Technical contributors：Mark Hughes and Giorgio Piola

技術(shù)顧問：馬克·休斯和喬治·皮奧拉

TECH TUESDAY: The most improved, most innovative, best-developed, and most dominant F1 cars of 2022

「技術(shù)周二」2022賽季最先進、最創(chuàng)新、最先進和最具統(tǒng)治力的F1賽車

After Red Bull and Max Verstappen's record-breaking charge to the 2022 titles, Mark Hughes looks at the most innovative, most improved, most developed and most dominant F1 cars of the 2022 season – with technical illustrations from Giorgio Piola.

在紅牛和馬克斯·維斯塔潘打破2022年冠軍的紀錄后，馬克·休斯（Mark Hughes）著眼于2022賽季最創(chuàng)新、最完善、最發(fā)達和最具統(tǒng)治力的F1賽車——喬治·皮奧拉（Giorgio Piola）的技術(shù)總結(jié)。

Most Innovative: Ferrari F1-75

Two of the biggest innovations of the season were to be found on the same car, the Ferrari F1-75. Its aerodynamics, with?bluff out-washing sidepods?and their unique upper surface channel, gave a great combination of floor and rear wing performance.

最具創(chuàng)新性：法拉利F1-75

本賽季最大的兩項創(chuàng)新是在同一輛車上發(fā)現(xiàn)的，法拉利F1-75。它的空氣動力學，加上流線型的清洗側(cè)艙和獨特的上表面通道，使地板和尾翼性能完美結(jié)合。

Secondly, beneath that shapely engine cover was the all-new 066/7 power unit which was quite different to anything else and which gave the car explosive low-speed acceleration.

The turbo was smaller and the inlet tracts longer than on rival cars, a combination which aided low-speed response when combined with a super-fast ignition system, allowing it to take full advantage of the 500-bar fuel pressure permitted by the regulations.

The combination of the unique aerodynamics and power unit made for a car which set that dazzling sequence of pole positions, even if reliability still needs work. More than anything it illustrates the depth of creative talent existing within Maranello.

第二，在那漂亮的引擎蓋下面是全新的066/7動力裝置，它與其他任何裝置都截然不同，它給汽車帶來了爆炸性的低速加速。

與競爭對手的汽車相比，渦輪增壓器更小，進氣管更長，這種組合在與超快點火系統(tǒng)結(jié)合時有助于低速響應，使其充分利用法規(guī)允許的500巴燃油壓力。

獨特的空氣動力學和動力裝置的結(jié)合為汽車創(chuàng)造了一系列令人眼花繚亂的磁極位置，即使可靠性仍然需要改進。最重要的是，它說明了馬拉內(nèi)羅內(nèi)部存在的創(chuàng)造力的深度。

Most Improved: Haas

Haas went from a solid slowest in 2021 – 3.2% off the qualifying pace – to eighth-fastest and 2% off in ’22.

It may sound relatively modest but represented the biggest performance gain on the grid and was the difference between being in their own race detached from the rest of the field to being able to mix it in the midfield, even heading it on occasion.

Kevin Magnussen’s fifth place?in the opening round?of Bahrain made him the highest finisher behind the ‘big three’ teams and in Brazil he was around in Q3 to take advantage of the brief opportunity of a dry track to set that?shock pole position?for the Saturday Sprint. Such feats would have been unthinkable in 2021.

改進最多：哈斯

哈斯從2021的最慢速度——比排位賽速度低3.2%——發(fā)展到22年的第八快速度和2%。

這聽起來可能相對表面，但代表了在網(wǎng)格上最大的表現(xiàn)增益，這是他們在自己的比賽中與其他場地分離與能夠在中場混合，甚至有時還能頭球破門之間的區(qū)別。

凱文·馬格努森（Kevin Magnussen）在巴林的第一輪比賽中獲得第五名，這使他成為“三巨頭”球隊之后排名最高的選手。在巴西，他在第三節(jié)的比賽中利用了一個短暫的機會，在周六的沖刺中創(chuàng)造了一個令人震驚的桿位。這種壯舉在2021是不可想象的。

The VF-22 car was the team’s Ferrari-inspired response to the new aero regulations whereas the car of ’21 could trace its origins all the way back to 2018.

