本文最後由 for007youreyes 於 2016-8-11 12:03 編輯
(以下為中英對照版)
Casey Stoner- My MotoGP Playbook
Casey Stoner - 我的MotoGP劇本
The (currently) retired racer spills thesecrets of his racing success over three ages of MotoGP
– and reveals what he sees as the biggestthreat to the future of the sport
Casey Stoner is one of the greatest ridersof the MotoGP era:
he won two world titles on different makesof motorcycle and has ridden 990s, 800s and 1000s.
Not only that, the Australian has neverbeen afraid to speak his mind,
which is why there’s no one better to talkabout how the motorcycles
and the racing have changed over the lastdecade or so
and whether it’s changing for the better orthe worse.
Along the way, he lets us in on some of thefiner points of his racing technique.
(目前)退役車Casey Stoner透露他在MotoGP三個時期的賽車成功秘密
- 並且揭示出什麼是Stoner視為此項運動的未來最大威脅.
Casey Stoner是MotoGP年代最偉大的車手之一:
Stoner在兩個不同車廠品牌贏過世界冠軍, 且騎過990s, 800s及1000s(三種排氣量規格的賽車).
不僅如此, Stoner這澳洲人從不懼於坦白他的心底話,
因此再沒有人比Stoner更適合談論過去十年左右的機車與賽事是如何變化,
以及這變化究竟是變好或變糟.
過程中, Stoner公開了一些他的比賽技能的細節.
Before you ask… No, there is still nocomeback planned. But…
“We are still open to the possibility ofracing in the future,
but I’m not planning anything at the moment– I have no wish to race.
I’m not going to say never
because if I did race again I’d have to eatmy words, as I’ve had to do plenty of times before.
But racing isn’t on the list, that’s forsure.
I’m enjoying my role right now
and hope I can give back to Ducati not onlywith data and testing but in many other ways.
What I’m doing now is a different aspect ofracing
and if we get the results, it will beinteresting to see how the feeling is.”
在你開口問之前... 沒有, 尚未有回龜的打算. 但...
"我們對未來參賽的可能性仍持開放, 但我目前沒有任何計劃 - 我不渴望比賽.
我不會說絕不(參賽), 因為假使我真的又參賽, 那我就得收回前言, 一如我之前好幾次必須食言.
但確定是, 比賽尚不在清單上.
我很享受我目前的角色, 且我希望能回報給Ducati的不只是數據與測試, 而是還有很多其他方面.
目前我所做的是比賽的不同方面, 而若我們能得到成果, 那麼去瞭解那感覺如何將是有趣的."
“For me, the 990s were probably MotoGP’sbest era”
“The MotoGP bike was quite a bit easier toride than a 250, especially coming from an Aprilia 250.
They were nasty little machines – very,very effective and incredibly fast when you got them right,
but getting them there was tricky.
In many ways that’s how it is with theItalian family of racing machines.
"對我而言, 990s時期可能是MotoGP最好的年代."
"MotoGP級別的賽車比250級別的賽車容易操駕不少, 特別是相對於Aprilia 250而言.
它們是難對付的小車 - 非常, 非常有效能, 且當你正確操駕時能難以置信地快. 但要達到成功卻很棘手.
義系賽車在許多方面就是如此.
When I first rode the RC211V at theValencia tests in November 2005 I found changing direction so much easier
that I had to be less aggressive than I’dbeen with the 250.
That was probably because the 250 hadhigher corner speed and often better grip,
so you had to put in more effort because ofthe greater gyroscopic effect and so on.
2005年11月Valencia測試時, 當我一騎上RC211V,我發現較之我以前騎的250, 方向變換得太過容易,
以致我必須得較不激進些.
那可能是由於250有較快的彎速及普遍較佳的抓地力, 而較大的陀螺儀效應諸如此類的因素, 所以你必須再分外用力.
The best way to explain the difference isto liken it to going from a go-kart, which is extremely nimble,
to a big V8 car; maybe the difference isn’tthat big, but it’s in that direction.
要解釋其間差異的最佳方式為將其類比成從極靈敏的卡丁車換到V8大車; 或許差異沒那麼大, 但那譬喻方向對了.
