In the past few hours, Red Bull has lifted the veil, first virtually and then in reality, on its 2026 car. Between the two versions, there are some minor differences, but the car that hit the track immediately displayed a bold and aggressive approach, featuring some solutions that are unique so far. The Milton Keynes-based team needs to gather data, particularly on engine reliability, which represents a completely new challenge for them. On the chassis side, the design directed by Pierre Waché takes a notably different path compared to rival teams in several areas.
Mechanics and diffuser: Red Bull aligns with Ferrari and Mercedes, awaiting McLaren and Aston Martin
The extensive regulatory overhaul has created the opportunity to see cars that are very different from each other, and so far, that expectation is being met. Designs differ significantly between teams, even among those using the same power unit, such as Ferrari and Haas, or Mercedes and Alpine. However, some technical solutions appear to be shared across multiple teams. At the mechanical level, the vast majority of teams have opted for push-rod suspension at both the front and rear. Red Bull has followed the same approach, as previously anticipated. McLaren has also adopted this solution, as confirmed by its Technical Director and recent renders, while Alpine and Cadillac currently stand out with front pull-rod suspension, awaiting the reveal of Adrian Newey’s choices, highly anticipated by fans and experts alike.
What also aligns Red Bull with other top teams such as Mercedes and Ferrari is the interpretation of the regulations in the diffuser area. On the RB22, it is clear that a now-standard slot has been introduced in the upper lateral part of the diffuser bulkhead, rather than the simpler ‘mouse hole’ design seen until last year. It is interesting to see that the top F1 technical departments have independently arrived at a similar solution, while final updates are still pending. Teams can choose to run a more complete version on track, as will be the case for McLaren, or an older specification with pre-planned developments, as seen with Ferrari.
RB22 takes inspiration from the RB16B with extreme sidepod, engine cover, and cooling solutions
Where Pierre Waché and his team have taken a truly distinctive path so far is in the design of the sidepods and engine cover. Without giving too much emphasis yet to wings and the floor, which may still change significantly before Melbourne, the more structurally defined parts of the car are already revealing Red Bull’s approach. The RB22 has a very compact sidepod design, echoing the philosophy used on the 2021 RB16B, the last Red Bull pre-ground-effect car. These sidepods are narrower and shorter, not exaggeratedly shaped for downwash management. This solution is not entirely new, as it shows similarities with Mercedes’ audacious 2022 ‘zeropod’ concept, though the tapering is less extreme. The anti-intrusion cone is placed very high and left exposed, acting as a genuine flow diverter, similar to the Mercedes W13.
The sidepod inlets remain compact, while the airbox at the top is not as large as on the Red Bulls, despite using the same power unit. Red Bull has chosen a different path, tapering the engine cover significantly at the rear and in the area of the ‘Coca-Cola’ section, which has regained importance under the new regulations. To ensure proper engine breathing and allow hot air to escape, the RB22 features two prominent openings beside the cockpit, behind the Halo attachment to the chassis. This solution has been seen before on previous-generation cars and channels hot air along the sides of the engine cover, minimizing interference with airflow over the sidepods and flanks.
In short, Red Bull has opted for a clearly distinct approach, offering plenty of points for technical analysis. It reminds us that at this early stage of the 2026 cycle, the development curve will be almost vertical, with multiple teams having the possibility to revise their designs in real time as testing progresses.
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