How different will the real 2022 cars differ from the latest F1 model?

However, it should not be forgotten that this is only an interpretation of the future, as teams still have the freedom to develop their own aerodynamic concepts, albeit with more restrictions than in the past.

The move to a more ground-based car will certainly present the design teams with new and interesting challenges, but it is inevitable that they, too, will find their current knowledge invaluable in order to maximize performance reserves as well.

So let’s take a closer look at some of the areas where teams will be happy to bring their own DNA and where show car design doesn’t delve too deep into the possible outcomes.

The start event of the Formula 1 car 2022 on the Silverstone starting field. Front details

Photo by: Charles Coates / Motorsport Images

The front wing and nose cone are incredibly important on an F1 car as they provide the first point of contact for airflow.

The front wing will have a maximum of four aircraft in 2022, as the prototype shows. The performance goal, however, will override the aesthetics, as the teams will have customization options not only in the top two profiles (see below, right), but undoubtedly also in their shape, especially in the connection at the endplate and nose.

The two different renders of F1 also show how teams can make different design decisions about the shape and length of the nose, with structure being incredibly important in achieving an aerodynamic match not only with the front wing but also the downstream surfaces.

Notice how the combined front brake duct fence and wheel caster are shaped to accommodate the top sheet, which also has a slot (we’ll see a lot more of this from the teams as they tweak their designs, along with different contours and Have flow conditioning surfaces where possible) and also a lower tail area to break up the wake created by squeezing the sidewall of the tire.

These naturally become an intensive area of ​​development for the teams, as they optimize the flow and turbulence around the front wheel, whereby the lower skirt winglet, also shown, is able to smooth and manipulate the air flow, in addition to the usual aerodynamic surfaces, for the teams .

These include the brake duct inlet, winglets and the panels on the suspension and steering arms.

2022 F1 car

Photo by: Formula 1

This top view gives us an idea of ​​the length of the bottom edge wing and the fences that are used to direct airflow into the throat area of ​​the subfloor. This is significantly increased compared to the current generation of vehicles in order to maximize the flow into the underground tunnels.

Additionally, we have the sidepods, which have a very sculpted inlet on the show car and are an area that will likely be very different for teams as they look for ways to balance aerodynamic efficiency with the cooling needs of their power units.

The same applies to the rest of the sidepod body, the transition body around the halo and the shape of the airbox – all of them have potential in terms of customization for the teams.

The show car’s bottom edge treatment is a little different from the scale model that F1 2019 showcased, highlighting an area where we should see some development work by the teams, especially since it’s already a development forge for the teams that often go with them together we can see how this area of ​​the car was tinkered with.

Some of this knowledge will be transferable, and they will try to use it to improve the flow conditions in front of the rear tire, along with the potential for soil shaping just behind it.

When looking at the rear, the full-size show car also shows a lot of additional design maturity compared to the true-to-scale wind tunnel model, which shows how many design deviations are possible.

The girder wing has been divided into two elements, and the twin pylons have become more stylized, but also functional, taking on the gooseneck shape that many teams already have.

F1 didn’t manage to include the DRS actuator pod or flap mechanism in the full-size show car, but the system will remain in place for 2022 to make overtaking easier, with the hinges visible on the wind tunnel model shown in 2019.

The rear brake duct winglets hanging next to the diffuser will also be an interesting development path for the teams, not only because of their proximity to the diffuser wall, but also because they were trimmed back for 2021 and have proven to be effective in influencing the flow around the rear of the car.

Hubcaps will also return to F1 after being thrown on the scrap heap after the 2009 season when the teams had previously statically mounted them in the wheel rim. This time, however, they have to spin the wheel.

Their design is also more restrictive, although, as we can see from the difference between the full-size show car with its trash can-like design and the wind tunnel model with its flat-panel design, there will be ways the teams can tailor them to their own needs customize, including the segmented version shown in the rendering.

The start event of the Formula 1 car 2022 on the Silverstone starting field. Front wheel detail

1/3rd

Photo by: Mark Sutton / Motorsport Images

2021 F1 control model

2/3rd

Photo by: Giorgio Piola

2022 F1 car segmented wheel cover

3rd/3rd

Photo by: Formula 1

While the real 2022 cars may not be radically different from what we’ve seen so far, the fine details of the teams will still be able to do their own thing.

And in a sport where small wins are the key to success, it is these subtle differences that could prove to be crucial in the battle for fame over the next year.