阿德里安·纽维独家专访：我为何离开红牛及我在阿斯顿·马丁的未来（E289）

那么有没有这样的情况，当赛车出现问题时，你会回到房车尝试画出解决问题的方案？

So is there a time where something's gone on with the car, and you've gone back to the motor home to try and sketch out a solution to the problem?

是的，当然。

Yes, for sure.

很多次。

Many times.

我想说，解决方案、创意、创造力，无论你怎么称呼它，它可以来自多种来源和随机的方式。

I think let's say, solutions, ideas, creativity, whatever you want to call it, it can come from many sources and many random ways.

而且我觉得有时候如果我试图强迫自己，实际上会遭遇类似写作障碍的情况。

And I suppose I do find that sometimes if I try to force it, I'm actually kind of I get the equivalent of writer's block.

是的。

Yeah.

在那种情况下，最好放下铅笔，走开，做些别的事情，稍后再回来处理。

And at that point, it's best to pencils down, walk away, do something different, come back to it later.

你被描述为能看到空气的人。

You've been described as the man who can see air.

我确信你已经多次听到这种说法了。

I'm sure you've heard that mentioned many times.

你自己也是这样认为的吗？

Do you see it like that?

不，我当然看不见空气。

No, of course I can't see air.

这是个浪漫的想象，但很遗憾，我确实做不到。

I mean, it's a nice romantic image, but no, unfortunately, I can't.

我想问，你能看到什么呢？

I think What do you see?

我喜欢尝试可视化和理解事物，这可能源于我们这代人在CFD技术出现前、在CAD（计算机辅助设计）普及前，所有工作都必须手工完成的经历。

I like to try to visualize and understand, and that perhaps comes back from being of that older generation where before CFD kicked in, you had to and before CAD, so computer aided drafting kicked in, where everything was manual, if you like.

我们在绘图板上工作，在风洞实验室里进行试验，用布条观测气流。

You worked on a drawing board, You worked in a wind tunnel, all tuft.

这些就是我们的工具。

Those are your tools.

因此你必须努力去理解和想象。

And so you had to try to understand and to visualize.

这也是我现在仍在坚持做的事。

And that's what I still try to do.

我很幸运，我想，我的家族双方都有良好的艺术基因传承。

I'm lucky enough to have, I think, to have come from genetically a good artistic background on both sides of the family.

所以我认为这对我很有帮助。

So I think that helps me.

毕竟，特别是设计工程、性能工程——正如之前提到的，这是我的热情所在——它是科学与艺术的结合。

After all, particularly design engineering, performance engineering, which is, as mentioned, my passion, it's a combination of science and art.

这一切

Which all

最终造就了这样一辆车。

leads to a car that looks like this.

那我们就开始吧。

So let's do this then.

请你带我们了解一下RB 19的一些设计元素，以及这些设计是如何成型的。

Let's get you to talk us through some of the design elements of the RB 19 and how you sort of came up came how they came about, really.

首要考虑是将车手位置尽可能后移——主要是出于空气动力学考量，其次是配重平衡。我特别希望将底盘前部（即AA区域）后移，这样能腾出更多空间。

So the first thing was we wanted to position the driver quite rearwards in the wheelbase for aerodynamics in particular and to an extent weight distribution, but mainly aerodynamics that I wanted to get what's called the AA, which is the front of the chassis, rearwards because that would free up the space.

这种设计能缩小鼻锥体积，让我们打造出V型鼻锥结构。我一直认为V型鼻锥具有显著优势。

It would make the nose smaller and allow us to create a very V shaped nose, which I've always found useful to have a V shaped nose.

这是核心设计理念，因为我们需要让这个大型前翼在整个翼展范围内高效工作，这就要求最小化鼻锥体积。

So that was the philosophy behind that because I wanted to try to this big front wing to get it to work across the span, which meant minimizing the nose.

通过后移驾驶位，我们立即推导出几个关键要素。

So and that straightaway led to a few key things by positioning the driver relatively rearwards.

由于赛车前后轮距有最大值限制，当驾驶位后移时——

You then needed because we have a maximum wheelbase, the distance between front wheel and rear wheel.

实际上发动机也必须同步后移，这就意味着变速箱必须设计得非常紧凑。

Then if you move the driver back, you've got to move the engine back in reality, which means you then got to have quite a short gearbox.

于是整个后部布局就演变成如何实现超短变速箱的工程挑战。

So then it was a packaging exercise around the rear of how do you do the short gearbox.

这导致了前悬挂系统的两个变化，因为传动轴现在位置相当靠后。

And that led to two things on the suspension at the front, because the shaft is now quite rearwards.

如果你采用所谓的推杆式悬挂（即控制垂直悬挂的臂杆呈那种角度），由于传动轴位置较低，它们会非常平直。

It made if you have a so called push rod, which is where the arms that control the vertical suspension are like that, then they're very flat because the shaft is quite low.

因此，替代方案是改用拉杆式悬挂，这就是我们在前部采用的设计。

So the the alternative is to go to a pull rod, which is what we went to at the front.

很简单。

Simple.

但这就是采用拉杆式悬挂的原因之一。

But that was one of the reasons for the pull rod.

另一个原因是为了释放前制动螺母周围的空间，我们认为这可能相当重要。

The other was to free up space around the front brake nut, which thought was probably going to be quite important.

这就是车辆前部的设计。

So that was the front of the car.

至于车辆后部，由于变速箱较短，我们希望变速箱两侧的车身设计得较为狭窄。

The rear of the car, then with the short gearbox, wanted the bodywork beside the gearbox to be quite narrow.

这导致采用推杆设计在封装上变得非常困难，而推杆是我们自2009年规则调整以来一直沿用的传统解决方案。

And that was proving very difficult to package with a pull rod, which has been this traditional solution that we'd introduced in 2009 for the 2009 regulations.

因此我们回归到2009年前使用的推杆设计，这样可以将内置悬挂系统布置在齿轮组前方而非侧面——这是采用拉杆设计时我们唯一能实现的布局方式。

So we went back to a push rod, which was pre-two thousand and nine, if you like, to allow the inboard suspension to be packaged ahead of the gear cluster rather than beside it, which is all we could manage to do with the pull rod.

以上就是两个关键性决策，主要都是基于空气动力学考量做出的。

So that was those are sort of two key fundamental decisions, both mainly aerodynamically driven.

在车体底部，我们想最大化扩散器空间，这意味着要尽可能缩小变速箱体积。这引发了变速箱部门的诸多抱怨，因为当壳体紧密包裹齿轮时，会面临油液控制难题——实际上相当于失去了油底壳结构。

And then on the underside of the car, we wanted to maximize the diffuser space, so that meant trying to make the gearbox as small as we possibly could physically, which led to a lot of complaints from the gearbox department because then when you make the gearbox, you wrap the gearbox casing around the gears themselves very tightly, then you have problems controlling the oil because you haven't got a sump effectively.

为此我们与变速箱团队在测功机上进行了大量调试工作，才让这个极度紧凑的结构正常运转。

So it's quite a lot of work with the gearbox guys and on the dyno and so forth, getting this very minimal shape to work.

为了塑造这条G线，我们设计了非常高位的散热器底部进气口。G线其实是我多年前绘制赛车时——我习惯在绘图板上用字母标注线条——

The kind of very high underside to the radiator intake to create this G line, which is actually a The G line is when I was drawing a car quite some years ago, I tend to label it the lines as I draw them on the drawing board.

A代表底盘顶部转角，C是侧箱顶部转角，B是底盘底部转角，就这样按字母顺序标注下去。

A is the top corner of the chassis, C is the top corner of the side pod, B is the bottom corner of the chassis, and I work my way through the alphabet.

