兰多·诺里斯：我的赛车不足以争夺F1冠军
尽管连续两场大奖赛夺冠，兰多·诺里斯仍表示对自己在剩余比赛中争夺F1世界冠军没有信心。2026赛季出现了无人愿意承认自己拥有最好赛车的有趣局面。
兰多·诺里斯：我没有一辆能争F1总冠军的车
尽管连续两场大奖赛夺冠，兰多·诺里斯坚称，对于在剩余比赛中争夺F1世界冠军，他并没有信心
2026年F1锦标赛正处于一个奇特的交叉点上，没有人愿意承认自己拥有最好的赛车。
积分榜领跑者基米·安东内利在荷兰大奖赛上获得第二名、仅次于兰多·诺里斯之后表示，梅赛德斯已经不再拥有最好的赛车——事实上，那可能只是第三快的赛车。
但诺里斯目前在积分榜上排名第四，积分159分，落后于安东内利的242分，尽管他已经连续两场大奖赛夺冠，他仍决心淡化关于自己在下半赛季上演逆袭的说法。"我没有能争夺总冠军所需的车，"他在荷兰大奖赛夺冠后说道。
许多读者可能会想起所谓的曼迪·赖斯-戴维斯原则——"嗯，他们当然会这么说，不是吗？"
不过，很显然，在最新的技术规则下，各辆赛车之间的相对实力仍然存在差异，这使竞争格局变得更加复杂。大致来说，迈凯伦的MCL40在高速弯中表现出色，法拉利的SF-26在慢速弯中带高速度进弯的能力很强，而梅赛德斯的W17则介于两者之间。这使得竞争的平衡在很大程度上取决于赛道布局。
诺里斯的观点是，他的赛车还不够全面，无法像去年的迈凯伦那样在剩下的分站赛中占据统治地位——去年他们几乎是大多数赛道上最难击败的车。
诺里斯淡化了自己在荷兰大奖赛夺冠的重要意义
"我们的赛车在某些领域很强，"他说。"不像去年那样我们在各方面都相当出色。我们在高速方面非常非常强。这辆赛车提升最多的地方就是高速性能。
"在高速弯道方面没有人能与我们匹敌。这是一件好事。我在7号弯、8号弯相对梅赛德斯的节奏优势非常夸张。
"但他们在低速弯道相对我们的优势也同样夸张。因此我没有信心说，是的，我在赛季剩下的时间里可以轻松地争夺总冠军。我知道我刚连续赢下两场比赛、连续拿到两个杆位，但目前我还没有争夺总冠军所需的那辆赛车。
“我知道这么说是个很大的评价，但我想去年我明白了赛车需要什么、我自己需要什么。我知道我现在的水准以及我能发挥出的水平。我很清楚我需要赛车提供什么——也知道接下来有哪些赛道我们会肯定更加挣扎。”
问题比简单地说某辆赛车在某种类型的弯道快要复杂得多。今年的赛车更短、更窄、也稍微更轻——而且由于进弯速度对能量回收的影响，底盘特性与动力单元性能之间的关联比以往任何时候都更紧密。
迈凯伦决定采用短轴距，以在赛季初节省重量，这也带来了某些固有的缺陷，即车队从底板所能榨取的空气动力学载荷有限。
不同轮胎配方之间的性能差异往往非常大。在周六的冲刺赛中，使用中性胎的诺里斯苦于后胎衰退，并在比赛尾声被法拉利的勒克莱尔超越。在大奖赛中，他在重启时使用的是用过的软胎，起步时被安东内利超越，直到换上硬胎才真正进入比赛节奏。
在赞德沃特的比赛中，诺里斯在下半段曾一度能给总冠军领跑者安东内利施加压力。
“我们换上了硬胎，”他说。“在这一段（阶段）的应对策略上，我们采取了一种更有攻击性的方式。然后我们扭转了局面。我在车里找到了我想要的那种感觉。我从一开始觉得根本赢不了这场比赛，变成了至少可以逼他（安东内利）犯错。”
“当我从赛车上得到我需要的东西时，当我拥有我想要的车头状态时，当我获得了入弯时车尾给我的信心时——只要我能得到我所需要的一切，能够了解并预判每一个弯角，我就会赢下比赛。”
诺里斯的驾驶风格与马克斯·维斯塔潘更为接近，而不太像乔治·拉塞尔，甚至也不像他自己的队友奥斯卡·皮亚斯特里。他不是把松油门、踩刹车和转向这些阶段分开来处理，而是喜欢把油门和刹车混合使用，并采用更平缓的入弯角度。本质上，他是在寻找油门与刹车重叠区间中前轮开始产生更多侧向抓地力的那个点，这有助于让赛车旋转起来，并以更高的速度进入弯道，冲向弯心。
这就要求赛车不仅要拥有'强'车头，还要能把前轮正在发生的情况传递给车手，这是一个艰难的工程挑战。现代一级方程式赛车需要保持一致的车身高度，空气动力学才能发挥最佳效果，因此悬架几何设计的目标是尽量减少俯冲和后坐。但这样做的副作用是削弱了车手的'感觉'。
有的车手能忍受这一点，有的则不能，这就是为什么去年赛季初诺里斯陷入低谷时，迈凯伦为他设计了一套替代的前悬架几何，修改了主销角度。一旦获得了那种感觉，他在走线选择以及油门与刹车重叠程度上就可以非常灵活多变，这也是他在低抓地力条件下表现出色的原因。
不过，尽管他在这个范围内有极强的适应能力，他仍然需要强大的车头、良好的感觉传递，以及对后轴能按预期及时旋转的信心。
'我们的弱点在哪里很明显，'诺里斯总结道。'所以我们需要去攻克这些问题。在我们做到之前，赛季末段依然会非常艰难。'
英文原文
Lando Norris: I don't have a car to fight for the F1 title
Despite two consecutive grand prix wins, Lando Norris insists he isn’t confident about fighting for the F1 world championship in the remaining races
The 2026 Formula 1 championship finds itself at a curious intersection where nobody is willing to entertain the idea that they have the best car.