The MotoGP bike took a lot of the rigidityout of it because of its weight and power
and because the bike wanted to spin, itdidn’t want to drive off corners like the 250.
It was a bit like going to a slipperytrack,
and I always felt more at home whenever wewent to a slippery track, even on a 250.
I was never a rider to just trust the grip;I always had to feel the grip
and the more I felt the bike moving themore I felt okay because I knew that’s where my limit was.
If you’re riding on pure grip you’ve justgot to trust things and I never liked doing that.
I preferred knowing what I was gettingmyself into.
MotoGP級別的賽車, 因其車重及動力, 它會想空轉, 它不像250那般願意出彎, 所以要去掉很多剛性.
那有點像去到滑溜的賽道, 而每當我們去到滑溜的賽道, 我總是覺得較拿手, 即便騎250也是.
我從不是個能放心信任抓地力的車手; 我總是必須去感受抓地力,
且我越感覺賽車在游走, 我就越感覺可行,因為我知道我正處在極限上.
若你憑藉全然的抓地力, 則你早已役於物,而我從不喜歡那樣做. 我寧可知道我正處在什麼境地下.
Most 250 riders didn’t adapt their linesthat much when they first stepped up to MotoGP.
So long as you were smooth on the throttle
you could ride a MotoGP bike like it was a250 and be fast, to a certain degree.
That’s when all of us jumping up from 250sstarted having those crashing moments:
trying to run too much corner speed, orpushing it to an edge that was there to be had and was very, very fast,
but you couldn’t keep it up all the time.
There’s many ways to make a MotoGP bikefast but not as many ways to make it fast safely.
當多數的250車手升上MotoGP時, 他們並未大幅地調整他們的跑線.
只要你在油門操作上夠平順, 你就能把MotoGP級別的賽車騎得跟250一樣, 可以快到某種程度.
而那就是我們這些從250躍升上來的車手開始要摔車的時機:
嘗試跑著過高的彎速, 或將車逼到一個過往能達到的並且很快很快的界限, 然而你卻無法繼續維持.
有許多方法可以把MotoGP級別的賽車騎快, 卻沒有那麼多方法可以把它騎得又快又安全.
You couldn’t go as fast through cornersbecause of the weight and everything, so you went through the crashes,
you learned how to get the speed out of aMotoGP bike without crashing, then your style adapted.
因為車重與其他所有原因, 你達不到儘可能地高速過彎, 於是你開始經歷摔車.
你學到在不摔車下如何去逼出MotoGP級別的賽車的速度, 於是你的操駕風格獲得了調適.
You started braking later, going intocorners a little harder on the brakes,
so you were actually going quicker into thecorner compared to a 250,
then holding the brakes further into thecorner to get the bike stopped a bit more and using the power on the exit.
On a MotoGP bike you carried a lot morefront brake going in, then tried not to carry so much corner speed.
On a 250 you released the brake a lotearlier to let the bike free and run through the corner faster.
你開始煞得更晚, 帶著更重一點的煞車入彎,
所以較之250, 你其實入彎速度更高,然後更進一步地帶煞入彎讓車速減更多下來, 接著利用動力出彎.
在MotoGP級別的賽車上, 你帶多很多的前煞入彎, 然後試著不帶太高的彎速過彎.
在250上, 你早很多地釋放煞車使賽車能奔放而較高速地過彎.
Changing direction was a lot easier on aMotoGP bike, so I found myself being gentler on the throttle.
I used it to help me change direction:
as I put weight on the footpegs in themiddle part of the change of direction
I’d give it a bit of throttle to load thesuspension,
then I’d get off it to help the bike getover, then I’d get on the gas again.
You just needed to be more progressive soit didn’t try to slide.
在MotoGP級別的賽車上, 方向變換容易很多, 所以我發現自己的油門控制變得更和緩. 我使用如下的方法幫助變換方向.
在變換方向的中段, 當我把體重加在腳踏上時, 我會給一點油好加載後懸, 然後我會收油幫助完成, 最後我又會再次給油.