而从前底盘延伸至尾部、沿着侧箱底部略高于地板的那条线，就是G线。

And the line from the from the front of the chassis to the back, along the back along the base of the side pod, just above the floor, is G.

这就是我所达到的。

That's where I got to.

现在内部一直称它为G线。

It's internally always now been known as a G line.

我想它甚至可能已经悄悄进入了F1赛车设计。

I think it might have even crept through Formula one.

我不确定。

I'm not sure.

就像你的大多数小发明一样。

Like most of your little inventions.

我尽可能利用G线来增压，因为在这里增压——由于我们不像旧规则那样有完整的侧箱导流板——将前轮尾流向外推的最佳方式（这是我们一直努力的目标）就是抬高侧箱前部并简单地进行增压。

I the G line to be used as much as possible to pressurize, because that pressurizing under here, because we didn't really have proper barge boards like the old regulations, the best way to try to push the front wheel wake outboard, which is what you're always trying to do, was to raise the front of the side pod and quite simply pressurize.

因此，通过增压这个区域的气流来推动前轮尾流向外移动。

So pressurize the flow in this area to push the flow, the the wake of the front wheels outboard.

所以我想，虽然还有很多其他细节，但这些是我们设计2022年赛车时采用的最关键的哲学理念。

So I guess those I mean, there are lots of other bits and pieces, but those were the very key philosophical approaches that we put into the design of the 2022 car.

从那以后，就是逐步演进了，伙计。

And I say from then, then it's been evolutionary, mate.

然后你会把这个想法在脑海中呈现出来，接下来就取决于

And you would then present that as an idea in your head, and then it's up to

团队其他成员来有效地测试它了？

the rest of the team to test it effectively?

是的。

It's Yes.

所以我提出了各种概念后——前悬挂、后悬挂、变速箱底部设计、我们试图对扩散器做的整体改进，然后开始与团队一起研究这种侧箱接触面的形状。

So I I then kind of having come up with concepts, front suspension, rear suspension, the underside of the gearbox, general what what we're trying to do with the diffuser, then starting to work with the guys on this sort of sideboard contact shape.

我通常以两种方式工作。

Then I work in two ways.

一种是逐个查看所有独立屏幕，与每位空气动力学家或机械设计师交流，具体取决于我们正在研究的部件。

One is just walking around all the individual screens and talking to the individual aerodynamicists or mechanical designers, whichever it is, depending on which bit we're looking at.

比如前悬挂的细节设计，或是空气动力学特性等等。

That's the details of the front suspension or the aerodynamics or whatever.

四处走动，与他们交谈，讨论各种想法。

Just walking around, talking to them, discussing batting ideas around.

然后，作为这些对话的结果，结合他们自己的想法，最重要的是，他们会去进行开发。

And then they will, as a result of those conversations, combined with their own ideas, most importantly, kind of go off and develop.

同时，我也会独自花时间，可以说是在绘图板上，试图想出一些建议和想法。

And then at the same time, I will spend time on my own, if you like, at the drawing board trying to come up with ideas and suggestions.

当然，如今，绘图板显然已经是过时的东西了。

Of course, nowadays, mean, the drawing board is is is clearly a dinosaur of a thing.

你为什么还在使用它？

Why do you still use it?

对我来说，这是一种语言。

For me, it's a language.

我成长的那个年代，绘图板是主流，CAD系统直到90年代初才真正开始普及，而且我认为，直到90年代中期才真正成熟。

So I grew up on at the age where I grew up on a drawing board, CAD systems didn't really start to come in properly until the early '90s, and didn't really, I would say, maturity until certainly the mid 90s.

所以我是在绘图板上成长起来的。

So I've grew up on a drawing board.

这是我的母语。

It's my first language.

如果我年轻一代，就不会用CAD了。

If I was of a younger generation, I wouldn't have been on a CAD.

我认为两者本质上没有优劣之分。

I don't think there's an underlying advantage or disadvantage to one or the other.

实际上现在CAD更强大，因为即使回到十年前，我看到用CAD的人画图耗时太长，他们都不愿修改，因为改动太费时间。

I think actually now that the CAD is the stronger, because if I go back even ten years, I watch the guys on the CAD, they would take such a long time constructing their drawing that they would be reluctant to change it because it took them too long to change.

而我则很乐意用橡皮擦，最终留下的线条至少有50%曾被擦改过，因为我不断调整直到满意为止。

Whereas I'm more than happy to get the rubber out, and I'm probably the lines I end up with, probably 50% of them at least, have been rubbed out at some point, because I keep changing it until I'm happy with it.

而现在有了参数化设计，他们只需点几个点和叉，建立历史文件，就能快速轻松地修改。

Whereas now with what's called parametrics, these guys can put a few dots and crosses down, create their history file, and then they can change it quite quickly and easily.

所以我开始觉得绘图板有点落伍了，但恐怕我现在年纪太大改不了了。

So I'm starting to feel slightly disadvantaged on a drawing board, but I'm afraid I'm a bit too old to change now.

那块绘图板短期内还不会被收起来。

That drawing board's not getting put away anytime soon.

在F1中，还有其他人像你一样主要使用绘图板吗？

Is anyone else in your position in f one using a drawing board as the primary?

据我所知没有。

Not to my knowledge.

也许罗里·伯恩是另一个，他可能比我还要年长一代。

Maybe Rory Burn, I think, probably be the only other one, being a sim even slightly older generation than me.

是的。

Yep.

真有意思。

So interesting.

看。

Look.

谢谢你向我们介绍你的工作方式。

Thanks for talking us through the way you work and how you work.

我想聊聊F1中的那些戏剧性时刻。

I wanna talk about the sort of the drama, if you like, of Formula one.

你知道，你之前提到2021年由于赛道外的种种事件充满挑战。

You know, you mentioned earlier 2021 was a challenge because of all of the things that were going on off the track.

是啊。

Yeah.

当F1变得像那个赛季一样乌烟瘴气时，你个人是如何应对的？

How do you personally deal with f one when it does get nasty, as it did that season?

这确实会让人失去一些乐趣。

It does take some of the pleasure out of it.

21年的冠军争夺在赛道外尤其肮脏。

That twenty one championship was particularly dirty off off the track.

部分原因与车身设计有关，我们认为梅赛德斯在搞小动作，而国际汽联似乎不愿深入调查的态度令人沮丧。

Some of it's to do with bodywork and what we felt Mercedes were up to, which was and then a sort of, let's say, apparent lack of willingness from the FIA to properly investigate that was frustrating.

还有刘易斯和马克斯在银石的那起事故，说实话当时我对刘易斯怒不可遏，因为我认为他是故意的。

There was the sort of silver stone accident between Lewis and Max, which I must admit, at the time, I was absolutely incandescent with Lewis because I felt it was he did it.

那是一次蓄意的职业犯规。

It was a deliberate professional foul.

现在回想起来，我认为在那之前整个赛圈他们一直在轮对轮地激烈争夺。

I think now with the benefit of hindsight and time, then I think there'd been banging wheels all the way around the lap up to that corner.

刘易斯抓住了一个他认为存在的机会，但判断失误，结果就那样发生了。

Lewis went for an opportunity, which he thought was there, misjudged it, and what happened happened.

马克斯本可能——我们很幸运马克斯在那次事故中没有受重伤。

Max could've we were lucky that Max didn't get hurt badly hurt in that accident.

所以我现在或许更理解事情是如何发生的了，当时对刘易斯可能有点苛刻，或者说太过严厉了。

So I I understand the sort of how it happened now, perhaps better, and I was probably a bit harsh, or I was too harsh on Lewis at the time.

