本田规格2升级引擎荷兰站首秀纸面成绩不佳 潜力或可达2.5秒
本田升级版规格2引擎在荷兰大奖赛冲刺排位赛首秀，阿斯顿·马丁两位车手均未能通过SQ1，纸面表现令人失望，但分析认为其实际潜力或可带来2.5秒提升。
本田升级版规格2 F1引擎的首秀，从纸面数据来看，在荷兰大奖赛冲刺赛排位赛中的表现令人失望。
阿斯顿·马丁车队的兰斯·斯特罗尔和费尔南多·阿隆索在荷兰大奖赛上都未能从SQ1晋级，车队似乎相比令人充满希望的匈牙利诺克罗克周末出现了倒退。
最终排名第19位、距晋级SQ2仅差0.6秒的斯特罗尔，对于本可以从哪里争取更多时间感到困惑，找不到答案。
阿隆索首个飞驰圈在1号弯出现严重锁死，最终排名第22位垫底，赛后他在车队电台中表示，本田赛季初的振动顽疾似乎又回来了。
“直道上震动非常剧烈，”他说。“而且不是轮胎的问题，嗯……”
那么，本田被大肆宣传的、动力更强的2规格引擎是不是在第一关就折戟了？
并不完全是，但同样可以看出，提升的动力并不必然自动转化为更快的圈速。
阿隆索表现不佳的原因很快被解释为并非动力单元的问题。
相反，事实表明——尽管阿隆索当时并没有注意到——他的尾翼主动空气动力学系统出了故障。
这意味着在直道上行驶时，他的尾翼一直保持在弯道模式的关闭状态，这增加了阻力，降低了极速。这也意味着他的电池组消耗得更快。
最终的结果是，与练习赛中的最佳单圈相比，他进入1号弯时的速度低了20公里/小时——而到弯心时，他已经慢了2.3秒。
在10号弯到11号弯之间的路段，他又损失了两个十分之二秒，那里的速度慢了15公里/小时。
虽然这并非精确的科学，但如果我们从阿隆索（Alonso）的圈速中减去2.5秒，那么他的成绩将位于1分13.5秒的中段——这足以让他轻松晋级SQ2。
但这有一个附加条件：他的队友斯特罗尔（Stroll）没有遇到SM问题，同样也没能从Q1晋级。
SM问题对阿隆索还产生了另一个影响，即使车身压得更低。
因此，阿隆索在无线电中抱怨的“振动”体验，可能是由于车底触地、且后部负荷增大导致车辆挣扎所致。
消息来源表示，本田在开幕练习赛期间并没有出现振动问题。
虽然本田的实际表现与所做出的圈速并不相符，但如果就此断言，如果没有SM问题，阿隆索、本田和阿斯顿·马丁在继续推进方面本可大功告成，那就是错误的。
练习赛和排位赛都表明，在解决动力单元的操控性问题上，本田仍有一座大山要爬。
2026年的规则要求动力单元在加速和制动时都要有完美的表现——其中入弯阶段对于最大化能量回收尤为关键。
而这正是本田在第二版引擎规格上尚未解决的问题。
阿隆索谈到在减速入弯时赛车会往前冲，正是这个确切的问题导致他在SQ1中锁死轮胎，毁掉了他的首圈成绩。
“当你踩刹车而油门还开着时，赛车很难停下来，”他说。
解决这个问题需要对软件进行大量细致的调整，可能需要时间——但这项工作在赞德沃特赛道周五晚间收场时就已经在日本开始了。
正如本田首席工程师折原晋太郎周五晚间所说：“HRC枥木工厂将在夜间分析数据并进行台架测试，以优化这些参数，为周末剩余的比赛做准备。”
阿隆索在下赛车后对局势进行了评估，对于规格2引擎的现状，他显然不像在车里时那样沮丧了。
“自由练习感觉还不错，我觉得前进了一步。我认为现在还为时尚早，可能还不太成熟，控制系统方面还有点问题，”他说。
“这是一个冲刺赛周末。在正常的大奖赛周末，我们有三次练习赛来调好这套装备。”
阿斯顿·马丁（阿斯顿·马丁）和本田将在周六下午再次有机会把握好时机，并希望证明冲刺排位赛的表现只是反常现象，而不是表明这就是他们真实水平的迹象。
英文原文
The debut of Honda’s upgraded spec 2 Formula 1 engine proved to be a disappointment in sprint qualifying at the Dutch Grand Prix on paper.
