勒克莱尔回应法拉利担忧：我们知道底线在哪
法拉利车手勒克莱尔表示，尽管近期队友之间多次出现赛道上的摩擦，但在美国大奖赛上不会重演类似情况。
勒克莱尔回应法拉利担忧：“我们知道底线在哪”
在法拉利车手之间近期围绕车队纪律出现摩擦的背景下，勒克莱尔坚称美国大奖赛上不会重演类似情况
法拉利赛季中段的共同问题之一，除了练习赛速度未能转化为排位赛表现之外，就是车手们在赛道上容易互相绊倒。
更常见的情况是，勒克莱尔和汉密尔顿在采用相反策略于赛道上相遇时，配合不够默契。但这也以更直接的方式导致积分机会流失，例如意大利大奖赛首圈，勒克莱尔将汉密尔顿挤入砂石区。
勒克莱尔和汉密尔顿在美国大奖赛的美洲赛道（COTA）排位赛中分别获得第四和第五名，这条赛道的第一弯——山顶处的一个急左弯——是出了名的拥堵瓶颈点。去年，两位冠军争夺者、迈凯伦的兰多·诺里斯和奥斯卡·皮亚斯特里在冲刺赛起步时就在那里相撞，让争冠对手马克斯·维斯塔潘轻松取胜。
第四和第五意味着两位法拉利车手在发车格上并不直接并排，但他们仍然足够接近，在首圈车阵挤入1号弯时可能纠缠在一起。Motorsport.com了解到，在意大利大奖赛事件之后，车队领队弗雷德里克·瓦塞尔在两位车手之间举行了私下的坦诚沟通。但在奥斯汀排位赛后的发言中，勒克莱尔坚称，对于COTA 1号弯会发生什么，并没有制定具体规则。
“没有，我们知道不该越过的界限在哪里，”他说。
“而且再次强调，我认为今年有一些时候我越过了它，刘易斯也越过了它，我们不想看到这种情况——所以这一点是明确的。”
实际上，勒克莱尔和汉密尔顿在蒙扎1号弯的事件，与上赛季在美洲赛道迈凯伦车队的戏剧性场面之间，存在若干相似之处。两者都涉及散开的车阵涌向通往下一弯的唯一有效赛车线，而其中一名车手执行了果断的切回动作来占据该线路，仿佛另一名车手不存在一样。
查尔斯·勒克莱尔，法拉利车队；刘易斯·汉密尔顿，法拉利车队
在皮亚斯特里的情况中，他略微冲过了弯角，正试图弥补损失，但在执行切回时被尼科·霍肯伯格驾驶的索伯赛车碰到，这使他打转撞上了诺里斯。然而，就事件背景而言，关键在于他让自己陷入了危险境地，因为其他赛车即将驶入他试图占据的空间。
蒙扎的这场争执对法拉利损害较小，因为两辆赛车都能继续比赛。但事件的起因是汉密尔顿将赛车置于这样一种位置，使勒克莱尔除了让出弯角别无选择，而勒克莱尔随后选择不让，反而将汉密尔顿挤上了外侧路肩。
这是双方都固执己见的情况，但汉密尔顿在言语上更显委屈，这让瓦塞尔化解局面的任务更具挑战性。瓦塞尔从不在公开场合批评车队人员，但两周前在新加坡赛后，他的举止中流露出沮丧的迹象——当时汉密尔顿推翻了在虚拟安全车期间进站的指令，因为那会让他整场比赛剩余时间都困在勒克莱尔身后。相反，他坚持等待另一次赛道中立化，那或许能给他带来一次廉价进站的机会——但机会始终没有出现。
无论法拉利阵营内部现在的情绪如何，这都不是一个车队战术可能派上用场的赛道，即便车手们愿意合作。在新加坡，你们可以合作放慢身后赛车的速度，但在COTA更开阔的布局中，这不可能做到。
勒克莱尔和汉密尔顿在数学上都仍有争冠可能，但勒克莱尔的希望更为渺茫。他们会在多大程度上为共同利益而合作？勒克莱尔没有排除这种可能，但也未做出承诺。
“这（团队合作）始终很重要，”他说。
“我不认为在这样一条赛道上，会有像新加坡那样能通过减速来影响其他车队之类的做法。但显然，无论我们身处何地，彼此保持距离始终是件好事。”
英文原文
Charles Leclerc reacts to Ferrari fear: 'We know what line not to cross'
Against a background of recent conflicts over team discipline between the Ferrari drivers, Leclerc insists there will be no repeat at the United States Grand Prix
One of the common denominators of Ferrari’s mid-season, besides not translating practice pace into qualifying, has been its drivers’ tendency to trip over one another on track.
