Technical contributors：Mark Hughes and Giorgio Piola

技术顾问：马克·休斯和乔治·皮奥拉

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

「技术周二」2022赛季最先进、最创新、最先进和最具统治力的F1赛车

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.

在红牛和马克斯·维斯塔潘打破2022年冠军的纪录后，马克·休斯（Mark Hughes）着眼于2022赛季最创新、最完善、最发达和最具统治力的F1赛车——乔治·皮奥拉（Giorgio Piola）的技术总结。

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.

最具创新性：法拉利F1-75

本赛季最大的两项创新是在同一辆车上发现的，法拉利F1-75。它的空气动力学，加上流线型的清洗侧舱和独特的上表面通道，使地板和尾翼性能完美结合。

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，在那漂亮的引擎盖下面是全新的066/7动力装置，它与其他任何装置都截然不同，它给汽车带来了爆炸性的低速加速。

与竞争对手的汽车相比，涡轮增压器更小，进气管更长，这种组合在与超快点火系统结合时有助于低速响应，使其充分利用法规允许的500巴燃油压力。

独特的空气动力学和动力装置的结合为汽车创造了一系列令人眼花缭乱的磁极位置，即使可靠性仍然需要改进。最重要的是，它说明了马拉内罗内部存在的创造力的深度。

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.

改进最多：哈斯

哈斯从2021的最慢速度——比排位赛速度低3.2%——发展到22年的第八快速度和2%。

这听起来可能相对表面，但代表了在网格上最大的表现增益，这是他们在自己的比赛中与其他场地分离与能够在中场混合，甚至有时还能头球破门之间的区别。

凯文·马格努森（Kevin Magnussen）在巴林的第一轮比赛中获得第五名，这使他成为“三巨头”球队之后排名最高的选手。在巴西，他在第三节的比赛中利用了一个短暂的机会，在周六的冲刺中创造了一个令人震惊的杆位。这种壮举在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赛车是法拉利对新规则的回应，而21年的赛车可以追溯到2018年。

虽然其改进的很大一部分来自于强大的全新法拉利066/7动力装置（法拉利和阿尔法紧随哈斯之后，取得了前三大竞争优势），但其空气动力学也相对较好。

使用法拉利的所有部件，其冷却和空气动力学概念非常相似，大的钝边吊舱清洗了汽车周围的空气。它还和法拉利分享了快速打开前轮胎的能力，这也是为什么马格努森能够在潮湿的路面上拿到英特拉格斯杆位的重要原因。

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.

本赛季最大研发：梅赛德斯W13

梅赛德斯的问题W13在赛季初的比赛中通常会落后获胜者半分钟，因为车队很难理解和控制其空气动力学海豚和机械弹跳问题。在倒数第二场比赛中，乔治·拉塞尔和刘易斯·汉密尔顿为车队取得了1-2的成绩。

这是任何一支车队赛季内最好的进步率，尽管这是必须接受的，但仍有很大的进步空间。

这不是通过一系列无情的更新实现的，而是对汽车问题根源的深入分析，以及对如何缓解这些问题的更好理解。

引发这些问题的一些基本因素——大面积裸露的地板、后悬架的有限范围——都被烙进了汽车。但进展来自于找到一个可行的窗口，在这些限制内操作它。

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.

海豚跳是许多车队遇到的空气动力学问题，但这要求赛车最初以比设计更高的行驶高度行驶。然而，由于悬架行程有限，所以只能跑这么高的高度。这反过来意味着悬架必须运行得更硬，这在产生弹跳现象时带来了自身的问题。

驯服地板导致失速和触发海豚跳的倾向意味着它不会产生模拟所建议的下压力，通常汽车必须用更大的机翼来补偿，这会损害其阻力，特别是与红牛相比。

地板的调整，加上前翼的创新，以更好地控制前轮周围的尾流，有助于驯服汽车的空气动力学，而大翼确实产生了非常好的下压力。

在不太颠簸的赛道和不太长的直道上，它可以很有竞争力，特别是在奥斯汀对前翼和地板进行了升级，并显著减轻了重量之后。这些变化恰逢三条赛道——COTA、墨西哥城和因特拉戈斯——非常适合赛车，在那里表现强劲，最终巴西队获胜。

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.

最大的性能优势：红牛在斯帕赛道

红牛RB18优势的关键似乎是在后底盘高度最大时，它在较慢的弯道上保持了多大的下压力。2022年开始存在的巨大而有力的车身能够在高速下产生巨大的下压力，汽车在悬架中被压扁。

但是，当车速在较慢的弯道下降，汽车上升时，大部分性能都会损失。空气动力学战场变得不是谁能产生最高速的下压力，而是谁能在整个速度范围内产生最佳的下压力分布。在这一点上，RB18显然是最好的——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段的长直道被缓慢的弯道（巴士弯、La Source、Les Combes）打断，并与第2区的高速下压力需求相结合。这是一个要求汽车空气动力学方面一切的序列，红牛与其他所有车队处于不同的联盟。

虽然马克斯·维斯塔潘在排位赛中创下最快成绩后，以第14名的成绩被罚出场，但他在比赛中领先，并以三分之一的距离领先。当车上仍有约30公斤的燃油和中等轮胎时，他的最快圈速比查尔斯·勒克莱尔在几乎没有燃油和新软轮胎的情况下的尝试快。

这表明RB18的实际优势——如果维斯塔潘在排位赛中正确推进，而不是仅仅做了需要的事情——可能是1.5秒左右。

这是迄今为止所有汽车在整个赛季表现出的最高水平的性能优势。