F1车队在蒙扎的能量部署模式揭示了什么
2026年F1赛车在蒙扎这条能量最匮乏的赛道上呈现出明显的能量部署差异，这些差异反映了各车队动力单元管理策略的不同。
自今年四月赛季内规则修改达成一致以来，2026年一级方程式赛车在蒙扎正处于能量最匮乏的状态，目前各赛车在能量部署方面存在许多值得关注的差异。
各车队——尤其是厂商车队及其客户车队——到了排位赛时往往会在能量部署上趋于接近，而周五的差别则更大。
但通过分析数据、长距离测试里程以及车队和车手在意大利大奖赛上到目前为止的表态，我们仍能看到一些有趣的规律。
法拉利本周末受益于升级后的'ADUO 2'动力单元，但鉴于车队淡化了这个升级幅度有多大，没有理由认为梅赛德斯不再是2026年动力单元的标杆。
从节奏对比数据来看，乔治·拉塞尔在二练做出的全场最快圈速（绿色）与夏尔·勒克莱尔的最佳成绩（红色；慢0.120秒）相比，可以看出法拉利在前三条直道上都输给了梅赛德斯，以至于进入阿斯卡里弯时勒克莱尔已经落后了0.466秒。
从阿斯卡里弯出来驶向帕拉波利卡弯（阿尔博雷托弯）时，法拉利追回了大部分损失的时间——这是一个有趣的动力输出分配差异，如果周末保持这一状态，周日的第一圈肯定会非常精彩。而且正如亚历克斯·阿尔本在周四指出的那样，还要加上一点：“法拉利在（开局阶段）往往很善于抓机会；他们会使用不同的模式，能让其他赛车措手不及”。
如果想更深入了解法拉利在意大利大奖赛开局的表现，请查看埃德·斯特罗的分析。
升级后的法拉利引擎到底有多强？
对比哈斯车队的两名车手确实给你提供了一个不同寻常的机会，可以评估升级后的法拉利动力单元，因为奥利·贝尔曼已经用上了，而队友埃斯特班·奥康还没有。
不过这也有一个前提，那就是奥康一直受到部件一致性问题的影响，这个问题困扰了哈斯整个赛季。
这些不一致往往会导致下压力损失或某种异常的驾驶感受，这肯定能在很大程度上解释奥康比贝尔曼慢一秒的原因——贝尔曼在第二次自由练习中排名第八。
但是贝尔曼（紫色线）和奥康（白色线）在直道上的速度差异非常明显，无论是开往阿斯卡里弯还是进入帕拉波利卡弯的路段都能看出来。
说实在的，我们只有先解决那些部件规格不一致的问题，才能真正知道各款动力单元之间的差距。
毫无疑问，哈斯车队（两辆赛车都装上了）的空气动力学升级套件表现相当出色，博尔曼称之为自三月份以来“最好的周五”。
这正是哈斯急需的，因为该车队长久以来一直游离在积分区之外，自六月份摩纳哥大奖赛之后的六轮比赛都未能得分。
从周五的表现来看，迈凯伦对蒙扎赛道会很难打的预期看起来是正确的——兰多·诺里斯在单圈速度上比拉塞尔慢了近十分之四秒，而在长距离节奏上差距还要更大一些。
迈凯伦负责工程的技术总监尼尔·霍尔迪说：“从能量角度来看，我们还有一些工作要做。”
“确实有圈速可以争取，一部分在充电（管理）上，一部分在能量部署（deployment）上。”
GP Tempo 的数据确实支持了这一点，如果你对比拉塞尔（绿色曲线）和诺里斯（木瓜色曲线）。
即使使用相同的动力单元，迈凯伦在一号弯之后的三条长直道上都在损失时间——尤其是驶向帕拉波利卡弯的那一段格外痛苦。
我们今年已经多次看到，梅赛德斯和客户车队迈凯伦在周五采用截然不同的能量释放策略，而迈凯伦会在学习之后从排位赛开始逐渐趋同。
迈凯伦成功运行了它所称的“H翼”（H-wing）的修改版本，除非车队在数据中突然发现什么问题，否则“没有理由把它拆下来”。
诺里斯总结道：“我们会看看今晚能改些什么，但与过去几个周末相比，我们的处境没那么好，所以，是的，很艰难。”
它较短的齿比在这里也帮不上忙。它知道自己今年把齿比调错了，但由于成本原因，它不想动用唯一一次的更改机会（奥迪已经用过），这笔成本本可以用于空气动力学升级。
红牛的情况也差不多，如果它想有机会加入梅赛德斯与法拉利的争夺，就需要一个富有成效的隔夜调整期。对车队来说唯一的安慰是维斯塔潘的长距离跑很扎实，只比梅赛德斯慢了零点三秒，这可能支撑了技术总监皮埃尔·瓦克的希望：如果红牛能在一夜之间取得进步，登上领奖台仍然是有可能的。
对于阿斯顿·马丁-本田来说，这是最糟糕的情况下的赛道，因为它在动力单元上有相当大的差距——而升级后的“第二规格”引擎并没有解决这个问题。
对比费尔南多·阿隆索在第二次自由练习中的最快单圈与中场领跑者阿尔维德·林德布拉德的最快单圈，可以清楚地看到阿隆索在每一条直道上都有巨大的损失。
仅在驶向一号弯的直道上，阿隆索就损失了零点四秒，而从阿斯卡里弯出口到帕拉博利卡弯更是损失了整整半秒。
本田的首席工程师折原慎太郎表示：“从成绩可以看出，与竞争对手相比，我们的直道速度还不够。
'这并不意外，我们知道在这条对动力单元性能如此重要的赛道上，这个问题会暴露出来。'