你需要的就是得更漸進, 如此賽車才不至於企圖滑移.
I also put more weight on the insidefootpeg out of corners
because it made the bike want to turn andstand up, plus it put more pressure directly over the tyre.
I’ve never understood the theory ofweighting the outside peg.
In speedway they do it to break away intocorners,
but from mid-corner onwards they’ve gottheir outside foot completely off the peg.
出彎時, 我也會加載更多的體重於內側腳踏上, 因為這能讓賽車想要轉向同時立直, 這還能直接加載更多的壓力在輪胎上.
我從沒弄懂加載體重於外側踏板的理論.
在同向環形沙地賽, 車手靠那麼做而殺入彎中, 但從過彎中段之後, 車手就把外側腳完全從腳踏上移開.
For me, the 990s were probably MotoGP’sbest era. The electronics were just about perfect.
They were there, so they’d save you to acertain degree, but they wouldn’t increase your performance.
In practice at the Sachsenring in 2006 wehad all kinds of problems with the electronics, so we had to ride without them.
I think I was 0.15s off my best time withtraction control, even though I was being cautious.
對我而言, 990s時期可能是MotoGP最好的年代. 那時的電控幾乎恰好完美.
那時電控的確存在, 所以它們能挽救你到某個程度, 但它們不會提升你的表現.
在2006年的Sachsenring練習時, 我們遇上各種各樣的電控麻煩, 以至於我們必須在沒電控下騎車.
即便我始終小心翼翼, 我也只比在有巡跡控制下的最佳圈速慢上0.15秒而已.
In my opinion 2006 was one of the greatestyears of MotoGP: lots of different winners, lots of people at the front.
I think they were the decent days.”
在我看來, 2006年是MotoGP時代最棒的其中一年: 很多不同的獲勝者, 很多人在領先集團.我認為那是些相當不錯的日子
“The 800s would’ve been just aboutimpossible to ride without the improvements
all the manufacturers made with enginemanagement in 2007.
That was the biggest advance during the 800era, not so much traction control.
若沒有全部車廠於2007年在引擎管理做出的改善, 則800s排氣量規格時期的賽車將幾乎無法操駕.
那是在800時期間最大的進步, 那時還沒有太多的循跡控制.
That progression was the only way theycould get the power out of the engines and tame them at the same time.
When I was with Ducati they used thatprogress to make the engine smoother,
otherwise it would’ve been a beast to ride.
那個進展是車廠在能榨出引擎動力的同時亦達成控制它們的唯一方法.
當我在Ducati時, 他們用那個進展使得引擎更平順, 不然賽車將會是頭野獸難以駕馭.
We had massive pumping issues
which they fixed by calming down theengine, with the twin-pulse firing order and other things,
like switching to engine to three cylindersat the first touch of the throttle, just to tame it off bottom rpm.
Without that it was very, very loose andhard work.
我們有很嚴重的輸出脈動問題 -- 他們是用上雙脈衝點火時序及其他手段靠柔化引擎才解決 --
像是轉換成三缸引擎後剛打開油門的反應, 只能使其擺脫低轉區後變得易控制.
若不那樣的話, 它就非常, 非常不易控制也十分吃力.
The 800’s powerband was definitely smaller,but it wasn’t like riding a two-stroke.
You still had a lot of grunt, but you hadto be more precise with your gearing than on the 990.
Pretty much everything else I did exactlythe same, short shifting out of the same corners and so on.
800的動力帶肯定是較窄, 但不至於像在騎二衝車. 你還是有很多動力, 可是你必須比990還要更精確在換檔上.
至於幾乎是所有其他方面, 我做起來完全一樣, 像在同樣的彎道出彎時提前升檔諸如此類的.
What the 800s lost in one area they gainedin another.
They were slightly lighter, which gave themmore of a 250 feel; plus the engine didn’t have so much inertia
because of the smaller capacity, which madethe bike feel lighter and easier to flick around. The technique went a bit backto 250s,
but only a bit, because with the 800s wewere still braking very late and deep into the corners.
800s在一個方面所損失的, 它們在另一個方面有所得.
