为何加斯利式的F1杆位冷门正接近绝迹
《The 比赛》撰文指出，皮埃尔·加斯利在意大利大奖赛夺杆是F1近期最大的冷门之一，而过去十年只有两名“四大车队”之外的车手拿到过杆位。
皮埃尔·加斯利在意大利大奖赛上夺得的杆位，是近来一级方程式赛场上最大的一次冷门之一。
事实上，在过去十年里，除了目前四支强队梅赛德斯、迈凯伦、法拉利和红牛之外，只有两名车手拿到过杆位。
那是凯文·马格努森代表哈斯车队在2022年巴西大奖赛短距离赛排位赛（排位冲刺赛）中夺得的杆位，以及兰斯·斯特罗尔代表赛点车队在2020年土耳其大奖赛排位赛中拿下的头名。不过，这两次都是受到外部因素带来的额外不可预测性影响的结果。
在马格努森的情况下，是天气因素起了作用——排位赛尾声的一场倾盆大雨，让他早期的第三节短距离赛排位赛（SQ3）成绩无人能破。而对斯特罗尔来说，伊斯坦布尔极其湿滑的赛道表面带来了意外变数，而赛点车队恰好应对自如。
加斯利在蒙扎的高光时刻有些不同，因为这是在完全正常的干地条件下凭实力拿到的。
所有人之间的性能差距很小，想跑好排位赛单圈的关键在于执行力和赛道上的位置把握——而阿尔派在这方面做得完美，各大强队都因为各自的原因出了差错。
在正常的比赛周末推翻F1领先集团的事情确实发生过，比如菲利佩·马萨在2014年奥地利大奖赛拿到的杆位，或者马尔多纳多在精彩的2012年西班牙大奖赛周末拿到的杆位，这两次都是由威廉姆斯车队实现的，但这种情况极其罕见。
如果我们翻阅历史记录，这种不寻常的结果几乎已经绝迹了——从下面这张非四大强队的杆位统计表就可以看出来。
“四大车队”之外的车队最近获得的杆位，以及车队在车队年度总冠军榜上的排名
加斯利 - 阿尔派 - 2026年意大利大奖赛（目前第6名）
马格努森 - 哈斯 - 2022年巴西大奖赛（第8名）*雨天条件
斯特罗尔 - 赛点车队 - 2020年土耳其大奖赛（第4名）*异常抓地力条件
菲利普·马萨 - 威廉姆斯车队 - 2014年奥地利大奖赛（第3名）
帕斯托·马尔多纳多 - 威廉姆斯车队 - 2012年西班牙大奖赛（第8名）
尼科·霍肯伯格 - 威廉姆斯车队 - 2010年巴西大奖赛（第6名）*湿地条件
吉安卡洛·费斯切拉 - 印度力量车队 - 2009年比利时大奖赛（第9名）
阿隆索 - 雷诺 - 2009年匈牙利大奖赛（第8名）
亚诺·特鲁利 - 丰田 - 2009年巴林大奖赛（第5名）
塞巴斯蒂安·维特尔 - 红牛二队 - 2008年意大利大奖赛（第6名）*雨天比赛
罗伯特·库比卡 - 宝马索伯 - 2008年巴林大奖赛（第3名）
虽然阿尔派凭借在获取所需尾流方面的完美执行度过了美好的一天，但常务董事史蒂夫·尼尔森表示，车队在正赛中的表现——加斯利最终名列第七、弗兰科·科拉平托名列第九——才是其真实速度更为实际的体现。
他坦言，排位赛之前的模拟数据显示，现实一点来说，能争取到的也就是Q3的末尾位置，而车队随后却上演了惊喜。
“我们当时刚好压在Q3淘汰线之上，”他对The 比赛说道，“我认为在排位赛中我们有点被高估了，因为我们没有犯任何错误。”
“我们获得了很好的尾流，车手们没有犯任何错误，也没有过度压榨赛车，我们跑出了最好的单圈。”
“我们把这辆车的性能发挥到了极致。老实说，其他车队没有做到，而这就足以让我们拿到杆位。”
不可避免地，阿尔派 让自己抱有了希望：既然在 F1 中赛道上的位置如此重要，从前排发车或许能让它在周日有机会创造一些了不起的成绩。
但正如尼尔森所说，在 F1 中，当要把一个不错的杆位转化为比赛成绩时，现实只会“迎面给你一记重拳”。
“在正赛中，这就是我们的真实速度，”他说。“我们重新回到了中游集团的顶端，这很美好。但我们仍然够不着前四名，而那才是我们想要达到的位置。”
阿尔派（阿尔派）“被当头一棒”——在方格旗挥下时重新跌回中游、落后于前四名——这一幕凸显出车队明显分成了两个阵营。
围场里的许多人认为，这种差距——以及它在一次重大规则改革后依然延续的事实——是预算帽带来的结果。
自2021年实施以来，预算帽对改善一级方程式的整体健康状况起到了关键作用，车队从为了生存而无限挣扎变成了盈利中心，但令人意外的一点是，它并没有让竞争变得那么均等。
没错，大车队已经无法再砸更多的钱去争夺胜利、进一步拉大优势。但这并不意味着小车队就有了迎头赶上的自由。
威廉姆斯车队领队詹姆斯·沃尔斯坚信，历史基础设施方面的优势已经被锁定——因为花费自由度不足以让落后者追上来。
“这是我们在这项运动中做出的最佳规则决定，真的是这样，”他最近在接受The 比赛采访时这样评价预算上限。
“但它同时也把任何人因此获得的优势或差距给锁定了。”
“所以现在有前四名和其他车队这样的格局，我并不感到意外。我们就直说吧。”
“这其实更多是多年前所奠定的基础。哪怕只是最基本的东西，比如你如何搭建组织架构、背后的学习方法、如何进行外部生产、与哪些供应商合作。
“这是十年来在正确水平上持续投入积累起来的成果。而不是花一两年时间试图追赶回来。
“成本上限做得非常好的地方在于，它让我们成了一门正经的生意。但不幸的是，它也意味着我不得不把大量资金投入到修补这些基础问题上，而其他车队则不需要这样做。”
尼尔森认为，阿尔派 走向成功不能只靠设计出更好的赛车。同样重要的是提升工厂的效率——也就是说，让花出去的每一美元都能获得更大的回报。
英文原文
Pierre Gasly’s pole position at the Italian Grand Prix was one of the biggest shocks that Formula 1 has seen in a while.
