瓦塞尔：即便有ADUO 2升级，法拉利仍“缺少纯粹动力”
法拉利领队弗雷德里克·瓦塞尔表示，法拉利在2026年从未打算在引擎动力方面达到梅赛德斯的水平，第二次动力单元升级也未缩小与梅赛德斯引擎的差距。
即便有了第二次动力单元升级，法拉利仍然“缺少纯粹的动力”
法拉利的第二次动力单元升级未能缩小与梅赛德斯引擎之间的差距，但这对车队领队弗雷德·瓦塞尔来说并不意外
法拉利一级方程式车队领队弗雷德·瓦塞尔表示，在引擎动力方面，车队本来就不可能在2026年达到梅赛德斯的水平。
自今年一级方程式切换到新技术规则以来，这支德国车队一直拥有最强劲的动力单元，但额外开发与升级机会系统（ADUO）为在这方面落后的制造商提供了追赶的机会。
这项评估实际上是基于内燃机得出的，结果发现红牛的内燃机功率最大；因此，梅赛德斯获得了2026年和2027年各一次升级的权利，而法拉利、奥迪和本田则各获得两次升级的权利。
碰巧的是，梅赛德斯至今还没有引入其今年唯一一次升级——预计将在十月进行——而法拉利自己的升级包，虽然已在奥地利和蒙扎首次亮相，却未能缩小差距。
在赛历上对功率最敏感的赛道上，勒克莱尔和汉密尔顿分别排位第四和第五；他们的正赛成绩更糟，因为勒克莱尔在起步时与队友发生碰撞后退赛。在极速方面，法拉利动力单元在排位赛中慢了5.6公里/小时（以哈斯的贝尔曼为参照）。
Motorsport.com 指出，正如瓦塞尔所坚称的那样，法拉利的 ADUO 升级包并非改变局面的利器。'至少我在某件事上说对了，'这位法国人在车队经历艰难的主场之战后打趣道。但这次升级至少是否符合预期？能量部署是否是落后于梅赛德斯的原因之一？我们问道。
“我不想透露细节，但当你缺乏纯粹的动力时，你就会开始玩能量部署，试图在某条直线上进行弥补，”瓦塞尔解释道。“但如果你在某处部署得更多，那肯定就会在别处部署得更少，然后你就会陷入错误的螺旋，在缠斗时试图玩弄这些。”
“说实话，问题不在于部署。我认为我们的部署还算可以，甚至连迈凯伦在周五和周六上午都在稍微试验。归根结底，我们缺的是纯粹的动力。”
“现实情况是，如果你在赞德沃特缺少一个量，你会慢两到三成秒。如果你在蒙扎缺少一个稍微少一点的量——我用字母来表示，因为你们会试图推算——那么与梅赛德斯的差距就是两倍大。”
梅赛德斯的安德烈亚·基米·安东内利，法拉利的刘易斯·汉密尔顿
当被追问引擎动力不足是否可能与某些具体的设计选择有关时，瓦塞尔指出了在动力单元成本上限的限制下控制支出的难题。
“在引擎方面，整个流程非常漫长，因为零部件的交付周期很长，而且成本上限并不容易应对，”他说。“你必须为整个赛季生产引擎。你现在多少已经是这样了，如果你想开始做研发，就必须生产一批新的引擎，这很棘手。”
“我们本来就没指望靠 ADUO 1 或 ADUO 2 追回来。我们正在一小步一小步地前进，但你要记住的是，如果你在引擎上迈出一小步，哪怕只提升几马力，对发车位置来说也是很大的一步。”在蒙扎的排位赛中，第三名的奥斯卡·皮亚斯特里与第七名的安东内利之间只相差0.127秒。
“这意味着明年我们将迎来一台新引擎。当然，目标是追上来，尽快追上来，但我并不指望在两个月内就能弥补与梅赛德斯的差距。”
如今的差距看起来已经难以逾越：法拉利迎来了本赛季最糟糕的周日比赛，车队在车队积分榜上落后梅赛德斯的分差从87分扩大到了122分；而在车手积分榜上，汉密尔顿在蒙扎仅获得第六名之后，如今已经落后76分。
英文原文
Even with ADUO 2 upgrade, Ferrari is “missing pure power”
Ferrari’s second power unit upgrade failed to bridge the gap with the Mercedes engine, but that was no surprise to team boss Fred Vasseur
Ferrari Formula 1 team principal Fred Vasseur says the Scuderia was never going to reach Mercedes’ level in 2026, in terms of engine power.
The German team has enjoyed the most puissant power unit since F1 switched to new technical regulations this year, but the Additional Development and Upgrades Opportunities system (ADUO) provided an opportunity to catch up for manufacturers who are lacking on that front.
The assessment is actually based on the internal combustion engine, and Red Bull was found to have the most powerful one; consequently, Mercedes was granted one upgrade for 2026 and 2027 each, while Ferrari, Audi and Honda have been entitled to two each.
As it happens, Mercedes is yet to introduce its sole update of the year – it is expected to do so in October – and Ferrari’s own upgrades, which debuted in Austria and at Monza, have failed to bridge the gap.
On the most power-sensitive track of the calendar, Charles Leclerc and Lewis Hamilton qualified fourth and fifth; their race result was worse as Leclerc crashed out after clashing with his team-mate at the start. In terms of top speed, the Ferrari power unit was 5.6km/h slower in qualifying (with Haas’ Oliver Bearman).
Motorsport.com pointed out that, just like Vasseur had insisted, Ferrari’s ADUO upgrade had been no game changer. “At least I was right on something,” the Frenchman quipped after a tough home race for the Scuderia. But was it at least in line with expectations, and does energy deployment play a role in the deficit to Mercedes, we asked?
“I don't want to give details, but when you have a lack of pure power, then you start to play with deployment to try to compensate in one straight line,” Vasseur explained. “But if you deploy more somewhere, for sure you will deploy less somewhere else and then you are going in the wrong spiral to try to play with this when you are fighting.
“Honestly, it's not about deployment. I think deployment was okay-ish, that even McLaren, they were playing a little bit Friday and Saturday morning. At the end, we are missing pure power.
“The reality of this is that if you are missing X in Zandvoort, you are two or three tenths [down]. If you are missing X minus – I’m using letters because you will try to extrapolate – if you are missing a bit less than X in Monza, the delta with the Merc is two times bigger.”
Andrea Kimi Antonelli, Mercedes, Lewis Hamilton, Ferrari
Pressed on whether the lack of engine power might be related to specific design choices, Vasseur pointed to the challenge of keeping spending under control amid the power unit cost cap.
“On the engine, the process is mega long because the lead time of the parts is long and the cost cap is not easy,” he said. “You have to produce the engine for the season. You are already a bit like this and if you want to start to do the development, you have to produce a new batch of engines, and it's tricky.
“We were not expecting to recover [with] ADUO 1 or ADUO 2. We are doing small steps, but what you have to keep in mind is that if you make a small step on the engine, even if you make a couple of horsepower, it's a good step on the grid.” In Monza qualifying, just 0.127s separated third-placed Oscar Piastri from Kimi Antonelli in seventh.
“That means that now we will have a new engine next year. For sure, the target is to catch up, to catch up as soon as possible, but I was not expecting that in two months we will recover the delta with Mercedes.”
Other deltas now seem insurmountable: Ferrari’s worst Sunday of the season means the Scuderia’s deficit to Mercedes in the constructors’ championship has ballooned from 87 to 122 points, while Hamilton is now 76 points down in the drivers’ standings after finishing just sixth at Monza.
Motorsport.com ·
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