F1车手预计蒙扎意大利大奖赛体验将“怪异”且“令人困惑”
F1车手们预计本周末在蒙扎举行的意大利大奖赛将是一次“怪异”、“令人困惑”且“不太美妙”的驾驶体验。2026年能量受限的新赛车将在蒙扎遭遇迄今最极端的挑战。
一级方程式车手们表示，他们已经为本周末的意大利大奖赛做好了心理准备，在蒙扎赛道驾驶将是一种“怪异”、“令人困惑”而且“不太美妙”的体验。
能量匮乏的2026年一级方程式赛车将面临迄今为止最极端的挑战，而且这会带来一些奇特现象，其程度可能超出在其他赛道上所见到的情况。
从外部来看，一些不同寻常的因素可能并不那么明显，但车手们已经就他们的预期给我们提供了一些见解。
当2026年的一级方程式规则首次在模拟器上进行测试时，蒙扎被证明是赛历中最麻烦的赛道之一。
根据初步分析，人们普遍担心赛车在出弯时速度很快，但随着电池电量耗尽，速度会大幅下降。下降幅度之大，以至于车手们甚至在直道中途就不得不降挡。
对能量管理所做的调整——降低充电上限并限制电能释放——意味着现在直道上的速度曲线已经不同了。
这意味着赛车不会像我们过去看到的那样，从通常的350-360公里/小时的峰值速度下降30-40公里/小时。
相反，赛车的速度会趋于平缓，永远达不到过去那样的高速。
正如小红牛（小红牛）的阿尔维德·林德布拉德（Arvid Lindblad）所说：“电量就是不够。我们在直道上其实并不慢，只是完全不使用（电能）而已。”
迈凯伦的奥斯卡·皮亚斯特里表示，这种能量匮乏带来的一个奇怪后果是，蒙扎赛道的极速很可能反而比像亨格罗林这样的赛道更低。
“我觉得在我们的模拟器测试中，我们其实在匈牙利的前直道上比在这里还快，”他说，“这说不太通，但更多是因为我们根本没有能量可以消耗。”
模拟器测试显示，车手在主直道中段进入第一个减速弯时可能无需降挡，但在上坡进入阿斯卡里弯的入口处可能需要挂入七挡。
蒙扎周末之前的一个担忧是，由于这条赛道对能量如此匮乏，可能会迫切需要在各处大量使用超级切削（super clipping）技术。
这将意味着进一步降低像莱姆莫弯（Lesmo）和阿斯卡里减速弯（Ascari）这样壮观弯角的挑战性。
但国际汽联（FIA）为这个周末设定的5兆焦（5MJ）能量回收上限意味着超级切削不会太多地被使用，因为回收能量的机会实在非常有限。
正如皮亚斯特里所说："如果回收上限更高，我们就会在各处都使用超级切削，可能在每条直道末端损失30或40公里/小时的速度，但在[5兆焦]回收上限下，超级切削的量是正常或合理的。"
在2026年，F1车手们已经迅速学会了他各种聪明的办法，用现在这些赛车在能量匮乏的赛道上跑出速度。
在某些弯角放慢速度以便回收更多能量，如果这能在随后的直道上带来更多能量，反而可能带来好处。
这种现象在斯帕-弗朗科尔尚赛道达到了极端，因为一些车手发现，在像普雄（Pouhon）这样以前可以超高速通过的弯角提前松油门其实是最好的跑法，或者在某些弯角出弯时不以最大功率加速反而更有利。
一些车手认为蒙扎赛道的布局不提供这种聪明跑法的机会，因为回收能量的机会要少得多。
正如兰多·诺里斯所说：“我认为与斯帕的区别在于，那里有两条大直道，但中间有许多弯角，可以给电池充电，然后全部释放出来。
“不幸的是，这里有两条连续的长直道，而且即使在这两条直道之间也几乎没有任何弯角。所以根本没有能量，也没有动力。你没有充电的机会，所以就是慢。”
在蒙扎跑出一圈好成绩的关键，将是尽可能让电池保持最高的电量状态。
这不仅对排位赛中那些有效的计时圈很重要，对计时开始前的准备工作也同样重要。
由于一级方程式为出圈设定了9兆焦的充电上限，再加上车手需要让轮胎达到合适的工作温度，应该有充分的理由去推进节奏，而不是跑得超级慢。
然而，冷却圈被限制在标准的5兆焦。所以，如果车手在排位赛中采用推进-冷却-推进的策略，那么他们很可能需要跑得超级慢，以避免过早过度充电而触及上限。
“我觉得出圈会很慢，但不会慢得离谱，”他说。
“我认为让人不舒服的会是冷却圈，因为出圈和冷却圈的规则不同。所以，在冷却圈里你会跑得非常慢，以便给电池充电。”
车队和车手需要攻克的关键问题之一，就是如何最好地管理单圈开始阶段的电池电量。
如果在帕拉博利卡弯出弯时为了提升尾速而消耗过多电量，可能意味着你已经烧掉了太多能量，那么在驶向最后一个弯道时就会电量不足。
今年早些时候，车手们不得不琢磨在哪里最佳地提前加速，以便让他们的计时刻进入尽可能理想的状态。
这并不理想，因为这意味着每个人的做法都存在一定程度的不确定性。
作为五月份迈阿密站比赛期间推出的调整方案的一部分，这一功能被自动化了，允许车队通过编程来执行，也就是所谓的“自动K”（auto-K），由车队自行决定电池何时介入。
帕拉波利卡弯的出弯处就是会触发这种情况的区域，这意味着车手可以全油门出弯——但电池只会在预先设定的区域释放能量。
林德布拉德是认为这可能给排位赛带来一些风险的车手之一，因为做飞驰圈的赛车和即将开始飞驰圈的赛车之间可能存在很大的速度差。
“我们在赞德沃特稍微见识过一点，但靠着倾斜弯道，问题不大，”他说。
“当时的速度差有50到60公里每小时，所以你可以让开道路，让其他车手过去。
“现在的速度差甚至更大，这可能会变得有点危险。所以，开始飞驰圈并不容易，要做到满电输出、让轮胎进入状态。
“但即便只是从交通状况和安全性来看，这也不太好。我们需要更好的电池。”
英文原文
Formula 1 drivers have talked about being braced for a “weird”, “confusing” and “not fantastic” experience in driving Monza for this weekend’s Italian Grand Prix.