In fact, over the past decade there have been just two pole positions by drivers outside the current big four teams of Mercedes, McLaren, Ferrari and Red Bull.
That was Kevin Magnussen’s sprint pole for Haas from the 2022 Brazilian GP and Lance Stroll’s top spot for Racing Point in 2020 Turkish GP qualifying. Both of those, however, were assisted by outside influences throwing in an extra level of unpredictability.
In Magnussen’s case, it was the weather as a downpour at the end of the session meant his early SQ3 effort could not be toppled. For Stroll, Istanbul’s super slippery track surface threw up a bit of a curveball that Racing Point mastered.
Gasly’s moment in the spotlight at Monza was a bit different because it was secured on merit in completely normal dry conditions.
The performance spread between everyone was small and key to nailing a qualifying lap was execution and track positioning – something that Alpine did to perfection as the big squads all got it wrong for different reasons.
Such toppling of the F1 frontrunners on normal weekends does happen, like Felipe Massa’s 2014 Austrian GP pole or Pastor Maldonado’s from his amazing 2012 Spanish GP weekend, both of those achieved by Williams, but is incredibly rare.
If we pore through the history books, such unusual outcomes have pretty much dried up – as can be seen from the below table of pole positions by the non-big four squads.
Most recent poles by squads outside of 'big four' + team's position in constructors' championship
Pierre Gasly - Alpine - 2026 Italian GP (currently 6th)
Kevin Magnussen - Haas - 2022 Brazilin GP (8th) *wet weather
Lance Stroll - Racing Point - 2020 Turkish GP (4th) *abnormal grip
Felipe Massa - Williams - 2014 Austrian GP (3rd)
Pastor Maldonado - Williams - 2012 Spanish GP (8th)
Nico Hulkenberg - Williams - 2010 Brazilian GP (6th) *wet weather
Giancarlo Fisichella - Force India - 2009 Belgian GP (9th)
Fernando Alonso - Renault - 2009 Hungarian GP (8th)
Jarno Trulli - Toyota - 2009 Bahrain GP (5th)
Sebastian Vettel - Toro Rosso - 2008 Italian GP (6th) *wet weather
Robert Kubica - BMW Sauber - 2008 Bahrain GP (3rd)
While Alpine had its day in the sun thanks to perfect execution in getting the tow it needed, managing director Steve Nielsen says the team’s performance in the race – where Gasly came home seventh and Franco Colapinto ninth – was a more realistic reflection of what its true pace was.
He confessed that the simulations heading into qualifying had suggested the bottom end of Q3 was all that was realistically on the table before it pulled off its surprise.
“We were just over the cut-off for Q3,” he told The Race. “I think we were a bit flattered [in qualifying] that we didn't make any mistakes.
“We got good tows, the drivers didn't make any mistakes, they didn't overdrive, and we put our best lap together.
“We got the best out of the car. And honestly, others didn't, and that was good enough to put us on pole.”
Alpine, inevitably, allowed itself to hope that, with track position so important in F1, starting at the front could give it a sniff of something awesome on Sunday.
But in F1, as Nielsen says, reality only ever “punches you straight in the face” when it comes to turning a good pole into a race result.
“In the race, that is our pace,” he said. “We were back to being top of the midfield, which is lovely. But we're still out of reach of the top four, which is where we want to be.”
What the “punch in the face” of Alpine reverting to the mean in slipping behind the top four by the chequered flag highlights is that there is a clear divide of teams into two categories.
Many in the paddock believe that the divide - and the fact it has been carried through a major rule overhaul - is a consequence of the cost cap.
While the cost cap has been critical in improving F1’s overall health since it was introduced in 2021, with teams becoming profit centres rather than facing an endless fight for survival, one surprise element is how it has not equalised things all that much.
Yes, the big teams have been unable to throw even more money at winning to make the victory margins bigger. But that has not meant the smaller squads having the freedom to catch up.
Williams boss James Vowles is adamant that legacy infrastructure advantages have been locked in – because there is not the spending freedom to allow those behind to catch up.
“Best rule decision we made in the sport, it really is,” he told The Race recently about the cost cap.
“But what it did is also lock in any advantage or differential that was created by anyone else as a result of it.
“It's not a surprise to me that you have the top four and the rest, which is what you have today. Let's be blunt about it.
“That is actually more to do with what was created many years ago. Even just basics on how you do your structures, your learning behind it, how you do your outside production, the suppliers you work with.
“That's built up over 10 years of investing at the right level. Not one or two years of trying to catch back up.
“What cost cap does really well is it means we're a business. But what it does also, unfortunately, is it means that I'm putting a lot of dollars into just trying to fix basics, which others won't be.”
Nielsen sees Alpine’s route to success being not about just designing a better car. It is as much about improving efficiency at the factory – so getting a bigger bang for each buck spent.
The Race ·
内容来自公开信源，聚合内容版权归原作者与来源所有。