While a significant part of its improvement came from the powerful new Ferrari 066/7 power unit (Ferrari and Alfa followed Haas to make the top three biggest competitive gains), it was also relatively good aerodynamically.

Using all-Ferrari componentry defined its cooling and therefore its aerodynamic concept as quite similar, with big bluff sidepods out-washing the air around the car. It also shared with the Ferrari an ability to quickly switch on its front tyres, which was an important part of why Magnussen was able to set that Interlagos pole in damp conditions on slicks.

VF-22賽車是法拉利對新規(guī)則的回應，而21年的賽車可以追溯到2018年。

雖然其改進的很大一部分來自于強大的全新法拉利066/7動力裝置（法拉利和阿爾法緊隨哈斯之后，取得了前三大競爭優(yōu)勢），但其空氣動力學也相對較好。

使用法拉利的所有部件，其冷卻和空氣動力學概念非常相似，大的鈍邊吊艙清洗了汽車周圍的空氣。它還和法拉利分享了快速打開前輪胎的能力，這也是為什么馬格努森能夠在潮濕的路面上拿到英特拉格斯桿位的重要原因。

Biggest in-season development: Mercedes W13

Mercedes’ problematical W13 would routinely be half-a-minute behind the winner in the early-season races as the team struggled to understand and control its aerodynamic porpoising and mechanical bouncing problems. By the penultimate race, George Russell and Lewis Hamilton were able to deliver the team a one-two result.

It represented the best rate of in-season improvement for any team, even though it must be accepted there was plenty of room for such improvement.

It was achieved not through a relentless series of updates, but rather a deep analysis of the root of the car’s problems and a better understanding of how to alleviate them.

Some of the fundamentals triggering those problems – the big area of?exposed floor, the limited range of the rear suspension – were baked into the car. But the progress came from finding a workable window in which to operate it within those limitations.

本賽季最大研發(fā)：梅賽德斯W13

梅賽德斯的問題W13在賽季初的比賽中通常會落后獲勝者半分鐘，因為車隊很難理解和控制其空氣動力學海豚和機械彈跳問題。在倒數(shù)第二場比賽中，喬治·拉塞爾和劉易斯·漢密爾頓為車隊取得了1-2的成績。

這是任何一支車隊賽季內(nèi)最好的進步率，盡管這是必須接受的，但仍有很大的進步空間。

這不是通過一系列無情的更新實現(xiàn)的，而是對汽車問題根源的深入分析，以及對如何緩解這些問題的更好理解。

引發(fā)這些問題的一些基本因素——大面積裸露的地板、后懸架的有限范圍——都被烙進了汽車。但進展來自于找到一個可行的窗口，在這些限制內(nèi)操作它。

The porpoising was an aerodynamic problem suffered by many teams but which required the car to initially run with a greater ride height than it was designed for. There was only so high it could be run, however, because of the limited suspension travel. This in turn meant that the suspension had to be run even stiffer, and that brought its own problems in creating the bouncing phenomenon.

Taming the floor’s tendency to induce stall and trigger porpoising meant it didn’t generate the downforce suggested by simulation and generally the car had to be?run with bigger wings to compensate, which hurt its drag, particularly in comparison to the Red Bull.

That floor tweaking, together with innovations in the front wing to give better control of the wake around the front wheels, helped to tame the car aerodynamically and with its big wings it did produce very good downforce.

On tracks not too bumpy and with straights not too long, it could be made competitive, especially so after an?Austin update to the front wing?and floor together with a significant weight saving. These changes coincided with three tracks – COTA, Mexico City and Interlagos – ideally suited to the car and the performances there were strong, culminating in that?Brazil?victory.