它們車重稍輕, 給了它們更像250的感覺; 加上因較小的排氣量而讓引擎沒那麼多慣性, 使得賽車感覺更輕更易快速移動.
技術面有點退向250, 但只有一點點,因為騎著800s我們仍能煞得很晚且帶煞入彎到很深處.
MotoGP Era 2: 800cc
MotoGP時期2: 800cc
The 800s didn’t have the same grunt, so wehad to run a little more corner speed to try and use the same gear.
That’s why a lot of records went, eventhough we’d lost 20 per cent of engine capacity.
800s沒有相同的動力, 所以我們必須試著用相同的檔位去跑出更高的彎速.
那就是為何即便我們已損失 20 % 的引擎排氣量, 卻仍能創下很多記錄的原因.
The big progress in electronics was enginebraking, because the 800s were more settled going into the corners,
so you could run more corner speed. If youlook at 2006, everyone was still backing into corners.
引擎煞車是電控上的重大進展, 因為800s能更穩地入彎, 所以你可以跑出更高的彎速.
若你回顧2006年, 所有人都還在側滑後胎入彎.
Also, the Bridgestone rear had more edgegrip than the Michelin,
but nowhere near as much grip in thetraction area,
so we had to use more corner speed and pickup the bike less, to try and keep using the edge grip.
另外, Bridgestone後胎有較之Michelin更多的胎肩抓地力, 但牽引區的抓地力卻遠遠不及.
所以我們必須用上更高的彎速並且減少立直車身, 試著保持利用胎肩抓地力.
I started using the front brake through thecorners on the Ducati because it was something I had to do.
All the other manufacturers had their fueltanks low down and further back under the seat,
but Ducati had a front-end fuel tank. Itwas very high, so as the fuel went down the balance of the bike changed.
我開始在過彎時使用前煞, 因為我不得不那麼做.
其他全部車廠的油箱都往下設計在較低處, 並向後延伸到座位下, 然而Ducati的油箱卻前置.
它很高, 所以當油量減少時, 賽車的平衡就變了.
Sometimes when we didn’t get the rightset-up
we would get to a point midway through therace when we didn’t have enough weight over the front.
I’m not big enough to get right over thefront,
so I started running a lot more front brakethroughout the corner to keep the front down and make it turn harder,
because the Ducati didn’t turn that good.
I wouldn’t use the brake all the waythrough with heaps of throttle on – it’s a bit too difficult to do that –
but especially at that first crack of thethrottle, just to get the thing to turn.
有時若我們沒設定正確, 在比賽中期我們就會經歷一個時刻是前端沒有足夠荷重.
我不夠高大到能正好加載在前端上, 且因Ducati無法轉向得很好,
所以我開始在過彎時帶著很多前煞以保持前端壓縮從而使賽車轉向得更積極.
我不會開著很多的油門同時帶著煞車一路過彎 -- 那有點太難辦到了 –
然而特別當甫開油時, 我會油門大開, 只為了讓賽車能轉向.
How did I work that out? Gently!
Back in those days you’d get a lot of tyredegradation, so I’d try squaring off the corners, but nothing worked,
so it was either use the front brake or gowide at every corner.
This was usually in long corners, like thedownhill right at Le Mans [La Chapelle].
我是如何使出那招的? 輕緩地! 那些時日, 你的輪胎衰退會很兇, 所以我試了在彎中蓄勢待發, 然而卻不管用.
所以要嘛就每個彎都帶著前煞, 不然就每個彎都會跑開. 這通常是在長彎, 像在Le Mans的下坡右彎[La Chapelle].
At times and at certain tracks I did usethe electronics as an advantage,
much in the same way as I used the revlimiter, which my teams never liked!
I used the rev limiter in corner which Iwanted to tack into very clearly and safely, like Turn 5 at Sepang.
Out of Turn 4 you go over the top of a riseand the bike goes light, so it’s easy to highside going into 5,
because even the electronics will struggleto help you if you step it out there.
So I’d attack a lot going over the rise,making sure I hit the rev limiter before I reached the top,
then once it hits the limiter there’s nomore torque going through the engine,
so I would be able to run a lot faster downinto 5 because I knew it couldn’t highside me.
