阿塞拜疆大奖赛六大F1技术看点
F1将前往巴库开启三连赛的首站，这条赛道对空气动力学效率要求极高，各车队在技术层面有六个值得关注的方面。
一级方程式即将来到阿塞拜疆大奖赛，这是艰苦三连赛的第一站，而这三场比赛可能会对世界冠军的归属起到决定性作用。
但这并不是车队推出重大升级的理想之地，通常在这样一连串背靠背比赛中他们都会这么做。
巴库赛道的布局拥有长长的直道，这使得空气动力学效率比下压力更为重要，因此重点更多放在优化而不是改进上。
这就是为什么梅赛德斯和法拉利等车队预计会再等一等，才去冲刺他们很可能是一年中最后一套的研发升级包。
但本周末仍有许多值得关注的技战术看点。
在F1新规则时代开局不顺之后，威廉姆斯车队希望阿塞拜疆大奖赛能成为其复苏的起点。
此前一直按兵不动、未对赛车进行大改，如今所有人的目光都集中在其全新的更轻底盘上，车队希望这能成为摆脱车手们迄今被迫背负的多余重量的关键一步。
这次威廉姆斯升级特别引人关注之处在于，车队领队詹姆斯·沃利斯谈到新底盘在制造方式上蕴含创新。
“这次学到的经验将为我们未来五年打下基础，”他最近告诉The 比赛。
“围场里没有任何其他底盘是像我们这样造出来的。我可以向你保证这一点。”
威廉姆斯究竟做了什么还没有被详细解释，但据了解，这围绕一些制造工艺展开，这些工艺让车队减掉了超出正常预期的更多重量。
但需要提醒一句。沃勒斯和车手们都没有期待性能会出现改变格局的飞跃。
正如亚历克斯·阿尔本所说："这会是一个不错的进步，但是否会是全面的进步呢？我对此抱有希望，但我不认为会是。"
阿斯顿·马丁几乎把所有空气动力学升级都留到了匈牙利大奖赛期间的中季底盘大改款上，车队领队兼技术管理合伙人阿德里安·纽维削减了重量，并解决了他最初的 AMR26 概念车的种种弱点。
由于车队希望确保以良好状态开启2027赛季，它不想把研发延续到本赛季末，这就是它放缓升级频率的原因。
但这并不意味着它不会带来新部件——在巴库，它预计将引入一些更轻量化的部件，以便更接近768公斤的重量限制。
车队的赛道事务主管迈克·克拉克在西班牙大奖赛上表示，这些改动很可能不会引起注意，因为车队只需向国际汽联正式申报那些外观不同的部件。
“我们接下来还会带来一些新部件，有些必须申报，有些则不用，”他说，“我不认为（阿斯顿·马丁的研发）已经彻底完成，但我认为我们不会再有像布达佩斯那样的升级了。”
虽然厂队法拉利以及它的客户车队之一哈斯从9月初的蒙扎意大利大奖赛起就已经使用了马拉内罗最新的ADUO 2规格引擎，但凯迪拉克到目前为止一直没有动手。
由于安装经过修改的动力单元存在复杂性，需要更换新的部件，凯迪拉克希望在蒙扎和马德里赛道的连续双站比赛结束后，再决定是否启用它。
车队目前已放行，允许塞尔吉奥·佩雷斯在巴库使用它，而瓦尔特里·博塔斯则还得再等一段时间。
发动机升级带来的额外动力对凯迪拉克来说将是一次广受欢迎的提升，车队同时还会引入一些小幅空气动力学升级。
ADUO 2（第二阶段升级单元）很可能也将成为法拉利关注的话题，因为厂商正在权衡本赛季余下比赛的动力单元计划。
夏尔·勒克莱尔在意大利大奖赛发生撞车时正在使用的ADUO 2发动机，很可能将在阿塞拜疆重返赛道进行评估，但他也有可能拿到一台全新的发动机，以支撑他跑完本赛季的剩余征程。
巴库的长直道意味着这里是接受更换引擎而退后发车位置的好地方。
迈凯伦的H翼连同另一项升级一同回归。
迈凯伦自夏休期以来从其MCL40上挖掘出了丰富的性能提升空间，在快速和中速弯角上取得了重大进步。
不过车队仍然清楚一些核心弱点，尤其是在直线性能和低速弯道方面。
对于拥有那条非常长的发车/终点大直道的巴库站，迈凯伦将重新启用其低阻力的“H翼”尾翼，该部件在意大利大奖赛上首次投入使用。
车队还计划评估另一套升级套件，希望能在此前相比主要对手损失圈速的领域带来提升。
技术总监罗布·马歇尔表示，规则保持稳定意味着没有理由停止继续推出升级。
“由于规则将延续到下个赛季，且前方竞争如此接近，我们持续研发赛车的动力依然很高，”他说。
巴库的赛道布局对当前能源匮乏的赛车来说是有利有弊。
由1号弯到16号弯组成的低速急弯和城市赛段，应当能提供大量为电池充电并释放额外电能的机会。
但从16号弯一直延伸到第一个弯角的极长直道，将是电池效率和电量状态至关重要的地方。
各车队需要评估的一点是，2026年赛车下压力的降低是否意味着18/19号弯的高速组合弯仍然可以全油门通过。
如果可以的话，那将意味着一种与需要升挡不同的能量部署模式，这会为能量回收带来一定的提升。
另一个可能在整个周末带来麻烦的问题是，在练习赛和排位赛中，暖胎圈慢速行驶的赛车与做出冲刺圈快圈赛车之间可能出现的巨大速度差。
各车队会希望对他们的电机发电一体机进行编程，在排位赛中尽可能晚地、直到计时线之前才消耗电池电量，这意味着在此之前沿主直道行驶时内燃机的输出会较慢。
这意味着这些赛车的速度曲线将与那些从16号弯驶出时就已最大化利用能量的赛车截然不同，因此后者将以快得多的速度接近起点/终点线。
英文原文
Formula 1 heads to the Azerbaijan Grand Prix for the first race of a punishing triple-header that could prove defining for the world championship.
