Enzo Ferrari to povedal uplne presne: „Najväčší jazdci sa vyznačovali výnimočnou schopnosťou zvládnuť akúkoľvek situáciu, akékoľvek auto, akékoľvek jazdné podmienky a akýkoľvek typ pretekov.“
Je to podobne ako kedysi, ked sa pilot musel naucit chapat prevodovku a hadzat medziplyny (co mimochodom dnes skoro ziadny pilot F1 neovlada) alebo vediet o kolko musi ist pomalsie aby sa mu nerozpadol motor ale zaroven vyhral.
Dnes je riadenie pre pilota ovela komplexnejsie. Tusil som, ze taky Leclerc alebo Alonso budu mat v tomto taktickom pristupe navrch. Alonso zatial nemoze nic moc ukazat ale Leclerc ukazuje, ze naozaj vie s tymito autami zavodit, rozumej bojovat s ostatnymi o pozicie.
Nuz, musia sa s tym naucit jazdit. Ten, kto je znechuteny alebo demotivovany — ci uz preto, ze sa uz stal majstrom sveta, nema auto na vitazstvo, alebo nemoze brzdit co najneskor — logicky nebude mat chut ucit sa a prisposobovat sa novej technike a radikalne odlisnemu stylu jazdy a to sa prejavi na jeho frustracii a vysledkoch.
@raptor22 odpoviem ti pod tymto clankom
V tom clanku, ktory poslal MaxVerstappenIsTheKing (hrozny nick), je to v podstate vysvetlene.
citacia clanku
These F1 cars will harvest energy to charge the battery when braking, on part throttle, when lifting off (when a driver lifts off the throttle early – often referred to as lift and coast) or when ‘super clipping’ (when some harvesting happens at the end of the straight when a car is still at full throttle). For the most part, this will be automated, handled by engine maps prepared in advance – but the drivers have the ability to override the automatics.
The only Recharge mode the driver will have direct control of will be lift-off regen, whereby if the driver lifts off, then they can Recharge. However, doing this will disable the Active Aero devices on the car as well. In contrast, super clipping is still at full throttle and therefore the Active Aero will still be ‘open’.
Regarding ‘boost’, for several years drivers have been able to press a button at any point over the course of a lap to activate energy deployment. From 2026, this will now be known as the Boost Button.
When engaged, it will trigger a change in power unit power settings, either returning to maximum power or a profile configured by the team as per their personal choice. The boost could, in theory, either help them defend from a car behind or attack a car ahead providing they have saved enough charge. It can be used all at once or spread across the lap, depending on when they have the best chance to attack or where they are most vulnerable.
Nevidim do toho, ktory tim jazdcom do akej miery umoznuje prepinat medzi rezimami full power, clipping a superclipping. Ale mozu si ju viac setrit, ci viac dobijat plachtenim do zakrut (lift-off regen) a mozu ju viac vyuzivat tlacidlom boost. Vyplyva to okrem ineho aj z https://www.youtube.com/watch?v=Hx4xrg6wVNI alebo Polovicu pretekov plachtím zbytočne? Verstappen sa nepochopil s inžinierom (+PREPIS VYSIELAČKY) | Magazín F1 - F1online.sk.
Norris (a rovnaky problem riesil aj inzinier s Hadjarom) hovoril o tom, ze ked v 130R ubral plyn, potom chcel na plyn znova dupnut ale uz ist len na spalovak az po sikanu (chcel clipping). Jeho motor vsak stale po opatovnom stlaceni plynu vyuzival aj bateriu a to podla vsetkeho nebol idealny prejazd touto sekciou. Idelane bolo prejst 130R na plny plyn ale potom ist na superclipping. Norris vsak nechcel ist na plny plyn, lebo nechcel predbehnut Hamiltona pred sikanou - jeho takticky krok. Nakoniec ho vsak predbehol prave pred sikanou a dokazal sa od neho odputat.
Na druhej strane, McLaren a Norris mali pred tymto zavodom odjazdene o polovicu menej ako ostatne timy, co sa urcite podpisuje na ich praci s PU. Treba tomu dat aj nejaky cas. Kazdemu kto nema krv pred ocami musi byt jasne, ze pravidla nie su vo finalnej podobe a este sa budu snad vyrazne upravovat, motorari vyvyjat a timy sa ucit.
, tak to má byť. 
ukazkova praca s novymi PU v suboji.