我有時在特定賽道的確會利用電控發揮優勢, 跟我利用轉速限制器 -- 車隊始終不喜歡我那麼做! -- 的的方式一樣.
在那些我想要很俐落很安全地側滑入彎的彎道, 像Sepang的5號彎, 我會用上轉速限制器.
出4號彎時你會越過一處斜坡的高點而使賽車變得輕飄, 導致進5號彎就容易highside,
因為你若在那瞬間失去後胎抓地而車尾帶出, 即便電控要挽救你也會挽救得很艱難.
所以我寧願很奮力去衝那個上坡, 確保在過上坡頂點前我已先達轉速限制, 一旦達轉速限制, 引擎就不會再有扭力輸出,
於是我就能夠跑出快很多的速度去衝入那個下坡5號彎, 因為我已知道我將不會被賽車給highside了.(e04! 瘋了!)
I did the same at places like at Turn 3 atValencia.
I’d slide and go in there, knowing that Iwas going to hit the limiter any second,
then the limiter would be my electronics bynot allowing me to slide any further.
Basically the electronics are the samething as the rev limiter, they just cut in earlier.”
像Valencia的3號彎, 我也是同方式處理. 我滑移著入彎, 同時知道我很快就會達轉速限制,
然後轉速限制器就將成為我的電控, 不容許我有再多餘的滑移.
基本上電控跟轉速限制器是相同的東西, 只是電控能更早地介入.
MotoGP Era 3: 1000cc
MotoGP時期3: 1000cc
“When I tested the Honda 1000 it was a realpackage. It was great.
I love the power: the more power thebetter, I love it.
"當我測試Honda1000時, 它真是個完全的組合. 它很棒. 我愛那動力: 動力越多越好, 我甲意彼味.
There’s not a massive difference betweenthe old 990s and the 1000s,
just a general progression of chassis,tyres, electronics and engine.
The 1000s definitely make more power, butit feels tamer and smoother throughout the rev rage
because they can control each aspect with theengine management and electronics.
老990s跟1000s間並無巨大差異, 只有車架, 輪胎, 電控與引擎的一般進展.
1000s肯定有更大的出力, 但感覺它在整個轉速狂暴區間都更易控更平順, 因為引擎管理與電控能支配各個方面.
Compared to the 800s, the 1000s are alittle jump:
again you’ve got more torque so you canpull off a corner from lower revs and find a bit more grip.
They’re also a bit heavier in the change ofdirection,
so it’s just the usual things you’d expectgoing from an 800cc to a 1000cc engine.
比起800s, 1000s算有點躍進:你再次有了更多扭力, 所以你能從更低的轉速出彎, 並且感受更多的抓地力.
它們在方向變換上也有點較笨重, 而這只是引擎從800cc換成1000cc可以預見的平凡事.
The way MotoGP is now I’d say the riding ismore one-line than it was.
In the 800 era all the bikes had differentcharacters
– some had more power at the bottom, somehad more power at the top.
我會說操駕較之前更呈現單一樣式已是MotoGP目前的風格.
在800時期, 所有的賽車都各有不同的特性 -- 一些在較低轉速區較有力, 另些在較高轉速區較有力.
Now we’re back to 1000s with a fantasticamount of grunt, but the electronics are still too good, in my opinion.
Back in the 990 days, the only way theyreally helped us was with engine braking:
you’d still be loose, you’d still bebacking it in,
but the electronics stopped you fromcompletely locking up and sliding.
現在我們回歸到1000s, 有著大量驚人的動力, 然而電控在我看來仍然太好.
回顧990的時日, 電控唯一真正有幫到我們的方面在於引擎煞車: 你仍然可以不受拘束, 你仍然可以側滑後胎入彎,
而電控則會避免你完全鎖死而打滑.
With the 990s, the electronics were alsothere when things got really bad,
so if you completely destroyed a tyrethey’d get you home, things like that.
But in general they didn’t get involved toomuch and I didn’t want them to
because I didn’t like the feeling of them.