海豚跳是許多車隊遇到的空氣動力學問題，但這要求賽車最初以比設計更高的行駛高度行駛。然而，由于懸架行程有限，所以只能跑這么高的高度。這反過來意味著懸架必須運行得更硬，這在產(chǎn)生彈跳現(xiàn)象時帶來了自身的問題。

馴服地板導致失速和觸發(fā)海豚跳的傾向意味著它不會產(chǎn)生模擬所建議的下壓力，通常汽車必須用更大的機翼來補償，這會損害其阻力，特別是與紅牛相比。

地板的調(diào)整，加上前翼的創(chuàng)新，以更好地控制前輪周圍的尾流，有助于馴服汽車的空氣動力學，而大翼確實產(chǎn)生了非常好的下壓力。

在不太顛簸的賽道和不太長的直道上，它可以很有競爭力，特別是在奧斯汀對前翼和地板進行了升級，并顯著減輕了重量之后。這些變化恰逢三條賽道——COTA、墨西哥城和因特拉戈斯——非常適合賽車，在那里表現(xiàn)強勁，最終巴西隊獲勝。

Biggest performance advantage: Red Bull at Spa

The key to the Red Bull RB18’s advantage seemed to be how much downforce it retained on slower corners when the rear ride height is at its greatest. The big powerful underbodies regulated into existence for 2022 were capable of generating massive downforce at high speed, with the car squashed down in its suspension.

But as the speed comes off in slower corners and the car rises, much of that performance is lost. The aerodynamic battleground became not so much who could generate the most high-speed downforce, but who could generate the best spread of downforce throughout the speed range. In this the RB18 was clearly the best – and?Spa’s layout was the perfect showcase for that.

最大的性能優(yōu)勢：紅牛在斯帕賽道

紅牛RB18優(yōu)勢的關(guān)鍵似乎是在后底盤高度最大時，它在較慢的彎道上保持了多大的下壓力。2022年開始存在的巨大而有力的車身能夠在高速下產(chǎn)生巨大的下壓力，汽車在懸架中被壓扁。

但是，當車速在較慢的彎道下降，汽車上升時，大部分性能都會損失。空氣動力學戰(zhàn)場變得不是誰能產(chǎn)生最高速的下壓力，而是誰能在整個速度范圍內(nèi)產(chǎn)生最佳的下壓力分布。在這一點上，RB18顯然是最好的——斯帕的布局是完美的展示。

The long straights of Sectors 1 and 3 are punctuated by slow corners – the Bus Stop, La Source, Les Combes – and combined with the high-speed downforce demands of sector 2. It’s a sequence which asks everything of a car aerodynamically and the Red Bull was in a different league to everything else.

Although Max Verstappen started a penalised 14th after setting the fastest time in qualifying, he was leading?the race?and pulling away by one-third distance. His fastest lap when still with around 30kg of fuel on board and on medium tyres was faster than Charles Leclerc’s attempt with almost no fuel and new soft tyres.

It suggested that the RB18’s actual advantage – had Verstappen properly pushed it in qualifying, rather than just done what was needed – could have been in the order of 1.5s.

It was by far the biggest level of performance superiority shown by any car all season.

第1段和第3段的長直道被緩慢的彎道（巴士彎、La Source、Les Combes）打斷，并與第2區(qū)的高速下壓力需求相結(jié)合。這是一個要求汽車空氣動力學方面一切的序列，紅牛與其他所有車隊處于不同的聯(lián)盟。

雖然馬克斯·維斯塔潘在排位賽中創(chuàng)下最快成績后，以第14名的成績被罰出場，但他在比賽中領(lǐng)先，并以三分之一的距離領(lǐng)先。當車上仍有約30公斤的燃油和中等輪胎時，他的最快圈速比查爾斯·勒克萊爾在幾乎沒有燃油和新軟輪胎的情況下的嘗試快。

這表明RB18的實際優(yōu)勢——如果維斯塔潘在排位賽中正確推進，而不是僅僅做了需要的事情——可能是1.5秒左右。

這是迄今為止所有汽車在整個賽季表現(xiàn)出的最高水平的性能優(yōu)勢。