Only a few brief images have revealed the shapes of the new Red Bull, but they already show far more than the renders released at the launch, from which the real RB22 differs quite significantly. The new Milton Keynes car immediately stands out for its suspension layout, which appears less complex than that of the previous ground-effect generation, and also when compared to rivals unveiled so far, including Ferrari and Mercedes. All of this points to a different aerodynamic philosophy for the Milton Keynes squad, which for the first time has also been able to develop its power unit entirely in-house.
The front end
The first major piece of news is that the RB22 abandons the pull-rod front suspension used up to 2025, returning instead to a push-rod layout. This solution is considered better suited to the aerodynamic philosophy of the new cars and to the design chosen for the front wing. Even more interesting, however, is the positioning of the other suspension elements. The published images offer only a partial view, but they confirm what was already seen on the sister Racing Bulls car: a relatively modest downward inclination of the upper arms, significantly reduced compared to the ground-effect era.
The new cars, no longer relying on ground effect and therefore no longer needing to run extremely close to the ground, are dismantling an old myth. The inclination of the suspension arms is no longer aimed primarily at stabilising pitch movements under acceleration and braking, but rather at guiding airflow from the front of the car towards the floor. It is therefore surprising to see Red Bull — one of the teams that pushed this concept the furthest from 2022 onwards — now returning to a more conservative solution. Ferrari, on the other hand, which for years adopted simpler suspension layouts, has developed its 2026 project in a far more aggressive way in this area. The same reasoning can be extended to other rivals as well, given that the new Mercedes and even newcomer Cadillac feature highly complex suspension geometries.
Red Bull is therefore going against the current trend, suggesting a different organisation of airflow travelling from the front of the car towards the central section. It is possible that Milton Keynes has focused on a different front wing concept and/or a different management of airflow through appendages located at the forward part of the floor. It cannot be ruled out either that the RB22 requires a specific airflow direction towards the side cooling inlets. The key question remains whether Red Bull has identified something others have missed, or whether it has simply developed an alternative concept.
The rear end
At the rear, the suspension retains a pull-rod configuration, although the entire assembly has been completely redesigned. The positioning of the arms is tailored to manage airflow collected by the bodywork around the gearbox area, which is then released into the wake behind the diffuser. Internally, the mechanical layout has also likely been revised, as the RB22 is required to run at higher ride heights than the previous ground-effect cars.
There is considerable curiosity to see how much rake Red Bull will use, after being the team that, up to 2021, adopted the most aggressive rake angles on the grid. This time, however, the regulations impose stricter limits, prescribing minimum and maximum ride heights at both axles. The use of large rake angles also depends on the ability of aerodynamic surfaces to operate at high angles of attack without flow separation, as well as on the capacity to shield the diffuser from vortices generated by the rear wheels.
The architecture
The most important part of the RB22 is undoubtedly what lies beneath the engine cover. This is the debut of the new Red Bull Powertrains power unit, developed entirely in Milton Keynes. It represents a massive project, not only because of the effort required to build and equip the new facilities, but also due to the recruitment of around 600 people. There is also the collaboration with Ford, which provides consultancy and support in the development of simulation models and battery management software, while also producing 12 components using 3D-printing techniques, including the turbocharger housing.
It is unlikely that the new power unit will immediately match the very best in class, but by becoming a full constructor Red Bull has been able to develop a far more integrated project, optimising the engine-chassis package as a whole. Particular attention has been paid to packaging — the installation of all components beneath the bodywork — work that began in spring 2023 under Rob Marshall, who has since moved to McLaren. The eye is immediately drawn to the air intake above the driver, which is significantly smaller than that of the Racing Bulls car.
Red Bull has chosen not to concentrate the radiators entirely at the front of the power unit, in order not to compromise the height of the centre of gravity, instead distributing cooling mass within the sidepods as well. The lateral cooling inlets are not especially wide and also lack the typical extended upper lip. This leaves the rear section of the upper impact structure exposed, whose fairing offers the team an additional aerodynamic surface that can be exploited to influence downstream airflow.
The surfaces
The RB22’s sidepods appear narrower than those of its closest rivals, giving up the use of bodywork as a physical shield against turbulence generated by the front wheels. The concept also recalls the downwashed sidepod philosophy, directing airflow from the upper surfaces towards the gearbox area, albeit in a less aggressive manner than in recent years. The generous volumes behind the halo stand out, suggesting the presence of electronic components or cooling systems. It may therefore be no coincidence that an outlet has been opened in the same area, likely intended for the evacuation of hot air.
At the forward section of the floor, the louvre array is particularly noticeable. Like Mercedes, Red Bull has chosen to extend a three-element cascade along its entire length, without leaving space for vertical fences, and has also opted to split the two upper flaps. As with the RB22, the entire structure is attached to the chassis via an angled support, which already shows initial shaping and interacts aerodynamically with the suspension arms. Finally, the launch video hints at a wide, flattened nose, very different from that shown in the renders, featuring a removable panel that may provide access to the active wing actuator or allow for ballast placement.
Overall, the RB22 marks the beginning of a new era for Red Bull, representing the first project without Adrian Newey and Rob Marshall. The Milton Keynes team also invested more than anyone else in the development of the 2025 car, sacrificing resources originally allocated to the 2026 project. There are many unknowns for the team led by Laurent Mekies, and only the track will be able to provide the answers.
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