F1车队面临马德里赛道策略难题
据The 比赛报道，马德里赛道存在轮胎退化严重和进站耗时约24秒的问题，使F1车队在西班牙大奖赛策略选择上陷入两难。
F1并不真的会迎来乔治·拉塞尔在首次练习赛后半开玩笑地提到的六停西班牙大奖赛。
但轮胎供应商倍耐力表示，F1最新赛道的多种因素结合意味着策略将特别难以制定。
事实上，周五练习赛后的初步预测是，车队在决定最佳方案时将陷入进退两难的境地。
超长的维修区导致进站损失时间约为24秒，这阻碍了轮胎更换，意味着最合理的路线应该是一停。
但轮胎的高热退化水平，尤其是极具挑战性的前左胎粒化，意味着两停是明智的。
这两种选择之间没有中间地带，所以问题不是选择什么是最佳策略，而是哪个是最不坏的。
首次练习赛后，F1车队对轮胎退化看起来相当极端感到瞠目结舌。
高抓地力沥青（据倍耐力称是本赛季最高的）、光滑的表面和高速弯道的结合意味着赛车打滑严重——这在第一节练习赛中引发了一些令人担忧的发现。
正如拉塞尔所说：“在新沥青上，抓地力很高，但你会打滑得很厉害，这通常是一种可能。”
“考虑到我们在FP1中的退化，六停比赛本来是最快的方式。FP2稍好一些，我相信周日的比赛会更好。但这是最大的问号。”
从倍耐力的角度来看，随着西班牙大奖赛周末的继续，车手和车队将不得不管理两个问题——而且这两个问题都不简单。
最复杂的问题是前左胎粒化，这是由于光滑表面和高抓地力的结合意味着橡胶容易达到峰值应力，表面实际上被撕裂。
前胎粒化会引发弯中转向不足，随后性能下降。在马德里赛道所特有的高速弯道中，这比在低速场地更难管理。
奥斯卡·皮亚斯特里在周五赛后表示，这一因素一直是练习中最大的头痛问题。
“管理轮胎粒化一直是一场噩梦，”他说。“通常整个周末会好转，但我们只能等着看能好转多少。”
在马德里赛道，不仅仅是前胎难以处理，因为高速弯道和赛车几乎不断转弯的方式意味着后胎也会过热。
把这两个因素放在一起，结果就是高退化。
倍耐力首席工程师西蒙尼·贝拉认为，这里的性能下降处于“非常高”的水平——根据FP2中一些长距离跑的数据，约为每圈0.2-0.3秒。
“出现这样的数值令人惊讶，”他说。“它们超出了我们的预期范围。”
虽然一般的赛道演变和改进的调校应该有助于在比赛到来时降低这一数字，但西班牙大奖赛将成为一场轮胎策略至关重要的比赛。
这就是为什么除奥迪外，所有车队在周五练习赛后都选择保留两套硬胎——因为这很可能是周日最耐用的选择。
贝拉表示，前胎粒化和过热带来的不可预测性，加上退化水平，意味着规划正确的比赛路径将很难确定。
“我不想排除任何情况，”他说。“我认为从数据来看，你会认为车队会选择两停，因为退化非常高。”
“但进站损失是24秒，所以我相当确定一些车队会尝试以一次进站为目标。”
“这意味着我们最终可能会面临不同的情况，一些车队尝试一停，另一些车队尝试两停。”
目前哪条路线最好尚不清楚，而且超车可能有多困难使事情进一步复杂化。
因为尽管新的动力单元意味着部署偏移可以在某些场地使超车比过去更容易，但同样陷入车阵也有不利之处。
贝拉补充说：“如果你在车流中，你会损失相当多的性能，而且你也会毁掉轮胎，因为你失去了载荷，并且在打滑时产生高温。”
“所以，我们有不同的因素推动车队走向不同的方向。”
“这不容易；事实上，相当复杂。”
英文原文
Formula 1 isn't really heading for the six-stopper Spanish Grand Prix that George Russell half joked was on the cards after opening practice.
But tyre supplier Pirelli says a combination of factors at F1's newest venue means strategy is going to be particularly tricky to work out.
In fact, the initial prediction following Friday's running is that teams are going to be stuck between a rock and a hard place when working out what is best to do.
The super-long pitlane, which has left the pitstop loss time at around 24 seconds, is a deterrent for tyre changes and means the most logical route should be a one-stopper.
But high levels of thermal degradation of the rubber, and particularly challenging front left graining, means that a two-stop would be sensible.
With no middle ground between those two choices, it is not going to be a case of what is the best strategy to pick. It is about which is the least bad.
F1 teams were left wide-eyed after opening practice when the tyre degradation looked pretty extreme.
A combination of high grip asphalt (highest of the season according to Pirelli), a smooth surface and fast corners has meant cars are sliding a lot – and that triggered some alarming findings during that first session.
As Russell said: "It's often a possibility on new tarmacs that the grip is very high but you're sliding quite aggressively.
"With the deg we had in FP1, a six-stop race would have been the fastest way. FP2 was slightly better and I'm sure the race on Sunday will be better again. But that's the biggest question mark."
From Pirelli's perspective, there are two issues that drivers and teams are going to have to manage as the Spanish GP weekend continues – and neither is particularly straightforward.
The most complex issue is front left graining, which is being generated because the combination of the smooth surface and high grip means the rubber hits peak stress easily and the surface effectively tears.
Front graining triggers mid-corner understeer and a subsequent drop in performance. It is much harder to manage on the kind of high-speed corners that feature at the Madring than it is at low-speed venues.
Oscar Piastri said after Friday that this element had been the biggest headache from running.
"It's been a nightmare to try and manage the tyres with graining," he said. "It normally gets better through a weekend, but we'll have to wait and see how much better."
It is not just the fronts that are proving to be hard to deal with around the Madring, because the high-speed corners and the way the cars are almost constantly in turns means that the rears are overheating too.
Throw these two elements together and the result is high degradation.
Pirelli chief engineer Simone Berra reckoned that the drop off here was at a "very high" level – around 0.2-0.3 seconds per lap based on some of the long runs in FP2.
"It was a surprise to have these kinds of values," he said. "They were outside our range of expectations."
While general track evolution and improved set-ups should help reduce that figure by the time the race comes around, the scene is set for the Spanish GP turning into a race where tyre strategy will be critical.
That is what has fuelled all teams apart from Audi electing to keep two hard tyres back after Friday practice – as that could well be the most resilient option for Sunday.
Berra said that the unpredictability thrown up by the front graining and overheating, plus the levels of the degradation, meant that plotting the right path through the race was going to be tough to nail.
"I don't want to exclude any kind of situation," he said. "I think looking from the data, you would think that the teams will go for a two-stop because the degradation is very high.
"But the pitstop loss is 24 seconds, so I'm pretty sure that some teams will try to reach as a target the one-stop race.
"It means we could end up in different situations, with some teams trying the one-stop and other teams trying the two-stops."
Which route is best is unclear right now, and matters are further complicated by how difficult it could be to overtake.
For even though the new power units mean deployment offsets can make passes easier at some venues than in the past, equally there are downsides to falling into the pack.
Berra added: "If you are in traffic, you lose quite a lot of performance, and you also destroy your tyres because you lose load and you generate high temperatures as you're sliding.
"So, we have different factors that are pushing teams towards different directions.
"It's not easy; in fact, it is pretty complicated."
The Race ·
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