Red Bull managed to place Max Verstappen on the front row for the Monaco Grand Prix and ultimately secured a podium finish thanks to Isack Hadjar’s impressive third-place result. However, the retirement of the four-time world champion on the opening lap due to an internal combustion engine failure undoubtedly overshadowed the podium earned by the young French driver.
Hadjar himself also had to cope with problems related to the turbocharged V6 power unit. The Red Bull driver did an excellent job completing all 78 laps, repeatedly making adjustments on the steering wheel to alter the electronic settings of the power unit in an effort to protect it from a possible failure after suffering a significant drop in power.
The paradox is that the Red Bull Ford DM01 engine is currently regarded by the FIA as the benchmark power unit, despite being in its very first Formula 1 season. During the performance evaluations carried out by the governing body to determine which manufacturers qualify for additional engine development opportunities under the ADUO system, considerable credit was given to the work carried out by the department led by Ben Hodgkinson, the former Mercedes engineer who brought a large group of experienced specialists from Brixworth to Milton Keynes.
An image captured by Alex Galli highlights an interesting detail on the RB22. The cooling airflow entering the airbox, specifically through its triangular section, is directed toward the intercooler. This year, the air-to-air intercooler has been mounted very high on top of the V6 engine, whereas last season it was packaged inside the sidepod beneath the water radiator.
The objective was to achieve the most efficient packaging possible while reducing weight by shortening the length of the connecting ductwork. In the photograph, the return duct can clearly be seen running beneath the Halo mounting point to direct fresh air into the compressor. The solution appears significantly cleaner than previous layouts and demonstrates a highly logical approach to the overall design philosophy.
Another aspect worthy of attention is the rear wing specification used at Monte Carlo. We had already described the adoption of small wing profiles mounted on the actuator of the movable aerodynamic system, but at a circuit where aerodynamic downforce is never considered sufficient, Red Bull introduced an additional solution during both qualifying and the race.
Mounted on the nolder of the upper flap were two triangular profiles on each side, with the outer element noticeably larger than the inner one. Serrated aerodynamic solutions are certainly nothing new in Formula 1, but the version seen on the RB22 represents yet another variation on a concept that teams continue to refine in their relentless pursuit of additional downforce and aerodynamic efficiency.
In summary, Red Bull’s Monaco Grand Prix weekend highlighted the advanced yet volatile nature of their benchmark Red Bull-Ford power unit, featuring an innovative high-mounted intercooler design alongside aggressive, custom rear wing serrations to maximize aerodynamic load around the streets of the Principality.
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