这或许就是一级方程式的特点之一。

And that's perhaps one of the things of Formula One.

你很容易就会陷入把其他人都视为敌人的心态。

You get sucked into everybody else being the enemy very easily.

记得埃尔顿吗？他曾有点像是我们的宿敌，后来从迈凯伦转投红牛——我们几乎得迅速学会改口称他为队友而非对手。

Remember when Ayrton, who'd been kind of a bit of a nemesis, then went from McLaren to, and joined us at Red Bull, it It's almost kind of had to learn quickly to call the mayor to not center.

但这种隔阂瞬间就消失了，因为他第一次来工厂时，弗兰克和帕特里克就说：'请带他参观一下。'

But that dropped in a moment because when he first came around the factory, Frank and Patrick said, Look, please show him around.

他的好奇心、天生的亲和力与个人魅力让人无法抗拒，一旦你与他相遇交谈，就不可能不喜欢他。

And his curiosity and natural engagement and charisma was, you couldn't, as soon as you met and chatted with a guy, you couldn't dislike him.

真的吗？

Really?

是啊。

Yeah.

那作为车手呢？

And what about as a driver?

作为车手，他显然可以很冷酷无情。

As a driver, I mean, could be ruthless, obviously.

我认为，如果你看过阿兰与艾尔顿之间的较量——那会儿我还没正式进入F1——以及当时发生的那些激烈对抗，你就会明白这一点。

He I think, you know, if you watch that, it was a little bit before my time properly in Formula One, the battle between Alan and Ayrton, and the Stelligans that went on there, then you debate it.

我相信两位车手在各自心中都认为自己的行为完全正当，我想这就是F1赛场上常有的事。

I'm sure both drivers in their own minds felt fully justified in what they did, and I guess that's what happens in Formula one.

你愿意聊聊三十年前——1994年与艾尔顿的那场车祸吗？

And are you okay to talk about the crash in '94 with Ayrton, thirty years ago?

是的。

Yeah.

我的意思是，那时我已经负责设计赛车有几年了。

I mean, it's I've been in responsible for the design of a car by then for a few years.

最初是一辆印地赛车。

First, an IndyCar.

所以我真正负责设计的第一辆车是85年的March印地赛车。

So the first car I was properly responsible for was the eighty five March IndyCar.

之后就一直持续设计，又一辆印地赛车，然后是F1赛车。

And then from then on, continuously, another IndyCar and then Formula One cars.

虽然听起来很蠢，但我从未想过或质疑过，如果在我全权负责设计的车里有人受了重伤或更糟，我会有什么感受？

Stupid as it sounds, I've never ever thought or questioned, you know, if somebody gets badly hurt or worse in a car that I've been overall responsible with for, How am I going to feel?

当事情发生时，我最大的记忆就是那些该死的喇叭声，所有观众制造的噪音，还有阿隆坐在车里直立的画面，你拼命希望他没事。

And when it happened, it was just I mean, I can the biggest memory of that is those bloody Klaksons, when all the noise that all the spectators made with all these images of Atom sitting upright in the car, you're hoping desperately he's okay.

真是浪费。

What a waste.

我是说，我认为那是最最最强烈的一种情绪。

I mean, I think that was the biggest, biggest, biggest single emotion.

多么可惜啊，这样一位杰出的人物，却因为如此愚蠢又倒霉的事故——要不是那根悬架连杆，他本可以毫发无伤的。

What a waste of what such an amazing person for such a stupid accident and such an unlucky accident, and as much as it hadn't been for the Wishbone leg, then then he would have been absolutely unhurt.

因为在事后，他经历了所有...他最初的情绪是：我是否还想继续从事赛车工作。

Because in the aftermath, he then goes through all the he he got the initial emotion of do I want to continue in working in motor racing.

你当时离放弃有多近？

How close were you to stopping?

是啊。

Yeah.

确实考虑过直接退出。

Definitely thought about just stopping.

那后来发生了什么？

And then what happened?

是转向柱断裂了吗？

Was it the steering column snapped?

我们是否在设计上完全搞砸了，推出了一辆不安全的车，还是发生了其他事情？

Did we completely mess up the design and field a car that was unsafe, or did something else happen?

与此同时，我和帕特里克一起，我们俩都被指控过失杀人，这个指控持续了大约十年。

And at the same time, I was along with Patrick, and I was we were both on charge for manslaughter, which lasted for about ten years.

这是一种压力，但对我来说不是关键问题。

Which was a pressure, but it wasn't the key thing for me.

关键问题是我个人在这起事件中扮演了什么角色？

The key thing was what part did I personally play in what happened?

而且我认为我们永远无法百分百确定发生了什么。

And I don't think we'll ever know with absolute 100% confidence what happened.

所有数据都没有指向转向柱存在问题。

None of the data points to the steering column being a problem.

数据显示的是，赛车在一个本该平稳通过的弯道突然侧滑。

What the data does show is that the car snapped sideways in a corner that should have been flat.

那么既然他第一圈平稳通过了，为什么第二圈就没能平稳通过呢？

So then and it and it he got through the first lap flat, so why on earth didn't he get through the second lap flat?

他在第一圈确实遇到了一个重大状况，及时控制住了。

He did have a big moment on the first lap that caught it.

但第二圈时轮胎压力本应上升，应该没问题才对。

But second lap tire pressure should have been up and it should have been fine.

所以我也说不清楚。

So I don't know.

你可以推测是轮胎慢撒气。

You can speculate it was a slow puncture.

轮胎中只有右后胎完全损毁了，这种事很难预料。

The tires were just the right rear tire was destroyed, so you never know.

我确定的是这辆车的空气动力学设计不稳定，这绝对是我的责任。

What I do know is the car is aerodynamically unstable, which is definitely down to me.

我在车辆的空气动力学设计上搞砸了。

I'd messed up on the aerodynamics of the car.

扩散器在极低行驶高度时会出现失速现象。

The diffuser was stalling at very low ride height.

而艾尔顿，在输掉前三场比赛后，绝对决心驾驭这辆车并赢得那场比赛。

And Ayrton, having lost the first three races, was absolutely determined to carry the car and win that race.

这就是我必须承担的责任。

So that's the responsibility I have to live with.

当然，之后你继续前进，也有其他时候车子在赛道上跑时，你知道自己正在冒一定风险，你试图在脑海中权衡这种风险与回报。

Of course, then you go forwards, and there have been other times where the car's going round and you know you're taking a bit of a risk, you're trying to weigh up in your own mind that risk reward.

实际上最糟糕的一次，情感上最受冲击的是伊莫拉之后，是斯帕，那是哪一年来着？

Probably the worst one actually was, came away most emotionally from after Imler, was SPA, which year was it?

斯帕，我想大概是2010年或2012年，当时我们与费尔南多正处于激烈的冠军争夺战中。

SPA, I think it was either '10 or '12, where we were in a tight championship battle with Fernando.

排位赛中的轮胎已经开始——当普雷利在排位赛后检查它们时，发现存在结构性问题。

The Tars in qualifying had started to when when Prelley looked at them after qualifying, they had structural problems.

它们已经受损了。

They'd been compromised.

轮胎胎体开始分解了。

The carcass is starting to break down.

而根据皮尔最初的判断，问题在于使用了过大的外倾角。

And the the answer, according to Pearle initially, was you're running too much camber.

需要减小外倾角。

You need to reduce the camber.

要减小外倾角，我们就必须让赛车离开封闭区，这样两位车手马克和塞巴斯蒂安都将从队尾发车。

To reduce the camber, we would have to take taken the cars out of Parc Ferme, so both drivers would Mark and Seb would have been at the back of the grid.

