F1的ADUO系统是否需要重新思考？国际汽联承认存在“弱点”
F1的额外发展与升级机会系统在赛季前半段成为围场内政治争议最多的话题之一，国际汽联的尼古拉斯·通巴齐斯承认该系统未来几年可能需要重新思考。
F1的ADUO系统是否需要重新思考？国际汽联承认存在“缺陷”
尼古拉斯·通巴齐斯承认F1的ADUO系统在未来几年可能需要重新思考，但他坚持认为相关测量数据是准确的
夏尔·勒克莱尔，法拉利；马克斯·维斯塔潘，红牛车队
在赛季上半程的一级方程式围场中，几乎没有哪个话题像额外的研发与升级机会那样引发了如此多的政治争论。
该系统的引入原本是为落后厂商设置的安全网，部分原因是对上一套规则下本田处境的回应，但在实际操作中它已经变成了一个政治角力场。
托托·沃尔夫立即警告说，它不应变成一种“跳跃超越机制”，不过令人相当意外的是，最终在国际汽联首次排名中登顶的不是梅赛德斯高性能动力部门，而是红牛福特动力部门。
原因有两个。首先，动力单元排名测量的测量仅基于内燃机，这导致测量方法与研发机会之间存在显著偏差，因为研发机会还涵盖动力单元的电气部分。
其次，围场中有传言称，包括梅赛德斯和法拉利在内的几家厂商在揭幕战的几个比赛周末中耍了心机，没有亮出全部底牌，以便获得一个动力单元排名测量代币，法拉利甚至可能拿到了两个。
第一个周期的结果让红牛感到沮丧，这也解释了为什么这些结果至今仍未公开发布。
在首个测量周期结束后，国际汽联将红牛福特动力部门排在榜首，这让红牛高层非常不满。
国际汽联单座赛车总监尼古拉斯·通巴齐斯此前表示，他愿意考虑为ADUO测量增加更多参数——比如涡轮的尺寸——但车队和制造商们推动让这套系统尽可能保持简单。
这引出了一个问题：国际汽联是否对本赛季围绕ADUO的所有争议感到意外，汽车运动媒体向通巴齐斯提出了这个问题。
"嗯，在一级方程式里，几乎一切都相当敏感。所以很少有11支车队和五六家动力单元制造商一起说：'太好了，我们都同意'，"这位希腊人回答说。
"我认为唯一大家都同意的事情是八月停工期是件好事，而且我必须提醒你，这是我的主意。
"但那是唯一一件所有人都同意的事。我认为其他一切（都很困难）。就连那件事大家也是花了时间才达成一致的。你知道，当弗兰茨·托斯特还在任的时候，他就不想要它。"
根据通巴齐斯的说法，在评估空气动力不确定性分析时，需要区分两个不同的方面：测量的准确性如何，以及该系统是否按最初的设想运行。
在围绕第一阶段结果的所有不满声中，红牛要求对结果进行事实核查，但据通巴齐斯表示，国际汽联的测量已被证明是准确的。
"一切都相当敏感，因为每个人都极具竞争力，并且非常专注于自己相对于其他人的位置。所以是的，这一直是个不小的挑战，"他继续说道。
"我认为我们的测量，在我看来，已经被证明是非常准确的。
"话虽如此，一切都很顺利吗？没有，因为显然人们并不满意等等。我们需要考虑未来进行改进吗？是的，我认为是这样。"
托姆巴齐斯承认该系统在未来几年可能需要修改，但他坚称测量结果是正确的
一个明显的缺陷在于，其他制造商实际上可以将红牛置于将死的局面。如果他们继续这样博弈，并且不使用已获得的配额（tokens）来研发内燃机，那么理论上他们可以让红牛在排名榜首停留更长时间。
不过，托姆巴齐斯认为实际情况不会走到那一步：“嗯，我认为你不会为了持续获得更多机会而一直处于（你的最大功率）之下，因为如果机会最终不是让你登顶，那机会还有什么意义呢？”
尽管如此，这位58岁的人士承认，该系统在未来几年需要重新思考：“我认为这个系统正按照最初设计的方式运行，但我确实认为存在一些弱点，我们需要在未来加以解决。同时，为了让它耗时更少、争议更少，我们确实需要在未来采取一些改进措施。”
一个合乎逻辑的建议是把整套动力单元都纳入测量范围，而不只是内燃机（ICE），但托姆巴齐斯不愿在现阶段讨论具体的想法。
本田将在赞德沃特推出其首个ADUO升级，并表示该系统对最需要它的制造商来说效果良好。
ADUO对本田有效，但它对整个一级方程式（F1）是否有效呢？
本田自然是差距最大的制造商，因此也是ADUO最初设计目标最清晰的例子。
赛道综合经理兼总工程师折原晋太郎表示，这套系统对本田确实是有效的，尽管从长远来看，为了整个运动项目的利益，他不排除重新考虑的可能。
"我认为我们从国际汽联（FIA）那里得到的数字看起来是合理的。我会说这个数字是公平的。而且，多亏了主动动力单元调校系统，我们现在正在努力研发我们的发动机,"折原晋太郎告诉《赛车运动》。
"所以，就目前而言，很难说ADUO系统是否在正确地发挥作用。但至少对本田来说，多亏了ADUO系统，我们拥有了研发发动机的最大机会。
"也许我们会根据对ADUO系统在一级方程式中如何运作的观察来进行调整。它对本田来说运作良好，但我们需要继续观察它对所有制造商来说如何运作。它应该是公平的。目前来看，它对本田来说是公平的，但我们需要持续观察。"
英文原文
Does F1's ADUO system need a rethink? FIA admits to "weaknesses"
Nikolas Tombazis acknowledges that F1's ADUO system may need a rethink for the coming years, although he insists that the measurements are accurate
Charles Leclerc, Ferrari, Max Verstappen, Red Bull Racing
Few topics in the Formula 1 paddock have generated as much political debate during the first half of the season as ADUO, the Additional Development and Upgrade Opportunities.
