阿尔派为加斯利蒙扎杆位带回折叠式尾翼
皮埃尔·加斯利在蒙扎以最出人意料的方式夺得职业生涯首个杆位，六年前他曾随AlphaTauri在蒙扎赢下一场最不可预测的F1比赛。阿尔派为此重新启用了此前搁置的折叠式尾翼。
阿尔派在加斯利蒙扎杆位之前重新启用可折叠尾翼
作为阿尔派低下压力套件的一部分，带有两片可收拢襟翼的可折叠尾翼在2026年F1赛季前三场比赛后被搁置之后重新回归
有神奇的日子，也有特别的地方。对加斯利来说，蒙扎就是其中之一。在他用AlphaTauri夺冠六年之后——那是有史以来最难以预测的F1比赛之一——这位法国车手以最出人意料的方式夺得了他职业生涯的第一个杆位。
就连阿尔派自己也未曾预料到能参与到最前排位置的争夺中，尤其是考虑到周六开始时的目标只是进入排位赛前十名。从自由练习赛的情况来看，这是一个相当现实且可以实现的目标，车队在与小红牛竞争，虽然不那么稳定，也在与奥迪较量。
最终的成绩比任何人预期的都要理想得多，但这并不是一个靠运气得来的杆位。它是在赛道上应得并挣来的。当然，尾流博弈也发挥了作用，而且不可否认的是，如果不是在最后一次尝试中与 维斯塔潘 发生纠葛，拉塞尔 领衔的 梅赛德斯 实际上还有更大的余量。但你必须抓住这样的机会。
阿尔派 正是这么做的。A526 这辆车，尤其是带到蒙扎的配置，与其他车队相比产生的空气阻力相对较小，这无疑在长直道上很有帮助。甚至在自由练习中，就能看到 Enstone 车队在直道上录得了出色的尾速。挑战在于找到正确的过弯平衡，而不损失太多。
不过，本周末的这个杆位还有一个有趣的方面，因为这套低下压力套件中还包含了一位“老熟人”：反向开启的后翼，它会使两片襟翼塌陷。这一方案曾在测试以及赛季前三场比赛——澳大利亚、中国和铃鹿——中出现过，之后被搁置，转而采用与去年 DRS 类似的更常规的开启机制。
阿尔派 新颖的后翼组件在蒙扎重新亮相
因此，低下压力套件重新启用了赛季初期的尾翼，同时尾翼作动器上所有附加部件都已被移除。阿尔派 实际上是本赛季第一支在铃鹿站围绕开翼机制引入专门结构以获取更多气动载荷的车队，由此开启了一个随后被所有其他车队效仿的趋势。
然而，在蒙扎这样的赛道上，所有这些旨在产生更多下压力的附加部件被认为没有必要，因此被拆除，实际上回归到了年初的第一版规格。这一版本被认为效率更高，包括其与扩散器的相互作用。
值得一提的是，两周前在赞德福特，阿尔派 推出了一套酝酿已久的重要技术升级包。借助它，A526 找回了一直缺失的一部分下压力，这在高速弯中尤为有用。
这并不意味着 阿尔派 突然成为了过弯性能方面的标杆赛车。更确切地说，它是找到了那几公里每小时所需的速度，从而避免在直道上丢掉原本获得的那些优势。
“我们新加装的套件阻力并不大，这在这条赛道上是件好事。我们的极速不是什么秘密，你们都看得到，它很有竞争力。所以，谁知道呢？让我们看看能做到什么吧。”阿尔派 车队董事总经理 Steve Nielsen 解释道。
英文原文
Alpine brings back folding rear wing ahead of Pierre Gasly’s Monza pole
As part of Alpine’s low-downforce configuration, the folding rear wing with two collapsing flaps made a return after being shelved following the first three races of the 2026 F1 season
There are magical days, but there are also special places. Monza is one of them for Pierre Gasly. Six years after his triumph with AlphaTauri, in what was one of the most unpredictable Formula 1 races ever, the Frenchman took the first pole position of his career in the most unexpected way possible.
Even Alpine itself had not predicted that it could get involved in the fight for the very top positions, especially considering that the target at the start of Saturday had been to make the top 10 in qualifying. That was a more than realistic and achievable goal based on what was seen in free practice, with the team fighting Racing Bulls and, albeit inconsistently, Audi.
The final classification was much more favourable than anyone could have expected, but this was not a pole position produced by chance. It was deserved and earned on track. Certainly, the slipstreaming games played their part, and it cannot be denied that Mercedes realistically had more margin with George Russell had he not been involved in a fracas with Max Verstappen on his final attempt. But you have to capitalise on such opportunities.
That is exactly what Alpine did. The A526 is a car that, particularly in the configuration brought to Monza, generates relatively little aerodynamic drag compared with other teams, and that undoubtedly helps on the long straights. Even in free practice, it was possible to see that the Enstone team was recording excellent top speeds on the straights. The challenge was finding the right balance through the corners without giving too much away.
There is, however, an interesting aspect to this weekend’s pole position, because the low-downforce package also featured an old acquaintance: the rear wing that opens in reverse, causing the two flaps to collapse. This solution had been seen in testing and during the first three races of the season – Australia, China and Suzuka – before being set aside in favour of a more conventional opening mechanism similar to last year’s DRS.
Alpine novel rear wing assembly made a comeback in Monza
The low-downforce package has therefore brought back the early-season wing, while all the additional elements on the wing actuator have been removed. Alpine was actually the first team this season to introduce dedicated structures around the wing-opening mechanism at Suzuka in order to find more aerodynamic load, starting a trend that was subsequently adopted by all the other teams.
On a circuit like Monza, however, all those additional elements aimed at generating more downforce were not considered necessary and were removed, effectively returning to the very first specification from the beginning of the year. That version was considered more efficient, including in its interaction with the diffuser.
It is worth remembering that at Zandvoort two weeks ago, Alpine introduced a major package of long-awaited technical upgrades. With it, the A526 found some of the downforce it had been lacking, and this was particularly useful in the high-speed corners.
That does not mean that Alpine has suddenly become a benchmark car in terms of cornering performance. Rather, it has managed to find those few extra km/h needed to avoid throwing away what it gains on the straights.
“The new package we put on is not very draggy, which is good here. Our top speed is no secret. You can see that. It's competitive. So, who knows? Let's see what we can do,” explained Steve Nielsen, Alpine’s managing director.
Motorsport.com ·
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