哈斯车队意大利大奖赛引擎升级分配背后的尴尬处境
由于法拉利升级版F1引擎供应有限，哈斯车队在意大利大奖赛只能让一名车手使用新引擎，最终决定由奥利·贝尔曼获得升级。
哈斯车队在意大利大奖赛面临一个不寻常的局面：其车手中只有一人能获得法拉利升级版的F1发动机。
法拉利为刘易斯·汉密尔顿和夏尔·勒克莱尔推出了'ADUO 2'升级版，该升级依据F1针对发动机制造商的额外开发与升级机会机制提供。其客户车队被告知，目前每家车队只有一台可供使用。
凯迪拉克车队选择在意大利站不给两台赛车中的任何一台使用该发动机，但哈斯认为，在高速的蒙扎赛道获得更强动力的机会实在难得，不容错过。
在决定使用这台发动机后，哈斯面临着一个令人为难的任务：必须在旗下车手中选出谁来使用它。最终决定由奥利·贝尔曼（Ollie Bearman）使用。
车队领队小松礼雄解释说，让贝尔曼获得这个机会的决定，是因为奥康在最近的升级方面已经享有优先权。
夏休期前对刹车和动力转向的改进首先给了奥康，所以哈斯觉得在蒙扎给贝尔曼新的动力单元才算公平。
小松承认这种情况并不理想，实际上此前他们一直避免这样做——6月底法拉利的第一版ADUO在奥地利推出时就是这样。
当时，哈斯推迟了引擎升级的引入，直到两辆赛车都能用上它。
“上次我们没有那样做，我们一直等到有足够的引擎才让两位车手同时启用，”他说。
“但这次，显然蒙扎是一条对动力非常敏感的赛道，所以让性能留在车库里很可惜，对吧？不过，是的，当然这（只有一台可用）会带来很大的挑战。
“如果至少有两台引擎可用会更好。但话说回来，法拉利正在拼命努力从引擎上榨取尽可能多的性能。
“当然，出于我刚才告诉你的原因，他们想在蒙扎引入它。所以这意味着他们只准备了满足规则要求的最低数量。”
小松表示，虽然哈斯车队必须为动力单元选择一名车手并不理想，但重要的是要向两位车手清楚地解释其背后的原因。
“你只需要对此保持透明，”他说，“我们以尽可能透明和公平的方式运作。
“当然，你不可能每次都让所有人都满意，但我们没有任何隐藏的企图，也没有任何偏向某一位车手的私人动机。
“我们一直在建立这种关系，所以当然，Esteban 不会因为没能立即拿到四号动力单元而高兴。但这对车队来说是最好的，也是我们能做到的最公平的方式。”
哈斯最终只获得了一台升级版法拉利动力单元，因为规则并不要求制造商在推出新规格时向客户车队提供超过一台的动力单元。
F1的技术规则规定，如果推出新的认证阶段，制造商必须使其“在首次引入该阶段的那场比赛中，向该动力单元制造商供货的每支F1车队提供至少一台新认证规格的动力单元”。
要求至少提供一台新规格动力单元，是为了确保客户车队在厂商进行改动时能与厂队享有一定的平等。
如果强制制造商向每支合作车队提供两台全新引擎，那么对那些拥有众多客户车队的制造商来说将是额外负担，这可能会从一开始就推迟新阶段的引入。
法拉利一直急于淡化其ADUO 2引擎对竞争格局会产生多大影响。
车队领队弗雷德·瓦塞尔（Fred Vasseur）在意大利大奖赛周末之前表示：“这代表着朝正确方向迈出的一步，而且我们知道，今年的胜负关键就在于微小的提升。”
然而，奥康（Ocon）表示，根据他获知的信息，他预计旧款和新款动力单元之间会有显著的差别。
“我将继续使用旧引擎比赛，所以这会是一个相当大的损失，”他说。
据了解，法拉利升级后的发动机采用了更大的涡轮增压器，该涡轮增压器在设计中还包含其他旨在提升功率的关键改动。
本赛季初它之所以选择较小的涡轮增压器，是因为它认为响应更快的动力单元会让它在比赛起步时获得巨大优势。
然而，通过对起步程序进行的修改，对手们面临的涡轮迟滞劣势已大大减少，因此法拉利在这方面的优势被抹平了。
更大的涡轮增压器应有助于提升整体功率。尽管这些差异不太可能彻底改变局面，但汉密尔顿认为这将有助于弥补今年所面临的一部分差距。
“每一点进步都有帮助，”他说。“在今年到目前为止，即使在上一站那条如此短的赛道上，我们在正赛中的每圈都要损失零点四秒。所以这是一个巨大的差距，而且我们把这个差距一直带到了今年的这个阶段。
“这是向前迈出的一步。它并不是我们需要弥补的全部差距，但我们早就知道会是这样。不过，看到每个周末都有新的部件装到赛车上，看到我们正在不断努力推进，并且依然坚定地相信自己具备夺冠的实力，这令人兴奋。
英文原文
Haas faces an unusual situation at the Italian Grand Prix with only one of its drivers getting Ferrari's upgraded Formula 1 engine.