相当于我们亲手送给费尔南多一份大礼。

So, you know, we'd be handling Fernando an absolute gift.

于是我们决定另寻他法。

So then it was okay.

还有什么其他办法？

What else can we do?

倍耐力方面回复说，这种现象称为驻波现象——当胎侧壁过度弯曲导致疲劳直至失效时就会发生。

And Pirelli came back and said, well, this is what's called a standing wave, which is when the sidewall flexes too much and fatigues and eventually fails.

如果大幅提高胎压，这些受损轮胎就有更大几率能坚持完赛。

So if you raise the tyre pressure significantly, then you've got a much better chance of surviving these damaged tyres.

所以没问题。

So it's okay.

好的。

Right.

我们会开始比赛。

We'll we'll start the race.

我们会调整轮胎。

We'll bump the tire.

把胎压直接打高。

Jack the tire pressures right up.

我们开始比赛，然后在第八圈左右进站。

We'll start the race, and we'll pit on lap eight or something.

我记不太清楚具体了。

I can't remember exactly that.

我们会提前进站，希望之后能继续比赛并获胜。

We'll pit early, hope that then we can go on to win the race from there.

所以我们选择了——我不记得我们先让哪位车手进站了，我们只是先让马克进站，然后是塞巴斯蒂安。

And so we picked I can't remember which driver we pitted first, we just picked pitted Mark and then Seb.

我想顺序是这样的。

I think it was that way around.

马克的轮胎状况比塞巴斯蒂安的稍微差一些。

It was Mark's Tatas were in a slightly worse shape than Seb's.

我们在第八圈和第九圈时。

And we're on lap eight and lap nine.

让她过去了，然后最终以一二名完赛。

Got her over there and then went on to finish one two.

现在我必须说，因为斯帕不是那种——任何赛道都可能发生事故，但尤其是斯帕，如果在极高速下发生轮胎故障，可能会造成非常严重的事故。

Now that I have to say, because spa is not an accident where you a track where well, any track, but particularly spa is one of those ones where if you had a tyre failure at very high speed, it could be a really nasty accident.

所以那是

So that was

当时在比赛开始时，你在维修区墙边是什么心情？

What was what were your emotions on the pit wall then at the beginning of that race?

简直超级紧张，压力山大。

Just super tense, super stressed.

我这样做是不是不负责任？

Am I being irresponsible here?

我是否给一位或两位车手带来了不必要的风险？

Am I putting undue risk on one or both drivers?

队里有不少人说，不，我们不该这么做。

Quite a few within the team said, no, we shouldn't be doing this.

你们应该从维修区发车。

You should start from the pit lane.

马克和塞巴当然这么说了，但你也预料到他们会这样。

Mark and Seb said, of course, but you expect them to.

所以你给了他们完整的信息，他们都知道的。

So you gave them full information so they knew Yes.

他们完全清楚情况，但从某种程度上说这不公平，因为他们的竞争天性使然。

They knew exactly, but it's not fair in a way because of their competitive nature.

他们总是会说，是的，我们愿意承担风险。

They're always going to say, yeah, we'll take the risk.

我们正在争夺世界冠军。

We're sniffing a world championship here.

那你们是怎么决定要这么做的？

So how did you decide we're gonna go for this?

说实话，没有什么高深的科学依据。

No huge science, to be perfectly honest.

从普雷利获得的所有数据，他们连夜做了一些测试。

All the data from Prelley, they ran some tests overnight.

我得说，倍耐力在这方面做得非常出色。

Pirelli are brilliant on that, I have to say.

他们有时会受到批评，但在这方面绝对是一流的。

They sometimes get knocked, but on that they are absolutely brilliant.

他们连夜进行的测试表明，大幅提高胎压意味着如果是新轮胎，就不会因为我们设定的外倾角而受损。

They did some tests overnight that suggested that raising the pressures significantly would mean that if it was a new tyre, it wouldn't be damaged with the camber angle we're running.

他们无法确定的是，我们这些受损的轮胎是会继续恶化，还是能再坚持那8到10圈。

What they weren't able to say is with our damaged tyres, whether they would continue to degrade or whether they would last those eight or 10 laps.

所以这有点像，是的，深吸一口气就上了。

So it's kind of, yeah, it was a deep breath and off we go.

这真是个艰难的决定。

It was a really hard one.

比赛结束时我确实哭了。

I was definitely in tears at the end of that race.

你哭了吗，

Were you in tears,

在夺冠时？

under the win?

不，不，不。

No, no, no.

只是情绪释放了

Just the emotional release of taking

a

a

冒险并成功脱身。

risk and going away with it.

你提到了你所采用的风险回报策略。

And you've mentioned the risk reward strategy that you apply.

这些年它有所改变吗？

Has that changed over the years?

我想说我变得更能规避风险了，但现实可能并非如此。

I'd like to say I've gotten to and more risk adverse, but probably not is the reality.

我太蠢了，做不到那一点。

I'm too stupid to that.

关键在于你必须学会适应。

The thing is that you have to become comfortable.

不了解一级方程式赛车的人不会理解这一点。

People that don't know Formula One won't understand this.

你要求人们驾驶一辆从未真正激烈驾驶过的原型车，在赛道上与其他90名同样这么做的人一起全速行驶。

You're asking people to drive a prototype car that's never really been driven in anger as fast as they can around a track alongside 90 other people doing the same thing.

那么你是否曾对此感到适应呢？

So do you ever become comfortable with with that?

我认为这种担忧始终存在于你的潜意识中。

I think it's always in the back of your mind.

我的意思是，你知道，国际汽联在某些方面我会批评他们，但他们在提升安全规范方面做得非常出色。

I mean, you know, the FIA, I criticize them in some ways, they've done a super job with enhancing the safety regulations.

从已故的伟大西德·沃特金斯的工作开始，包括他所有的贡献，如引入侧面碰撞保护、正面碰撞保护、侧面头部保护装置、可弹出座椅等等。

Starting with the work of the late great Sid Watkins, kind of with all his work and introducing side impact protection, front impact protection, the side headdress, lift out seats, etcetera.

西德真正提升了比赛的安全性，将这项运动从90年代虽有改善但仍很危险的状态——尤其是1994年摩纳哥站那些可怕的时刻——转变为一个虽然仍未达到100%安全，但统计数据表明比过去显著改善的运动。

Sid really raised the game and changed it from being a sport which in the nineties was getting better but still dangerous, '94 being the standout year around that sort of Monaco, in the Monaco times being horrendous, To a sport which is still not 100% safe, but the statistics say markedly better than they used to be.

听着，当我们在瓦伦西亚发生翻车事故时，我正主持那场比赛。

Listen, I was hosting the race when we went upside down in Valencia.

是啊。

Yeah.

而且，你知道，塞巴斯蒂安在银石赛道那次严重事故发生时，我也在场，就像你刚才提到的。

And, you know, I was there in Silverstone when Sebastian had that huge accident, as you've already mentioned.

对你来说，目睹那些时刻是什么感受？

What are those moments like for you watching on?

我的意思是，那些时刻非常可怕。

I mean, they're horrible.

真的非常可怕。

They really are.

因为，我是说，

Because, I mean,

我认为马克斯在银石那次是我们最后一次担心‘他没事吧？’的情况。

I think Max's one at Silverstone is the last one where we've thought, is he okay?

他在里面伤得严重吗？

Is he badly hurt in there?

然后当他终于通过无线电通话时，因为严重气短，他只是发出呻吟声，你根本不明白那意味着什么。

And then when he did come on the radio because he was so badly winded, he was just grunting, and you don't know what that means.

他当时非常疼痛。

He was very sore.

脑震荡相当严重。

Had quite nasty concussion.

