The Abu Dhabi Grand Prix has definitively sanctioned the 2021 World Manufacturers’ classification. In addition to the roll of honor, the ranking is decisive for drawing up the tables for the aerodynamic handicap, the resource allocation mechanism for aerodynamic simulations and studies in the wind tunnel to an extent inversely proportional to the ranking. The tables calculated on the basis of the situation in the constructors’ championship after the last Styrian Grand Prix will remain in force until 31 December. From January 1st to June 30th 2022 instead, the parameters assigned on the basis of the final classification of the 2021 world championship will become effective.
From 2022 the aerodynamic handicap will see an increase in the differences between the resources allocated between the different teams compared to what happened in 2021. Although the design of the single-seaters of the new technical cycle is now nearing completion, aerodynamic resources for the first half of the new year will be crucial for the development of the cars during the current season. In fact, as we find ourselves at the dawn of a new round of regulations, it is reasonable to expect that the single-seaters will experience extremely rapid growth in performance in the first few months.
The regulation of virtual aerodynamic simulations al CFD it can be conveniently expressed as a percentage, since the resources are calculated through a formula that includes the number of processors used, the computing power and the simulation time. The percentage allocation of resources is also indicative of the weight with which the hours of use of the wind tunnel are assigned.
The main novelty that stands out from the table is that while until 2021 100% of the resources were assigned to the sixth classified, from 2022 they will instead go to the seventh force of the previous championship, in this case Aston Martin. Furthermore, the difference between each level of the ranking and therefore between two consecutive teams will not be more than 2.5%, but will double to 5%. It follows that the reigning champions will have 90% of the resources against 70% in the first half of last year, while the percentage for the bottom in the standings will rise to 115% against the previous 112.5%.
Regarding the hours of use of the wind tunnel, in the sporting regulations they are expressed to cover the duration of an ATP, acronym for Aerodynamic Testing Period, an interval lasting between 8 and 9 weeks. In the period from 1 January to 30 June 2022, 3 ATPs are included, but for immediate communication it was decided to report the total number of hours for the entire first semester in the following tables.
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The aerodynamic handicap regulates three further parameters, in detail the hours of occupation of the wind tunnel, the number of tests that can be carried out and the hours of tests in the tunnel. The latter are measured by accumulating the time during which the speed of the air flow in the wind tunnel is higher than 50 km / h, a definition that makes it one of the most indicative parameters. Mercedes will have it available 168 hours of testing in the first semester against 180 of Red Bull, while the total hours for Ferrari will be 192, 24 more than the reigning champions. The gap between Mercedes and the rest of the group rises to 48 hours of testing in the reference with Alpine, fifth classified in the 2021 world championship, and 108 hours with the Haas last in the ranking.
The aerodynamic handicap was not particularly influential in 2021, also thanks to the poor development of the single-seaters with the teams already concentrated on the 2022 car. From next season, the various aerodynamic resources granted to the teams will, however, be more incisive, both for the wider internal differences to the tables and for the sudden development that the new single-seaters will encounter.
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