墨西哥大奖赛暴露2026规则下的“愚蠢”限速
墨西哥大奖赛暴露出2026年规则中一项被刘易斯·汉密尔顿称为“愚蠢”的限速规定，它让车手在直道末端难以完成超车。
一级方程式车手已经习惯了2026年规则带来的诸多怪异之处，但墨西哥大奖赛暴露出了刘易斯·汉密尔顿公开称之为“愚蠢”的一条。
在这条历史上就因为稀薄空气导致空气动力学和冷却方面妥协而极难超车的赛道上，今年的情况更加艰难。
比赛最后几圈凸显出足够的速度差根本不存在：汉密尔顿竭尽全力想借助领先者马克斯·维斯塔潘的尾流在一号弯发起进攻，而更靠后的兰多·诺里斯则打算对夏尔·勒克莱尔做同样的事。
即便有超车模式带来的额外0.5MJ能量，以及发车直道长距离冲刺中的尾流，汉密尔顿和诺里斯都无法贴近到足以完成超车的程度。
阻碍他们的主要因素并不是高海拔场地削弱了尾流效应——在DRS优势对后车已经消失的这一年里，情况并非如此。相反，这是一条鲜为人知的2026年规则带来的后果，该规则实际上让F1在限速下运行。
作为帮助管理能量匮乏赛车在直道上的性能表现的一部分，规则手册对直道末端的能量部署设定了限制。
这本应有助于确保功率（以及因此速度）的补偿，以帮助超车模式，但在墨西哥，它被证明更多是一种阻碍。
为了帮助管理能量部署的使用，没有超车模式的赛车一旦达到某一速度，其能量部署就会受到限制。
这些规则是F1技术规则C5.2.8的一部分，乍看之下施加了一个复杂的公式来限制能量部署。
其中规定，当超车模式未激活时，最大部署功率（上限为350千瓦）在车速低于340公里/小时的情况下，可为1800减去5乘以车速（公里/小时）。
在340公里/小时至345公里/小时之间，最大部署功率可为6900减去20乘以车速（公里/小时），而车速高于345公里/小时时必须为零。
当超车模式激活时，在车速低于355公里/小时的情况下，限制为7100减去20乘以车速（公里/小时），而当车速等于或高于355公里/小时时为零。
听起来很复杂，但正如上方关于最大允许功率的图表所示，这意味着对于没有超车模式的车手，在时速超过290公里后，能量部署必须从350千瓦开始逐渐降低，直到时速345公里时完全不允许使用电池。
对于拥有超车模式的车手，完整的350千瓦必须从时速337.5公里开始逐渐降低，直到时速355公里时降至零。
在大多数赛道上，这一限制并没有那么大的影响，因为赛车要么很少达到那些上限，要么能量早就耗尽了。然而，墨西哥则完全不同。
赛道的布局，终点前是体育场路段，意味着赛车在进入超长直道时能量充沛。
他们不是只在直道末端才达到速度上限并逐渐减少能量部署，而是很早就接近了速度限制。
因此，在出最后一个弯道后的很早阶段，追赶者本应最大化超车模式带来的优势，却发现自己的动力反而被削减了。
最终结果是，一旦进入限速区域，赛车之间的差距在直道很早的阶段就几乎被冻结了。
如果追赶者开始缩小与前车的速度差距，他们就会发现能量部署被自动减少了。
根据规则中规定的功率递减率，对于一辆拥有超车模式的车，在时速超过337公里后，每增加1公里/小时的速度，车手就会损失20千瓦的部署功率。
正如汉密尔顿和维斯塔潘在倒数第二圈主直道上的遥测轨迹所示，一旦他们行驶到直道中途，两人的速度差几乎不再波动。
在500米处，维斯塔潘的时速为338公里，而汉密尔顿凭借超车模式和尾流优势，时速达到349公里，因此已经在损失功率。
在900米处，两人虽然都仍处于全油门状态，但他们之间的速度差已经缩小。维斯塔潘的时速为342公里，而汉密尔顿的时速为350公里——因此他在直道上后段的追赶幅度比前段更小。
这就是汉密尔顿在赛后冷却室里向维斯塔潘抱怨的那个特性，他说：“太愚蠢了，那个削功率……我不明白为什么……就好像他们毫无常识一样。”
汉密尔顿在赛后新闻发布会上进一步解释此事时表示，从赛车竞技的角度来看，这个速度限制有点荒谬。
“我们在直道末端有这个限制，你不能超过某个速度，所以大家就只能跟着，”他说。
“当你在后面、在尾流中稍微多一点动力时，这是最愚蠢的事情。你应该能够突破那个限制，才有机会超车。”
“引擎本可以跑得更快。只是他们装上了这些愚蠢的限制装置。我的意思是，这大概是我认为这项运动有史以来最糟糕的引擎模式设定，而且它并不能带来精彩的比赛。
“所以今天你可能没看到太多超车，很不幸，就是因为这个。”
汉密尔顿并非唯一提出批评的人，诺里斯也表示，速度限制“毁了比赛”，因为追赶的车手根本没有机会超越前面的车。
“超车的主要问题就是你只能一直开着限制器，”他说，“你实际上有一个限制器，阻止你超过某个速度，所以即使你从最后一个弯出来时跟在别人后面，你也只能开着限制器，和他们一样的限制器，然后你什么都做不了。这有点毁了比赛。”
这是他们下赛季需要改进的地方。
对诺里斯和汉密尔顿来说，好消息是有关这一速度限制的规则已从2027年技术规则中删除。
即将实施的更高燃油流量和更高涡轮增压压力，再加上能量回收的额外额度，意味着赛车不会那么缺能量，因此不再需要速度限制。
