【转载】迈凯伦官方的伊莫拉赛后策略复盘
本周双更，今天加一篇这个，明天新闻速览照常~
本文是由迈凯伦车队策略和运动主管Randy Singh（兰迪·辛格）带来的伊莫拉站赛后战术复盘，让我们看看策略主管眼中的比赛到底和我们一般车迷有什么区别……
本文转自迈凯伦官网，原文网址https://www.mclaren.com/racing/2020/emilia-romagna-grand-prix/strategy-debrief/，侵删。
F1’s first (planned) two-day event produced a race of fine margins and big decisions. We take a deep dive into what happened at the Emilia Romagna Grand Prix.
F1首个仅有两天的比赛周末催生了一场差距细微但决策重大的比赛，现在我们就将深入了解在Emilia-Romagna大奖赛中发生的一切
One of the very great challenges of Formula 1 is the way in which it demands constant adaptability. Cars that last weekend effortlessly smashed the lap record on the wide, smooth asphalt of Portimão, this week did the same at narrow bumpy Imola. Across the last two months, F1 has visited three circuits in Italy demanding, respectively, ultra-low drag, maximum downforce and, this week, a nebulous something in between. This very much is part of the appeal – though for engineers and strategists trying to navigate a route through it, it can, at times, feel like playing darts blindfolded.
F1赛事最大的挑战就是要让赛车在不同的赛道上拥有良好的适应性。上周还在路面宽阔顺滑的波尔蒂芒轻松打破圈速纪录的赛车在本周狭窄而颠簸的伊莫拉赛道仍然有相同的表现。这在过去两个月中在意大利境内举办的三场比赛中也体现得淋漓尽致，蒙扎需要极低的阻力，穆杰罗需要最大化下压力，而本周的伊莫拉则需要在两者之间找到那个模糊的平衡点。这是F1这项赛事吸引人的关键因素之一，虽然对于掌控整场比赛走势的工程师和策略师们来说，这有点像是蒙眼玩飞镖……
This week, the extra wrinkle was the compressed timescale of a two-day event. With 14 years and one major track reconfiguration since the last time F1 came here, the paucity of relevant data was compounded by practice being restricted to a single session only, held on Saturday morning. To a certain extent, the layout of the Autodromo Internazionale Enzo e Dino Ferrari came to the aid of strategists: the great difficulty overtaking gave a primacy to track position and made an uninterrupted grand prix a near-certain one-stop affair – but even without the late race Safety Car period, the Emilia Romagna Grand Prix demonstrated how ‘one-stop’ covers a multitude of options, because, as we say, F1 demands adaptability.
本周一个额外的麻烦是时间被压缩到了两天（译注：由于葡萄牙到意大利的物流压力，FIA之前决定将伊莫拉的比赛周末压缩至两天，FP被压缩至周六上午，只有一节）。自上次F1来到这条赛道之后已经过去了14年，而且赛道布局也发生了一次大的变化，相关数据的收集也因为FP被压缩至一节而显得匮乏，这让情况变得更加复杂。从某种程度上讲，伊莫拉赛道的布局帮助了策略的制定：由于在这条赛道上超车十分困难，所以首要任务是帮助车手在赛道上保住位置，这也意味着一停几乎是唯一的选择，如果在正赛最后时刻没有出现安全车，大家或许会看到一场真正的一停大奖赛，正如我们所言，F1这项运动需要良好的适应性。
Race in numbers
比赛数据统计
The strategy… in theory
理论上的策略
With no meaningful historic data to work with and just the one session of practice, the ten teams at Imola were all relying heavily on their simulations to provide set-up information. We maximised the 90 minutes on track and ran a split test of all three compounds across the two cars. This provided good data, and confirmed the belief that, given the paucity of overtaking opportunities, this would be a one stop race, with all three strategies in play. In many respects, P9 and P10 weren’t great starting positions. Obviously, P7 and P8 would have been better but – with the benefit of hindsight – P11 and a choice of starting tyre would not have been terrible either.
由于严重缺乏有意义的历史数据，而且FP也只有一节，十支车队都必须严重依赖模拟器得出的数据进行赛车调校。我们最大化地利用了90分钟的练习时间，在两台车上分别完整地测了三种轮胎的表现，这不仅给我们提供了有益的数据，而且也坚定了我们要以一停完成比赛的信念，但三种策略都是有可能可行的。从各种角度来看，P9和P10都不是什么好位置——显然P7,P8能够带来更好的发车位置，P11则能够依靠不同的起步选胎策略，也不会比这更坏。
“We expected it to be a one-stop given the high pit-loss, and we did think cars starting on the Medium tyre would be in a stronger position than those starting on Softs – though that, perhaps, made to look better by one of the cars starting on the Medium (Sergio Pérez) having really good race pace,” says Randy Singh, Head of Strategy and Sporting. “The first part of the race played out as we expected with those on the Soft struggling a bit more than the Medium runners, with people battling to protect track position as a result. You would probably have preferred being 11th on a new Medium than starting 10th on a used Soft – but it’s not clear-cut either way as it has been at other races.”