Aston Martin duo Lance Stroll and Fernando Alonso failed to make it out of SQ1 at the Dutch Grand Prix as the squad appeared to have made a step back from its promising Hungaroring weekend.
Stroll, who ended up 19th and six-tenths off making it to SQ2, was left struggling for answers about where he could have got more time from.
Alonso, who was 22nd and last after a first effort ended up with a big lock-up into Turn 1, suggested on team radio afterwards that Honda’s early-season vibration bugbear had returned.
“Huge vibrations on the straights,” he said. “And not from the tyres, eh....”
So, had Honda’s much-hyped, more powerful spec 2 engine fallen flat at the first hurdle?
Not totally, but equally it has exposed that the improved power does not automatically translate to better laps yet.
Alonso's poor showing was quickly explained as not being down to a power unit problem.
Instead, it emerged – even though Alonso had not noticed it at the time – that his rear wing active aero had failed.
It meant that running down the straights, his rear wing had stayed closed in corner mode, which increased drag to reduce top speed. It also meant he burned through his battery pack quicker.
The end result was a 20km/h speed deficit compared to his best lap from practice into Turn 1 – and he was 2.3 seconds slower by the time he hit the apex.
A further two tenths were lost on the run between Turn 10 and 11, where he was 15km/h slower.
While it is not an exact science, if we take 2.5 seconds off Alonso’s laptime then he would have ended up in the mid 1m13.5s – which would have been easily enough to get through to SQ2.
But this comes with a caveat that team-mate Stroll did not have an SM problem and also did not make it out of Q1.
The SM issue had another impact on Alonso too, in that it pushed the car down more.
So, the ‘vibration’ experience that Alonso complained about on the radio may have been the result of the car grounding out and struggling as its rear got more loaded.
Sources suggest there had been no vibration issues during opening practice for Honda.
While the reality of Honda’s showing did not match the laptimes delivered, it would be wrong to suggest that without the SM problem it would have been mission accomplished for Alonso, Honda and Aston Martin in continuing its push forward.
Both practice and qualifying had highlighted that there is still a mountain for Honda to climb when it comes to sorting out the driveability of the power unit.
The 2026 rules demand perfect performance under both acceleration and braking – with that corner entry phase particularly critical to maximising energy harvesting.
And this is an area where Honda has not yet got sorted with its spec 2 engine.
Alonso talked about the car pushing on as he slowed for turns, and it was this exact issue that triggered Alonso’s lock-up in SQ1 that derailed his first effort.
“When you brake and the throttle is open, it's difficult to stop the car,” he said.
Solving this requires a lot of detailed software tweaking and can take time - but that work was already starting in Japan on Friday night as Zandvoort closed up for the evening.
As Honda’s chief engineer Shintaro Orihara said on Friday night: “HRC Sakura will analyse the data overnight and perform dyno tests to optimise these parameters for the rest of the weekend.”
Having taken stock of things after getting out of the car, Alonso was certainly not as despondent about where things were with the spec 2 engine as he had seemed in the car.
“Free practice felt okay and I felt a step forward, I think it's very early days and probably a little bit immature, a little bit of the controls,” he said.
“It's a sprint weekend. On a normal weekend we had three practices to nail the package.”
Aston Martin and Honda will have another opportunity to nail it on Saturday afternoon, and hope to prove that the sprint qualifying showing was an anomaly rather than a sign that this is what their genuine performance is like.
The Race ·
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