The system was introduced as a safety net for a manufacturer that falls behind, partly in response to Honda's situation under the previous regulations, but in practice it has turned into a political battleground.
Toto Wolff immediately warned that it should not become a "leapfrog mechanism", although there was considerable surprise when it was not Mercedes High Performance Powertrains but Red Bull Ford Powertrains that ended up at the top of the FIA's first ranking.
There are two reasons for this. Firstly, the ADUO measurements are based solely on the internal combustion engine, creating a significant discrepancy between the measurement method and the development opportunities, which also cover the electrical side of the power unit.
Secondly, there have been suggestions in the paddock that several manufacturers – including Mercedes and Ferrari – played the game cleverly by not showing their full hand during the opening race weekends in order to secure one ADUO token, or even two in Ferrari's case.
The outcome of the first period has caused frustration at Red Bull, which also explains why those results have still not been publicly announced.
Red Bull Ford Powertrains has been placed at the top of the standings by the FIA following the first measurement period, much to the frustration of Red Bull’s top management
FIA single-seater director Nikolas Tombazis previously indicated that he was open to considering more parameters for the ADUO measurements – such as the size of the turbo – but that teams and manufacturers pushed to keep the system as simple as possible.
That raises the question of whether the FIA has been surprised by all the controversy surrounding ADUO this season, which Motorsport asked Tombazis.
"Well, in F1 it seems that almost everything is quite sensitive. So it's very rare that you get 11 teams and five or six PU manufacturers saying, 'Fantastic, we all agree'," the Greek replied.
"The only thing I think that everybody agrees on is that the August shutdown is a good thing, and I have to remind you that it was my idea.
"But that's the only thing that everybody agrees on. I think everything else [is difficult]. And even that took time for everybody to agree on. You know, when Franz Tost was still in place, he didn't want it."
According to Tombazis, two different aspects need to be distinguished when assessing ADUO: how accurate the measurements are and whether the system is working as originally intended.
Amid all the dissatisfaction surrounding the outcome of period one, Red Bull requested a factual verification of the results, but according to Tombazis, the FIA's measurements have proven to be accurate.
"Everything is quite sensitive because everyone is so competitive and so focused on their relative position compared to the others. So yes, it has been quite a challenge," he continued.
"I think our measurement, in my opinion, has proven to be very accurate.
"With that said, has everything worked fine? No, because obviously people are not happy and so on. Do we need to think about improvements in the future? Yes, I would say so."
Tombazis acknowledges that the system may need changes in the coming years, but insists that the measurements are correct
One of the apparent flaws is that the other manufacturers could effectively put Red Bull in checkmate. If they continue playing the game and do not use the tokens they have been awarded to develop the internal combustion engine, they could theoretically keep Red Bull at the top of the ranking for longer.
Tombazis, however, does not believe things will go that far in practice: "Well, I don't think it would be convenient for you to always be below [your maximum power] just to keep getting more opportunities, because then what's the point of opportunities if it isn't ultimately for you to be on top?"
That said, the 58-year-old admits that the system needs a rethink for the coming years: "I think the system is working as it was designed, but I do think there are some weaknesses that we need to address in the future. Also to make it less time-consuming and less controversial, we do need to make some steps to improve it in the future."
One logical suggestion would be to consider the entire power unit in the measurements rather than just the ICE, but Tombazis does not want to discuss specific ideas at this stage.
Honda will introduce its first ADUO upgrade at Zandvoort and states that the system works well for the manufacturer that needs it most
ADUO works for Honda, but does it work for F1 as a whole?
Honda is naturally the manufacturer with the largest deficit and is therefore the clearest example of what ADUO was originally designed for.
General trackside manager and chief engineer Shintaro Orihara says the system does work for Honda, although he is open to a rethink in the longer term for the benefit of the sport as a whole.
"I think the number we received from the FIA looks reasonable. I would say that number is fair. And also, thanks to ADUO, we are now working hard to develop our engine," Orihara told Motorsport.
"So, at this moment, it's difficult to say if the ADUO system is working correctly [or not]. But, at least for Honda, we have the maximum chance to develop our engine thanks to the ADUO system.
"Maybe we adjust [things after] monitoring how the ADUO system works for Formula 1. It is working well for Honda, but we need to keep monitoring how that works for all manufacturers. It should be fair. At this moment, it looks fair for Honda, but we need to keep monitoring it."
Motorsport.com ·
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