未来F1引擎规则首批细节曝光
F1各方已就下一轮引擎规则周期的主要要素达成一致。FIA与F1引擎制造商选择不采用自然吸气方案，部分原因是街道赛道的噪音限制，同时将采用更小、更简化的电子系统。
未来F1引擎规则的首批细节揭晓
F1下一阶段引擎规则的最初方案已经公布：3.0升V8涡轮增压，搭配更小的电动机，并减重50公斤
F1利益相关方已就下一阶段引擎规则周期的主要要素达成一致。
FIA和F1引擎制造商选择放弃自然吸气方案，部分原因是街道赛道的噪音限制，同时采用更小、更简化的电子系统。
一种超车推进模式也正在考虑之中，并可能在2030年首次亮相。
尽管讨论仍在进行中，但即将定义F1下一个技术周期的引擎已基本成型。国际汽联与制造商之间的会议将继续敲定剩余细节，但已在关键点上达成实质性协议，重点是一种更简单、更轻的动力单元，被认为更接近赛车引擎的传统概念。
F1将转向3.0升V8架构，但最令引擎制造商分歧的问题之一是要不要保留涡轮增压器。
选择自然吸气引擎的可能性也曾被摆上桌面，这种方案能带来一种特别吸引怀念2000年代初F1的车迷的声浪。
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然而，涡轮增压器元件将保留为动力单元配置的一部分，但这一决定背后的原因超越了纯粹的技术考量。
一台自然吸气的3.0升V8发动机将达到的噪音水平，会给当前一些F1举办地带来重大问题。
这一问题尤其涉及街道赛道：墨尔本、迈阿密、马德里、新加坡、巴库和拉斯维加斯都是实行噪音排放限制的举办地，而比当前一代明显更吵的赛车的到来，可能会造成无法克服的重大困难，甚至可能使一些赛事面临风险。
这导致决定保留较小的涡轮增压器，这是一种折衷方案，仍应能够实现比当前动力单元响亮得多的声音，同时将噪音水平控制在某些F1赛道适用的限制范围内。
更小的电动机和更轻的动力单元
新的V8也不会完全脱离电气化。新规则看起来将包括一个简化的100kW电动机，其输出远低于当前一代动力单元的350kW。
目标是在不与汽车行业失去技术联系的同时，避免复制最新一代动力单元所特有的复杂性。讨论中浮现的方向很明确：电力仍将是F1的一部分，但在整体组合中的作用将不那么主导。
近年来经验教训似乎已被吸取的另一个领域，涉及整个动力单元的重量。新动力单元设定的目标非常雄心勃勃：要制造出一个比当前动力单元至少轻50公斤的完整单元。
正在考虑引入超车按钮和2030年启用
一些方面仍需最终确定。其中之一将是给车手提供额外动力提升以协助超车动作的系统。
似乎无意重新引入直到2025赛季末仍在使用的DRS。目前正在考虑的方案更接近IndyCar采用的超车按钮理念：车手可在特定情况下使用的临时动力提升。
这将是FIA和引擎制造商仍需达成最终协议的一个领域。
新规何时引入F1也仍悬而未决，计划在2030年首次亮相新规则是一个选项，这将把当前技术规则周期的结束提前一年。
达成决定需要各方找到共同点，但当前一代动力单元出现的问题加速了一场超越个别技术细节的更广泛讨论。在大力推动技术复杂性之后，F1似乎热衷于回归更传统的赛车引擎概念。
英文原文
First details of future F1 engine rules revealed
The initial plan for F1’s next engine regulations have been revealed: 3.0-litre V8 turbo, with a smaller electrical motor and 50kg lighter
Formula 1 stakeholders have reached an agreement on the main elements of the next engine rules cycle.
The FIA and F1 engine manufacturers have opted against a naturally aspirated option, partly because of noise restrictions at street circuits, with a smaller and simplified electronics package.
A push-to-pass overtake mode is also under consideration, along with a possible debut in 2030.
While discussions are still ongoing, the engine set to define the next technical cycle in F1 has largely taken shape. Meetings between the FIA and the manufacturers will continue to finalise the remaining details, but a substantial agreement has been reached on the key points with the focus on a simpler and lighter power unit, one that is considered closer to the traditional concept of a racing engine.
F1 is set to move to 3.0-litre V8 architecture, but one of the issues that most divided the engine manufacturers was whether to retain the turbocharger.
The possibility of opting for a naturally aspirated engine was also on the table, a solution that would have delivered a sound particularly appealing to fans nostalgic for F1 in the early 2000s.
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However, the turbocharger element will remain as part of the power unit configuration, but the reasons behind the decision go beyond purely technical considerations.
A naturally aspirated 3.0-litre V8 would have reached noise levels that would cause a major problem with some of the current F1 venues.
The issue concerns street circuits in particular: Melbourne, Miami, Madrid, Singapore, Baku and Las Vegas are venues where noise-emission restrictions are in place, and the arrival of cars significantly louder than the current generation could create major difficulties that would be impossible to overcome and potentially even put some events at risk.
This has led to the decision to retain a smaller turbocharger, a compromise that should still make it possible to achieve a considerably louder sound than that of the current power units, while keeping noise levels within limits applied at some F1 circuits.
Smaller electrical motor and lighter power units
The new V8 will not be completely detached from electrification either. The new rules look set to include a simplified 100kW electric motor, a considerably lower output than the 350kW current generation of power units.
The aim is to maintain a technological link with the automotive industry without replicating the complexity that has characterised the latest generation of power units. The direction emerging from the discussions is clear: electric power will remain part of F1, but with a less dominant role within the overall package.
Another area where the lessons of recent years appear to have been taken on board concern the weight of the overall power unit. The target set for the new power unit is highly ambitious: to produce a complete unit weighing at least 50kg lighter than the current power units.
Push-to-pass and 2030 introduction being considered
Some aspects still need to be finalised. Among them is the system that will give drivers an additional power boost to assist overtaking manoeuvres.
There appears to be no intention to bring back the DRS used until the end of the 2025 season. The solution currently under consideration is closer to the push-to-pass philosophy adopted in IndyCar: a temporary increase in power that the driver could deploy under specific circumstances.
This will be one of the areas the FIA and the engine manufacturers still need to reach a definitive agreement on.
When the new regulations will be introduced in F1 also remains open, with the plan to debut the new rules in 2030 an option, which would bring forward the end of the current technical rules cycle that began by one year.
Reaching a decision will require all parties to find common ground, but the issues that have emerged with the current generation of power units have accelerated a broader discussion that goes beyond individual technical details. After pushing hard on technological complexity, F1 appears keen to return to a more traditional concept of a racing engine.
Motorsport.com ·
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