在比赛中，未开启超车模式的车手只要能够维持，就被限制在300千瓦；而开启超车模式后，他们可以输出350千瓦。
在某些赛道区段，国际汽联不希望最大程度部署能量，因此仍会实施一些基于速度的限制，但这应意味着直道上的较量不再因速度限制而变得毫无意义——诺里斯曾觉得这种限制毫无道理。
F1车手们应该能够向前看，而不必担心直道上的速度限制。
正如诺里斯所说：“尤其是当摩托车能跑到370公里/小时，而你连安全带都没有的时候，我们理应能轻松跑得比摩托车更快。”
英文原文
Formula 1 drivers have got used to many quirks with the 2026 regulations, but the Mexican Grand Prix exposed one that Lewis Hamilton openly labelled “stupid”.
On a track that has historically been very difficult for cars to overtake at - because of the aero and cooling compromises caused by the thinner air - things were even harder this year.
The final laps of the race highlighted that sufficient speed offsets were simply never there, as Hamilton tried his hardest to pick up leader Max Verstappen’s tow and make a move into Turn 1, plus further back Lando Norris was aiming to do the same with Charles Leclerc.
Even with the benefit of the extra 0.5MJ of energy a driver gets for overtake mode, and a slipstream of the long run down the start-finish straight, neither Hamilton nor Norris could get close enough to make a pass stick.
The main factor holding them back was not the high-altitude venue weakening the slipstream effect in a year when the DRS advantage has disappeared for the car behind. Instead, it was the consequence of an under-the-radar 2026 rule that has effectively seen F1 operate with a speed limit.
As part of the regulations to help manage the performance profile of the energy-starved cars down the straights, the rulebook imposed a deployment limit for the end of straights.
It was supposed to help ensure an offset of power (and therefore speed) to help overtake mode, but in Mexico it proved to be more of a hindrance.
To help manage deployment usage, energy deployment gets restricted for cars without overtake mode once they hit a certain speed.
The rules are part of C5.2.8 of F1’s technical regulations and impose what is at first glance a complicated formula to limit energy deployment.
It's stated that when overtake is not active, the maximum deployment (capped at 350kW) can be 1800 minus 5 times car speed (km/h) below 340km/h.
