Links may be used to actuate the suspension elements that are mounted remotely from the rockers but cannot be used to circumvent or subvert the requirement of Article 10.2.6. “Hysteresis is acceptable in an element providing it is at an incidental level and no attempt is made to utilise any inherent hysteresis to alter the response of the element relative to its primary purpose. If that is how the Mercedes system was operating, it would also now be headed off by the following wording of the regulations. It may have been possible previously to engineer this system so that a sudden steering input would sit the car down on the outside-rear and with appropriate valving in the damper allow the inside front to lighten or lift, and thus help it glide over the kerbs without upsetting the car. It may be that this will still be permissible, depending upon whether there is any asymmetry in the way the roll bar articulates and whether that varies according to how sudden the cornering loads are. It will be interesting in particular to see how Mercedes have reacted to this set of limitations, as their front suspension has long featured the unique ‘interconnected double-almond’ anti-roll bar arrangement. hysteresis, time dependency, etc.) in the response to changes in load applied to the wheels.” This outlaws any system which prevents the suspension loads being transferred in a linear way and would include the inerter but is not limited to that. “Any storing of energy via any means for delayed deployment and/or any suspension system that would result in a non-incidental asymmetry (e.g. “Any variation of ride height caused by the suspension geometry’s kinematics and the tyre shape must not exceed 3mm over the range of steering lock.” This has limited how far the front suspension can be lowered past a threshold of steering lock, giving the car more downforce on low-speed corners, an innovation introduced by Ferrari in 2018 but since widely copied. This is what allowed the car to maintain its dramatic diffuser stall for enhanced straightline speed.
“Any form of ride height control or alteration via self-levelling systems or feedback loops.” This would seem to outlaw the Mercedes rear suspension’s ability last year to set to a lower ride height once the downforce at higher speeds had pressed the car down past a set threshold. It gave the tyre an easier time and also made it practical to use softer rate springs for better mechanical grip at slow speeds.ĪNALYSIS: What Haas’ VF-22 can teach us about how teams have approached the 2022 regulations The inerter was a device fitted within the suspension which used a tiny flywheel reacting to suspension movements to soak up some of the energy, softening out the peaks of the loads upon the tyre. Also outlawed are inerters (which were first used on the 1997 McLaren and which have been a standard F1 fitment for a couple of decades).
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