车队策略和运动主管兰迪辛格表示：“考虑到进站损失实在太大，我们预计这场比赛所有人都会采取一停，而中性胎起步的车手们会比软胎起步的车手们优势更大，当然，这样的观点可能也是来源于赛点的佩雷兹的中性胎起步策略收获了极佳的结果。”
“正赛的进程也几乎和我们预测的一样，在第一个stint中，软胎起步的车手们在保住位置的时候比其他车手显得更加挣扎，大家在赛道上的争夺也就是为了争一个更好的进站前位置。你可能更希望在起步时位于P11，拿一套新的中胎而不是一套旧软胎，但在这里这两种起步策略并不像在其它赛道上有那么明确的差距。”
What actually happened
实际上发生了什么呢……
Both drivers held position at the start and finished the first lap P9 and P10. In the early stint, Lando was running at a comfortable 2s gap to Daniil Kvyat, with Carlos in close proximity. On Lap Six, Carlos launched an attack on his team-mate and took P9 going into the Tamburello. When Pierre Gasly retired on Lap Eight, they moved up to P8 and P9. Pérez gradually started to gain on Lando, and got within DRS range by Lap 10. Lando pitting on Lap 13, swapping to the Medium tyre. Carlos went a little longer, pitting on Lap 17 and also switching to the Medium tyre.
两位车手在起跑时保住了P9和P10的位置，在比赛开始阶段，诺里斯和卡菲亚特之间保持着很舒服的2s左右的差距，而赛恩斯则和队友之间距离极近。第6圈时赛恩斯对队友发动攻击，并在坦布雷罗弯成功拿到了P9。当加斯利在第8圈退赛时，他们的位置就分别升到了P8和P9。之后佩雷兹的速度优势逐渐显现，在L10进入了诺里斯的DRS范围内。诺里斯选择在L13进站，赛恩斯的一停则来得更晚一些，但两人都换上了中胎。
“We saw that other people had already pitted onto the Hard tyre but we chose to fit the Medium because we felt it was the better tyre for the rest of the race,” says Randy. “The Medium was going to be less robust in terms of getting to the flag, – but we were not just looking to get to the end, we also needed to get there as quickly as possible and the Medium had a pace advantage, both in the short-term and over the stint.”
对此，兰迪表示：“我们看到相当一部分人在进站时换上了硬胎，但我们认为中性胎是剩下的比赛里更好的选择。中性胎虽然在比赛末期会显得比较疲软，但我们的目标不是完成比赛，而是更快地完成比赛，无论是短期还是长期，中胎都应该拥有一定的速度优势。”
Both cars lost a place to Pérez, who was able to go long on his Medium tyres but were on the back of a rapidly compressing train approaching the last 20 per cent of the race, with P5 (Ricciardo) to P10 (Lando) covered by around seven seconds. At this point, on Lap 51, Max Verstappen had a tyre failure and spun out of P2, calling out the Safety Car, at which point Carlos was running P8 and Lando P9. Carlos pitted immediately and swapped to a Used Soft tyre. Based on where the Safety Car had emerged, Lando did not need to double-shuffle, and was able to make his pitstop subsequently, also taking on a Used Soft tyre. With the field bunched by the Safety Car, the race restarted with six laps remaining. Carlos and Lando gained a place when Alex Albon spun out. They finished the race P7 and P8.
虽然两台车都被用中性胎跑第一个stint的佩雷兹拿掉了一个位置，但中游的车手们都压在了一列火车中，处于P5的里卡多和处于P10的诺里斯之间只相差短短7秒。在这个时候，维斯塔潘在第51圈由于爆胎而退赛，触发了安全车，我们的两位车手位于P8和P9，赛恩斯选择立即进站换上了一套旧软胎，而基于安全车和后车的位置关系，诺里斯要进站并不需要比较冒险的同圈双停，他可以在接下来的一圈再进站，并且也可以换上软胎。在安全车退出之后，受益于阿尔本的打转，两位车手于P7和P8完赛。
The strategy... explained
一些策略的解释……
While you would not rank Imola alongside Monaco or Singapore, there are at-least shades of the Hungaroring in the strategic imperatives at the Autodromo Internazionale Enzo e Dino Ferrari. Key to defending – or making places – was maintaining a good pace through the early phases of the race. Lando was called in on Lap 13 because the team did not want him to lose time fighting with Pérez, and spotted a good gap into which he could pit into. The team opted to fit the Medium tyre at this point because it got up to temperature quicker than the Hard compound, and would have better pace through Lando’s long stint, including the period early in the stint when he was most vulnerable to being passed by the midfield runners starting on the Medium tyre. While Pérez was always expected to gain, the primary concern was Ferrari’s Sebastian Vettel.
