Table Of Content
- The 2022 Formula One race car designs, ranked from pretty-in-pink to a bright red speed machine
- PUSHROD vs PULLROD SUSPENSION
- The car will feature over-wheel winglets for the first time – and wheel covers are back!
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- Book a session & Experience the thrill of racing!
- Newey set for CRUCIAL meeting over Red Bull future
When the wheel moves up in response to the track, the spring is pushed into compression by the pushrod. A pullrod will be mounted in reverse and the preference between the two is simply a result of a car's packaging. This airflow is then drawn into the diffuser space, expanding to make a transition zone from the fast underfloor velocity to the ambient velocity surrounding the car. Since the early 2000s the sidepods have also featured a distinctive undercut around the bottom, channelling airflow around the top of the floor in a streamlined fashion to shorten its path.
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The 2022 Formula One race car designs, ranked from pretty-in-pink to a bright red speed machine
We’ve opted for the latter here, given how the number of races have fluctuated year on year – and Red Bull’s first title winner has now been knocked off this list. As technology advances and new materials and techniques are developed, the possibilities for innovation are endless. Looking ahead, we can expect to see further advancements in areas such as aerodynamics, powertrain design, and materials science. Cars must undergo rigorous testing to meet stringent safety standards and regulations. These tests simulate various crash scenarios to assess the structural integrity of the car and the effectiveness of safety features. In recent years, F1 has transitioned to hybrid powertrains, which combine a traditional internal combustion engine with an electric motor.
PUSHROD vs PULLROD SUSPENSION
Many teams have copied Red Bull and Alfa Romeo, teams that had already studied last year’s wishbones with an aerodynamic function to assist the venturi channels. The important work has been done in what is called the ‘undercut’ beneath the sidepod, with McLaren taking up much of the design of Red Bull’s RB18. The most interesting part concerns the upper edge of the floor, which drowns the lower side impact system in such a way as to form a real flow diverter. The floor, dulled in the shakedown photos, is nonetheless fairly true to the final 2022 spec.
The car will feature over-wheel winglets for the first time – and wheel covers are back!
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Aston’s tech chief also details how new cars are tested and given the green light to race by the sport’s governing body, the FIA, and talks about the challenge of keeping the new car secret until the last possible moment. Fallows worked alongside Adrian Newey at Red Bull Racing before joining Aston Martin in 2022 and the first car he fully oversaw for the team scored eight podiums in 2023. He goes on tell F1 Explains about the challenge of continuing to upgrade the 2023 car, while also looking ahead to the following season. "It feels like you get going with the season and you’re already thinking about the next one, but in reality it takes that long to design and build a car so you have to start thinking about it that early."
F1’s Motorsports team began work on the 2022 car back in 2017 – and it soon became apparent that the key change required to ensure closer racing would be placing the aerodynamic emphasis on ground effect to create downforce. During actual safety car periods, teams practice fuel saving and make cheap pit stops. Drivers typically flood the pitlane to capitalize on the reduced time for a better pit stop as they swap for fresh tires — though those who have pitted beforehand can miss the advantage and see their race derailed. Tires tend to lose grip and temperature during this period, and the scramble to get going again can get bumpy.
A new car is produced every year, but unlike a road car, which typically stays the same once it’s rolled out the factory, an F1 car is continually developed, with new parts being introduced on a race-by-race basis. We want to ensure you have a great experience, so we typically start you off in a car that is easier to drive than say a Formula 1 car. Once you got the hang of it, you can progress to a higher performance car with each new race experience.
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Some, such as Mercedes at Monaco, increased the level of anti-dive at the front last year with upgrades. But expect more to replicate that this year, particularly at the rear end that requires changes to the gearbox casing. That’s anti-squat geometry - effectively the reverse of anti-dive with the rearmost wishbone arm mounted higher and the forward one lower. However, as the cockpit position was partly related to the way the car was designed to accommodate the zero-sidepod design that has since been dropped, changing this could be an option.
The fuel used in F1 cars is fairly similar to ordinary (premium) petrol, albeit with a far more tightly controlled mix. Formula One fuel would fall under high octane premium road fuel with octane thresholds of 95 to 102. Since the 1992 season onwards all Formula One cars must mandatorily utilize unleaded racing gasoline fuel. Early experiments with movable wings and high mountings led to some spectacular accidents, and for the 1970 season, regulations were introduced to limit the size and location of wings. The engines are a stressed member in most cars, meaning that the engine is part of the structural support framework, being bolted to the cockpit at the front end, and transmission and rear suspension at the back end. On a F1 car, teams are allowed up to six structural members per wheel, typically made up of two double wishbones, the pushrod or pullrod and a steering arm or track rod, depending on if it is the front or the rear suspension.
Newey set for CRUCIAL meeting over Red Bull future
First was traction control to help in acceleration, but the advanced aerodynamics, semi-automatic gearbox and active suspension system would prove to be a real game-changer in Formula 1. Adorned with the famous ‘Red 5’ used by Nigel Mansell in his title-winning season, the FW14B followed on from the original FW14 chassis of the 1991 season – with a few important additions to help the drivers along in their quest for success. There were a couple of different metrics to measure this, be it through outright race victories, or as a percentage of wins in the season.
The diffuser area is another part of the car that has been revised in recent years. Until 2017, the rules curtailed the varying designs of the diffuser but since then designers have been able to play with not only the vertical strakes on the diffuser and the shape of the diffuser itself, but also the area around the tyre to improve the airflow. Usually when the driver lifts off the accelerator the DRS closes off automatically and the airflow reattaches to the rear wing, ensuring that the driver gets their downforce back.
It’s likely that some reduction of size and modification of the cooling package helped to create these even more compact sidepods. Although the concept is familiar given it’s an evolution of last year’s all-conquering Red Bull RB18, there are a vast number of detail changes as the team has found ways to squeeze more performance out of the car. F1’s regulations may be highly prescriptive, with expectations of even greater convergence of car designs this year. But in 2023, the rear leg of the top wishbone of Red Bull’s suspension was mounted on a small structure added on top of the gearbox. That created a big difference in the height of the rear leg between where it is mounted inboard and outboard.
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