The energy-starved 2026 F1 cars are going to face their most extreme challenge so far, and it is going to throw up some quirks that may be a step beyond what has been witnessed at other venues.
From the outside, some of the unusual elements may not be so obvious, but drivers have already offered us some insight about what they expect.
When Formula 1’s 2026 regulations were first tried out on simulators, Monza proved to be one of the most troublesome tracks on the calendar.
Based on initial analysis, fears were widespread of cars blasting out of the corners and then speeds falling away as the battery power ran out. The drop-off was such that drivers were even having to change down gears halfway down the straights.
The tweaks that have been made to energy management – in reducing recharge limits and capping deployment – have meant the speed profile down the straights are different now.
It means that the car will not actually be suffering a 30-40km/h speed drop-off from the typical 350-360km/h peaks we have seen in the past.
Instead, they will flatline to never get near the old highs.
As Racing Bulls’ Arvid Lindblad said: “There's just not much battery. We don't actually go slower on the straights. We just don't use any.”
McLaren’s Oscar Piastri said that one of the bizarre consequences of the energy starvation was that top speeds would likely be lower at Monza than at a track like the Hungaroring.
“I think in our sim running we were actually quicker on the front straight in Hungary than we were here,” he said. “It doesn't make a whole lot of sense, but it's more that we just don't have the energy to spend.”
Sim running suggests drivers may not need to change down gears halfway down the main straight into the first chicane, but they may need to slip into seventh on the uphill entry to Ascari.
One of the fears ahead of the Monza weekend was that, because it was so energy starved, there could be a desperate need to super clip everywhere.
This would have meant further reducing the challenge of spectacular corners like the Lesmos and the Ascari chicane.
But the 5MJ harvesting limit that the FIA put in place for this weekend means that super clipping is not going to be called upon much, as opportunities to recover energy are so limited.
As Piastri said: “If the harvest limit was higher, we would be super clipping everywhere, probably losing 30 or 40 km/h at the end of each straight, but with the [5MJ] harvest limit, the super clipping is a normalish amount, or a reasonable amount.”
F1 drivers have learned quickly in 2026 the various clever ways to be quick at energy starved tracks with these current cars.
Being slower through some corners to help harvest more energy can deliver benefits if it delivers more energy on subsequent straights.
This is something that reached extremes at Spa-Francorchamps, as some found that lifting off in previously super-fast corners like Pouhon was actually the best way to go, or not accelerating with maximum power coming out of some corners was beneficial.
Some drivers think that the layout of Monza does not offer the opportunity for such a smart approach, as the chances to recover energy are much less.
As Lando Norris said: “I think the difference to Spa was that you had two big straights but you had lots of corners in-between that you could charge up and then deploy everything.
“Unfortunately here you have two long straights back-to-back, but even between them there's not really any corners. So, there's just no energy, there's just no power. You don't have an ability to charge, so it's just slow.”
The key to a good lap around Monza is going to be about maximising the state of charge of the battery.
This matters not only for laps that count in qualifying but also for preparations before the timing gets underway.
With F1 setting a recharge limit of 9MJ for out-laps, plus a need for drivers to get their tyres up to the right operating temperature, there should be every reason to push on rather than go super slow.
However, cool-down laps are capped at the standard 5MJ. So, if a driver is on a strategy of push-cool-push in qualifying, then the likelihood is they may need to go super slow to risk not over-charging early on and hitting the ceiling.
“I think the out-laps will be slow, but I don't think they'll be stupid,” he said.
“I think what won't be enjoyable is going to be cooldown laps, because the rules are different between out-laps and cool laps. So, in cool laps you'll be going very slow to try to charge the battery.”
One of the key aspects that teams and drivers are going to need to get on top of is how best to manage the battery for the start of the lap.
Deploy too much for a top speed boost out of Parabolica and it could mean you have burned too much energy, so you are left short on the run to the final corner.
Earlier in the year, drivers had to work out where best to accelerate before the timing line to start their laps in the best place possible.
This was not ideal as it meant there was a certain level of unpredictability about what everyone was up to.
As part of the package of in-season tweaks pushed through for Miami in May, this was automated to allow teams to execute this through programming of what’s become known as ‘auto-K’ where teams decide when the battery kicks in.
The exit of Parabolica is an area where this will take place, so means drivers will exit flat on the throttle – but the battery will only deploy in an area that is predetermined.
Lindblad is one who thinks this could pose some risks in qualifying if there is a major speed offset between cars on quick laps and those who are about to start.
“We saw it a bit in Zandvoort, but it was okay because of the banking,” he said.
“There was a 50-60 km/h speed delta, so you could get out of the way and let the guys through.
“Here it's even more - and it could become a bit dangerous. So, starting the lap won't be easy, to have it full, have the tyres ready.
“But even just from traffic, from safety, it's not great. We need a better battery.”
The Race ·
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