F1的5兆焦规则将导致蒙扎最高时速低于匈牙利站
国际汽联将2026年新动力单元的可回收能量降至5兆焦，以尽量保持赛车在蒙扎全速行驶，但受能量管理要求影响，蒙扎的最高时速反而会低于匈牙利站。
F1的5兆焦规则将如何导致蒙扎的极速低于匈牙利
国际汽联将可回收能量减少到5兆焦，以便让赛车在蒙扎尽可能多地全速行驶，但赛道上的景象仍会大不相同
蒙扎在一级方程式中可能以“速度圣殿”著称，但2026年意大利大奖赛上它将呈现出不同的面貌
很早就可以明确，在使用新动力单元的情况下，蒙扎将是本赛季在能量管理方面最具挑战性的周末之一，因为这里直道很长，而用于回收能量的制动区很少
到目前为止，最低回收上限是为奥地利站设定的，每圈6兆焦耳，而在蒙扎将是5兆焦耳。这是合理的，因为仅靠刹车不足以回收这么多能量，否则直道上会出现大量“超级切油”（super clipping）——即电机发电机组在全油门时回收能量，导致赛车损失速度。国际汽联希望避免这种情况；同时松油滑行（lift-and-coast）也会减少。
另一方面，能量较少意味着赛车会在直道初期就把电池耗尽，然后逐渐切断电动机的辅助，直道剩余部分只靠内燃机工作——因此尾速要么趋于稳定，要么开始下降。
迈凯伦车队领队安德烈亚·斯特拉和奥斯卡·皮亚斯特里解释说，在模拟器上，蒙扎的极速比匈牙利站更低，而在匈牙利站能量管理并不是限制因素。在布达佩斯，混合动力系统可以使用更长时间，速度可超过350公里/小时。
限制能量将使“超级切油”现象比银石、铃鹿和墨尔本站少一些，但不会完全消失——不过基米·安东内利认为“情况会比我们所有人预想的好得多”。其他一些车手则担心他们可能仍然需要在直道末端延迟降挡，以保持转速。
这将开启尾流（滑流）博弈，即使有主动空气动力学，它也可能非常有效——维斯塔潘和哈贾尔在斯帕-弗朗科尔尚赛道已经证明了这一点。阿斯顿·马丁赛道运营总监迈克·克拉克预测：“这里的反超与再反超的较量可能会创下历史之最，或者就像世界摩托车锦标赛一样。”
考虑到可回收的能量会比平时更少，即使在比赛中也是如此，超车模式将提供显著的动力提升，并使超车比过去的尾流减少阻力系统更容易——这就是为什么梅赛德斯在这里为安东内利接受了引擎处罚。
然而，风险在于使用超车模式后能量耗尽，因此可能会再次出现那种‘悠悠球’式的动态。
有一个因素不容忽视：一些车队已经达到了他们预期的赛季末下压力水平，因此制动距离缩短了，直道上的阻力增加了，过弯时的能量回收也减少了。这增加了对超级剃刀式切风（super clipping）和抬油滑行（lift-and-coast）的需求。这就是为什么在蒙扎减少可回收能量如此关键。
英文原文
How F1’s 5MJ rule will lead to lower top speeds at Monza than in Hungary
The FIA has reduced recoverable energy to 5MJ in order to keep cars flat-out as much as possible in Monza, but track action will still look very different
Monza may be known as the ‘Temple of Speed’ in Formula 1, but is set to look different at the 2026 Italian Grand Prix.
It was always clear that Monza was going to be one of the most challenging weekends of the season in terms of energy management with the new power units, with long straights and few braking zones to recover energy.
Up to now, the lowest harvesting limit had been set for Austria, with 6MJ per lap, but in Monza it will be 5MJ. This makes sense, as braking alone wouldn’t have sufficed to recover so much energy, so there would have been much super clipping on straights – when the MGU-K harvests energy at full throttle, so the car loses speed. The FIA wanted to avoid that scenario; there will also be less lift-and-coast.
On the other hand, having little energy means cars will drain the battery early on straights before gradually cutting off the electric motor’s assistance, leaving only the internal combustion engine active for the remainder of the straight – so speeds will either stabilize or begin to drop.
McLaren team principal Andrea Stella and Oscar Piastri have explained that, on the simulator, top speeds were lower in Monza than in Hungary, where energy management wasn’t a limitation. In Budapest, the hybrid could be used for longer, with speeds upwards of 350km/h.
Limiting energy will lead to less super clipping than at Silverstone, Suzuka and Melbourne, though it won’t completely disappear – but Kimi Antonelli reckons “it’s going to be much better than we all anticipated”. Some other drivers fear they might still have to downshift late on straights to keep revs high.
This will open up the slipstreaming game which, even with active aero, could prove highly effective – was shown by Max Verstappen and Isack Hadjar at Spa-Francorchamps. “The passing and repassing games probably will be a record of all times here, or like MotoGP,” Aston Martin chief trackside officer Mike Krack predicted.
Considering that the amount of recoverable energy will be lower than usual, even with in the race, Overtake Mode will provide a significant power boost and make overtaking easier than DRS used to – hence Mercedes taking an engine penalty with Antonelli here.
The risk, however, is finding yourself low on energy after using Overtake Mode, so that ‘yo-yo’ dynamic could be seen again.
One factor can’t be overlooked: some teams have already reached the downforce levels they expected for the end of the season, so braking distances are shortened, drag on straights in increased, and harvesting in corners is reduced. This increases the need for super clipping and lift-and-coast. That’s why reducing recoverable energy was so crucial in Monza.
Motorsport.com ·
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