Mercedes’ dominance during the previous technical era is now being challenged by Max Verstappen, who is setting new records with the current generation of cars. This success is attributed in part to the significant simplification of the cars in 2022, along with the implementation of a budget cap that imposes financial constraints on teams. These changes were intended to bring about closer competition across the field.
After a championship and a half under the new regulations, including those introduced last season (TD39) and this one, it is evident that the FIA has not achieved the desired and clear goal of leveling of the playing field until now.
The most notable innovations of this new era of Formula 1 cars are centered around aerodynamics, which have undergone significant changes in nature. The front wings have been simplified, featuring a maximum of four elements directly attached to the nose to eliminate intricate airflow structures. The entire bodywork has been subject to modifications, notably the reintroduction of the ground effect with the help of new Venturi tunnels and an enlarged diffuser. These elements contribute to enhancing the flow beneath the car, as explained by F1 expert Piergiuseppe Donadoni for formu1a.uno.
While the ground effect is more prominent this year, it doesn’t feature the side skirts seen in the late 1970s. Nevertheless, the floor’s impact on producing downforce has increased compared to the previous generation of cars.
A technician from a leading team noted, “If there were miniskirts, it would be much easier for everyone because the challenge lies in sealing the floor, a task made more complex by the new regulations of this season.”
The external parts of the 2023 cars’ floor are positioned 15 mm higher than those of the previous season’s cars, posing challenges in controlling airflow through the Venturi tunnels to reach the diffuser.
To address this, Red Bull has reintroduced a form of side skirts through a combination of the floor, sidepods, and vehicle dynamics. This approach recreates the symbolic effect of miniskirts, aiding in optimizing downforce generation.
Red Bull’s technical director, Pierre Waché, explained, “Certainly, the channels near the tunnels increase the Venturi effect, but that’s not the primary purpose. The flow entering the Venturi seeks an immediate exit. Therefore, we’ve designed a vehicle concept that minimizes these losses.”
The complexity arises from the need to optimize airflow beneath the floor to maximize the Venturi effect at varying speeds, steering angles, wind conditions, and other variables that are challenging to simulate in wind tunnels.
Aston Martin faced a similar challenge with their AMR23, where simulator and wind tunnel improvements didn’t translate well on the track due to increased sensitivity.
While the absence of track testing has allowed Red Bull’s dominance, the introduction of track tests could help limit their advantage. In conclusion, to reduce Red Bull’s supremacy, apart from removing the DRS in qualifying, reinstating track tests may be necessary. This approach could allocate testing based on Constructors’ positions, similar to aerodynamic and power unit development.
Confidence in challenging Red Bull’s lead remains, as the new regulations allow for rapid progress, but achieving success lies in translating concepts to on-track performance. This is why teams like Ferrari and Mercedes have invested extensively in developing their 2023 cars, aiming to bridge the gap against Red Bull.
Ultimately, on-track performance is the ultimate guarantee of the effectiveness of these car concepts, instilling confidence in teams’ strategies.
