迈凯伦技术总监承认对未及时跟进法拉利旋转尾翼概念感到失望
迈凯伦F1技术总监尼尔·霍尔迪承认，车队对未能像先驱法拉利那样迅速采纳倒置尾翼概念感到"失望"，目前正继续开发自己的版本，计划在夏休后投入使用。
迈凯伦“失望”未能像法拉利那样尽快采用旋转尾翼
迈凯伦一级方程式技术总监尼尔·霍尔德揭示车队旋转尾翼背后的研发过程，此前法拉利和红牛已率先采用
刘易斯·汉密尔顿，法拉利，奥斯卡·皮亚斯特里，迈凯伦
迈凯伦一级方程式技术总监尼尔·霍尔德承认，车队对未能像开创者法拉利那样尽快采用倒置尾翼概念感到“失望”，目前车队仍在继续研发自己的版本，计划在夏休期后投入使用。
创新的形式多种多样，随着各支F1车队在2026年深入钻研一套全新的规则手册。有些设计思路比其他的更显眼，所以当法拉利在巴林测试中首次亮相一款引人注目的尾翼——它能在弯道模式和直道模式之间旋转180度——时，它吸引了人们的想象力，不仅是车迷，还有对手车队的设计师们，他们不得不回到绘图板前，研究自己是否错过了减少直线阻力的诀窍。
红牛车队随后推出了自己的版本，但采用的是不同的概念，而且在马克斯·维斯塔潘在奥地利和银石发生两次事故后，不得不对其进行修改。
迈凯伦是下一个跟进的，但它同样需要大量调整才能让这套设计按预期工作。原定在奥地利练习赛进行的测试，因车队在维修区内发现问题而被迫取消。经过进一步研发之后，它在匈牙利作为测试部件试用了这款尾翼，效果良好，并计划在夏休期后正式启用这一设计。
迈凯伦技术总监胡尔迪表示，沃金车队在冬季测试中一看到法拉利试用这套设计，就意识到自己遗漏了一些可以提升性能的东西。
迈凯伦的旋转翼面采用了三连杆机构
当Motorsport.com问及车队对法拉利创新设计的最初反应时，豪尔迪说："我们对没能像法拉利那样、随后是红牛那样迅速抓住这个机会感到失望。""我们一看到它，就意识到那里存在一个机会，我们研究了一段时间。"
"但翼面方面还有很多重大的性能升级项目要做，所以这并不是我们的首要项目，我们是在幕后研究它。我们做了实验室测试，把它带到奥地利的第一次自由练习赛上，但在维修库里发现了问题，所以把它运回了工厂。"
"我们认为现在已经找到了一个可行的方案，并且创造出了一套可靠的解决方案。我们也理解这样做所带来的一些空气动力学风险。"
维斯塔潘在奥地利和银石赛道发生的两次令人心惊的打转，起因是红牛第一版尾翼的收拢速度没有预期中那么快，从而导致预期的下压力水平延迟恢复，这进一步说明旋转尾翼概念并不容易做好，而且带有一些需要被充分理解的风险。
"问题在于激活时间可能会稍微长一点，还在于当你重新激活时，气动载荷恢复需要多一点时间，"霍尔迪解释道。他同时确认迈凯伦的设计仍在按计划推进，有望在不久后正式装上比赛用车。迈凯伦尤其追求更好的气动效率，而这种尾翼能为此做出贡献。
"总体来说，我们在研发性能取向的尾翼时研究过它，"霍尔迪说。"我们现在正设法把这一概念引入我们的新一代尾翼，这应该会在接下来几站比赛中实现。"
英文原文
McLaren "disappointed" not to pick up rotating rear wing as quickly as Ferrari
McLaren Formula 1 tech director Neil Houldey uncovers the team's development process behind its rotating rear wing, following in the footsteps of Ferrari and Red Bull
Lewis Hamilton, Ferrari, Oscar Piastri, McLaren
McLaren Formula 1 tech director Neil Houldey admits the squad was "disappointed" not to pick up on the upside down rear wing concept as quickly as pioneering Ferrari, as the team continues developing its own version for adoption after the summer break.
Innovation comes in all shapes and sizes, as F1 teams sink their teeth into a brand-new rulebook in 2026. Some design interpretations are more visible than others, so when Ferrari debuted a striking rear wing in Bahrain testing that rotated 180 degrees between corner mode and straight mode, it captured the imagination – not just of fans, but also of rival designers who then had to go back to the drawing board to figure out whether or not they had missed a trick to reduce straight line drag.
Red Bull Racing has since rolled out its own version, but one that follows a different concept, and had to revise it after two incidents for Max Verstappen in Austria and Silverstone.
McLaren was next, but it too had to do plenty of tweaking to get the design to work as intended. A planned test in Austria practice had to be abandoned after the team uncovered issues in the garage. Following further development, it trialled the rear wing to good effect in Hungary as a test item, expecting to debut the design after the shutdown.
McLaren tech director Houldey said the Woking squad realised it had left something on the table as soon as it saw Ferrari trial the design in winter testing.
McLaren's rotating wing uses a three-link mechanism
"We were disappointed not to pick that up as quickly as Ferrari did and then Red Bull," Houldey said when asked by Motorsport.com about the team's initial reaction to Ferrari's innovative design. "As soon as we saw it, we realised there was an opportunity there and we looked into it for a while.
"But there are all these big performance upgrades on offer for the wing, so it wasn't our prime project, and we were working on it in the background. We did lab testing, brought it to FP1 in Austria, and we found an issue with it in the garage, so we took it back to the factory.
"We think we've now found a concept that works and we've created a reliable solution. We understand some of the aerodynamic risks with doing it."
Verstappen's two frightening spins in Austria and Silverstone, triggered by Red Bull's first iteration of the rear wing not closing as quickly as expected, and therefore leading to a delay delivering the expected downforce levels, further underlined that the rotating rear wing concept is not easy to get right, and carries risks that need to be properly understood.
"It's the fact that the activation time might be slightly longer, the fact that it takes a little bit more time for the aerodynamic load to come back when you reactivate," Houldey explained, as he confirmed McLaren's design is still on course for making it onto the race car in the near future. McLaren in particular is chasing better aerodynamic efficiency, which the rear wing could contribute to.
"We looked at it whilst developing rear wings for performance, generally," Houldey said. "We're now trying to find a way of introducing that concept into our new rear wing generation, which should be happening in the next few races."
Motorsport.com ·
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