I’d spent my whole life riding withoutelectronics,
so I don’t know why all of a sudden theythought that the new age of riders wanted to ride with them.
在情況很糟時990s的電控也的確有用,所以假如你徹底毀了輪胎, 它們仍能帶你平安返家, 諸如此類的.
但一般它們不會介入太多, 況且我也不願它們介入, 因為我不喜歡它們的感覺.
我寧願一輩子都騎沒有電控的車, 因此我真搞不懂為何突然間他們會認為新一代車手會想騎有電控的車.
Now the electronics are very refined andprogressive, so they come in a lot more smoothly.
Even this year’s [Dorna] package is very,very good.
The teams may not have as many options tofine tune things and do corner-by-corner tuning,
but it’s still a very impressive package.Unfortunately, it’s not at all basic.
目前的電控非常的精緻且漸進, 所以它們介入得更平順很多.
即便是今年的[Dorna]套件也非常,非常好.
車隊可能無法有足夠多的選項可以微調設定並逐彎修正, 但它仍是非常了得的套件. 遺憾得是, 它一點也不低階.
I’d like to see a lot less electronics. Ithink it needs to drop back to where they were in 2006 or 2007.
I think the Dorna package is just Dornatrying to reduce costs and stop the electronics from progressing any more,
but they’re certainly not putting theracing back in the hands of the riders.
我想看見少很多電控. 我認為它們需要退回到2006或2007年的狀態.
我認為Dorna的套件只是設法降低成本並阻止電控再有任何進展, 但他們肯定沒把比賽交還到車手的掌控中.
I enjoyed trying different things with myriding, like stopping the thing from doing wheelies.
Wheelie control is another thing I don’tlike.
I like being able to float the front wheeland get that perfect amount of drive out of the corner.
That’s the kind of thing that makes ridinga bike into an art,
rather than just opening it up and havingthe electronics do it all for you.
All those elements that have disappearednow.
I don’t like that because I still don’tthink electronics are as good as the human hand.
我享受在我的操駕中嘗試不同的方式, 像抑制賽車浮舉中的前端. 浮舉控制是我不喜歡的另一種電控.
我喜歡可以使前端變輕盈以獲得完美的出彎驅動力量.
那便是能使操駕臻於藝術的那類技巧, 而非只是油門一拜後就讓電控都幫你搞定.
過去的那些本領現在都消失了. 我並不樂見, 因為我認為電控並沒有比人類的手好.
The Michelin tyres are quite a change too.
Back in 2007 the Bridgestones had a lotless rear grip than the Michelins had in 2006,
which is exactly what the riders are sayingnow.
The Michelin rear is very, very good, italways has been.
But Michelin have still got the sameproblem they had in the past:
the rear doesn’t seem to match the front,it overpowers the front, for whatever reason.
Michelin輪胎也算是相當大的變化.
回顧2007年Bridgestone的後胎抓地力遠比2006年Michelin的少, 而這正是當今車手們所說的.
Michelin後胎非常, 非常棒, 它一向如此. 然而Michelin仍舊和它們的過去有一樣的問題:
後胎似乎跟前胎搭配不起來, 不論何因,後胎都壓制過前胎.
It doesn’t feel like it’s pushing thefront, it just feels like the circumference and profile doesn’t fit front torear.
As you go into a corner the bike goesthrough this little moment where it feels like there’s no contact on the front
and then it comes back and then the reardoes something a bit funny.
I know why people are crashing, but it’s notan easy thing to fix.
It’s not something where you can go, okay,I’ve just got to go a bit gentler here.
It’s the main part of the corner where youneed to make the bike turn,
that’s the point where everyone’sstruggling.
那不像是後胎逼著前胎, 那就像是前後胎的周長及胎形彼此不搭.
當你入彎時賽車會經歷一個短暫片刻, 像是前胎好像沒有了觸感, 然後觸感恢復後, 換後胎的行為又有點怪.
我懂車手為何會摔車, 然而這事卻不易處理.
那不是你能說, 好吧, 我就只需要在這裏溫順些即可的事.
那是在彎中你必得使賽車轉向的主要部分, 而那正是每位車手都掙扎的時機地點.
