安德森：F1超车难题遍布各赛道，非马德里独有
前F1工程师加里·安德森表示，马德里赛道（马德里赛道）首站基本不存在真正的竞争性超车，而这一问题在当前几乎所有F1赛道上都普遍存在。
在一级方程式于马德里环道（马德里赛道）举办的首场比赛中，基本上不存在有竞争性的超车，但事实上，目前的一级方程式赛道中很多——甚至所有——都是如此。
我使用“有竞争性的超车”这个说法，是因为从本赛季开始以来，我们确实看到过一些激动人心的比赛，但这主要是得益于对性能不足的电池组的能量回收与释放管理。
当一辆车的电池已经耗尽，而另一辆车还有电能可以释放时，我不认为这算是有竞争性的超车。这种情况之所以发生，是因为后方工程师团队制定出的能量回收与释放策略在谋略上胜过了另一支车队的策略。
从根本上说，这与车手的技术毫无关系，而正是车手技术，才是我认为包括我在内的数以百万计的观众收看一级方程式的原因。
但先把这个总体问题放一边，说说另一个问题……
我仍然认为这些赛车太依赖下压力了，尤其是前翼。当你在这一区域损失下压力时，就会产生转向不足，基本上你就会损失圈速。
所以如果你因为更快而追上了另一辆赛车，由于下压力损失你会变慢，就无法完成超车动作。而且由于下压力的损失，赛车会开始更多地滑动，进而导致轮胎过热。
当你追到距离前车一分半到两秒以内时，就会出现这个问题。要获得额外的能量部署来帮助超车，你必须处于前车一秒以内。所以我觉得不需要脑外科医生也能知道这套机制行不通。
其次是轮胎。倍耐力通过国际汽联（FIA）来规定外倾角、保温毯温度以及出毯轮胎胎压。这样做是为了降低轮胎失效（公开出丑）的风险，因此这些年来轮胎胎压大幅提高。
大家一直希望降低胎压，但实际上从来没有真正实现过。
在以前使用普利司通（Bridgestone）轮胎的年代，我们在赛道上前轮胎压约为20磅每平方英寸，后轮约为16磅每平方英寸。而目前前后轮胎压都更接近约25磅每平方英寸。
胎压等于抓地力。胎压越高，轮胎越硬，轮胎接触面就越小，导致抓地力下降，从而产生更多打滑。当打滑达到一定程度时，轮胎表面开始过热，抓地力会再次下降，于是你就陷入了恶性循环。
不要娇惯车队。我建议倍耐力应该给出外倾角和胎压的建议，但允许这些非常能干的车队自己决定实际使用什么样的外倾角和胎压。
是的，有些车队会往风险那边推，但车队对赛车的其他部分本来就是这么做的，比如发动机冷却、刹车冷却，甚至机械和空气动力学的调校。
既然说到轮胎，在马德里赛道（马德里赛道），倍耐力带来了C2硬胎、C3中性胎和C4软胎，基本上是其系列中的中间档。赛前大家都在说这条赛道会是一个轮胎杀手。好吧，我有个消息要告诉你和你的模拟数据：并不是。
皮埃尔·加斯利在比赛中用一套硬胎跑了56圈中的55圈；法拉利用中性胎通过了第一节排位赛，兰多·诺里斯和基米·安东内利带着满油箱用中性胎跑了14到15圈，没有任何轮胎衰退的迹象。
大多数车手在排位赛中都能通过用同一套软胎跑出快——慢——快的圈速来提升圈速，而在正赛中，尼克·霍肯伯格和马克斯·维斯塔潘用软胎起步，在赛车载油最重的情况下跑了14圈。更值得一提的是，比赛后段费尔南多·阿隆索用软胎跑了24圈，所以请别再告诉我这套轮胎配方的选择已经到了极限！
我也不同意奥斯卡·皮亚斯特里所说的中性胎在“比赛开始阶段简直糟透了”的说法。他的队友驾驶同样的赛车，用同样的轮胎一路远遁而去。
如果选择软一号的C5、C4和C3配方，将会给各车队带来更大的策略挑战；一些赛车可能会遭受更严重的轮胎衰退，而轮胎抓地力的差异很容易引发超车。
倍耐力不太确定这是否会改变比赛，但至少这会让一切都更接近极限，而不是总是处在安全的一边——后者只会导致在硬胎上跑出漫长的节段（阶段）。
还有一个因素，那就是运气好，在虚拟安全车（VSC）期间正好进站，省了一次便宜的进站（pitstop）。
现在来说说马德里赛道。是的，这条赛道的布局并不利于制造超车，而被大肆宣传的带倾角的“纪念碑”（La Monumental）弯角也只是有点雷声大雨点小。如果赛车在那个赛段还有可用的电能，本来是可以全油门通过的，但大多数车手都稍微收了点油来回收一些能量，因为这样做能让他们在下一段短直道上更快。
那种刹车和过弯特性叠加在一起的弯角从来都不利于超车。基本上，轮胎一次只能干一件事；这就是为什么我们看到这么多锁死（lock-up）的情况——刹车进入弯道时内侧轮胎没有被压上，而这个轮胎随后又会成为受压的轮胎。
所以我有一个关于赛道修改的建议：取消5号弯和5A弯，用一个弯道来替代原来的减速弯（chicane）。
这意味着你将以有机会晚刹车超越其他车手的态势到达7号弯。然后取消11号弯，以提高进入12号弯的速度。如果有一个有挑战性的弯角，那就让它更有挑战性吧！取消16、17、18和19号弯，把它变成一个长弯，就像蒙扎的大弯道（Curva Grande）一样，并在那个区域设置第三段直道模式。
然后，作为我异想天开的建议，像保罗·里卡德赛道50多年前所做的那样，设置一个带中间天桥的两段式维修区。这将使它从F1最长的维修区变成最短的。我确信，如果这成为现实，再配合更软的轮胎选择，将会促成多次进站。
为了减少进站时间上可能出现的差异，车队锦标赛排名前五的车队可以使用其中一段，另外六支车队使用另一段。不过我很确定，凭借如今的模拟工具，两段的差距可以调整得相当均衡，而且投入使用后，只需移动维修区限速控制线就可以进一步优化。
英文原文
Competitive overtaking in Formula 1’s first race at the Madring basically didn’t exist, but that is true of many, if not all, of the current F1 circuits.
