The Red Bull RB21 will be a refined incarnation of the RB20. In F1, fixing the flaws of a car is complex but not impossible. It is a process that evolves with the discretion of those who understand the value of essentials. It is no secret that the Austrian team has chosen the path of evolution, resisting the temptation to overturn the foundations. From a purely visual standpoint, we will see less evident changes, but adjustments in suspension and mechanics will be hidden in the details, aimed at mitigating the weaknesses of the past season. We have already meticulously explored various details.
Red Bull has developed new kinematics and made changes to various suspension elements. These innovations were much needed, as the front geometry featured overlapping triangles that were not performing well. The same applies to the camber of the wishbone. These two elements can alter the anti-dive percentage, subsequently shifting the car’s roll center, which, as we know, was too close to the mass center, resulting in a reduced moment arm for inertial forces. Additionally, it is worth highlighting the work on spring compression and decompression (bound and rebound), which has also been calibrated to deliver maximum performance.
Another innovation concerns the program managing updates, interconnected with the available versions of the rear wing and beam wing. Flexibility remains a crucial characteristic under the current F1 regulations, as it allows cars to perform well in any layout. This is why Red Bull has decided to sample operational plans to avoid “milling” some components during race weekends to adjust aerodynamic performance. The team will follow the philosophy adopted by McLaren in 2024.
F1, Red Bull 2025: new aerodynamic map
From an on-track behavior perspective, we can say that one challenging area for Red Bull during the past season was medium-speed corners, where the RB20 showed some weaknesses. In this cornering phase, both mechanical and aerodynamic grip play an almost equal role. However, from the aerodynamic standpoint, the team has intervened to improve the flow structure at lower speeds. It is worth remembering that the Austrian car was always among the best in handling at the faster sections of circuits.
The Austrian team has worked to optimize the fluid structure for slightly larger yaw angles. This is an interesting aspect that will make the RB21’s aerodynamic map more effective than its predecessor’s at lower speeds. Furthermore, at medium speeds, the ride height will be greater because the car will carry less aerodynamic load. Consequently, the floor will operate at a different ride height, corresponding to a more “critical” region of the aerodynamic map.
Leave a Reply