The most striking consequence of the rule changes from 2022 onwards is the banging of cars – commonly known as dolphining – which most teams still have nothing to do with after six test days and eight race weekends. In what follows, we will examine what this phenomenon is, why it is happening, and why it is still present in mid-June.
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When Formula 1 officially announced in October 2019 that the rules for cars, mainly related to aerodynamics, would change dramatically from 2021 (eventually 2022 due to the coronavirus epidemic), few expected such a bigger role for vehicle bounces. Especially that even in June. However, the problem is not new. In 1977, Lotus developed a floorboard that significantly increased the clamping force, making it easier to take turns, and a year later, it also helped Mario Andretti to a world title. It was the American pilot who first used the word “porpoising” for the phenomenon he experienced at the ever-improving Lotus – but with excellent results, rivals began to switch. for such cars.
Sure enough, Formula 1 was already affected by Formula 1 in the sport in the ’70s. These were the so-called “ground effect” cars, which could be used by troops until 1982. That year there have been a number of serious (including two fatal) accidents in F1, some of which have been attributed to the enormous downforce and the resulting bounce, and these cars have been banned since 1983, and the stables were required to use flat floor slabs. It has been talked about beforethat suction vehicles can return from 2013, finally from 2022.
But what has the shape of the floorboard got to do with bouncing?
Well, the fact that the bottom of the cars used from this year is designed to narrow backwards, and its vertical shape also helps allow more air to flow in. This shape generates much more clamping force than in previous years – which was otherwise compensated by modifying the front and rear wings, as too much clamping force is not good for an F1 vehicle either. So at the bottom, this huge clamping force sucks the car towards the asphalt, and then when the floor slab touches the ground, the force ceases, so the bottom of the car starts up. And this process is repeated. Lightning fast. Often. And that seems like a pop. It doesn’t do the best for the car either, as the bottom touches the ground, but for maximum performance, the ground clearance must be kept as low as possible, so that despite the rigid suspension, the clamping force pulls the floor plate to the ground.
Of course, the phenomenon is most noticeable in the straight lines, as the air flows under the car better at higher speeds and the repetitive process continues. That’s why almost no one in Monaco seemed to be bouncing,and on the Baku runway, full of long straights, the pilots suffered perhaps more than ever before. True, when using the DRS, there is less dolphining, because with the open rear wing, no clamping force is generated in that part of the car, so the force acting on the entire vehicle is reduced, ie the frequency of the bounce is also reduced.
We talked about suffering, because if they can’t alleviate the phenomenon, it will cause huge pain to the competitors. In the current Formula 1 car, the pilots do not sit, but almost lie down, so the driving is fundamentally stressful, mainly for the neck and back. And the constant up and down movement is directly detrimental to the spine and endangers the safety of the competitors. And this has been raised by several even in Azerbaijan, hoping the FIA and Formula One leadership will reconsider how long this can go on. Plus, George Russell says it’s not just that to their health harmful phenomenon, but also one more serious accident can also happen at any time.
Not surprisingly, it was the British who complained about the matter, as Mercedes drivers have been hit hardest by the phenomenon since pre-season tests. Mercedes riders got out of the car after each leg this year, leaving extremely bouncy kilometers behind, and almost everything hurts because of this. Most recently, in Baku, Hamilton, after being beaten again by his teammate, complained that his back was very sore from the race.
The question may arise as to why the teams did not know what to do with the bounce by mid-June. Well, they knew, at least they could. The solution is simple: reduce the clamping force under the car.
This could be solved, for example, by raising the clearance. However, it would also mean taking turns much slower, meaning they would lose significant time on each lap compared to the current situation. However, this is a car race where the goal is for the pilots to get around as fast as possible. That is to say, a compromise: speed or health?
Red Bull seems to be able to keep both of them, as they lead the points race without seemingly having a significant problem with the bounce. However, the remaining nine teams are missing at least one. And if they don’t resolve it as soon as possible, they’ll either be fighting for a good place in Formula One, or they’re risking a healthy future for the pilots.
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