之后一周他都疼得厉害，但人没事。

He was very sore for a week after, but he was okay.

所以这类事故仍有可能发生，也确实会发生。

So those sorts of accidents still can happen and do happen.

比如斯帕赛道F2比赛中安托万·于尔巴的那次事故。

The one at Spa in the Formula Two race of Antoine Urbass.

安托万那次，确实很可怕。

Antoine, yeah, was horrific.

这项运动永远不可能100%安全。

And it's never going to be 100% safe.

嗯，只有特别的人才会坐进F1赛车的驾驶舱。

Well, it takes a unique sort of person to get behind the wheel of a Formula One car.

回顾你的职业生涯，你最喜欢与哪些车手共事？

When you look back over your career, which drivers have you most enjoyed working with?

我觉得给他们排序会很不公平。

I think it'd be very unfair to put them in order.

但如果按大致的时间顺序而非排名来说，首当其冲的是鲍比·拉赫尔。

But in roughly time chronology, if you like, as opposed to ranking, then Bobby Rahel first and foremost.

因为我转战印地赛车时，曾在F2与约翰尼·希科索共事一年担任比赛工程师，他就像超人一样，对我非常耐心。

Because I went over to IndyCar as a I've done one year of race engineering in Formula Two with Johnny Shikosso, who's Superman, very patient with me.

他为何会接受我当他的比赛工程师，我完全搞不懂，但他确实这么做了。

Why he accepted me as his race engineer, I've got absolutely no idea, but he did.

因为当时我根本不懂自己在干什么。

Because I didn't know what I was doing.

F1方面，我觉得尼格尔·曼塞尔被严重误解了，但我与他相处得非常好。

Formula One, I think Nigel Mansell was very misunderstood, but he was, he was, I got on so well with Nigel.

他在哪些方面被误解了？

In what way was he misunderstood?

我认为很多人确实把他看作是一个爱发牢骚的伯明翰人形象，说实话，我是这么想的。

I think a lot of people sort of did see the whinging brummy sort of caricature of him and in truth, I think.

我了解奈杰尔足够深，希望他听到这个播客时不会感到被冒犯，可以说，那种形象偶尔也有几分真实。

I know Nigel well enough that hopefully he won't be insulted if he listens to this podcast and say, there could be occasionally be elements of truth to that.

但骨子里，他真是个了不起的人。

But underneath, what a guy.

我是说，首先，他在车里的存在感就非同一般。

I mean, was First of all, his presence in a car.

你完全可以把他的头盔和赛车都涂成白色。

You could have painted his helmet white and the car white.

你依然能认出是谁在驾驶那辆车。

You'd know who was driving that car.

他那种驾驭赛车的天赋，是绝大多数车手都不具备的。

He just had that sort of ability to throw a car around that not many drivers had.

他有着惊人的自信，与他共事是种享受。

Just tremendous self confidence and a pleasure to work with.

达蒙，性格截然不同。

Damon, very different character.

但我们再次建立了非常紧密的工作关系，以及深厚的友谊。

But again, we formed a very close working relationship and a good and a very close friendship as well.

达蒙至今仍是我非常亲密的朋友，马克·韦伯也是。

Damon's still a very close friend, as is Mark Webber.

我们都知道马克是个很棒的人。

Mark's a great guy, as we know.

是的，他上过这个节目。

Yeah, he's been on the show.

嗯。

Yep.

当然还有DC，他是我生命中的重要人物，对我影响深远。

DC, of course, another great man and a big influence on my life.

塞巴斯蒂安前几天还给我打了电话。

Sebastian, he rang up the other day.

他正开着房车在挪威旅行。

He was travelling through Norway with his motor home.

我

I keep

一直听到塞巴斯蒂安·维特尔要重返F1的传闻，但我不知道，不，

hearing rumours of Sebastian Vettel coming back to Formula One, but I don't No,

我觉得不太可能。

I can't see that.

不会的。

No.

不，他不会回来的。

No, he won't.

他现在很享受生活。

He's enjoying his life.

他已经翻开了新篇章，在做不同的事情，这对他来说是件好事。

He's moved on and he's doing different things, and fair play to him.

是什么让塞巴斯蒂安·维特尔如此出色？

What made Sebastian Vettel so good?

我认为他是这样的——虽然我没和迈克尔共事过，但据我了解，迈克尔是个极其严谨的人。

I think he was, not so I ever worked with Michael, but as I understand Michael, then he was very, very methodical.

他会在赛后复盘上花费大量时间。

He would spend ages in debriefs.

他会整晚研究所有数据，试图理解它们，试图找出自己的优势与不足以便改进。

He would spend ages in the evening looking through all the data trying to understand it, trying to understand strengths and weaknesses where he could improve himself.

完全全身心投入。

Just fully involved.

和米卡截然相反——当然米卡也是位伟大的车手。

Total opposite to Micah, which of course is the other guy that was great.

所以我觉得米卡和塞巴斯蒂安，或者说米卡和迈克尔，恐怕是性格最南辕北辙的两个人。

And Micah and Sebastian, I think probably therefore Micah and Michael, I suspect, couldn't be two more opposite people.

米卡的话你得学会翻译，因为他确实需要...你得编本自己的词典或翻译手册之类的。

Micah was once you learned to translate what he was saying, because he did need a you needed to kind of create your own dictionary or translating manual, whatever.

因为他说话的方式总是需要你不断推敲和解读。

Because he would say things in a way that you had to prod and push and translate.

他话虽不多，但要注意他所说的每句话，并付诸行动，他会完全信任你，然后转身离开继续他的事。

He would say very little, but take notice of what he did say, act on that, he would have total trust, come back and off he went.

一旦离开赛车，他就真的不再思考比赛的事了。

He didn't really think about racing once he's out of the car.

我认为这意味着，比如塞巴斯蒂安，甚至费尔南多，在争夺冠军的那场战役中——当时我们有塞巴斯蒂安、费尔南多，甚至马克在第一年就卷入这场战争——到了最后阶段，他们所有人都开始有点撑不住了。

And I think that meant that, know, with Sebastian, say Fernando even, win that championship battle where we had Sebastian and Fernando and even Mark that first year going down to the war, then all of them started to crack a little bit towards the end.

在压力之下，他们开始显露出些许脆弱。

They're starting to show a little bit of fragility from the pressure.

尼克，那些芬兰人，就是全力进攻。

Nick, the fins, just maximum attack.

我上车，我驾驶，我下车。

I get in, I drive, I get out.

与这样的人共事非常、非常令人耳目一新。

It's very, very refreshing to work with.

可能令人沮丧，但也非常令人耳目一新。

Could be frustrating, but very refreshing.

马克斯·维斯塔潘，他是否曾显露出崩溃的迹象？

Max Verstappen, does he ever show signs of cracking?

就我所见而言，我并未发现这种情况。

I've not seen it, I don't think, from where I've been watching.

我认为在2021年冠军争夺战中或许有些迹象，当时刘易斯与马克斯之间的赛道对抗在银石站后变得异常激烈。

I think a little bit perhaps in his championship room 21, where the intensity, particularly after Silverstone, on track between Lewis and Max became so intense.

我认为马克斯对银石那起事故怀有强烈情绪。

I think Max had very strong feelings on that Silverstone accident.

当然，在进入银石站前他本是明显的冠军领跑者。

And, of course, he'd been clear championship leader going into Silverstone.

随后他在银石退赛，接着在匈牙利又被瓦尔特里撞到——绝非故意但确实发生了——几乎没能拿到任何积分。

We then him out of the race, and then out more or less out of the race in Hungary when he got hit by Valtteri, not intentional at all, but still got hit and pretty much hardly scored any points.