'因此，这条赛道对我们来说是一个挑战。我们会优化设定，尽可能将我们的性能最大化，但对接下来会发生什么，我们应该保持现实的态度。'
接下来他们很可能要与凯迪拉克以及潜在的威廉姆斯展开争夺，力争在本周末避免在赞德沃特第九名的水准之后重新跌回发车区末尾。
不出所料，围绕蒙扎跑一圈的单圈GPS数据与一年前相比看起来截然不同。
对比诺里斯在2025年二练做出的最快时间（橙色）与拉塞尔在2026年二练创造的标杆时间（绿色），可以说有天壤之别——两者相差2.681秒。
在两个莱斯莫弯之间、以及驶向阿斯卡里弯、帕拉波利卡弯和冲线的一段直道上，差异相当明显。
与赛季中规则修改之前我们在直道末端看到的那种戏剧性的速度骤降不同，现在的表现更像是速度趋于平缓，但正是在这些地方，他们比一年前损失了大量时间。
周四，奥斯卡·皮亚斯特里表示，在周末前的模拟中，蒙扎赛道直道末段的速度比匈牙利站要慢——周五的情况证实了这一点，拉塞尔在匈牙利站一号弯结束时比蒙扎任何一条直道末段都要快6公里/小时。
考虑到倍耐力预计周日的比赛将是一次轻松的一停策略，而且周五轮胎的衰退程度很小，不同的能量释放与回收策略将再次成为关键因素。
英文原文
The 2026 Formula 1 cars are at their most energy-starved at Monza since the in-season rule changes were agreed in April, and there are currently plenty of telling differences in energy deployment between the cars.
Teams - particularly manufacturers and their customers - often converge closer on energy deployment come qualifying, with more variance on Friday.
But there's still some interesting patterns we can see from analysing the data, the long run times and what the teams and drivers have said so far at the Italian Grand Prix.
Ferrari has the benefit of its upgraded 'ADUO 2' power unit this weekend but, given the team's played down how big a step it is, there's no reason to believe Mercedes still doesn't have the benchmark 2026 power unit.
Looking at the GP Tempo data of George Russell's FP2-topping time (green) and Charles Leclerc's best (red; 0.120 seconds slower), you can see the Ferrari loses time to the Mercedes on the first three straights, to the point where Leclerc is 0.466s adrift on the entry to Ascari.
It's out of Ascari and towards the Parabolica (Alboreto corner) where Ferrari claws back most of that time - an interesting deployment split that, if maintained, would certainly make lap one on Sunday exciting. And you can add to that, as Alex Albon pointed out on Thursday, that "the Ferraris tend to be quite opportunistic in [the opening laps]; they run different modes, and they can catch other cars out".
Check out Edd Straw's analysis for a more in-depth look at Ferrari's start to the Italian GP.
