2023 · TECHNICAL
2023 Technical Regulations
2023 was the first set of targeted fixes to the 2022 ground-effect platform. The most widely reported change was a raised floor-edge height and tweaks to the diffuser throat aimed at reducing porpoising — the aero oscillation that had bitten teams in 2022. The minimum weight was trimmed slightly after teams argued 2022's figure was too punishing. Power-unit architecture was unchanged: 1.6-litre V6 turbo-hybrid (ICE + MGU-K + MGU-H + ES + CE). Pirelli continued supplying 18-inch low-profile slicks.
Floor & diffuser — porpoising mitigation
The floor-edge height was raised and the diffuser throat geometry tightened vs 2022. The FIA also introduced an Aerodynamic Oscillation Metric (AOM) threshold used during events: if a car exceeded the defined vertical-acceleration bound, the team had to raise the ride height until compliant. This combination was credited with largely eliminating the visible porpoising seen in Baku and Silverstone 2022.
Key changes
- Raised floor-edge height vs 2022.
- Tightened diffuser throat geometry.
- Aerodynamic Oscillation Metric threshold policed in-event.
Minimum weight — trimmed
After a season of teams repeatedly complaining the 2022 minimum weight was too high, the FIA trimmed the number modestly for 2023 (widely reported as a 2 kg reduction). The minimum mass rule continued to split between chassis-plus-driver and the wheels-fitted configuration, with specified references for weighbridge checks.
Exact weight figures and the weighbridge-check article references were not inlined — verify against the published Technical Regulations document.
Power unit — continuity
The V6 turbo-hybrid architecture was unchanged vs 2022. Per-season component pool sizes (ICE, turbocharger, MGU-K, MGU-H, energy store, control electronics) carried over, as did the grid-penalty scheme beyond allocation. PU development-cost-cap arrangements that took force in 2022 continued applying.
Safety
Mirror size was increased (reported as 200 mm × 50 mm lens area, up from 150 mm × 50 mm) to improve rearward visibility. The roll-hoop structural test was strengthened following the 2022 Silverstone accident; new load-test criteria applied from 2023 or from a specified cut-off. Other driver PPE and survival-cell rules were unchanged in substance.
Key changes
- Strengthened roll-hoop structural test post-Silverstone 2022.
- Larger mirror minimum dimensions for improved rearward vision.
Last updated: 2026-04-24
This summary is editorial material prepared by F1pedia for general F1 audiences. It is not a legal reference. For binding rule text, consult the official FIA document.