于是他从轻松领跑变成了开始感受到压力。

So he'd gone from easy championship leaders to just now feeling a bit more pressure.

梅赛德斯在赛季末成功从他们的赛车上挖掘出了更多速度。

And Mercedes managed to find quite a lot more pace out of their car towards the end of the season.

所以追赶者总是比被追赶者更轻松。

So it's always easier for the hunter than the hunted.

我认为马克斯开始感受到来自被追赶者的一点压力了。

And Max was starting, I think, to just feel a little bit of pressure from the hunted.

因此实际上，他在巴西站的驾驶没被罚分可能算是幸运的。

Hence that, you know, he was, in reality, probably lucky not to get a penalty from his driving in Brazil.

阿布扎比，扎比？

The Abu Dhabi, Dhabi?

不，不是阿布扎比，抱歉，是前一场。

No, wasn't Abu Dhabi, sorry, the one before.

沙特站，他们在那儿有过一番较量。

Saudi, where they had a bit of a ding dong.

那场比赛情况更复杂些，我认为在巴西站马克斯的行为确实有点出格。

That was a little bit more, I think that was not clear, but Max was probably a bit out of order in Brazil in truth.

所以我觉得他有点感受到了压力，而且确实，你知道佩雷兹的情况，当队友突然开始逼近时，通常会出现这种情况——不是队友突然变强了。

So I think he's feeling it a bit, but, and indeed, Checo you know, it's the usual thing when Checo start if the teammates suddenly the teammate that they've been beating suddenly starts to get closer, it's not that suddenly the teammates got better.

这和2010年底费尔南多与费利佩·马萨的情况一样。

It's that the guy it's the same with Fernando and Felipe Massa towards the end of 2010.

他们突然逼近是因为领先车手感受到了压力。

Suddenly, they get closer because the lead driver's feeling the pressure.

你会怎么对待处于这种位置的领先车手？

And what do you do with the lead driver in that position?

所以你会花时间陪维斯塔潘吗？

So would you spend time with Max?

你会主动找他谈谈，看看他状态如何？

You take it upon yourself to talk to him and see how he's doing?

稍微聊聊吧。

Little bit.

但我觉得维斯塔潘是个有主见的人。

But I think Max is his own man.

他异常成熟、全面且富有哲思。

He's incredibly mature and and rounded and philosophical.

我认为外界可能并未完全理解和欣赏马克斯，就像他们当初对塞巴斯蒂安那样。

I think from the outside, I'm not sure people fully appreciate and understand Max, just like they didn't with Sebastian.

首先，两人都曾遭受过某种妖魔化，我认为这非常不公平。

First of all, there's this sort of demonization that both of them have suffered at times, which I think is very unfair.

恕我直言，或许英国媒体也对此负有一定责任。

And maybe that's also a little bit of the British media, if I'm honest.

天空体育在全球拥有巨大影响力。

Sky have a huge influence around the world.

他们的收视数据——或者说他们的观众群体并不真正国际化。

Their viewing figures, or their viewing isn't truly international.

但恕我直言，他们的报道相当民族主义化，这会产生影响。

But their coverage is quite nationalistic, dare I say, and that can have an influence.

但确实存在这种非神化即妖魔化的趋势。

But there is that trend to sort of either put people on the pedestal or knock them down.

是的。

Yep.

非黑即白，天堂或地狱。

It's black or white, heaven or hell.

对。

Yeah.

没错。

Exactly.

毫无细微差别可言。

There's no nuance.

对于那些根据所见所闻对马克斯·维斯塔潘持有你无法认同的看法的人，你希望纠正他们哪些可能的误解？

So for people who, based on what they've seen, have an opinion of Max Verstappen that you wouldn't agree with, what what would you like to tell those people that they might have wrong about Max?

我认为他非常聪明。

I think that he's very intelligent.

他拥有惊人的能力——几乎让人觉得他能在自动驾驶模式下操控赛车。

He's got an incredible ability to It almost feels as if he can drive the car on automatic.

他当然不是这样。

He doesn't, of course.

但他能驾驶赛车，并且还有大量剩余的处理能力，可以思考很多关于如何驾驶、如何保养轮胎、如何调整设置的问题，或者在不确定时通过无线电询问车队应该怎么做，同时指出问题所在。

But he can drive the car and has so much processing power left over that he can then think a lot about how he's driving the car, how he's just looking after tires, how he's what he might need to do on the settings, or if he doesn't if he's not sure, ask GP on the radio what he should be doing, but highlighting the problems.

阅读比赛局势的能力至今仍让我着迷。

Reading the race, it still fascinates me.

阿隆索是另一个能做到这点的人，他似乎能读懂比赛，却不需要面前摆满各种数据。

Fernando is another one that can do that, that seem to be able to read the race, but haven't got all the stuff in front of them.

他们是怎么做到的？

How do they do that?

我不知道。

I don't know.

我是说，我知道你能看到很多钻石视野，他们确实能做到这一点。

Some of the I mean, I know you can see a lot of the diamond vision, and they they do that do that.

车手们能一边看着钻石视野一边抬头观察，这真是太神奇了

It's amazing how the drivers can see the diamond vision and look up and see Do know that while they're

在驾驶大奖赛时，他们还能看着看台上为粉丝设置的大屏幕，是的。

driving a Grand Prix, they're looking at the big screens that are up for the fans in the grandstands, Yeah.

是的。

Yeah.

然后观察分段计时和成绩

And then seeing the splits and the times

以及比赛动态。

and what's going on.

我是说，对。

I mean Yeah.

这是普遍能力还是罕见技能？

Is that common or is that a rare skill?

我认为这是

I think it's

这很罕见，只有顶尖车手才能做到。

it's rare, and it's only the very top guys that can do it.

是的。

Yeah.

我记得大卫·库尔森曾告诉我，他和迈克尔·舒马赫在比赛时的差距就在于他所说的'余量'。

I remember David Coulson actually saying to me the difference between him and Michael Schumacher when they were racing was what he called spare capacity.

没错。

Yeah.

他说当他全神贯注驾驶F1赛车时，已经耗尽了全部精力。

He said when he was at his full tilt in a Formula one car, that took everything out of him.

而迈克尔、塞巴斯蒂安·维特尔、马克斯·维斯塔潘、刘易斯·汉密尔顿、费尔南多·阿隆索这些真正的传奇车手，他们还能有所保留，你不觉得吗？

Whereas Michael, Sebastian Vettel, Max Verstappen, Lewis Hamilton, Fernando Alonso, the true greats, they have a bit left over, wouldn't you say?

确实如此。

They do.

他们还保留着巨大的余力。

They have a huge amount left over.

他们拥有惊人的心理储备余量。

They have huge mental reserve left over.

我不想点名具体车手，这样不公平，但如果你观看F1比赛并稍加了解，就能相当明显地看出来。

I won't name drivers as it be unfair, but you can you can fairly easily see it if you watch a Formula One race and you know a bit about it.

你可以看出那些几乎没有余力的车手。

You can see the ones that haven't got much capacity left over.

他们通常也是那些会陷入事故和混乱的人，因为已经精疲力竭了。

And they're the ones that typically also get in soils and accidents and tangles and so on and so forth, because they've just got nothing left.

他们能驾驶赛车，能做排位圈速，但要说这些人能赢得冠军，那简直难以置信。

They can drive a car, and they can do a qualifying lap, but he's gobsmacked if those any of those guys could win a championship.

我能问问你觉得马克斯（维斯塔潘）内心是如何应对2021赛季末发生的事情的吗？

Can I ask how you feel Max internally dealt with what happened at the end of

因为在我看来，红牛仍然在为一件完全不在你们掌控范围内的事情背黑锅。

the 2021 season?