I use that phrase ‘competitive overtaking’, because, since the beginning of this season, we have seen some exciting racing, but that has been mainly down to harvesting and deployment of an inadequate battery pack.
I don’t call it competitive overtaking when one car has run out of battery while another car still has some electrical energy to deploy. This happens because the backroom engineers have come up with a harvesting and deployment strategy that simply outwits another team's harvesting and deployment strategy.
Basically, it is far removed from any driver skill, and driver skill is the reason I believe behind why many millions of other viewers and I watch F1.
But moving on from that general problem to another…
I still believe the cars are too downforce-reliant, especially the front wing. When you lose downforce in this area, it creates understeer and basically you lose laptime.
So if you have caught another car because you are faster, because of that downforce loss you are slower, and you can’t pull off an overtaking manoeuvre. Also because of that loss of downforce, the car starts sliding around more and then overheats the tyres.
If you get to within one and a half to two seconds of the car ahead, you then have this problem. To get any extra deployment to help with overtaking, you need to be within one second of the car in front. So I don’t think you need to be a brain surgeon to know this doesn’t work.
Secondly are the tyres. Pirelli instigates, through the FIA, the camber, blanket temperatures and out-of-the-blanket tyre pressures. This is done to reduce the risk of a tyre failure (public embarrassment), so the tyre pressures have increased dramatically over the years.
There has been a desire to lower them, but it's never actually happened.
Back in the old days, when we had Bridgestone tyres, we would use on-track pressures of ~20psi at the front and ~16psi on the rear. Currently, they are running front and rear at more like ~25psi.
Tyre pressures equal grip. The higher the pressure, the stiffer the tyre and the smaller the tyre contact patch becomes, resulting in less grip, which creates more sliding. At a certain level of sliding, the tyre surface starts to overheat and you get less grip again, so you get into a spiral.
Don’t mollycoddle the teams. I would suggest that Pirelli should advise camber and tyre pressures, but allow these very competent teams to decide for themselves what camber and tyre pressures they actually run.
Yes, some teams will push into the risk side, but that is what a team does with the rest of the car, i.e. engine cooling, brake cooling and even the mechanical and aerodynamic set-up.
Whilst on about tyres, for the Madring, Pirelli brought the C2 hard, C3 medium and C4 soft tyres, basically the middle of its range. All the talk prior to the event was that this circuit was going to be a tyre-killer. Well, I got news for you and your simulations: it wasn’t.
Pierre Gasly did 55 of the 56 laps in the race on one set of hards; Ferrari got through first qualifying on the mediums, Lando Norris and Kimi Antonelli did 14-15 laps on the mediums on full tanks with no sign of tyre degradation.
Most drivers were able to improve their laptime in qualifying by doing fast - slow - fast laps on the same set of softs, and in the race Nico Hulkenberg and Max Verstappen started on softs and did 14 laps when the car was at its heaviest. To cap it off, later in the race Fernando Alonso did 24 laps on the softs, so please don’t tell me the tyre compound choice was on the limit!
And I don’t agree with Oscar Piastri that the medium tyre was “just awful at the start of the race". His team-mate in the same car was steaming off into the distance on the same tyre.
One step softer to the C5, C4 and C3 would have meant a greater strategy challenge for the teams; potentially some cars would have suffered more tyre degradation, which can very easily lead to overtaking because of the difference in tyre grip.
Pirelli's not so sure it would have changed the race, but at the very least it would have put everything more on the limit as opposed to always being on the safe side, which simply leads to these long stints on the hard tyre.
Then there is the bit about the luck of getting a cheap pitstop during a VSC interlude.
And now we get onto the Madring circuit. Yes, it wasn't the best track layout to instigate overtaking and the much hyped banked ‘La Monumental’ corner was just a bit of a damp squib. It would have been flat out if the cars had had the electrical energy available at that point of the lap, but most had a little lift to harvest some energy, knowing that they were better off by doing that for the next short straight.
Corners that have compound braking and cornering characteristics never promote overtaking. Basically, the tyres can only do one thing at a time; that is why we see so many lock-ups when the inside tyre is unloaded whilst braking for a corner where that tyre will be the loaded tyre.
So here is my suggestion for circuit changes: do away with Turn 5 and 5A and make it one curve instead of a chicane.
This means you will arrive at Turn 7 with the potential to outbrake another driver. Then do away with Turn 11 to increase the entry speed into Turn 12. If you have a challenging corner, then let’s make it challenging! Do away with Turns 16, 17, 18 and 19 and make it one long curve, which is like Curva Grande at Monza and have a third straight mode in that area.
And then, for my way out wacky suggestion, do what Paul Ricard did over 50 years ago and have a two-part pitlane with a bridge in the middle. This would mean it would go from the longest pitlane in F1 to the shortest. I am sure if that happened, combined with a softer tyre selection, it would instigate multiple pitstops.
To mitigate any potential differences in pitstop time the top five teams in the constructors’ championship could use one section and the other six teams could use the other section. Although I’m pretty sure with today’s simulation tools both sections could be equalised fairly well, and when in place it could be optimised by just moving the pitlane speed limit control lines.
The Race ·
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