More often, this has come in the form of Charles Leclerc and Lewis Hamilton not being as collaborative as they could be when they encounter each other on track while running on opposed strategies. But it has also involved points-scoring opportunities lost in a more direct manner, such as when Leclerc ushered Hamilton into the gravel trap on the opening lap of the Italian Grand Prix.
Leclerc and Hamilton qualified fourth and fifth at the United States Grand Prix at the Circuit of the Americas (COTA), a track where the first corner – a sharp left at the top of the hill – is a notorious pinch point. Last year two of the championship protagonists, McLaren’s Lando Norris and Oscar Piastri, collided there at the start of the sprint race, handing title rival Max Verstappen a clear run to victory.
Fourth and fifth means the Ferrari drivers aren’t directly alongside one another on the grid, but they are still close enough to become entangled as the field squeezes into Turn 1 on the opening lap. Motorsport.com understands that, after the Italian GP incident, team boss Frederic Vasseur held private clear-the-air talks between the two drivers. But, speaking after qualifying in Austin, Leclerc insisted that there have been no specific rules laid down for what happens at COTA’s Turn 1.
“No, we know what the line is not to cross,” he said.
“And again I think we've got some occasions throughout the year where I've crossed it, Lewis has crossed it, and we don't want to see that – so this is clear.”
There are actually several parallels between the Turn 1 incident at Monza between Leclerc and Hamilton, and the McLaren drama at COTA last season. Both involved a dispersed field funnelling into what is one functional racing line towards the next corner, and one of the drivers executing an assertive cut-back move to claim the line as if the other driver wasn’t there.
Charles Leclerc, Ferrari, Lewis Hamilton Ferrari
In Piastri’s case he had overshot the corner slightly and was trying to ameliorate the loss, but was tagged by Nico Hulkenberg’s Sauber while executing the cut-back, and this spun him into Norris. What mattered in the context of the incident, though, was that he had put himself in harm’s way given the imminent arrival of other cars into the space he was trying to claim.
The contretemps at Monza was less damaging to Ferrari, since both cars were able to continue. But it was initiated by Hamilton positioning his car in such a way as to give Leclerc no option but to yield the corner, and Leclerc then choosing not to do that, but to send Hamilton over the outside kerb instead.
It was a case of obstinacy on both sides but Hamilton was the more vocally aggrieved, making Vasseur’s task in defusing the situation more challenging. Vasseur never criticises team personnel in public but there were signs of frustration in his demeanour after Singapore two weeks ago, where Hamilton overruled an order to pit during a virtual safety car period because it would have locked him into spending the rest of the race behind Leclerc. Instead, he held out for another course neutralisation which might have given him the opportunity for a cheap pitstop – but it never came.
Whatever the internal mood in the Ferrari camp is now, this is not a circuit where team tactics are likely to come into play even if the drivers are disposed to work together. In Singapore you can work together to slow down the cars behind, but this isn’t possible on COTA’s more open layout.
Both Leclerc and Hamilton remain in mathematical contention for the championship but Leclerc’s hopes are more distant. To what extent will they work together for the common good? Leclerc didn’t rule it out while remaining noncommittal.
“It [teamwork] is always important,” he said.
“I don't think on a track like this there's anything like Singapore that you can do with slowing down another team or whatever. But obviously to stay away from each other is always a good thing no matter where we are.”
Motorsport.com ·
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