法拉利2026年最后重大F1升级解析
法拉利带来其2026年最后的F1赛车更新，虽然改动不大，但累积起来效果显著。法拉利在性能上并未落后太多，但执行和决策失误导致丢分。
法拉利带来其2026年最后的F1赛车更新。
从我们所能看到的，这并不是一个巨大的变化 - 只是各个区域细节上的小改动，但正如我经常说的，它们都会累积起来。
说实话，法拉利在性能上并没有落后太多。它是因为执行和决策失误而丢分。我知道刘易斯·汉密尔顿在新加坡VSC下没有进站，这就是法拉利决策失误导致丢分的例子之一。
毫无疑问，汉密尔顿在做出进站决策方面有很多经验 - 有好有坏 - 但我对车手越权团队的做法表示担忧，因为任何车手，他们只有自己的信息，最多也就是前后的车辆信息，关于轮胎情况。团队应该有 - 或者至少应该有 - 所有仍在运行的车辆的信息，因此对发生的事情有一个更全面的了解，所以它应该能够做出更好的决策。
我说‘应该’是因为我不知道法拉利是否只关注自己的赛车，而且似乎有人不愿意冒险出头。如果你不做决定，你就永远不会因为做出错误的决定而承担责任。
法拉利也因为不允许最快的车手继续前进而丢掉了很多积分——这又回到了决策的应变性。
无论如何，这是我今天的抱怨——接下来是发展。正如我所说，从我所能看到的，这只是细节上的小变化。
紫色鳍将散热器进气口与油箱底部的导流板分离，似乎尺寸略有增加。随着车速的增加，散热器将无法流动出它所面对的空气量——当这种情况发生时，进气道将开始溢出到车身外表面。这个鳍将减少这种溢出对底座侧箱的不利影响。
实际上，这意味着地板脚翼叶片（导流板）将表现出更高的稳定性。
至于侧箱，整体轮廓有所改变。上表面现在在后方更低，导致更多的下洗气流覆盖该表面。这意味着侧箱在尾缘的体积已经减少，从而在后刹车通风口内侧和车身内表面之间打开了油桶形状的区域。
此外，位于CEVA标志下方的小型提前进站似乎也增加了深度。这些车身轮廓的小幅变化减少了呈现在地板下方外边缘的气流量——该区域的气流将被汽车下方的低压区域吸到地板下方，进而减少地板下方的整体下压力。
与侧箱入口和侧箱本身的改变相辅相成的是扩散器区域的创新。在外上尾缘角落，法拉利从简单的格尼翼（用绿色突出显示）转变为更复杂的叶片（用紫色突出显示）。这个外角是可能遭受气流分离问题的一个区域。新的叶片将其与安装在后刹车通风口内表面的多个转向叶片连接起来。
法拉利也对扩散器叶片进行了改动（蓝色部分突出）。可能还有更多的改动，但最明显的是对下尾翼角落的不同处理——这个新细节应该会在现在90°的尾部角落产生涡流，甚至可能是两个涡流。如果是这样，这将有助于将扩散器与赛道表面密封，从而提高其内侧扩散器的性能。
当你试图更努力地工作扩散器和底盘时，任何类似这样的改动都很容易增加对赛道表面的敏感性，从而导致尖锐的下压力。然而，在奥斯汀，由于崎岖的赛道表面，法拉利可能会将赛车调得稍微软一点，并且因此，高出一毫米或两毫米。对于可能遇到相同问题的其他车队也是如此——因此，梅赛德斯可能能够从其在马来西亚（巴林）引入的更新中获得更好的性能。
总的来说，看到至少四支车队和八名车手相互竞争是非常令人高兴的，这就是赛车应该有的样子——而且，作为一个小型车队，看到小红牛让这四支大型车队保持诚实也是一件好事。
英文原文
Ferrari has arrived in Austin with what should be its last Formula 1 car update of 2026.
From what we can see, it’s not a massive change - just small changes to the details in various areas, but as I often say, they all add up.
To be honest, Ferrari has not been that far behind as far as performance is concerned. It's been points lost through execution and decision-making. I know that Lewis Hamilton put his hand up as to not pitting under the VSC in Singapore, for instance, but that’s just one example of Ferrari's indecisions costing it.
Without doubt, Hamilton has lots of experience when it comes to making pit calls - some good, some bad - but my concern with the driver overruling the team is that for any driver, they only have their own information, and at most that of the cars in front and behind them, as to what the tyre situation is. The team has - or at least should have - the information from all of the cars still running, so a much broader picture of what is happening, so it should be able to make a better decision.
I say 'should' here because I have no idea if Ferrari looks any further than its own cars and also there seems to be a bit of a reluctance for anyone to put their heads above the parapet. If you don’t make decisions, you can never be held responsible for making the wrong decision.
Ferrari has also thrown away quite a few points by not allowing whatever driver is fastest to just press on - again, that falls into the reactiveness of decision making.
Anyway, that’s my moan for today - onto the developments. As I said, from what I can see, it is small detail changes.
The purple fin separating the radiator intake from the coke bottle undercut seems to have increased in size slightly. As the car speed increases, the radiator will not be able to flow the volume of air that is presented to it - when this happens, the inlet duct will start to spill around the outer body surface. This fin will reduce the adverse effect this spillage would have on the undercut sidepod.
In reality, it means that the floor foot vanes (bargeboards) will perform more consistently.
As for the sidepods, there's a change to the overall profile. The upper surface is now lower at the rear, inducing more downwash over that upper surface. This means that the sidepod's volume at its trailing edge has been reduced, opening up the coke bottle section between the inside of the rear brake duct and the inner body surface.
Also, the small undercut below the CEVA decal looks like it has also been increased in depth. These small changes in body profile reduce the amount of airflow that is presented to the outer edge of the underfloor - airflow in that area will be pulled under the underfloor by the low pressure underneath the car, and in turn that will reduce the overall downforce produced by the underfloor.
To go hand in hand with the changes at the sidepod inlet and the sidepod itself are novelties in the diffuser area. On the outer upper trailing edge corner, Ferrari has gone from a simple gurney flap (highlighted in green) to a more sophisticated vane (highlighted in purple). This outer corner is one area that can suffer from airflow separation problems. The new vane connects it to the multiple turning vanes mounted on the inner surface of the rear brake ducts.
Ferrari has also introduced changes to the diffuser vanes (highlighted in blue). There are probably further changes, but the obvious is the different trim to the lower trailing edge corner - this new detail should instigate a vortex, perhaps even two vortices, coming off that now-90° rear corner. If so, this will help seal that splitter to the track surface, improving the performance of the actual diffuser inboard of them.
Anything like this, when you are attempting to work the diffuser and underfloor harder, can very easily increase sensitivity to the track surface so lead to pointy downforce. However, in Austin, because of the bumpy track surface, Ferrari will probably be running the car just that little bit softer and, with that, a millimetre or two higher. The same is true for other teams that might be suffering from the same problems - so Mercedes might be able to get a better performance from its updates introduced in Malaysia (Bahrain).
Overall, it’s great to see at least four teams and eight drivers battling with each other, that’s what racing should be about - on top of that, as a small team, it is good to see Racing Bulls keeping those four big teams honest.
The Race ·
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