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F1's 2022 car era is over. It's unlikely to be missed
Formula One's 2022 ground-effect cars aimed for better racing but brought issues like increased spray and porpoising. While improving close competition, aerodynamic developments re-introduced dirty air. Drivers found these cars too heavy and not fun to drive. The sport now looks to 2026 for new regulations to address these challenges and enhance the on-track spectacle.
It just sounded different. There was a fizzing that had not been there when the Abu Dhabi Grand Prix concluded the 2021 Formula One season three months earlier.
As Max Verstappen's car barreled and growled downhill to the Circuit de Catalunya-Barcelona's Turn 1 in February 2022-the first day of F1 preseason testing before the new season-it was clearly heard trackside.
Designed to a set of aerodynamic regulations intended to promote overtaking, the air striking the new, larger bodywork surfaces of the cars was more audible.
With F1 now saying farewell to the 2022 generation of ground-effect cars, that memory sums up the problems of those designs and sets out what F1 is hoping to achieve in 2026 and beyond.
When the intention behind the 2022 rules was set out, Nikolas Tombazis, the single-seater chief of the FIA, the global governing body of motorsport, said "raceability is the main target."
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The central idea was to reduce the dirty-air problem F1 had long struggled with to generate more overtaking and exciting racing. Turbulent air, or dirty air, makes overtaking harder, as a driver following another car suddenly finds that theirs becomes unstable in the other's invisible wake.
But this attempt to do so brought about other problems over the past three years.
In wet conditions, the larger aero parts on the cars' wings, noses and sidepods sending dirty air higher and wider did the same thing to water. F1's spray visibility problems got worse.
Then there was porpoising. This bouncing motion occurs when aerodynamic pressure rapidly detaches and reattaches when cars run low to the ground, which is uncomfortable for drivers and reduces downforce, making the cars slower. The dirty-air issue did initially improve, according to data. But over the 2023-25 period, the same data showed that downforce for the following car had been reduced again.
The essence of F1 explains what happened: The teams upgraded their cars to generate extra downforce, with the additional aero development increasing dirty air.
The 2022-25 rules writers had set out to move away from cars that were quick but not raceable, former F1 sporting chief Ross Brawn said at the 2019 US Grand Prix when the regulations in question were announced as completed.
But while the FIA's data shows that was achieved, and there was great racing between Verstappen and Ferrari's Charles Leclerc to kick off the new era, that subsequent aero development made dirty air an increased factor yet again.
On the second key aim of this ruleset, closer competition, the FIA's data release is instructive.
It states that in 2021, a typical dry qualifying session would have a 2.5% difference covering the fastest and slowest times of all 20 cars in Qualifying 1, or Q1. In 2022, around the new rules, this was reduced to 1.6%, then went down to 1.2% in 2023, up to 1.4% in 2024 and down to 1.1% in 2025. The performance gap among the teams was noticeably smaller.
It was this small margin that meant teams even in the upper part of the F1 midfield could record bad results if their drivers could not get the most from the car. For instance, Lewis Hamilton ended the 2025 season with three consecutive Q1 knockouts, despite usually being only slightly slower than his teammate Leclerc in the other Ferrari.
When the field is so evenly matched, it takes the best-operating teams to break free and record the best results consistently. Red Bull won 54 of the 92 races that took place from 2022 to 2025, with McLaren next best on 19 victories. And it means Ferrari, Mercedes and the rest of the grid must share the blame for the spread not being better. But that does feed F1's meritocratic aims and establishes the narratives fans and followers crave - from Verstappen's might being established these past few years, to Red Bull's implosion and McLaren's rise from the midfield.
Here, the 2022 rules should be viewed as successful, as the stories changed and the title successes were shared, unlike in prior F1 eras, such as when Mercedes kept a stranglehold on the top positions in the previous decades.
But one familiar story from across this era was how the drivers detested the ground-effect cars.
At the 2025 Las Vegas Grand Prix, when Aston Martin's Fernando Alonso was asked for his view, he was unequivocal.
"I will not miss this generation of cars," he said.
"But next year, probably, we will go slower, and we will miss them when we drive the next cars because we always want to be as fast as possible," he said. "But these cars are definitely too heavy. They are too big. And the ground-effect and the ride heights-we are racing in a way that is not really fun to drive." He added, "The expectations of this regulation, that it was to follow closely and to have better action on track, was not really a success."
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Source: EconomicTimes
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