Championship leader Kimi Antonelli said after finishing second to Lando Norris in the Dutch Grand Prix that Mercedes no longer has the best car – indeed, that it may only be the third best.
But Norris, now fourth in the standings with 159 points to Antonelli’s 242, was determined to play down talk of him staging a comeback in the final half of the season, despite winning two consecutive grands prix. "I don't have the car I need to fight for a championship," he said after his Dutch GP victory.
Many readers would be tempted to cite the so-called Mandy Rice-Davies principle – "Well they would say that, wouldn’t they?"
What’s clear, though, is that under the latest technical regulations there is still a difference in relative strengths between cars which complicates the competitive picture. In broad-brush terms the McLaren MCL40 thrives in fast corners, Ferrari’s SF-26 is strong in terms of carrying good speed into slow corners, while the Mercedes W17 is somewhere between the two. That makes the competitive balance heavily dependent on circuit layout.
Norris’s contention is that his car is insufficiently rounded to be dominant across the remaining rounds in the way last year’s McLaren was the car to beat at most tracks.
Norris played down the significance of his Dutch GP victory
"We have a strong car in certain areas," he said. "It's not like last year where we were pretty good everywhere. We're very, very strong in high speed. The place we've improved the car the most is high-speed performance.
"No one matches us in high speed. And that's a good thing. My pace advantage to Mercedes in Turn 7, Turn 8 was crazy.
"But their advantage that they have to us in slow speed is also crazy. And therefore I don't have the confidence to say, yeah, I can easily fight for a championship for the rest of the season. I know I've just won two races in a row and two poles in a row, but at the minute I don't have the car I need to fight for a championship.
"And I know that's quite a big comment, but I think last year I understood what is needed from a car and what was needed from me. And I know the level that I am now and what I can perform at. And I know just what I need from the car – and what tracks we have coming up where we're going to certainly struggle more."
The issue is more complex than simply saying a particular car is fast around a certain type of corner. This year’s cars are shorter, narrower and slightly lighter – and the chassis characteristics are more interconnected with power unit performance than ever before, given the influence of corner-entry speeds on energy harvesting.
McLaren's decision to run a short wheelbase, helping it save weight at the start of the season, has baked in certain shortcomings in terms of how much aerodynamic load the team can squeeze from the floor.
Performance is often hugely variable between tyre compounds. In Saturday’s sprint race, running mediums, Norris struggled with rear degradation and was overtaken by Ferrari’s Charles Leclerc in the closing stages. In the grand prix he took the restart on used softs, was passed by Antonelli at the start, and didn’t really get into the race until the hard-compound tyres went on.
Norris was able to pressure championship leader Antonelli later in the Zandvoort race
"We put on the hard tyres," he said. "We were a bit more aggressive with how we wanted to approach the stint. And we turned things around. I had that feeling in the car that I wanted. I went from just not feeling like I was going to win a race to at least we can force him [Antonelli] to make mistakes.
"When I get what I need from a car, when I have the front I want, when I get the confidence with the rear on entries – just when I get what I need to be able to know and predict every single corner, I'm going to win a race."
Norris has a driving style slightly more aligned to Max Verstappen than the likes of George Russell or even his own team-mate, Oscar Piastri. Rather than separating the throttle off/brake on and turning phases, he likes to blend the throttle and brakes and take a shallower approach angle. Essentially he is feeling for the point in the overlap where the front tyres begin to exert more lateral grip, which helps rotate the car and carry more speed into the corner, towards the apex.
This requires the car not only to have a 'strong' front end, but also to communicate what the front tyres are doing, which represents a tough engineering challenge. Modern F1 cars require a consistent ride height for the aerodynamics to function optimally, so the suspension geometry is designed to minimise dive and squat. A side of this is that it saps driver 'feel'.
Some can live with that, some can’t, which is why McLaren designed an alternate front suspension geometry with a revised kingpin angle for Norris when he was floundering at the beginning of last season. Once he has that feel he can be very adaptable in terms of his lines and the degree of overlap between throttle and brake, which is why he thrives in low-grip conditions.
But although he has a huge amount of adaptability within this range, he still needs that strong front end, good transmission of feel, and confidence that the rear axle will rotate predictably on cue.
"It's clear where our weaknesses are," Norris concluded. "Therefore we need to attack those things. And until we do that, it's still going to be a very tough end of the season."
Motorsport.com ·
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