F1西班牙大奖赛首日：法拉利蒙扎余波与马德里赛道赛道受关注
在马德里进行的F1西班牙大奖赛首日，车手们对全新的马德里赛道赛道兴趣浓厚，法拉利车手也努力平息蒙扎灾难性周末带来的风波。
也许部分是因为马德里马德里赛道赛道带来的诸多悬念，车手们在抵达这座西班牙首都时状态极佳，并在马德里首个“行动日”有很多话题可以讨论。
无论是法拉利在蒙扎噩梦之后的余波、赛道本身、某支车队的资源问题显现、驾驶风格分析，还是2026年F1最新成员的学习情况，都有很多值得深入探讨的内容。开始上课吧。
法拉利车手称隔阂已经消除
正如F1的常态一样，法拉利车手刘易斯·汉密尔顿和夏尔·勒克莱尔周四在马德里尽力淡化围绕蒙扎艰难周末之后的种种传闻。
汉密尔顿表示，赛后他们进行了一次富有成效的面对面交谈，在谈话中他们“消除”了对于首圈那次纠缠的任何意见分歧。
勒克莱尔表示，现在“非常清楚我们接下来应该做什么，或者应该避免什么”。
汉密尔顿赛后与车队领队弗雷德·瓦塞尔的交谈中，也没有提到交往规则的问题。
所以法拉利一切都好，对吧？其实，只有当他们再次在赛道上相遇时，我们才能知道答案。
重要的是，汉密尔顿在蒙扎之后所要求的所有改变，无法像马德里那样迅速落实。他形容这是一个“更长期的过程”。
“这里有大量相互关联的部分。有很多人。有一种存在了很久很久的文化。要挪动这些大块的东西并不容易。”
他认为法拉利在执行和运营方面“最终会达到我们需要的水准”，但肯定不会是在马德里的这个周末。——乔什·萨蒂尔
勒克莱尔在周日下午从医疗中心获释后表示，他还需要接受“相当多的额外检查”，以确认自己是否“完全无碍”能够参加马德里的比赛。
撞车后他立即透露“右眼看东西视野不太好”，不过那很快就恢复了。
周四在马德里，当被问及蒙扎之后检查了哪些项目时，勒克莱尔说：“查了相当多的东西。但那是一次挺严重的撞车。从外面看可能也挺严重的，而且我自己感觉也很严重。
“有时候从事故外面看很大，但在车里其实没什么。但下车的时候，我感觉不太舒服。
不过其实那只是惊吓造成的。头几天我做了很多检查，也接受了很多治疗，主要是针对颈部，因为我感觉有点发紧，我想这很正常。
“但现在我很好，我做的所有检查都没问题。”——原音译保留
无论是正式来到F1的赛场，在模拟器上体验，还是如今亲身到场，马德里环（马德里赛道）赛道都印证了人们最初听到F3测试中出现19次红旗时的那种震惊。
乔治·拉塞尔说，当他第一次听到这个数字时，他很惊讶它竟然这么高——而等他完成模拟器测试后，他又惊讶它居然没有更高。
这条被称为“疯狂”和“可怕”、并且是赛历上最“复杂”的马德里环赛道，被认为有望带来一个类似摩纳哥的、节奏逐步提升（并不断被红旗打断）的比赛周末——但它在调校方面不像摩纳哥那种“没有直道、没有高速弯”的赛道那么直观，所以这也将是一个令人头疼的问题。
但这一切的关键在于排位赛。奥利·比尔曼和亚历克斯·阿尔本指出，最好的超车机会受阻于倾斜的弯角入弯方式，这意味着超车需要在刹车区之前完成，而不是在刹车过程中完成——如果真有超车机会的话。
但这22位车手得先把赛车完好无损地带到发车区，然后才轮得到操心这些。——瓦连京·霍罗恩日伊
在赛车运动中，几乎没有比冠军领跑者滔滔不绝地说'你们懂的，我根本不看积分榜，我只专注一场一场比赛'更让人疲惫的事了。这种话几乎总是浪费口舌，说出来纯属白费。
安东内利目前是少数的例外之一——因为正如他所言，'我认为蒙扎就是证明，说明我没有在想冠军的事，也没有为此担忧'。
这个“证明”既体现在他比赛初期的猛烈追赶中，也体现在与梅赛德斯队友拉塞尔缠斗时差点在主直道变弯（Variante del Rettifilo）的砂石区毁掉一切的那次经历中。这种激进的驾驶方式本可能让安东内利当众出丑，但反而把他的积分领先优势扩大到了60分以上——而且他誓言暂时不会放弃这种风格。
“当然，将来可能会有某些场合，在做出某个决定之前，我会考虑到总冠军——但我想要避免的，是带着对总冠军的思考或担忧去参加自由练习、排位赛，甚至是一场比赛。”
“这就是我无论如何都要避免的事情。”
角田裕毅指出被忽视的2026年挑战
这一代一级方程式赛车受到了不少主力车手的批评，但那些在赛季中途才加入的车手又是怎么看的呢？
角田裕毅对2026年赛车的全新视角，揭示了一个被忽视的挑战，这是这一代“能量匮乏”的赛车所特有的。
在马德里，在他本赛季第三次代替出场之前，角田表示在出场圈（出场圈，指出维修站后的那一圈）上的能量管理是一个难题。
他说他必须提醒自己在出场圈上不要消耗太多能量，但前提是“如果你不使用能量，轮胎就会变冷，所以有时候你不得不更激进一些……”
“你想以100%的电量开始一圈。要牺牲位置，决定在哪里这么做，在哪里不要这么做。这非常复杂，而我在排位赛里把这件事搞砸了很多次。后果非常严重，”他加重语气说道。
“我低估了如果你没有把每件事都做对，会付出的代价或受到的惩罚有多大，而我在排位赛中确实亲身经历了这一点。”