But it is not an ideal place for teams to unleash the kind of major upgrades they typically would for such a run of back-to-backs.
The layout of the Baku circuit with its long straights puts a premium on aero efficiency over downforce, so the focus is more on optimisation rather than improvement.
That is why teams such as Mercedes and Ferrari are expected to wait a little bit longer before gunning for what will likely be their final development packages of the year.
But there remains plenty of tech intrigue to keep an eye out for this weekend.
After a troubled start to F1's new rules era, Williams hopes that the Azerbaijan GP will mark the start of its recovery.
Having held fire on a major car revamp until now, all eyes will be on the new, lighter chassis that it hopes will mark a step-change in getting rid of the excess weight its drivers have been forced to carry around so far.
What will make the Williams upgrade especially interesting is that team principal James Vowles has talked of there being innovation at the heart of the new chassis when it comes to how it has been manufactured.
"This learning will be one that kicks us off for the next five years," he told The Race recently.
"There's no other chassis in the grid made the way we've done it. I can give you an assurance of that."
Exactly what Williams has done has not been explained in detail yet, but it is understood to revolve around some manufacturing processes that have allowed the team to shed off more mass than would normally be expected.
But a word of caution. Neither Vowles nor the drivers are anticipating a game-changing leap in performance.
As Alex Albon said: "It's going to be a good step, but is it going to be the full step? I'm hopeful for it, but I don't think it would be."
Aston Martin saved pretty much all its aero upgrades for its mid-season chassis overhaul at the Hungarian GP, as team principal and managing technical partner Adrian Newey slashed weight and addressed the weaknesses of his first AMR26 concept.
With the team wanting to make sure it starts 2027 on the front foot, it does not want to continue development into the end of this season, which is why it has wound down its update rate.
But that does not mean it will not bring new parts - and in Baku it is set to introduce some lighter components to get down closer to the 768kg weight limit.
Chief trackside officer Mike Krack said at the Spanish GP that the changes will likely go under the radar, as teams only have to officially declare to the FIA components that look different.
"We still bring some more parts going forward, some will be declared because we have to, some will not," he said. "I don't think it [Aston Martin's development] is completely finished, but I don't think that we will have an upgrade like Budapest."
While the works Ferrari team and one of its customers, Haas, have both used Maranello's latest ADUO 2-spec engine since the Italian GP at Monza in early September, Cadillac has held fire so far.
Due to complications of installing the revised power unit, which requires new parts, Cadillac wanted to wait until after the Monza/Madrid double-header before committing to it.
It has now given the green light for Sergio Perez to run it in Baku, while Valtteri Bottas will have to wait a little bit longer.
The extra power on offer from the engine upgrade will be a welcome boost to Cadillac, which will also be introducing some small aerodynamic upgrades as well.
ADUO 2 will likely be a topic of interest at Ferrari as well, as the manufacturer weighs up its power unit plans over the remainder of the season.
Charles Leclerc's ADUO 2 engine, which was in use when he crashed in the Italian GP, is likely to return to the track for evaluation in Azerbaijan, but it is also possible that he may get a totally fresh one as well to see him through to the end of the campaign.
Baku's long straights mean that it is a good place to take a grid drop for an engine swap.
McLaren's H-wing returns alongside another update
McLaren has unlocked a rich seam of performance from its MCL40 since the summer break, having made big gains in fast- and medium-speed corners.
The team is still mindful of some core weaknesses, though, especially when it comes to straightline performance and low-speed turns.
For Baku, which features that very long start/finish straight, McLaren will bring back into action its low-drag 'H-wing' that it raced for the first time at the Italian GP.
It is also set to evaluate another upgrade package that it hopes can deliver gains in areas where it is giving away laptime to its main rivals.
Chief technical officer Rob Marshall said that rules stability meant there was little reason not to keep the upgrades coming.
"With regulatory continuity into next season and the competition at the front so close, our motivation to keep developing the car remains high," he said.
The Baku layout is a mixed blessing for the current energy-starved cars.
The tight, low-speed corners and city section that make up the sequence from Turn 1 through to Turn 16 should offer plenty of opportunity to charge the battery and unleash added electrical power.
But the extremely long run from Turn 16 all the way through to the first corner is one where battery efficiency and state of charge are going to be critical.
One thing that teams will need to evaluate is whether the reduced downforce of the 2026 cars means that the fast Turn 18/19 sequence can still be taken flat.
If it can, then that will mean a different deployment pattern compared to if it requires a lift, which will deliver a bit of a boost for energy harvesting.
One other issue, which could cause some trouble over the weekend, is of potential big speed differentials between cars on outlaps and cars on push laps in practice and qualifying.
Teams will want to programme their MGU-Ks to not burn up any battery until as late as possible before the timing line in qualifying, which will mean running slower on the internal combustion engine beforehand down the main straight.
That means a speed profile very different from cars that will have maximised energy usage coming out of Turn 16, and that will be approaching the start/finish line much quicker as a result.
The Race ·
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