With the final year of the current Formula 1 technical regulations underway, all teams are pushing the concept of their car floors to the absolute limit. As two of the top teams on the grid, Red Bull and the Mercedes-AMG Petronas Formula One Team are both maximizing the potential of their floors, yet despite some shared design philosophies, their approaches also reveal important differences.
At the most recent Austrian Grand Prix, the Sunday race ended abruptly for Max Verstappen and Riccardo Antonelli after just 2 kilometers, at Turn 3. The collision between the two drivers caused the retirement of both their cars, providing photographers present at the Spielberg circuit the rare opportunity to capture detailed images of the underbody components of the involved cars. This incident has allowed fans and technical observers alike to compare the hidden floor details and better understand the subtle distinctions between the floor designs deployed by Mercedes and Red Bull on their respective cars.
Throughout the years of this particular technical regulation, it has been quite rare to get a direct view of the floor from underneath the cars, especially since Red Bull Racing, a team known for its reliability and dominance, rarely experienced incidents that exposed such technical areas. Nevertheless, a few incidents have brought to light the design and construction of the RB19 and W14 floor architectures.
The Spielberg incident put both cars’ floors on full display — similar to what had been seen previously in Monaco — enabling a detailed analysis of the aerodynamic solutions each team is employing. While there are numerous differences between the two teams’ floor specifications, there are also significant shared characteristics.
One of the key similarities is the intent of both teams to develop their Venturi channels dynamically. Neither team uses simple “channels” that create downforce solely through Bernoulli’s principle.
Red Bull
The floor of the Red Bull RB21, showcased in its latest evolution in Austria, includes several hallmark features that have long defined the Milton Keynes team’s aerodynamic philosophy. One prominent detail is a yellow-colored contour highlighting a point of expansion inside the main channel. This expansion generates vortices that energize the airflow already present under the floor, contributing to the creation of additional aerodynamic downforce.
Another interesting detail is the presence of a very small portion of titanium or metal attached to the floor fences. Compared to previous iterations seen in past seasons, the metal protection has been reduced, likely to improve roll control and consequently decrease wear on these delicate components. Looking slightly further back, in the diffuser region, there is a visible step down toward the outside edge. This step appears to sharply separate airflow and vortices, helping to manage aerodynamic flows effectively.
Mercedes Floor: Innovations and Different Needs
On the Mercedes W16, some design elements echo those seen on Red Bull’s car. Like Red Bull, Mercedes is developing the floor not only in vertical height but also in lateral width. A noticeable narrowing of the main channel occurs at the midpoint of the car, culminating in a ramp-like structure that energizes the airflow, similar to Red Bull’s solution.
The floor fences on the W16 are managed quite differently, with the more central fence channeling significantly more air toward the floor edge. In contrast to Red Bull, the vortex that seals the floor on Mercedes seems to require a greater volume of airflow. This contrasts with the RB21’s approach, which instead focuses on energizing the vortex itself with increased energy rather than airflow volume.
Further exploration of the Mercedes floor reveals, much like on the RB21, a clear step or notch at the diffuser’s kick-out. This area is crucial aerodynamically, marking the beginning of the expansion phase of airflow beneath the car. Another noteworthy feature is the presence of micro slots located at the trailing edges of the floor fences. These tiny slits are designed to generate vortices directed toward the rear of the car, contributing to improved aerodynamic sealing and performance.
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