Red Bull shifts development path with strong early results
Red Bull has taken an interesting new development direction, abandoning certain concepts that were not working in the 2026 Formula 1 regulations and adopting others that appear significantly more efficient. What is particularly notable is how the Milton Keynes-based team has drawn inspiration from Ferrari in several technical areas.
So far, at least in Miami, the package has delivered strong results, allowing a clear step forward in performance.
Red Bull’s work to understand the complex RB22
Red Bull has once again changed the aerodynamic philosophy of the RB22. Max Verstappen commented after Sprint qualifying that the feeling with the car has improved significantly. The balance now feels more stable, and all systems appear to be working in better harmony.
The many hours spent in the simulator, analysing data from the first three Grands Prix, have played a crucial role in understanding the car more effectively.
A similar approach was taken during the Silverstone test, where Red Bull already experimented with a new aerodynamic package, including the so-called “Macarena” flip-flop rear wing concept. From these tests, the team gathered essential data on downforce levels and aerodynamic efficiency, which was then fed back into the simulator to refine development direction.
As is often the case in Formula 1, especially under today’s highly complex regulations, performance is the result of multiple iterative experiments that gradually converge into an effective solution. Red Bull now believes it has finally identified the correct development path. The next step is to continue improving a car that is already showing strong pace in Miami.
Major changes to sidepod philosophy
As seen in the latest images, the sidepods have undergone a significant redesign. Compared to the previous update, the aerodynamic philosophy has changed completely.
The previous inwash concept, designed to guide airflow inward with minimal resistance, has been abandoned. With the latest upgrade, a new “bathtub-like” structure has been introduced on the upper part of the sidepods, which now extend outwards towards the outer edge of the floor.
This allows the sidepods themselves to play an active role in managing turbulent airflow generated by the front tyres, similar to concepts seen on the Ferrari F1-75 in 2022.
The lower section remains more heavily sculpted in order to maximise clean airflow towards the rear of the car. At the rear end of the sidepods, a ramp structure helps guide airflow downward, bringing it closer to floor level.
Macarena rear wing: different solution, similar goal
At the rear, Red Bull has also introduced updates inspired by Ferrari, particularly the flip-flop rear wing concept known internally as the “Macarena” solution.
While the objective is broadly the same, the way it operates is quite different. Since the Bahrain tests, the Milton Keynes team has studied Ferrari’s original concept and evolved it further. Only time will tell which approach proves more effective.
The RB22 version achieves a similar flap orientation to Ferrari’s straight-mode configuration on the SF-26. However, the key difference lies in how the flaps reach that position, using an inverse rotation compared to Ferrari and covering a smaller angular range. In addition, the gap between open and closed states is larger.
As a reminder, this type of system is not designed to stall the diffuser or generate downforce. Its purpose is to temporarily reduce diffuser extraction work. This lowers induced drag on high-speed sections of the track, improving straight-line efficiency.
Different FTM exhaust concept and aerodynamic packaging constraints
Red Bull has also taken inspiration from Ferrari with its FTM exhaust layout. However, due to packaging constraints and regulatory dimensions, the Austrian team had to adapt the concept significantly.
The Ferrari SF-26 solution cannot be directly replicated until next season. In the meantime, like several other teams, Pierre Waché’s technical group has introduced a small cover element over the exhaust, as shown in technical images.
It is difficult to determine the exact material used, although it appears similar to the exhaust structure itself. At this stage, it remains unclear whether this solution is as effective as Ferrari’s approach, but time will provide the answer.
The element does not appear to significantly assist airflow extraction from the floor nor accelerate flow under the rear wing. However, it likely provides at least some aerodynamic benefit.
On either side of the crash structure, two high-incidence winglets are installed, which in this case can perform a role similar to Ferrari’s appendages. However, due to packaging constraints, Red Bull uses fewer elements compared to Ferrari.
The suspension wishbones, highlighted in white in technical analysis, also act as aerodynamic profiles generating upwash and working in synergy with the surrounding elements.
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