An F1 tech guide for average Joes

If, like me, you haven’t been able to get your head around all the changes to the 2022 Formula 1 car then this guide will hopefully help you get to grips with all the new bits and bobs.

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Having not studied physics or engineering, some of the more technical aspects of the sport go straight over my head, so I thought I would attempt to dumb things down a bit, so that even this uneducated fellow may have a better understanding of how these mechanical works of art function.

NEW CAR 101

In recent times F1 had become more of a parade than a racing extravaganza and, for that reason, the governing body embarked on an ambitious regulation shake-up to make racing conditions more exciting.

The purpose of the new cars is to reduce the effects of the variables that made it difficult to follow behind another car and to overtake thus leading to closer racing and more overtakes, the chief among the variables being the loss of downforce.

The elements that were focused on in the redesign were the tyre size and winglets, front wing and nose, and rear wing and floors. How those parts work together should create the magic needed to get more action out on track.

THE SHOES

Rim size is normally a concern for car modification enthusiasts but this season F1 has introduced an 18-inch rim and low-profile tyre that will aid in racing.

The compounds produced by Pirelli have been designed to reduce overheating from sliding around and the lower profile of the tyre reduces the amount of deflection the tyre undergoes, thus reducing aerodynamic wake.

Add to that the aero-aiding wheel covers and winglets (that sit above the tyres) and you get a wheel system that produces far more efficient airflow, which limits its effect on the car behind.

LIP RUGS

Whether by coincidence or intentionally the new nose and front wing design bears a striking resemblance to former F1 COE, Chase Carey’s moustache.

The purpose of the front end is not limited to paying homage to the former boss though. As is the case with most of the changes, aero efficiency was the goal for the redesign and the wing is to generate more downforce when following closely behind as well as channel the wake generated by the front wheel down the side of the car instead of out, up or under the car.

HATE TO SEE YOU GO BUT LOVE TO WATCH YOU LEAVE

The rear end of the 2022 machine is a thing of beauty, some drivers might even consider not using the aero advantage to overtake just so they can look at it a little longer.

It was not designed just as a pretty face though, as it has an integral role to play in directing airflow.

Previously the rear wing propelled air upward and outward leaving a trail of dirty air for the following car to drive through. This time around though the wing creates a rotational airflow that channels the rear wheel wake into the rolling flow exiting the diffuser. The diffuser then throws the wake higher into the air leaving a stream of cleaner air for the air behind to drive into.

GROUND(EFFECT)HOG DAY

Ground effect is a buzz term this season, but it isn’t exactly a ground-breaking technological advancement, in fact, we have seen it before and the smart people designing the car took a leaf out of the engineers’ book from the 1970s.

So, what is all the fuss about… In essence, the floor has been designed with fully shaped floor tunnels, which creates large amounts of downforce, which sucks the car down into the ground. Why is this better than the old setup? Because the old barge boards and other aero pieces were dependent on vortices to create downforce but those vortices stopped working when following in dirty air.

WHAT DOES IT ALL MEAN?

Dirty air has been the enemy of close racing but now with less wake coming off the wheels, the wings channelling air better, and the floor creating downforce independent of clean air, we are likely to see much more battle for position on track and fewer runaway victories at the front.

Having said all of that, nothing new ever runs smoothly from the offset, so the teams have their work cut out for them to make the most of the changes and produce cars that are able to compete with one another. Even if it turns out to be a two-horse race again, we are at least guaranteed that those two horses will have to do more wheel-to-wheel racing to get over the line.

Friday, 18 March
FP1 | 1:30pm | SS Motorsport
FP2 | 4:45pm | SS Motorsport

Saturday, 19 March
FP3 | 1:45pm | SS Motorsport
Qualifying | 4:50pm | SS Motorsport

Sunday, 20 March
Race | 4:55pm | SS Motorsport

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