The new era of Formula 1 has arrived with much stricter regulations for the teams than in the past.
And as there are strict restrictions on many design elements in the new single-seaters, it has been feared that the 2022 Formula 1 grid will be filled with cars that look similar on the outside at least.
However, looking at the first single-seaters that have been introduced, those concerns have proven unfounded and, in fact, there are already big contrasts between the cars for this course.
If we look at two of the real cars we’ve seen so far, the McLaren MCL36 and the Aston Martin AMR22, it’s clear that the teams have approached the exact same regulations in very different ways.
The first difference we see is in the front wing , but we have to admit that our analysis is not definitive, since although we have seen physical versions of both cars, only one of them has contested a shakedown on track so far.
That’s not to say that what we’ve seen from McLaren is unreal, just that with the pace of development as fast as expected in the first few months of this regulation, there will soon be changes to what we’ve been taught.
Also note that renders of the MCL36 differ from the physical version shown at the factory, as revealed in a photo posted by Sky F1 commentator Karun Chandhok.
However, there are already theories that there are two schools of thought emerging on how teams want to set the airflow in a way that is looking to get the most benefit possible.
The biggest contrast between the two is the approach to the front wing mainplane design, where there is some wiggle room for teams in terms of its height from the ground.
Slide the arrow to see the comparison
In this case, Aston Martin has chosen to leave even more free space for its main plane in the central region of the wing, in order to favor a greater flow of air under the assembly and towards the large tunnels in the ground.
On the other hand, this means that the team has to load the central part of the upper flaps more.
Meanwhile, McLaren seems to have gone in the opposite direction, with a spoon-shaped center section on its main plan, and a raised outer section.
Where those two teams have adapted the same is that the main plane and the second elements have more chord than the upper flaps, while both seek to circumvent the restrictive rules on the outermost part of the wing to generate more air output from the predicted one.
The nose design is not too different and both have a slim body that tapers towards the chassis.
However, the choice of the front suspension scheme is diametrically opposed, as Aston Martin prefers to keep the well-known push-rod scheme (with push rod), while McLaren has been more adventurous and has opted for the pull-rod system. (of drawbar).
Both options have their pros and cons , but from a pilot’s perspective there will probably be little difference.
The front brake duct assembly is another area where F1 has worked hard to reduce performance, further limiting the team’s ability to create airflow and get around the rule change’s overall intent to allow more overtaking.
That means there is much less need to get airflow into the assembly and as a general trend we will see much smaller intakes.
However, both teams have behaved differently: Aston Martin sports a slightly smaller air intake than we’re used to, but big enough that they had to be taped up at the Silverstone shakedown.
Meanwhile, McLaren have opted for something very, very small, although both teams have slightly moved the brake duct fence away from the sidewall to help capture some airflow between the two surfaces, while also slightly offset the wake deflector above.
The teams have taken very different paths when it comes to the design of the pontoons and the tunnel entrance from below ground. These are decisions that have also been made taking into account their commitment to the overall wheelbase of the car and where they have set the front axle in relation to the front point of the chassis.
The regulations allow some leeway in this regard, as the front axle cannot be more than 100mm behind the forwardmost section of the chassis.
McLaren MCL36 vs Aston Martin AMR22
Taking a look from above at the two cars it is clear that this is where they differ, as Aston Martin has chosen to position its front axle behind the frame line, while McLaren trails behind by a much smaller margin.
That also highlights the distance between the leading edge of the front wheel and the trailing edge of the front wing (highlighted in yellow on the AMR22 in the photo above, though probably exaggerated in these shots due to parallax), which It will obviously have a dramatic effect on the performance of the front wing, especially when you consider how both kits will boost airflow on the outer section of the wing to create airflow.
Additionally, note that the wake deflection elements that mount to the front brake duct are also positioned further forward to create an aerodynamic domino effect with the airflow in the car’s design.
Speaking of which, if we look at the leading edge of the sidepods, we can see that the McLaren ones are positioned further forward.
And you will also see that the flow diverters that extend from the edge of the floor are of different lengths and are placed at contradictory angles as well. That just goes to highlight the contrasting behavior of airflow when it hits this area and how teams are forced to deal with it.
The most noticeable difference between the two cars is the sidepod design, as both have made very different choices.
Those choices are based on how they have packaged their internal components, such as radiators, intercoolers and electronics , while also taking into account how the airflow from the front of the car should be utilized by this section of the body.
The boxy intake used by Aston Martin is set back slightly and slopes gently into a high-waisted side pillar design that has the internals in a more relaxed position than we’re used to.
This creates a significant reduction under the sidepod, where the airflow finds its way into a narrow coke bottle-shaped region, made possible by cooling gills on the top of the sidepod. to reject the heat created inside.
Meanwhile, when viewed from above the leading edge of the McLaren pontoon starts further up the road. But we have to remember that the MCL36’s slope down from that leading edge and the bottom of the inlet is further back (inset).
McLaren has opted for a general sidepod layout similar to the one it used throughout 2021, with the initial bodywork adjusted in the coke bottle region.
Because its sidepods are angled differently, cooling is left to a larger rear outlet compared to Aston Martin.
However, like last season, this outlet is raised above the coke bottle line, so that heat is rejected in a less sensitive region of the car.
When we get to the back of the car we still see differences. McLaren underwent a total suspension overhaul, preferring a push-rod scheme.
That’s probably a choice driven by a desire to raise the inner suspension elements out of the way of the diffuser, but also one that can’t start any further forward than in previous years, although it’s possible thanks to its higher barrel exit from the system. refrigeration.
The upper wishbone also appears to be a multi-link arrangement, with the front link mounted lower than the rear on the strut. That’s likely a response to the loss of the stud extensions that teams have used in recent years that are banned for 2022.
These are decisions that McLaren can make despite carrying the Mercedes power unit, as it continues to design and build its own gearbox in-house.
Meanwhile, the fact that Aston Martin is keeping the pull-rod layout suggests that Mercedes’ W13 will also feature this system.
Lastly, both have opted for different configurations when it comes to the rear wing mounting pillars, with Aston Martin opting for two, while McLaren for just a central one.
Once again, this is a compromise between weight and aerodynamics , as the single pillar is slightly heavier in order to support the loads associated with this design.
Aston Martin’s chosen twin-pillar layout, meanwhile, will require a slightly different approach to rear wing design to overcome the small aerodynamic losses associated with the additional pillar.
It is fascinating to see how the different teams come up with very different design concepts, all within a very controlled regulation.
And it bodes well for us to see more variations when the other teams reveal their true 2022 cars in the coming days.