你知道，这是国际汽联赛事总监的决定，却以一种不公平的方式让红牛背锅，

Because the it still feels to me like Red Bull are blamed for something that was totally not in your control.

这确实让人感觉很不公平。

You know, this was an FIA race director decision that kind of reflects badly on Red Bull in an unfair way,

你知道吗？

you know?

说实话，我认为马克斯就是马克斯，他有一种非常自信的特质，这是积极的品质，并非负面表现。

I don't I think, honestly, Max is Max is so he has such a self assured say self assured, and this is in a positive way, it's not in a negative way.

要知道，自信中可能带有傲慢。

You know, there's arrogance in the self assured.

他并不傲慢，但他非常自信且自我肯定。

He's not arrogant, but he is very self assured and self confident.

他是个深思熟虑的人，但我不认为这类事情会真正影响到他。

And he's a deep thinker, but he doesn't let things like that I don't think it they don't really get to him.

他能够屏蔽干扰，专注于自己的工作，做他热爱的事情——驾驶赛车。

He's able to shut that off and just get on with his job and get on with his task and do what he loves doing, which is driving racing cars.

这件事影响到你了吗？

Did it get to you?

没有。

No.

不，它并没有影响到我。

No, it didn't tell me no.

实际上我认为，它影响到了梅赛德斯。

I find it actually, I think it got to Mercedes.

他们没有坦然接受并继续前进，反而开始影响到了他们的心态，这很有意思。

And instead of saying, well accepting it and moving on, it started to affect their psyche, which is an interesting one.

这只是我作为旁观者的看法，可能完全错了。

That's from the outside, and I might be completely wrong.

具体表现在哪些方面？

In what way?

他们就是无法释怀。

It just couldn't let it go.

从心理层面来说，他们就是无法放下。

Psychologically, they couldn't let it go.

要知道，当你遇到糟糕的比赛，本该赢却因为赛车故障或最后一圈失误而失利时...

And you have to be, you know, you'll have it, you have a bad race, perhaps should have won and the bloody thing broke down or the last lap or whatever.

我个人有个原则，可以说，周日晚上在机场时我会变得非常难相处。

And I always have a personal rule, if you like, that I'll be absolutely I will be horrible to be around in the airport in that Sunday evening.

但到了周一早晨，我就必须振作起来重新投入工作。

But come Monday morning, I've got to wake up and be back on it.

我不能垂头丧气地回到工厂。

I can't go back into the factory all miserable and downbeat.

我想，作为领导的一部分责任就是要激励大家，而不是整天抱怨这不公平、我们被抢劫了之类的话。

Part of my position, I suppose, is to try to hopefully motivate everybody, not just saying, oh, it's so unfair, and we were robbed and all that.

这没什么用，对吧？

Doesn't help, does it?

所以刘易斯·汉密尔顿两个月前赢得了自2021年最后一场比赛以来的首场胜利。

So Lewis Hamilton, two months ago, won his first race since that last race of 2021.

哇。

Wow.

赛后他情绪激动，不是吗？

And afterwards, was emotional, wasn't he?

而他

And he

某种程度上谈到了他在那之后曾陷入非常黑暗的境地。

sort of spoke about the fact that he'd been to a really dark place after that.

我认为他确实花了三年时间才从中恢复过来。

And it really, I think, has taken him three years to recover from that.

你在某些方面能感同身受

And you relate and understand that in

并理解那种感受。

some ways.

你能理解。

You can understand it.

显然，这是一件非常困难的事。嘴上说‘我要把它抛在脑后’是一回事，

And it's obviously, it's a very difficult thing to It's one thing saying, right, I'm gonna just put it behind me.

真正做到又是另一回事。

It's another thing actually achieving it.

但在某个时刻，你必须继续前进。

But at some point, you have to move on.

关于能够放下过去并从挫折中继续前进，你能与观众分享的最佳建议是什么？

What's the best tip you could share with our viewers in terms of being able to put the past behind and move on from a setback?

我认为是努力培养自律来实现这一点。

I think it's trying to develop self discipline to do that.

某种程度上活在当下，规划未来，不要过多沉溺于过去。

To kind of live in the now, plan for the future, don't of dwell on the past too much.

当然，说起来容易做起来难。

It's easier said than done, of course.

但你可以通过练习做到。

But you can do it at practice.

你花多少时间反思？

How much time do you spend reflecting?

几乎没有。

Almost none.

为什么这么说？

Why is that?

我想是因为我真正感兴趣的是下一件事。

I suppose because I'm interested in the next thing, really.

你曾写道，可以说我缺乏多愁善感，但我更愿意认为这是对未来保持清醒的认识。

You once wrote, you might say I'm lacking sentimentality, but I prefer to think of it as taking a clear eyed view of the future.

是的，我觉得你说得对。

Yeah, I think that's right.

当人们过来说我赢得了这么多比赛和冠军之类的时候，感觉确实很棒。

It's great when people come up and say, I've won so many races and championships and whatever.

某种程度上，我想《如何造一辆车》这本书是一次相当宣泄的回顾之旅，在写那本书之前我从未真正这么做过。

I suppose the book, to extent, How to Build a Car, was quite a cathartic trip back, which I'd never really done until I wrote that book.

但总的来说，我不会往后看，而是向前看。

But generally speaking, I'm not looking back and looking forwards.

我也不知道为什么会这样。

I don't know why that is.

我想，这大概就是出于好奇心吧——接下来会怎样？

It's just, I suppose it's just the curiosity aspect of, okay, what's next?

那么展望未来，你觉得在F1领域还有什么想要实现的吗？

So looking forward, what do you still feel you have to achieve in Formula one?

我觉得自己很幸运，拥有一些不错的成绩，并成功在三支车队证明了自己——如果把莱顿豪斯算上就是四支车队。

I kind of feel as if I've been lucky enough to have some good stats and managed to prove myself or have a positive influence at three teams now, or four teams if I include Layton House.

所以我不觉得自己还需要再证明什么了。

So I don't feel as if I really have to prove anything anymore.

我只是想为自己而做，享受这个过程，并希望与我共事的伙伴们也能乐在其中。

I just want to do it for myself, and enjoy it, and hopefully, if I enjoy it, the guys I will be working with will enjoy it as well.

在进入快问快答环节前，最后再回顾一点。

Finally, one bit of reflection before we move on to our quick fire questions.

你设计的赛车曾赢得13次车手总冠军，

You've designed cars that have won 13 drivers' titles,

12次车队总冠军。

12 constructors' titles.

在这项运动的历史上，没有人设计的赛车比你更成功。

No one in the history of the sport has designed more successful cars than you.

少年时期的阿德里安会如何看待这个成就？

What would what would a teenager Adrian make of that?

目瞪口呆。

Gobsmacked.

抱歉。

Sorry.

这英语可能说得不太好。

That's probably not not very good English.

这是个诚实的回答。

It's an honest answer.

你会感到震惊，是吗？

You'd be gobsmacked, would you?

是的。

Yeah.

绝对是的。

Absolutely.

我是说，天哪。

I mean, crikey.

我的梦想一直是成为一名设计师。

My dream was always to be a designer.

我那时还不知道工程师这个词，在我十几岁的时候应该完全没概念。

I didn't know the word engineer, don't think, when I was in my kind of teens and so forth.

后来我16岁被学校开除后一度迷失了方向，整天沉迷于摩托车和女孩那些事。

And I lost my way a little bit when I was, when I kind of got chucked out of school at 16 and then got into bikes and girls and stuff.

直到后来我意识到要实现梦想必须上大学，才重新找回方向。

It came back in as much as I knew I needed to get to university.

