F1计划在2027年使用更高衰退率的轮胎以减少一停比赛
F1希望在2027年引入更高衰退率的轮胎，以减少像阿塞拜疆大奖赛那样的一停比赛。今年15场大奖赛中有9场大部分车手都采用一停策略，这一定程度上源于2026年轮胎的开发方式。
F1的目标是在2027年使用更高衰退率的轮胎，这可能减少像阿塞拜疆大奖赛那样的一停比赛。
高轮胎磨损是2026赛季部分比赛的特点，例如兰多·诺里斯通过三次进站赢得匈牙利大奖赛，但在大多数赛道上，一停策略仍然更有利。
事实上，今年迄今为止的15场大奖赛中有9场，大多数车手（包括分站冠军）都采用了一停策略。
这部分要归因于去年2026年轮胎的设计和开发方式。
F1的轮胎供应商倍耐力此前只能依靠各车队提供的估算和预测来了解2026年赛车在下压力水平以及轮胎所承受载荷方面的实际情况。
各车队的模拟数据差异极大；去年八月有消息披露，各车队模拟中的下压力水平差距高达30%，折算到圈速上大约相当于四秒的差别。当然，倍耐力必须制造出一系列能够覆盖整个区间的轮胎。
在倍耐力研发这款产品时，真正的2026年赛车还不存在。倍耐力所能获得的最接近的东西是各车队提供的“骡子”测试车，这些测试车具备基础的2026年风格空气动力学设计，但并未搭载2026年的动力单元及其独特特性。
相比之下，2027年的轮胎可以在倍耐力专门安排的测试日中，由F1车队使用2026年赛车和动力单元进行测试——而且实际上已经这么做了。
最近，法拉利车队（刘易斯·汉密尔顿、夏尔·勒克莱尔和安东尼奥·吉奥维纳齐）以及小红牛车队（利亚姆·劳森和阿维德·林德布拉德）在马德里大奖赛之后，于伊莫拉赛道总共完成了400圈测试，测试对象是2027年的轮胎。
这些轮胎应该会带有较高程度的衰退。
“我们今年工作时没有使用骡车（mule car），而是使用了今年的真实赛车，所以对我们来说，能够获得更清晰的判断要好得多。”倍耐力首席工程师西蒙内·贝拉说道。
“然后我们的目标与赛车的平衡、稳定性本身关系不大，更多的是与产生更高程度的衰退有关。”
"所以我们研究了轮胎结构，以产生更多衰减。我们检验了不同的方案，让前轮（轮胎）产生更多衰减，也检验了其他让后轴产生更多衰减的方案。
"目前我不想过多透露这些方案的细节，但我们的想法就是提高衰减的程度，因为我们已经看到，尤其是在赛季初段，也包括其他一些比赛中，衰减程度相当低。
"我们对结构本身进行了改进，以产生更多热量和热衰减。
"当然，我们接下来还要对配方系列进行测试，并确定下个赛季的配方系列。所以这是我们在这次讨论中还必须考虑的另一个话题。
倍耐力的下一次2027年轮胎测试计划于10月中旬在马尼库尔赛道举行，届时将使用该赛道的人工洒水系统来测试明年的雨战轮胎。
英文原文
Formula 1 is aiming to have higher-degradation tyres in 2027 that could result in fewer one-stop races such as the Azerbaijan Grand Prix.
High tyre wear has been a feature of some 2026 races, such as the Hungarian GP, which Lando Norris won with three pitstops, but a one-stop strategy has been favourable at most circuits.
In fact, nine of the 15 grands prix so far this year have been one-stop races for the majority of the field, including the race winner.
This is partly a consequence of how the 2026 tyres were designed and developed throughout last year.
F1's tyre supplier Pirelli had to work with estimations and predictions from teams on what the 2026 cars would actually be like, in terms of downforce levels and the load that would be put through the tyres.
That simulation data from teams varied widely; in August last year it was revealed there was up to a 30% difference in downforce levels between teams' simulations, which would equate to around four seconds' difference in laptime. And of course Pirelli had to make a range of tyres that would cope with the full spectrum.
An actual 2026 car didn't exist when Pirelli developed its product. The closest Pirelli had was the 'mule' cars provided by the teams, which had basic 2026-style aerodynamics, but they did not feature the 2026 power units and their unique characteristics.
By contrast, the 2027 tyres can be - and have been - tested by F1 teams with 2026 cars and power units at specific Pirelli test days.
Most recently, Ferrari (Lewis Hamilton, Charles Leclerc and Antonio Giovinazzi) and Racing Bulls (Liam Lawson and Arvid Lindblad) completed a combined total of 400 laps at Imola, testing the 2027 tyres after the Spanish GP in Madrid.
Those tyres should feature a high level of degradation.
"We have worked this year, not with the mule car but with the real cars from this year, so it was much better for us to have a clear picture," Pirelli's chief engineer Simone Berra said.
"Then our target was less related to the balance of the car, the stability itself. It was more related to generating more degradation level.
"So we worked on the structure to generate more degradation. We checked different solutions to generate more degradation on the front [tyres] and other solutions generating more degradation on the rear axle.
"At the moment I don't want to go too much into detail about these solutions, but the idea was just to increase the level of decay because we have seen that, especially in the first part of the season but also in other races, that the decay was quite low.
"We worked on the structure itself to generate more heat generation and thermal decay.
"Then obviously we still have the test for the compound range and to define the compound range for the next season. So this is another topic that we have to consider in this discussion."
Pirelli's next 2027 tyre test is scheduled to take place at Magny-Cours in mid-October, where the circuit's artificial watering system is due to be used to test out wet weather tyres for next year.
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