Between 340km/h and 345km/h, the maximum deployment can be 6900 minus 20 times car speed (km/h), while anything above 345km/h must be zero.
When overtake is active, the limit is 7100 minus 20 times car speed (km/h) when the car is below 355km/h, and zero when the car speed is equal to or above 355km/h.
It sounds complicated but, as the graph above shows of the maximum power allowed, it means that for drivers without overtake mode, above 290km/h the energy deployment must start tapering down from 350kW until no battery usage is allowed at all from 345km/h.
For drivers who have overtake mode, the full 350kW has to start ramping down from 337.5 km/h until it hits zero at 355km/h.
At most tracks this limit has not been that influential because cars have either not hit those upper limits very much, or the energy has run out long before then. Mexico, however, was a different beast.
The layout of the track, with the stadium section at the end of the lap, meant cars were bursting onto the super long main straight energy-rich.
Rather than only hitting the speed limit and winding down deployment at the end of the straight, they were running near the speed limit restriction very early on.
So very early out of the final corner, rather than the pursuer being able to maximise the benefits of overtake mode, they were seeing their power reduce.
The end result was gaps between cars being pretty much frozen very early on the straight once the speed limit zone had been entered.
If the pursuer started gaining speed on the car ahead of them, they would find deployment automatically reduced.
Under the ramp-down rates declared in the rules, for every 1km/h of speed gained above 337km/h for a car with overtake, a driver lost 20kW of deployment.
As the telemetry traces of Hamilton and Verstappen down the main straight on the penultimate lap show, their speed differences barely fluctuate once they are halfway down the straight.
At 500 metres, Verstappen is doing 338km/h, while Hamilton with the benefit of overtake and a tow is doing 349km/h so already losing power.
At 900 metres, while both are still at full throttle, the speed offset between them has reduced. Verstappen is doing 342km/h while Hamilton is doing 350km/h - so he is closing less than earlier on the straight.
It was the characteristic that Hamilton bemoaned in the cooldown room after the race when he said to Verstappen: “It’s so stupid, the clipping…I don't understand why...it's like they have got no sense.”
Elaborating on the matter later on in the post-race press conference, Hamilton said the speed limit was a bit nonsensical from a racing perspective.
“We have this clip at the end of the straight where you can't go past a certain speed, so everyone just follows,” he said.
“It's the silliest thing when you are behind and you have a little bit more power in the slipstream. You should be able to go past that to have a chance to overtake.
“The engine can go faster. It's just they have these silly clips. I mean, it's the worst engine profile setting that I think they've probably ever had in this sport, and it doesn't provide great racing.
“So today you probably didn't see much overtaking, unfortunately, because of that.”
Hamilton was not alone in his criticisms, with Norris saying that the speed limit restriction “ruins racing” because pursuing cars have no chance of getting past those ahead.
“The main thing with overtaking is you just have the limiter on,” he said. “You literally have a limiter that stops you from going over a speed, so it doesn’t matter if you come out of the final corner behind the guy, you just have the limiter on, the same limiter as them, and then you cannot do anything. It kind of ruins racing.
“It’s something that they need to improve for next season.”
The good news for Norris and Hamilton is that the rules relating to this speed limit have been deleted from the 2027 regulations.
The increased fuel flow and improved turbo boost pressure that are coming, allied to extra allowance for harvesting, means cars will not be so energy-starved so the speed limit is not needed.
In races, drivers running without overtake mode are capped at 300kW for as long as they are able to hold that, while with overtake they can deploy 350kW.
Some speed-based restrictions are still in play for certain track sectors where the FIA does not want maximum deployment, but it should mean battles on the straights are no longer neutered by a speed limit that Norris felt made no sense.
And F1 drivers should be able to look forward not worrying about speed limits down the straights.
As Norris said: “Especially when motorbikes go 370 and you don’t have a seatbelt or anything, we should easily be able to go quicker than a motorbike."
The Race ·
内容来自公开信源，聚合内容版权归原作者与来源所有。