如果我想实现赛车梦想，就必须上大学拿到学位。

If I was to fulfill my motor racing dream, I needed to get to university, I needed a degree.

然后我记得，当时为了入学简直费了九牛二虎之力。

And then kind of, remember my I struggled like mad to get in.

没得到我的第一份工作

Didn't get my first job.

到了第一周周末时

And I got to the end of the first week.

简直不敢相信自己的运气

I just couldn't believe I my luck.

当时被聘为初级空气动力学家，结果发现也是高级空气动力学家

Had I was hired as junior aerodynamicist, which turned out to also be senior aerodynamicist.

我是唯一的空气动力学家

I was the only aerodynamicist.

完全不知道自己在做什么

I had no idea what I was doing.

到了第一个月末，抱歉，是第一个月结束的时候

Got to the end of the first month, sorry, the end of the first month.

感觉自己在团队里毫无贡献

Didn't feel as if I was contributing anything.

而我居然还拿到了薪水。

And I got paid for it.

我简直不敢相信，这太不可思议了。

I couldn't, this is, wow.

我拿着工资却完全不知道自己在这里做什么。

I got paid and I've got no idea what I'm doing here.

因此我一直觉得自己能在这里真是无比幸运。

So I've always felt tremendously lucky to be here.

而且

And

正因为如此，我努力保持谦逊，因为我确实感到幸运。

I feel I try to remain humble because of that, because I do feel lucky.

我能最后问一个问题吗？这涉及到你开头提到的关于决定下一份工作时不想让它占据全部生活的评论？

Can I ask you a final question because it refers to a comment you made at the start about deciding for your next role that you didn't want it to become all consuming?

是的。

Yeah.

在这次你作为经纪人接受的精彩采访中，你谈到了个人层面的代价，包括婚姻生活和职业影响。你现在学会了如何在多大程度上将两者分开，既能做好工作又不让它对你个人产生影响？

And in this brilliant interview that you've given as agent, you've spoken about the cost at a personal level in terms of your marriages and the impact to your profession and your How personal have you learned to be able to separate the two now so that you can do a good job without it having the impact on you as a person?

我

I

我认为这有两个方面。

think there's two aspects to that.

一个是当工作不顺时，尽量不把情绪带回家，这并不容易。因为如果你在工作中度过了糟糕的一天，事情进展不顺，你可能不明白原因，或者只是与人发生了争执——这种情况还算简单。但如果你无法理解原因，就会觉得自己很愚蠢。

One is if work's going badly, trying not to bring it home, which is not easy because you had a bad day at work, if things have gone badly, you don't understand why perhaps, or if it's just an argument with somebody that's easy, but if you don't understand then you're feeling stupid.

你知道吗，有时我会因为无法理解某些事情而感到自己特别愚蠢。

You know, sometimes I feel so stupid that I can't understand something.

我脑子里经常想的一件事就是希望自己能更聪明一点，因为当你无法理解某些事情时，确实很令人沮丧。

One of the things that often goes in my brain is I wish I was a bit cleverer, because you kind of, if you can't understand something, it's frustrating.

所以，努力不把这种沮丧带回家，然后发泄在你所爱的人和家人身上，我认为这是一个关键方面。

And so trying not to carry that frustration home and then take it out on your loved ones and your family is I think one key aspect.

我肯定还没完全做到这一点，但伊曼纽尔绝对可以证明这一点——虽然这很不幸。

It's not, I'm certainly not there, but he's Emmanuel will definitely back that up, unfortunately.

当然，另一个方面就是时间管理。

And then the other aspect, of course, is the time management.

时间管理实际上同样困难，甚至更为棘手，因为如果你放任不管，它会成为一项吞噬所有时间的工作。

And the time management's actually every bit as difficult, if not more difficult, because it can be an all consuming job if you let it.

所以我一直努力高效利用时间，但在追求高效的过程中，这也让我很难放松，因为我总想着要高效利用每一分钟。

And so I've always tried to, I try to be very efficient with my time, but in striving to be efficient, that can also mean it makes it very difficult for me to relax because I'm trying to be so efficient and trying to be so conscious of managing my time.

但如果我什么都不做，又会觉得自己应该做点什么。

But then if I'm doing nothing, I feel I should be doing something.

我会感到有点内疚。

I feel a bit guilty.

所以这其实是在尝试控制所有这些情绪。

So it's trying to control all those sorts of emotions, really.

非常好。

Very good.

好的。

Alright.

你准备好回答一些快问快答了吗？

Are you ready for some quick fire questions?

我会试试看。

I'll give it my shot.

我通常不太擅长这些。

I'm not normally very good at these.

所以首先

So first of

首先，对你来说最重要的三个不可妥协的行为准则是什么？

all, the three non negotiable behaviors that are most important to you.

我认为忠于自我是最重要且首要的一条。

I think trying to be true to yourself is is the first and most important one.

客观看待自己的优缺点并不容易。

Trying to be objective with one's own strengths and weaknesses, which isn't easy.

我们经常看到职场中人们可能擅长某个领域，却不愿承认自己不擅长的方面。

And we see that all the time where people in the workforce, they might be very good at one area, but it's they wanted to it's not they don't recognize that.

他们总想做些不同的事，结果去做那些事时表现不佳，于是变得非常沮丧和不开心。

They want to be doing something different, and they go and do that, and then they're not very good at this, and they get very frustrated and unhappy.

所以我认为，关键是要坦然接受自己感觉擅长的事物，然后朝那个方向努力。

So I think being comfortable with what you feel is your strength and then working to that.

我觉得在压力下保持冷静、克制而不轻易发怒很重要。

I think trying to remain calm under pressure and measured and not spark up.

父亲有时脾气有点暴躁，我可能在一定程度上继承了这点，所以我努力确保说话前先思考，不让话语成为纯粹的膝跳反应。

Father could have a bit of a temper on him at times, and I've probably inherited that to an extent, and trying to make sure that I don't if I say something, I've I've kind of thought about it as if it's not just my my knee jerk.

尽量对他人保持开放和诚实的态度。

Try to always be open to open and honest with people.

我认为这无论是在职场上还是私下里都很重要。

Think that's kind of both professionally at the workplace and also privately.

你最大的优势和最大的弱点是什么？

What's your biggest strength and your greatest weakness?

我想说我最大的优势是主观判断力，不过这个评价本身就很主观不是吗？

I would say my biggest strength is subjective, isn't it?

别人是否会这样评价我，我完全不知道。

Whether other people would say this or not of me or not, I've got no idea.

但如果要我自我评价的话，我会说是谦逊。

But if I try to look at that, would say humility.

试着...你知道，人很容易就会飘飘然，觉得自己是世界上最了不起的人物——但我绝对没有这种想法。

Trying to, you know, it'd be very easy for this to kind of go to my head, suppose, and think I'm the greatest thing since sliced bread, which I definitely don't think that.

你在F1赛场就经常能看到这种现象，这个圈子吸引了很多来自音乐和电影行业的人。

And you see that kind of with most with Formula One then tends to attract a lot of people from music and film.

根据我的观察，来自这两个行业的人基本可以分为两类。

And the the observation I would have is that the people you then meet from those two industries invariably divide in two.

要么就是完全膨胀到目中无人，跟他们交谈实在不愉快；要么就是能坐在酒吧里边喝啤酒边吃薯片和你畅聊，相处非常愉快。

It's either completely gone to their head, and they're actually not very nice to talk to, Or they could be sitting in the pub having a chat with a pint of beer and a packet of crisps, you'd be having a great time.

而我努力要做那个在酒吧里边喝啤酒边吃薯片的人。

And I try to ruin the packet of crisps and the pint of beer.

至于缺点。

Weakness.