不过，角田裕毅并没有对2026年的F1赛车提出严厉批评。
他补充说：“它更难了一些，而且要处理的事情多得多，[甚至]在出场圈如何进行开关模式的切换也是。所以，压力可能会更大。”
“但同时，在正赛中你可以有更多的超车。到目前为止，这是一辆我能很快适应的车，而且能很快跟上节奏。所以，我并不讨厌它。”
他仍在为2027年寻找席位，周四在西班牙，他表示自己“不想”继续留在场边。- 萨马特·卡纳尔
本赛季早些时候，刘易斯·汉密尔顿决定放弃使用模拟器来确立赛车调校的做法引发了很多讨论。
奥利·比尔曼认为，在模拟器工作量之少这方面，他和哈斯队友埃斯特班·奥孔是仅有的两名接近汉密尔顿水平的车手。
英文原文
Perhaps in part down to the abundance of intrigue about the Madring track, the drivers have arrived in the Spanish capital in great form and had plenty to discuss on the first day of 'action' in Madrid.
Whether it's the fallout from Ferrari's Monza nightmare, the track itself, one team's resource issue manifesting, driving style analysis or how F1 2026's newest classmate is learning, there's plenty to get into. Let's get started, class.
Ferrari drivers claim the air has been cleared
As has become the norm in F1, Ferrari drivers Lewis Hamilton and Charles Leclerc did their best to diffuse any noise around the fallout from a bruising Monza weekend on Thursday in Madrid.
Hamilton said they had a productive face-to-face talk after the race, in which they “squashed” any differences of opinion over their opening lap run-in.
Leclerc said it’s now “very clear what we should do or avoid going forward”.
Rules of engagement didn’t come up in Hamilton’s post-race talks with team boss Fred Vasseur either.
So all is fine at Ferrari, right? Well, we’ll only know that when they meet again on track.
And importantly, all the changes Hamilton called for after Monza can’t be implemented as quickly as Madrid. He described it as “a longer-term process.
“There's a huge amount of moving parts. There's a lot of people. There's a culture that's been there for a long, long time. Moving big pieces is not so easy.”
He thinks Ferrari will “eventually get to the point we need” in terms of execution and operations, but it certainly won’t be this weekend in Madrid. - Josh Suttill
Having been released from the medical centre on Sunday afternoon after the crash, Leclerc said he would have “quite a few additional checks” to know if he’d be “fully fine” to race in Madrid.
