这一“修复”方案本无法拯救F1西班牙大奖赛
针对西班牙大奖赛观感平淡的问题，外界多归咎于马德里赛道缺乏超车机会，但乔恩·诺布尔指出战术变化不足也是被忽视的因素，而所谓的“修复”方案本无法拯救这场比赛。
西班牙大奖赛未能呈现出今年其他一级方程式比赛所提供的那种精彩场面，这不可避免地让人们把焦点放在了马德里赛道缺乏超车机会这一点上。
组合式弯道、护栏收窄点以及缺乏宽阔的重刹车区域——尤其是在5号弯——都使得超越对手变得极其困难。
正如The 比赛（比赛媒体）在周日透露的那样，马德里赛道的主管方已经在计划对三个关键弯角进行改造，以迎接2027年，并期待明年的比赛能呈现出更多看点，这也就不足为奇了。
但导致比赛缺乏精彩对抗的不仅仅是赛道布局，另一个影响比赛走向的因素是战略上的变化也不多。
再无聊的赛道布局，只要轮胎策略被彻底打乱，也能奉献精彩的对决。
如果通往方格旗的最快路线变得不明确，各车队就会采取不同的策略，同时由此产生的速度差也会制造出并轮缠斗的机会。
马德里赛道就出现了那种摩纳哥或索契式的现象：硬胎（在西班牙站是C2配方）足够支撑整场比赛——加斯利就证明了这一点，他一直坚持到倒数第二圈才进行强制配方更换，换掉他起步时使用的轮胎。
周五首次练习后，鉴于观察到的高磨损程度，曾有人半开玩笑地称可能出现六停策略；但随后情况戏剧性地转变为轻松的一停，令人惊讶。
哈斯车手奥康表示，轮胎的表现是导致比赛中没有太多精彩对抗的限制因素之一，因为只要车手不在前车尾流中待太久，就可以毫无顾虑地持续推进。
他说：“问题在于第二节 阶段（节段）轮胎表现得太稳定了，一旦你跟上前车，你就会损失大量抓地力。”
“当我给其他车让蓝旗的时候，我轻松就损失了半秒，甚至十分之七秒。之后抓地力又会恢复，因为这完全和过热有关。”
“一旦过热降下来，你的速度就回来了。所以这就是为什么没有超车。基本上来说，节奏太快了。”
“从你进站的那一刻到最后，简直就是120%的状态。而且因为没出现颗粒化，我们才取得了这样的结果。如果我们周五就有一场比赛，情况会好得多！”
这样的结果不可避免地引发了质疑：如果轮胎配方更偏激进一些，马德里赛道这场大戏会不会更精彩？
一个美好的设想是：如果去掉C2硬胎在耐热性和机械耐磨性上带来的那份从容，西班牙大奖赛本来会更好看。
这意味着，如果被迫使用更软的配方，车手们在轮胎撑不完全程的情况下会面临更大挑战，从而带来更多刺激。
这个想法不错，但遗憾的是，现实很残酷，因为要理解决定一场比赛能否成为策略杰作的种种复杂因素并不容易。
首先，C2 和 C3 在表现和特性上有明显差异，这意味着虽然硬胎适合跑完整场比赛，中性胎的表现却明显差得多，而且更容易出现轮胎起粒的风险。
正如迈凯伦的皮亚斯特里所说：“中性胎简直糟透了。它实际上只在一圈内表现不错，之后就非常糟糕。”
不过，轮胎衰退加剧并不自动意味着进站次数更多。它可能导致（尤其是在超车困难时）更多的轮胎管理和赛车远远偏离节奏，最终呈现的场面就和周日的比赛一样。
此外，马德里赛道有一个重要因素将永远不利于多次进站的比赛，那就是维修区通道的长度。
在那里更换轮胎大约需要25秒——这是本赛季损失时间最大的赛道之一——所以车队总是想尽量减少换胎的必要性。
根据马德里赛道的实际情况，倍耐力认为把配方调软一档——使用C3/C4/C5而不是C2/C3/C4——并不能提升比赛的观赏性。
这是因为，正如倍耐力赛车运动负责人达里奥·马拉富斯基所指出的，从车手们在比赛中短暂使用C3和C4轮胎时苦苦支撑的表现来看，那样做只会把比赛变成一场艰难的轮胎管理大戏。
再加上马德里赛道凭借倾斜的La Monumental弯道以及大量的弯角，成为赛历中对轮胎要求最具挑战性的赛道之一，这也会因高磨损程度而增加安全风险的可能性。
“这将是一场因高磨损而需要两次进站的比赛，”马拉法斯基对The 比赛表示，“从纸面上看，你可以说‘好吧，这必须是一次两次进站的比赛’。”
“但由于交通状况的影响，车手们最终只会像加斯利那样做。”
“把C2作为比赛用胎是个好选择，这让车队在早期安全车出现的情况下仍有可能一次进站完成比赛。如果用C3/C4/C5就太过分了。”
如果再选择更软的轮胎，排位赛也会出现麻烦。实际上，使用C4轮胎的车队在争夺发车位时，仅仅跑一个单圈冲刺，轮胎就因过热而发出尖啸。
C5轮胎很可能会性能断崖式下滑，基本没什么用处。
马拉富斯基补充道："即使用软胎只跑一圈，经过纪念性弯道（La Monumental）之后，后轮过热的问题就已经出现了。如果软胎是C5，也许在排位赛中也会有热衰退的风险。那就得不偿失了。"
现实情况是，一场比赛能呈现多种策略并行的完美组合、还是变成毫无悬念的轻松一停，抑或陷入彻底混乱，三者之间的差距有时并不大。
由于马德里赛道非常平整、抓地力很高，各车队在赛前就清楚，只要能避免轮胎起粒的风险，一停策略就是可行的。