With Ferrari introducing its 'ADUO 2' step for both Lewis Hamilton and Charles Leclerc, available under F1's Additional Development and Upgrade Opportunities mechanism for engine manufacturers, its customer teams have been told that there is only one available for each of them right now.
Cadillac has elected to not run it on either of its cars in Italy, but Haas felt the opportunity of more power at the high-speed Monza circuit was too good a chance to pass up.
In going for the engine, Haas faced the unenviable task of having to pick which of its drivers would get it. In the end it was decided that it would go to Ollie Bearman.
Team principal Ayao Komatsu explained that the decision to give Bearman the nod was due to Ocon having had priority with recent developments.
Brake improvements and changes to the power steering made before the summer break were given to Ocon first, so Haas felt it was only fair to give Bearman the new power unit at Monza.
Komatsu admitted that the situation was not ideal and was actually something it avoided previously when Ferrari's first ADUO step came in Austria at the end of June.
Back then, Haas delayed introducing the engine upgrade until both cars could have it.
"Last time around we didn't do that, we waited until we had enough engines to introduce both drivers together," he said.
"But this time, obviously, Monza is a very power-sensitive circuit so it's a shame to have performance sitting in a garage, right? But, yeah, of course it makes it very challenging [having only one available].
"It would have been better if two engines are available at least. But, again, Ferrari is pushing like hell to get as much performance on the engine as possible.
"Of course, they want to introduce it at Monza for the reasons I just said to you. So that means they've got the minimum quantity just to satisfy the regulation."
Komatsu said that while it was not ideal for Haas having to pick a driver for the power unit, it was important that the reasoning behind it was explained clearly to both drivers.
"You just have to be transparent about it," he said. "We operate in as transparent and as fair a manner as possible.
"Now, of course, you can't please everyone every time, but we don't have any hidden agenda, we don't have any personal agenda for one driver or another.
"We've been building that relationship up, so of course, Esteban won't be happy not to get the PU number four straight away. But this is the best for the team and then this is the fairest way we can do it."
Haas has only ended up with one upgraded Ferrari power unit because manufacturers do not have to supply customer teams with more than that when they introduce a new specification.
F1's technical regulations state that if a new homologation step comes into play, then a manufacturer must make it "available to each F1 team supplied by the PU manufacturer at the competition at which it is first introduced with at least one power unit of the new homologation specification".
The requirement for at least one new spec to be available will be to ensure that customer teams get some parity with works squads when modifications are made.
If manufacturers were forced to supply two fresh engines to each partner team, then that would impose an extra burden on those that have a large number of customer outfits, which could delay the introduction of a new step in the first place.
Ferrari has been eager to play down how big an impact its ADUO 2 engine will make on the pecking order.
Team principal Fred Vasseur said ahead of the Italian GP weekend: "It represents a step in the right direction and as we know this year is very much about marginal gains."
However, Ocon suggested that, based on what he has been told, he expected there to be a notable difference between the old and new power units.
"I'm going to be driving with the old engine, so that's going to be quite some loss," he said.
Ferrari's upgraded engine is understood to feature a larger turbo that features other key modifications to its design aimed at improving power.
It initially went for a smaller turbo at the start of this season because it felt a more responsive power unit would give it a big advantage at race starts.
However, the deficit rivals faced with turbo lag was reduced a lot by revisions made to the start procedure - so Ferrari's advantage here was wiped away.
A larger turbo should help boost overall power. And although the differences are unlikely to be a game-changer, Hamilton reckoned that it would help cover some of the deficit that has been faced this year.
"Every little helps," he said. "Up until this point of the year, even in the last race on such a short circuit, we were losing four tenths a lap through the race. So that's a huge deficit and we've carried that through the year to this point.
"This is a step forward. It's not the whole gap that we need, but we knew that would be the case. But to see bits coming each weekend, adding to the car, it's exciting to see that we are pushing and strongly still believe that we've got what it takes to win."
The Race ·
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