The 2022 regulations shifted the primary source of aerodynamic grip from the upper bodywork to the underside of the car. This was achieved through the use of venturi tunnels, which had been banned since 1983. By utilizing ground effect, the regulations aimed to minimize "dirty air"—the turbulent wake that previously made it difficult for drivers to follow one another.
According to figures from the FIA's specialist Working Group, a 2019-specification car lost nearly half its downforce (retaining only 55%) when following another car. In contrast, the 2022-specification cars were designed to maintain up to 86% of their normal downforce levels while following. To support this philosophy, several complex components were eliminated or simplified:
Bargeboards: The intricate aerodynamic devices previously used to manipulate airflow around the chassis were banned.
Front Wing: The front wing and endplates were simplified and required to connect directly to the nosecone, preventing teams from using supports to create specific airflow vortices under the monocoque.
Rear Wing: The rear wings were made wider and mounted higher to further reduce the impact of exhaust gases on downforce and to direct the wake higher above following cars.
The return to ground-effect aerodynamics led to the emergence of "porpoising," a phenomenon where cars experience repeated aerodynamic stalls and lifts while running at low ride heights. This effect, along with "bottoming out" on uneven track surfaces, caused significant physical discomfort for drivers. McLaren's Daniel Ricciardo described the sensation as being "rattled," while Mercedes drivers and Haas's Kevin Magnussen reported back pain and nerve issues.
In response to these safety concerns, the FIA introduced a technical directive at the Belgian Grand Prix. This directive added specific requirements to Article 3.15.8 of the technical regulations to address the flexibility of the plank underneath the car and limit unsafe levels of porpoising.
To control costs and ensure the effectiveness of the new aerodynamic rules, the FIA introduced a new classification system for parts:
Listed Parts: Components teams must design themselves, such as the survival cell.
Standard Parts: Identical parts used by all teams, including wheel rims supplied by BBS and pit stop equipment.
Transferable Parts: Components like gearboxes and clutches that can be sold between teams.
Prescribed Parts: Items like wheel arches and wheel aerodynamics that must follow a strict, prescriptive design.
Open-source Parts: Components like steering wheels and the DRS mechanism that can be developed collectively.
A major technical change was the increase in wheel diameter from 13 inches (33 cm) to 18 inches (46 cm). While Pirelli remained the tyre supplier, the regulations lowered the maximum temperature for tyre warmers to 70 °C (158 °F) for both front and rear tyres, with a long-term goal of phasing out tyre blankets by 2024.
The 2022 regulations were intentionally restrictive to prevent teams from developing radical designs that might circumvent the goal of closer racing. Despite the overhaul, Red Bull Racing adapted most successfully to the new rules. Max Verstappen secured his second Drivers' Championship at the Japanese Grand Prix, and Red Bull won their fifth World Constructors' Championship—their first since 2013—at the United States Grand Prix.
In contrast, defending Constructors' Champions Mercedes struggled with the new regulations, falling to third in the standings. This season marked the first time in Lewis Hamilton's career, which began in 2007, that he failed to achieve a pole position or a Grand Prix victory.