虽然你们不一定会把伊莫拉和新加坡，摩纳哥这样的赛道并列，但这条赛道的策略处理方式至少有一些亨格罗宁的影子。防守的第一要义就是在比赛的前期保持良好的速度。Lando在第13圈被召回是因为车队不想让他在和佩雷兹的缠斗中损失太多速度，而且进站窗口也非常合适（之前我在赛后分析中提到的马哥和拉塞尔之间11秒的窗口）。车队给他上中胎的原因是中胎能够更快的达到工作温度，并且在他的长stint中会拥有更好的速度，包括他在刚出站这个最脆的时期——很容易被中胎起步的中游车手超过。在我们确认佩雷兹赚大了的情况下，这个主要的对手变成了瓦特尔（译注：不过法拉利直接自爆了，所以这个假想敌也没了……）
During the Safety Car, there was consideration given to leaving Lando out on his old Medium tyre. That would have promoted him to P6 on the road. Ultimately, the team decided to pit Lando. He had voiced a preference for coming in – but that was one of a range of factors that weighed into the decision.
在安全车期间，我们曾考虑过把诺里斯留在外面，那样的话他可以挤到P6的位置，但最终我们还是决定让他进站，而且他本人也表示了希望进站的倾向——不过这只是让他进站的众多考量因素之一。
Carlos ran a very similar strategy to his team-mate. Consideration had been given to leaving him out longer but, in his case, the impetus for making his first stop on Lap 17 was also a desire to avoid getting into a time-sapping fight with Pérez – plus the possibility of jumping Kvyat. That failed to pay off when, despite completing his stop two-tenths of a second quicker than the Russian, he emerged a car’s length behind.
卡洛斯（赛恩斯）的策略和队友非常相似，我们曾经考虑让他在外面多跑一阵，不过基于同样的问题——不在和佩雷兹的缠斗中损失时间，而且还有一定的机会翻掉卡菲亚特，我们决定让他进站。不过最终这个undercut的战术没有成功，虽然他当时的圈速比卡菲亚特快0.2，但他还是在出站后落后了一个车位。（译注：出站后两人相差大概1.2s）
“With Carlos, we could extend a little further than we could with Lando, because Carlos was in a better position before the stops,” says Randy. “There was an opportunity to gain a position by pitting into the train of cars that were behind Ricciardo, but this time it didn’t pay off with the position.”
“赛恩斯可以比诺里斯的第一个stint做得更长，因为他在进站前的位置更好，他本来有机会在里卡多领头的火车中抢到一个更好的位置，但是很不幸，这次我们并没有拿到这个位置的‘奖励’。”
Like Lando, Carlos also took on the Soft tyre at the Safety Car, believing it would offer a restart advantage. Were these stops a good decision? It is still very difficult to say definitively. While Ricciardo prospered from staying out on his Hard tyre, the other leading cars taking the same approach – Alex Albon and Charles Leclerc – faired less well, with Albon losing places and spinning out, and Leclerc being passed by the freshly shod Kvyat.
和诺里斯一样，赛恩斯也在SC下进站换上了软胎，他相信这会在比赛重启时带来一定的优势。但这是个好决策吗？直到现在我们也难以下一个定论。在里卡多靠死撑硬胎赚大发的时候，同样坚持白胎不进站的勒克莱尔和阿尔本却损失了位置——阿尔本在被佩雷兹超越之后打滑落到了队尾，勒克莱尔则被卡菲亚特超过（译注：并受到了佩雷兹的严厉攻击）。
“We’re still looking at whether we made a good decision with the Safety Car stops – I think it’s fair to say it wasn’t the easiest of decisions to make,” says Randy. “At the time, we considered boxing both cars, leaving both cars out or splitting them either way around.”
“我们仍在反思我们是否在SC状态下作出了最有利的决定——平心而论，这不是个容易做出的决定。当时我们三种策略都在考虑：两个人都进站，都放在外面，或者一个进一个不进。”
The race for the two McLaren drivers had been compromised a little by their starting positions but they clawed back a decent result by both finishing in the points for the first time since the Italian Grand Prix – something none of the team’s rivals managed. With four races of the season remaining, locked in a battle with only a point separating Renault, Racing Point and ourselves, the rest of the season is balanced on a knife-edge. Fantastic for fans: high pressure indeed for anyone calling the shots.
两位车手的比赛都受到了发车位置的影响，但他们本站是在意大利站之后第一次双车积分完赛，这是其他竞争对手都没能做到的。本赛季还剩下四场比赛，我们和赛点，雷诺之间都只有一分之差，剩下的比赛就像是在刀尖上跳舞，对于车迷们来说当然是很精彩的，但对于我们这些做决定的人来说，压力实在很大。
感觉我的翻译水平下降了……