He’d revealed his “right eye was not showing me great vision” immediately after the crash, though that cleared up soon afterwards.
On Thursday in Madrid, when asked what was checked after Monza, Leclerc said: “Quite a lot of things. But it was quite a big one. Probably from outside, it looked like a big one as well. But it felt also like a big one.
“Sometimes you can look quite big from outside, but from the car, it's fine. But going out, I wasn't feeling so well.
"But actually, it was just the shock. I did quite a lot of checks and quite a lot of treatments in the first few days, mostly for the neck, because I felt a little bit tight, which I guess is normal.
“But now I'm fine, all the checks I did were fine.” - JS
To the F1 grid, on the sim and now in the flesh, the Madring circuit has lived up to that initial shock of hearing about the 19 red flags in F3 testing.
George Russell said he was surprised by how high that number was when he first heard it - then surprised it hadn't been higher once he did his sim sessions.
Described as "crazy" and "scary" and the calendar's most "complicated", the Madring is being tipped for a Monaco-esque weekend of gradual pace and track ramp-up (and being peppered with red flags) - but it is less intuitive set-up-wise than the 'no straights, no high-speed corners' Monaco, so that will be a headache, too.
But it is all about qualifying. Ollie Bearman and Alex Albon pointed out that the best overtaking opportunities are hindered by angled corner entry meaning that overtakes will need to happen before the braking zone rather than on the brakes, if they happen at all.
But the 22 drivers need to get their cars to the grid in one piece before they can worry about any of that. - Valentin Khorounzhiy
There are few things more exhausting in motor racing than runaway championship leaders talking about how 'you guys, I don't look at the standings at all, I take it one race at a time'. That talk is almost always a waste of the molecular vibration required for it to be heard.
Antonelli right now is one of the rare exceptions - because, as he argued, "I think Monza was the proof that I wasn't thinking about or worrying about the championship".
That 'proof' is in both his charge early on and in nearly throwing it all away in the Variante del Rettifilo gravel while battling Mercedes team-mate George Russell. The aggression risked egg on Antonelli's face but instead pushed his points lead above 60 - and he vows not to abandon it just yet.
"Of course, there might be occasions in the future where, before taking a certain decision, I might think about the championship - but the thing I want to avoid is going to the track for a free practice or a qualifying, or even a race, thinking about or worrying about the championship.
"That's the thing I want to avoid, at all costs."
Tsunoda highlights overlooked 2026 challenge
This generation of Formula 1 cars has garnered plenty of criticism from mainstay drivers, but what about the driver who’s jumped in partway through the season?
Yuki Tsunoda’s fresh perspective on the 2026 cars has outlined an overlooked challenge unique to this energy-starved generation.
In Madrid, before his third substitute appearance of the season, Tsunoda said energy management on outlaps was a challenge.
He said he has to remind himself not to use too much energy during outlaps, the caveat being that “if you don't use the energy, the tyre is going to be cold, so you want to be sometimes aggressive…”
“You want to start the lap with 100% battery. Sacrifice places, where to do it, where to not. It was very complicated and something that I f****** up quite a lot in qualifying. The consequences were huge,” he said with emphasis.
“I was underestimating the amount of damage or penalty you'll get if you don't do everything right and I definitely experienced it in qualifying.”
Tsunoda wasn’t scathing about the F1 2026 cars, however.
He added: “It's a bit more difficult and there's a lot more things going on, [even] how to do the switch changes out lap. So, it can be more stressful.
“But at the same time, in the race you can have more overtakes. So far, it's a car that I'm able to adapt pretty quickly for me and able to be on the pace pretty quickly. So, I don’t hate it.”
He's still seeking a seat for 2027 and, on Thursday in Spain, he said he “doesn’t want to” remain on the sidelines. - Samarth Kanal
Much was made earlier this season about Lewis Hamilton's decision to ditch the simulator as a tool to establish set-up on his Ferrari.
Ollie Bearman reckons he and Haas team-mate Esteban Ocon are the only drivers even close to Hamilton in terms of how little sim work they do.
The Race ·
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