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The 2022 season marks the beginning of a new era for Formula 1, with the return of ground effect and the standardization of parts to keep the cars grouped together. A similar change occurred in 2009, bringing with it a host of consequences.
If we look back at the history of Formula 1, we can see that there has always been tension between spectacle and costs. At the end of the 2000s, the sport had just emerged from the dominant era of the Schumacher-Ferrari partnership. Since 2006, a series of measures had already been taken: more efficient tires and reduced aerodynamics, with the aim of creating more battles on the track.
The radical regulatory change in 2009 finally closed the chapter on the generation of single-seaters that had begun in 1998, ending, at least temporarily, the long rivalry between McLaren and Ferrari.
The 2009 cars in the same vein as those of 2022
Thirteen years ago, the appearance of top-level cars was revolutionized: lower and wider front wings, opposite-shaped rear wings, and the return of slick tires, which had disappeared after 1997.
While the 2008 cars still had “horns” on their sides, the 2009 cars had a sleek silhouette that delighted fans. The aim was to reduce downforce, and therefore aerodynamic turbulence, while also reducing costs and narrowing the performance gap between teams. From this point of view, the 2009 formula shares the same spirit as the regulations that will be introduced this season. It worked to a certain extent: the usual powerhouses, particularly Ferrari and McLaren, were no longer guaranteed a place on the podium. The visual and technical contrasts were striking. Take the ultra-thin noses of Red Bull and Toro Rosso at the start of the season, compared to the wider, raised noses of BMW or Renault. This year, we could once again see notable differences in front wings, engine covers, radiators, side deflectors, noses, etc. The old hierarchy was turned upside down: Brawn GP took the lead from the start, initially followed closely by Toyota, then caught up by Red Bull. A new era was dawning, and the goal of shaking up the established order and reducing spending was achieved… even if it didn't prevent BMW and Toyota from withdrawing.
The 2022 rules: a guarantee of success?
At the time, the FIA's biggest headache was the double diffuser, an ingenious invention by Brawn GP that gave it a considerable advantage.
The new technical era is designed to leave no gray areas that could be exploited. Will the ten teams end up with a similar level of performance? In theory, yes, thanks to a greater proportion of standardized components (such as fuel pumps and pipes). Tighter design controls eliminate many loopholes.
Nevertheless, designers are always on the lookout for the slightest flaw. It should be noted that the 2022 regulations are the first to specifically target aerodynamic flows. Data from wind tunnel tests suggests that the concept should work perfectly, but the pressure to ensure a good show on the track means that the first tests in Barcelona will be closely scrutinized. What will happen if problems arise? What will happen if large-scale testing reveals a flaw in the regulations? These questions are being asked just a few days before testing begins. Several scenarios are possible: – a team discovers a “miraculous” loophole that gives it a considerable advantage, rendering the reforms useless; – everything works as planned and we see a repeat of 2012, with almost the entire starting grid in contention for victory; – or the performance gaps are huge, forcing a new overhaul.
There are still reasons to be optimistic, given the in-depth discussions, compromises, and engineering work that have shaped this new era. If the hierarchy is shaken up, who will take the top spot: McLaren, Alfa Romeo, Ferrari? It's impossible to say at this point. The first verdict will be delivered during winter testing in Barcelona, scheduled for February 23-25.