How strong is the upgraded Ferrari engine?
Comparing the Haas drivers does give you an unusual opportunity to assess the upgraded Ferrari power unit as Ollie Bearman has it and team-mate Esteban Ocon doesn't.
Though that does come with the caveat that Ocon was suffering from the parts inconsistency issues that have hurt Haas all season.
Those inconsistencies often result in a loss of downforce or feeling that will certainly explain a lot of Ocon's one-second deficit to Bearman - who was eighth fastest in FP2.
But the straightline speed difference between Bearman (purple) and Ocon (white) is noticeable on the run to both Ascari and into the Parabolica.
Really, we'd need those parts inconsistencies to be solved to know the true difference in power units.
Certainly Haas's aero upgrade (which is on both cars) is performing well with what Bearman described as "the best Friday" since March.
That's sorely needed as Haas has long drifted outside of points-scoring contention, having not scored at the six rounds since Monaco in June.
McLaren's expectations of a tough Monza look correct based on its Friday performance, where Lando Norris was almost four tenths off Russell on single lap pace, and slightly further away on long-run pace.
McLaren’s technical director for engineering Neil Houldey said: "From an energy perspective, we've still got a bit of work to do.
"There's certainly laptime there available to us, a little bit moving around recharge, moving around deployment."
The GP Tempo data certainly supports that when you compare Russell (green) and Norris (papaya).
Even with the same power unit, McLaren is losing out on the three long straights after Turn 1 - with the run to Parabolica particularly painful.
We have seen plenty of times this year quite different energy deployment strategies between Mercedes and customer McLaren on Friday, before McLaren learns and starts to converge by qualifying.
McLaren did successfully run the modified version of what it's dubbing its "H-wing", with "no reason to take it off" unless the team has suddenly found something wrong in the data overnight.
Norris summarised: "We'll see what we can change overnight, but we're not in as good a position compared to the last few weekends, so, yeah, tough."
Its shorter gear ratios won't be helping it here either. It knows it pitched them wrong this year, but it doesn't want to use its one joker to change them (as Audi has) because of the cost, which could instead go to aerodynamic upgrades.
Red Bull is in a similar position and will have needed a fruitful overnight period if it's to have any chance of joining the Mercedes/Ferrari fight. The only silver lining for the team was Verstappen's solid long run where he was only three tenths off the Mercedes, which probably underpins technical director Pierre Wache's hope that a podium is still possible if Red Bull takes a step forward overnight.
This is the worst-case scenario circuit for Aston Martin-Honda, given its sizeable power unit deficit - one that its upgraded 'Spec 2' engine hasn't solved.
Looking at Fernando Alonso's best FP2 lap versus midfield leader Arvid Lindblad's, there are clear major losses on every straight.
Alonso loses four tenths on the run to Turn 1 alone and a whopping half a second from exiting Ascari to Parabolica.
Honda's chief engineer Shintaro Orihara said: "As we can see from the results, our straightline speed isn't enough compared to our competitors.
"This isn't a surprise, and we knew this was coming at a circuit where the power unit performance is so important.
"Therefore, this track presents a challenge for us. We will optimise our settings to maximise our performance as much as possible, but we should remain realistic for what’s to come."
What's to come is likely a fight with Cadillac and potentially Williams to avoid returning to the back of the grid this weekend after the Zandvoort ninth-place watermark.
As expected, the GPS data of a single lap around Monza looks very different to one year ago.
There's a night-and-day difference when you look at Norris's FP2-topping time from 2025 (orange) versus Russell's 2026 FP2 benchmark (green) - with 2.681s between them.
There's a sizeable difference in-between the Lesmos and on the run to Ascari, Parabolica, and the finish line.
There isn't the dramatic tail-off in speed that we saw prior to the in-season rule changes at the end of the straights, but rather a levelling off where they lose a lot of time versus one year ago.
On Thursday, Oscar Piastri said the speeds at the end of the straights in Monza in the pre-weekend simulations were slower than they were in Hungary - and that's proved to be the case on Friday, with Russell 6km/h quicker by the end of Turn 1 in Hungary than at the end of any of the Monza straights.
Given Pirelli is expecting Sunday's race to be an easy one-stop with tyre degradation minimal on Friday, differing energy deployment/harvesting strategies will once again be a critical factor.
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