The Red Bull RB22 is not performing at the level expected. The home-built power unit is more than capable, while the main issues lie in the chassis and aerodynamics. Planned updates for the rear of the car may include introducing a blown exhaust similar to Ferrari’s SF-26.
Red Bull appears to have lost its edge. Looking at the Constructors’ Championship standings after three races, it might seem that the Milton Keynes team is no longer a top contender. The team has slipped to sixth place, behind Haas with 18 points, tied with Alpine, while the Racing Bulls sit just two points behind.
Four-time world champion Max Verstappen, who was in the title fight until the final race last year, has been narrowly beaten by Lando Norris in the standings, trailing by just two points.
The Dutchman finds himself on the fringes of the championship table: seeing him ninth with 15 points is difficult, and it’s no surprise that he frequently hints at retirement from Formula 1. Of course, he won’t give up the 80-plus million euros he earns each year, but it’s likely he is putting pressure on the team to act quickly on the RB22 and on the FIA to review the rules appropriately ahead of Miami.
Some might assume the weak point is Red Bull’s new home-built power unit. Nothing could be further from the truth. The DM01 unit, developed under Ben Hodgkinson, the former Mercedes engine chief, is highly respectable. Rumors that the team was deliberately not exploiting the engine’s full potential as a tribute to Dietrich Mateschitz, the late Red Bull owner, are false. In the paddock, everyone agrees that the six-cylinder internal combustion engine is among the most interesting on the grid.
So what is happening at the multi-world champion team? According to Laurent Mekies, team principal at Milton Keynes, the squad is paying the price for a delayed preparation caused by wanting to develop the RB21 until the very end in comparison with Morris: “It’s clear that the time and energy invested in last year’s late development impact the starting point for 2026. And so, today we pay a bit of the price. Are we using it as an excuse? No. We’re not satisfied with the starting point, but we believe we can overcome these difficulties.”
What are the RB22’s problems? Many, far too many, but not related to the power unit. The troubles are in the chassis and aerodynamics. Adrian Newey’s departure to Aston Martin certainly had an impact, but the team led by Pierre Waché began the season with an overweight car—around 20 kilograms—costing roughly six-tenths of a second per lap.
Why did Milton Keynes fail to meet the weight target? The issue appears to be with weight distribution, which is regulated. To balance the mass correctly, additional ballast was needed to meet the rules. Clearly, the power unit packaging was not flawless, and achieving the mandatory weight balance came at a cost.
At the Japanese Grand Prix, the team introduced an update package aimed at improving the situation, but the changes, applied only for Max Verstappen, did not succeed. The car became highly unstable and difficult to drive for the four-time world champion. Likely, the challenging work of reducing the car’s weight has begun. With a new radiator inlet and slimmer sidepods, efficiency can be improved by reducing drag. However, changing the aerodynamic center of pressure may have turned the RB22 into a somewhat unpredictable machine.
There are also plans to slightly shorten the wheelbase, possibly by modifying the gearbox structure. The goal would be to position the differential further back, perhaps taking inspiration from an idea introduced by Ferrari.
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