This skin is a big change from what we’ve seen in previous seasons, but it’s for good reason. From an aerodynamic perspective, teams are having to bridge the gap created by the loss of load-generating elements, such as bargeboards, that surrounded the sidepods in the previous generation of single-seaters.
Not being protected by the set of deflectors, fins and solutions that directed the air flow that the past regulations allowed, the teams have had to remodel their pontoons and, in some cases, reorient the internal radiators and electronic components to recover part of the lost.
The fascinating thing is that no kit has chosen the same design after researching in the wind tunnel, and we have a wide range of solutions.
One of the most interesting is that of Williams, who has stuck to the modification of the regulation with a very short pontoon in the form of a ramp. However, there is a radical twist compared to the rest of the grille, in that they have added a cavity in the upper section of the sidepod that gives the airflow, which enters through the main intake, an exit route directly through the rear surface.
Open and closed pontoons of the Williams FW44
This unusual design has been made possible by Williams’ approach to the placement of the Side Impact Bar (SIS) which, like its predecessor the FW43B , sits quite low, but also very far back if we look at it. note the place of entry (red arrow).
And conversely, where many of their rivals have housed the SIS within the floor, Grove’s have chosen a higher position within the side pillar, giving rise to the retractable blister (white arrow in main illustration).
Something more interesting than the cavity itself is that Williams had also thought of running the FW44 with this cavity closed, since on the first day of pre-season testing this hole was not there. A single day later, a slight gap was already visible, although it was clear that it was not a piece that had just left the factory, but rather that it was an element that had been cut by hand and was not polished.
Already in the final day of winter tests in Barcelona, the British assembled a pontoon with the cavity totally adapted to their needs, where a careful design was seen.
Returning to the reason for its use closed, it is because it can be done with an inner panel installed in the upper section to push the airflow towards the intake below (inset on the right).
It is worth noting that the English car’s compact sidepod arrangement is only possible because the team has chosen a more focused approach to cooling, which not only results in a larger airbox to collect airflow, but also in a more voluminous engine cover.
Williams FW44 engine detail
This will mean that the weight is housed slightly higher, but Williams seems to be happy with the center of gravity offset that facilitates aerodynamic gains.
Also, it’s not the only one to modify the space in this way, as many have opted for more saddle-like cooling arrangements above the power unit in recent years.
In Williams’ case, this appears to be a bit more extreme. While most have settled for one element on top of the power unit, Grove’s have a zigzag pattern that sticks out on both sides.
Comparing the striking sidepods of the Williams with the rest of the grid, we can see that they have been one of the most aggressive, along with Red Bull. The energy drink folks have designed a sort of ramp that directs air into the cramped Honda engine, combined with a square intake.
Ferrari is also one of those that has sought a more radical solution, with oval flow openings and indentations along the bottom of the engine cover, as well as cooling gills for the updated 066/7 . for 2022. Something similar has been done by Alpine, which brings together some entries in the same way, but somewhat more elongated in the vertical plane, so that great ‘characteristic hump’ that they carried in Renault is not necessary.
Thus, Williams seems to be one of the teams that can surprise, taking advantage of this open pontoon solution that, in addition, directs the aerodynamic flow towards the bottom of the car, and which helps to produce the ground effect, and towards the diffuser and rear wing, in charge of stability, something key in Formula 1 in 2022 with the new rules.
