Why is there such a problem in dirty air F1 2025

Sunday’s Japanese Grand Prix will not be billed as one of the all-time classics of Formula 1 as low tire fall left the ground in its qualifying order by a large-scale checked flag. The lack of opportunities for passage during the race was also important notes.

Passing in Sujuka has never been easy; In modern times, the nature of Turn 1 usually makes DRS ineffective, and some straight classes that infection in the hard stop means that it is very difficult to slip a driver in front.

Other factor in playing is the growing dirty air problem. The current generation cars of F1 were designed to make passing opportunities easier, as the ‘overbody’ was considered a low dependence on aerodynamics, A) A) A) Ensure that cars were lost in turbulance loser, and, b) B) causes less disturbance through the prescriptive approach to aerodynamic design.

In the previous generations, with the increasing desire to make outwashing air with the front wing, it became difficult for cars, from the increasing amount of turbulent air generated from the increasing desire, and vortex-edged aero devices, it became difficult for cars. F1 cars are usually designed to work in the air of lamina, ‘clean’; Furthermore, unrest is incredibly difficult for the model given its randomness.

At the time of introduction to the new rules, the F1’s research estimated that the 2021-slip car may lose up to 47% downforce when behind 10 meters and about 35% on 20 meters. Now with the rules going out, it is said that its model shown a reduction of 18% on a 10 -meter mark and 4% at 20 meters.

The following time causes more slides to slide the car that follows the pursuing car, adds more energy through the tires and resulted in a high decline. It was expected that new rules could reduce this effect and allow cars to run closely.

But Suzuka exposed how it had come back, as it was clear that the closure of the front car within a second was incredibly difficult. Again, low tire wear contributed to this factor as the drivers were usually able to push for the entire race, but it was difficult to hold more than a second that cars with differently different performance characteristics were different from a second.

As the current rule matures, F1 teams have found flaws to expand their cars on the fines of F1’s intentions. For example, pay attention to the front wings; Although the wing elements are strictly governed to ensure infection directly in the endplate, the teams find ways to highlight the edges and tips to push more airflows to brighten further performance to the airflow more airflow than further tires.

The edges of the floor have become much more complex, and the rear wings also now come with the exposed wing tips on the upper element; The aim of the rules is to merge the top flap in the rear wing andplate, but, again, the teams have sidelined it to increase the power of the wings.

In the last few seasons, each of these innovations has generally contributed to maximum levels of turbulent waking up, making it more difficult to follow other cars.

“Ultimately we keep connecting aerodynamic downforce, which means the loss is even bigger,” McLaren The team’s principal Andrea Stella explained.

“So I think dirty air is a problem – we have seen it in China too; if you see Hamilton, when he was under the leadership of Sprint, he could do a lot that he wanted, even if the tire was damaged.

“It is probably one of the reasons why the 2026 rules can present some reset from this point of view, because I think that even though this generation of cars was actually conceived to improve the following, we were talking in 2022, now we were talking in 2022, now there is a lot of aerodynamic development.

“Again, (cars) have become so much of an aerodynamic machine that you lose performance as soon as you follow.”

This is not the fault of the teams, as their goal is to build the fastest car – not to satisfy an overtaking metric intended by rules. But this is not going to be better through the year as development continues.

The inclusion of active aerodynamics may potentially help in the situation next year, as drivers can override the implementation of power unit override to give more power to their fingers.

But, even with a close area that currently defines 2025, some circuits are going to pass very hard – so expected to hear more about dirty air by the end of the season.