如果不能避免，正如一位工程师所说，比赛就会变成一场混乱、轮胎严重衰退、两停甚至更多次进站的起粒大混战。
虽然后者听起来很刺激，但实际上它同样有风险，会带来一样糟糕的结果：那就是那种进站循环没完没了、整场比赛毫无叙事线索的大奖赛。
马德里赛道一些注定的特点——平整且高抓地力的表面、La Monumental弯角所承受的巨大作用力、以及很长的维修区通道——意味着除非超车机会得到改善，否则很难通过其他手段鼓励更多的进站。
所有人的目光都集中在明年赛道会做出哪些改动上，因为为超车打开大门，也将是提升比赛策略性元素的最佳方式。
英文原文
The failure of the Spanish Grand Prix to produce the kind of spectacle offered by other Formula 1 races this year has inevitably focused on the lack of overtaking opportunities around the Madring circuit.
Combined entries, barrier pinch points and a lack of wide, heavy braking zones - especially at Turn 5 - all contributed to making it extremely difficult to pass a rival.
It is little wonder, as The Race revealed on Sunday, that Madring chiefs are already planning changes to three key corners for 2027 with the expectation that next year's race produces a bit more of a show.
But it was not just the track layout that contributed to a lack of action, as another factor in how things played out was that there was not much strategic variation either.
Even the most boring of track layouts can deliver thrillers if tyre strategy gets blown open.
Make the fastest route to the chequered flag unclear and you get teams taking different approaches, plus the kinds of pace offset that create the circumstances for wheel-to-wheel action.
The Madring delivered one of those Monaco/Sochi-style phenomena where the hard tyre (the C2 compound in Spain) was good enough to last the whole race - as Pierre Gasly proved by waiting until the penultimate lap for his mandatory compound switch to get off what he had started the race with.
After tongue-in-cheek claims after first running on Friday of a potential six-stopper being on the cards, based on the high levels of degradation seen, the transformation into an easy one-stopper was remarkable.
Haas driver Esteban Ocon said the behaviour of the tyres was one of the limiting factors in why there was not much action in the race, because drivers could push on without fear of excessive degradation as long as they did not spend too much time in the dirty air of the car ahead.