The tyres will suit some people’s stylesbetter than others,
but I think this year’s championship maycome down to whoever is going to be more patient
and maybe push that little less whenthey’re not feeling totally happy with the front.
Over the full championship season I thinkit may come down to
being happy to settle for that third orfifth position on the weekend when it’s not right,
then going for it when everything is right.
較之其他車手, 輪胎可能會更適合某些車手的操駕風格,
但我認為今年的錦標賽取決於誰能更有耐性, 以及當對前胎不完全感到滿意時能拼得保守點.
就整個錦標賽季而言, 我認為取決於誰當比賽周不順時能樂意安於第3或5名, 而當一切順利時又能放膽一試全力以赴.
THE FUTURE…
未來...
“I’ve hated the feeling of electronics forthat long. In 2011 I did a TV ad for Honda. It was quite funny:
I’m going round this private track, slidingthe Fireblade out of the corners for the cameras.
I come back and I tell the guys, we needthese electronics on our MotoGP bike
– you can’t even feel them, they’re sosmooth, the progression going into them!
And the Honda guys are like, we don’t haveelectronics on this bike.
But the thing slid perfectly and didexactly what I wanted it to do, which is what a real bike should do.
我已經討厭電控的感覺很久了. 在2011年我為Honda拍了一支電視廣告. 事情的經過很好笑:
為了拍攝, 我繞著私人跑道騎, 並用Fireblade滑胎出彎.
繞回來後, 我告訴大夥, 我要我們的MotoGP賽車用上這組電控
-- 你甚至感受不到它們, 它們如此平順, 它們真的成就了漸進!
而Honda的傢伙卻表現出一副: 我們這台車上其實並沒有電控.
但那車滑動得完美, 精確地做出我所要它做的, 而那才名符其實是一輛機車所該有的表現.
In my opinion electronics are why you seeMotoGP lap times so close in qualifying,
so you think, wow, so many people can gofast.
But in qualifying all the riders have to dois brake late, get the bike to turn,
then pin it and let the electronics do therest. There’s no more finesse.
看我看來, MotoGP排位的單圈時間之所以如此接近, 正是因為電控.
那會讓你認為, 哇, 好多車手都能跑得好快.
然而排位時所有車手要做的就只是晚煞, 讓車轉向, 然後保持住, 至於剩下的就丟給電控完成. 再沒技巧可言.
It’s false traction, and during a race,when you can’t brake that late every lap and get it perfect,
that’s when you still see the gap grow somuch through the pack.
那是虛假的魅力, 而正賽期間, 當你無法每一圈都那麼晚煞且做得理想, 那時你就仍會目睹車陣裏的差距變得很大.
I still believe there’s more to be made outof the human hand than out of electronics.
But electronics help massively for thoseriders who can’t control the rear like others can.
我仍相信人的手所能做出的遠勝電控. 然而電控大大地幫了那些無法像其他車手那麼會控制後輪的人.
Back in 2006 or 2007, if you had morefinesse you’d pick up the bike out of the corner
and almost pass the other guy halfway downthe straight, because you’d worked hard at getting a better drive.
Or maybe the other guy would slip and slideand mess up the exit,
so you’d get a run on them and you’d prettymuch have the pass done before you got to the next corner.
回顧2006或2007年, 若你較有技巧, 你就能拉起車身出彎並在直道一半就幾乎超越對手, 因為你已奮力榨出了更好的驅動力.
也可能對手會又滑又拋地搞砸出彎, 所以你就能趕上他們, 並在進到下個彎之前你就幾乎完成超越.
Different riders also set up their bikesvery differently.
Someone like Dani [Pedrosa] liked to havehis bike set up for the middle of the corner to the exit
and not much good on the entry, but Jeez,he could get the corner squared off so well
and get so much drive that he’d come upnext to you down the straight.
不同的車手在車輛設定上亦大不相同.
有的人, 像Dani[Pedrosa]就喜歡針對彎中到出彎這段去做設定, 而入彎就顯得沒那麼行,
但, 天啊, 他在彎中已十足地蓄勢待發並獲取了很充分的驅動力, 以至於出到直線後他已趕上與你並駕齊驅.
