the FIA is happy for the novel wings to stay in F1
The FIA has now told a select group of media, including Motorsport.com, that it will not take action against the overall Macarena wing concept.
"When the first such design appeared, we wanted to make sure that it is entirely safe," FIA single-seater director Nikolas Tombazis said.
"And that consisted of various requirements, as in many complicated systems and engineering teams deploying what is called an FMEA analysis, which is failure mode."
That assessment was not only about the prescribed closing time, but also the subsequent behaviour of the wing and the rest of the car – as the closing time alone is not sufficient and the airflow does not immediately reattach after the wing closes.
"We went into quite a lot of dialogue to ensure that we felt that these designs were safe.
"Mainly, we wanted to be sure that there was never a risk of, let's say, a hydraulic failure, meaning that the wing is staying open and could not come back to a closed position.
"And also, we wanted to make sure that it does so in a very short amount of time. That it doesn't go through a very slow movement, which can then unsettle the car."
Ferrari was the first to bring its 180 degree wing to the track
The outcome of those discussions is that the overall concept is considered acceptable, although some additional work was required in Red Bull's case.
According to Tombazis, that does not mean the FIA formally told Red Bull to make changes, but rather that the technical team led by Wache realised on the basis of those discussions – and, logically, the crashes – that there was still more homework to be done.
"So, we have been discussing these things, and on the basis of those discussions Red Bull wanted to do some more work," Tombazis continued.
"We haven't specifically told them 'no, you cannot race it', but they needed to do a bit more work to be sure, because ultimately, they also want their car to be safe. I don't think anyone wants their car to be crashed."
That additional work to address the problems – which Wache said were mechanical in nature – meant Red Bull temporarily had to revert to a more conventional specification in Belgium, before the rotating rear wing could be used again by Verstappen and Isack Hadjar in Hungary.
Motorsport.com ·
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