"The thing is that it was so consistent, the tyres on the second stint, that as soon as you were following another car, you were losing so much grip," he said.
"When I was doing blue flags to other cars, I was losing half a second, seven tenths easily. And then after it was coming back because it was all about overheating.
"As soon as the overheating was coming down, you had pace again. So that's why there was no overtaking. It was too fast, the pace, basically.
"It was like 120% from as soon as you pitted to the end. And because the graining didn't happen, that's where we ended up. If we had a race on Friday, it would have been much better!"
This outcome has inevitably prompted questions about whether the Madring spectacle would have been more entertaining had the tyre compounds been a bit more on the aggressive side.
It is a nice theory that if you took away the comfort of the thermal and mechanical robustness of the C2 hard tyre the Spanish GP would have been better.
That suggests that, forced onto softer compounds, drivers would have had a more challenging time in having rubber that did not last the whole distance, thereby producing more excitement.
The idea is good, but sadly reality bites when it comes to understanding the complex factors that dictate whether races become strategic masterclasses.
First, there is a notable difference in behaviour and characteristics between the C2 and the C3, which means that, while the hard was good for the whole race, the medium was significantly not as good and much more prone to the risk of graining.
As McLaren's Oscar Piastri said: "The medium tyre was just awful. It was good for literally one lap, but then it was terrible."
Increased degradation does not automatically mean more stops though. It can (especially when overtaking is difficult) lead to more tyre management and cars running well off the pace, and you end up with the same spectacle as we got on Sunday.
Plus, one important element at Madring that will forever speak against multi-stop races is the length of the pitlane.
Swapping tyres there costs around 25 seconds - one of the biggest losses of the season - so teams are always going to try to minimise the need to change tyres.
Based on the evidence from the Madring, Pirelli felt that going a step softer with the compounds - bringing the C3/C4/C5 rather than the C2/C3/C4 - was not a way to improve the spectacle.
That is because, as Pirelli's head of motorsport, Dario Marrafuschi, pointed out, based on the struggles that drivers had with the C3 and C4 in the short stints in which they managed to keep them alive in the race, it would have simply turned the race into a major management drama.
Throw into the mix too that the Madring, thanks to the banked La Monumental and high numbers of corners, is one of the most challenging tracks on the calendar for tyres, then it would also increase the possibility of safety dangers thanks to the high levels of wear.
"It would have been a two-stop race with a high wear," Marrafuschi told The Race. "On paper you can say, 'OK, it must be a two-stopper'.
"But, because of traffic, drivers would just end up doing what Gasly did.
"It was a good choice to have the C2 as a race compound and give teams the possibility to have one-stop in case of an early safety car. The C3/C4/C5 would have been too much."
Going softer would also have caused trouble in qualifying. As it was, the C4 teams took into the fight for grid positions was screaming from overheating doing a single push lap.
The C5 would probably have fallen off a cliff and been pretty useless.
Marrafuschi added: "Even during one lap with the soft, after La Monumental, the overheating of the rear was there. If the soft was a C5, maybe you would run the risk of thermal degradation during qualifying as well. It wouldn't pay the bill."
The reality is that the margins between a race delivering a perfect strategy mix of different approaches, a nailed on easy one-stopper, and complete chaos are sometimes not very much.
With Madrid's track being super-smooth, and offering high grip, teams knew going into the race that if they could avoid the risk of graining, then the one-stop strategy was on.
If not, as one engineer said, then it would instead have turned into a chaotic, heavy-degradation, two-stop-plus graining fest.
While the latter may sound exciting, it actually risks producing something that is equally as bad: one of those grands prix where there is just an endless cycle of stops so the race has no narrative.
Some of the nailed-on elements of Madring - the smooth, high-grip surface, the forces through La Monumental, and the long pitlane - mean that unless overtaking opportunities are improved there is little that can be done to encourage more stops.
All eyes are on what track changes are done next year because opening the door for passes will be the best way to improve the strategy element too.
The Race ·
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