Everyone’s style shone through back then,now it’s heading more to one particular style.
No one can make the difference on the exit
– you can hear them all hitting thethrottle at the same part of the turn and driving out –
so they just make a big stab on the brakes.
It’s all about who brakes the latest andwho is willing to take the biggest risk.
Sometimes it’s cringe-worthy to watch,
because you’re just waiting for the frontto wash and wipe out three other guys.
往昔每位車手的操駕風格都格外分明, 而今則多傾向於一種特定風格.
沒人能在出彎勝出一籌 -- 你能聽見他們都在彎中同一處開油出彎 -- 所以他們只在煞車上放手一搏.
關鍵重點都在誰能煞得最晚以及誰願意冒最大風險.
有時真叫人看得都難為情, 因為你正看著有人突然失去前胎而順帶掃出另外三位車手.
I don’t want to see riders losing the rearand getting highsided, because it hurts,
but having a bit more respect for the bikewould give riders a little more respect
for their competitors and for the tarmac.
我不願看見車手失去後胎而接著highsided, 因為那很痛很傷,
但若存著對賽車多一點敬畏, 將也能使車手對其競爭者及賽道給出多一點尊重.
Now everyone pushes in on the front, sothey’re usually small crashes, just closing the front end.
But now you’ve got all these riders whohave no fear because they know it’s only going to be a front-end crash.
It’s a lot easier to come out of one ofthose, so they just push harder and harder and harder
and don’t really care if they crash or runwide off the track.
現今每位車手都用前胎在拼推進, 所以他們通常小摔, 就只是前胎突然失去抓地力.
然而現今你發現所有這些車手根本毫不畏懼, 因為他們知道那就將只會是失去前胎的摔車.
要從那些失去前胎摔車中脫險真是簡單多了, 所以他們就拼得更兇更猛更狠, 而且著實不在乎他們是否會摔或衝出賽道.
I was following guys at Sepang and I wasshocked: pretty much everyone I was behind ran off track.
That tarmac runoff used to be gravel, soyou couldn’t run off.
What they’ve done by adding the tarmacrunoff is half destroy the racing
because it allows people to make massivebig silly mistakes, then just run off, without losing anything.
I miss those days of there being some kindof risk to it.
在Sepang 我跟在大夥後面, 而我受精了: 幾乎被我跟住的每位車手都衝出賽道.
現在是瀝青碎石地的緩衝區, 過去曾為礫石緩衝 -- 所以在過去你才不會去衝出礫石緩衝.
他們後來添上瀝青碎石緩衝的這項作為, 簡直毀掉比賽大半,
因為這使得車手能犯下又嚴重又巨大又愚蠢的錯誤, 然而他們頂多只會跑開, 卻不會有別的損失.
我懷念跑開/衝出賽道要冒某種風險的那些日子.
And I miss that element of trying differentthings to find some kind of grip
when the rear is greasy as hell, likereally picking up the bike or short-shifting.
I had my own little tricks in tough times,which I thought were quite good.
Like if we were at a track where everyonewas scrubbing the front tyre out.
The others would be faster from the start,they’d destroy the front and drop back,
then I was like, OK, let’s take some weightoff the front.
We won a lot of races that were reallytough on tyre life
because you had to think about things a bitmore. I really enjoyed those times.
我也懷念當後胎滑得要命時嘗試不同方法去找出一些抓地力的那種本領, 像是確實地拉起車身或提前升檔.
我在情勢艱難時有我自認相當讚的一套秘訣. 像是如果我們處在一條大家會把前胎磨耗掉的賽道.
其他人從一起跑後將會較快, 但他們會毀了前輪而掉速, 然而我卻一副, 來吧, 讓我們從前胎移走些荷重.
我們贏過一大堆對胎耗很嚴苛的比賽, 因為你必須要考慮得更多. 我真享受那些時日.
The electronics have taken a lot of finesseout of it, so the aggressors can perform well now.”
電控已奪走太多技巧, 因此現今連操控激進者都能跑得好.
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