http://www.f1technical.net/news/3592 Although the current Hockenheim layout inevitably invites unfavourable comparison to the ‘classic’ – and rather uninspired – traditional circuit that existed until 2001, it has been the scene of close, exciting racing in recent years. Sat in the middle of a pine forest, the race is typically run in sweltering conditions with high humidity. This makes life hard for the tyres, particular at the rear of the car owing to numerous slow corners and traction events. 虽然现今的Hockenheim被大幅修改後 无可避免比2001年前的黑森林版本来得不吸引人 不过它仍然是一条具有挑战性的赛道 座落在森林中 气候条件湿热 又有好几个低速弯 如此一来对於轮胎(特别是後轮)的磨耗是一大考验 Downforce In an ideal world, Hockenheim would demand medium downforce levels to find the best compromise for optimum lap-time, as we need grip in the medium-speed corners towards the end of the lap. However, we do not work – and more importantly race – in an ideal world. Like all Tilke tracks, Hockenheim features long straights followed by slow corners that make overtaking possible. As such, the downforce settings we use leave the drivers short of grip in the stadium section in order to have the top speed necessary to defend position – and overtake rivals. Thus, we end up running medium-low downforce levels – much as in Bahrain, for example. 下压力方面 最理想的设定是中下压力 如此可以较为容易找出有利单圈时间的设定 (配合最後一个中速弯的抓地力需求) 然而特别是在决赛时并不全然如此 Hockenheim本身有一个长直的路段配上低速弯 这样的布局增加了不少超越的机会 因此下压力会设定稍低好让极速提升(类似巴林站的设定) Suspension The long straights and slow corners of Hockenheim demand contrasting suspension set-ups: stiff to maintain aerodynamic performance at high speed, and soft for optimum mechanical grip. In general, we will achieve this with relatively soft settings, and bump rubbers to maintain stable ride heights at speed. The car is run with a forward mechanical bias (stiffer at the front than the rear) in order to optimise grip under traction and braking. Indeed, braking stability is particularly important at this circuit at turn 6 – where the cars slow by more than 200 kph – is the key overtaking opportunity. We therefore pay detailed attention to this area. 悬挂方面为配合长直路段加上低速弯的组合 因此硬度必须足以让空力发挥高速时的效益 柔软度也必须足够维持抓地力 一般而言采取相对较软的设定 为配合循迹和煞车的运作达成最家抓地效果 前悬挂硬度又较後悬挂高 也因此煞车的稳定性在第六个弯特别显得重要(这里是一个绝佳的超越点) 在这方面是一个需要密切注意的环节 Circuit characteristics Conditions at Hockenheim are traditionally extremely hot, with some of the highest track temperatures of the whole year. The heavy traction demands of the circuit means that the rear tyres are often the focus of much attention, in order to control the risk of blistering and avoid excessive wear that will make the car balance unstable. Furthermore, the circuit has the unusual characteristic of narrowing significantly where the new tarmac joins the old, particularly in turn 12. This is one of the quickest corners on the circuit, and the circuit narrows on entry. It makes it easy for drivers to go off-line and damage the car here in the large gravel trap if they are pushing hard. 这是在全年赛季中气温较高的场地 较重的循迹对於後轮的磨耗影响大 必须避免脱胶或是过度磨损造成车辆不平衡的情形 第12个弯是全场速度最快的弯 然而路幅窄 又有碎石缓冲区 车手若是拼过头的话可能会冲出跑道造成车辆损坏 Engine performance Hockenheim has always been a demanding circuit for the engines, but its relative severity has in fact decreased this year. Although the engines will spend about 10% more of the lap at full throttle than last year (71% of the lap in 2006), the delta from 2005 to 2006 is among the smallest of the season. This is because the circuit contains very few high speed corners, which is where the difference in throttle usage between the V10 and V8 engines has been most apparent this year. Nevertheless, with nearly three quarters of the lap at full throttle, this remains a demanding circuit for the engines, and it not only demands a powerful engine, but also one that pulls strongly from low revs. Good torque is important in order to launch the cars out of the many slow corners. 本场比赛引擎具有决定性的影响 但今年这种情况较不那麽严重(可能是因为V8的关系) 即便大约有71%的单圈时间是以全油门运作 比起去年多出10% 这是因为本场地的高速弯非常少 而高速弯是最容易突显V10和V8引擎差异的所在 然而 在全场近3/4的全油门条件下 引擎性能依旧十分重要 不仅在大马力的表现要够好 低转速扭力也要足够应付出低速弯时的需求 Acoustic offset As is always the case, high temperatures mean the engine experiences a phenomenon known as ‘acoustic offset’. This occurs at high temperatures and means that peak power is developed at higher revs, essentially shifting the power-band of the engine upwards. In these circumstances, the ability to use greater rpm represents a performance advantage – meaning the C specification RS26 engine that both drivers will be using will play to their advantage in the hot conditions. 值得一提的是引擎曲线中的"相位偏移"现象 也就是在高气温环境下 引擎的马力最大值出现在比一般情况更高转速时 换言之越高的转速便能发挥出越大的马力 因此引擎必须承受的是高温空气及高转速的考验 Source Renaultf1 译注 : 伪首席测试车手 -- ██████ █ ██◣ ◢█◣ ██◣ ◢██◣ ███ ██◣ ██████ █ █ █ █ █ █ ◣ █ █ █ █ █ ██████ █ ██◤ █ █ █ █ █ █ ██◣ █ ◤ ██████ █ ██◣ ████ █ █ █ █ ██◤ ██▌ ██████ █ █ █ █ █ █ ◤ █ █ █ █ ▉ ██████ ███ ● ██◤ █ █ ██◤ ◥██◤ ███ █ ▋ --

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