Red Bull launched the RB21 with a series of studio images in a nightclub-like setting, with dark walls and glittering lights that obscure the contours of one of the most anticipated cars. The Milton Keynes team didn’t focus on aesthetics, knowing that the car developed by Pierre Waché is already running in Sakhir for a 200 km shakedown with Max Verstappen and Liam Lawson, ahead of tomorrow’s official collective testing, where the show will give way to substance.
The team, which secured its fourth consecutive world title with Verstappen, finished only third in the Constructors’ Championship due to a car that was both difficult to set up and challenging to drive. Sergio Perez knows this all too well, having lost his seat despite holding a valid contract for another year.
Red Bull enters the final year of the ground-effect regulations without the role of favorite. The RB21 is a car designed to correct the setup mistakes that emerged from mid-season—flaws that only Max Verstappen’s talent managed to cover. The main issue was a lack of balance on certain tracks, possibly due to an aggressive pursuit of performance that significantly narrowed the tire operating window.
Some have also pointed to Adrian Newey’s departure from the team and the project, leaving behind a sort of unfinished work that only he fully understood—something that may not have been entirely grasped in Milton Keynes. Red Bull has addressed the flaws of the RB20 to create a car that does not appear revolutionary but aims to be extreme in every detail.
Like Mercedes, the RB21 has retained a nose that extends to the main front wing profile, whereas Ferrari and McLaren have kept their mounting on the second element. Last year’s stubby and flat nose is now more streamlined, reducing the frontal section.
The front wing is an evolution of last year’s end-of-season design. The concept, also adopted by Mercedes, features a prominent vent in the first section of the endplate, anticipating an out-wash effect that extends beyond just the last two curled flaps. These are designed to enhance airflow around the front wheel, improving wake management. Red Bull wants to regain balance with lower-drag wings, knowing that from the Spanish GP onwards, flexing will be limited due to stricter aero-elasticity regulations.
The front suspension remains a pull-rod setup, in line with the trend that Milton Keynes engineers are well familiar with. A detailed analysis isn’t possible given the limited images, but the multi-link suspension replacing the upper wishbone is confirmed. The front arm is curved downward, and it is conceivable that it is a single component linking both wheels.
The radiator inlet design is unchanged from last year, featuring a “letterbox” intake below the long visor and a vertical slot. What appears to have changed is the much more aggressive undercut, with sidepod lines that are tighter and less rounded. The rear bodywork remains pronounced and retains the “canyon” as a flow separator. There is a strong indication that the Honda engine cooling system has been revised. In 2024, there were credible doubts that the full potential of the Japanese engine had been utilized due to a multi-stage cooling setup that created more problems than benefits. It is possible that some radiators have been relocated: the airbox is once again bulkier around the two side ears. This suggests an increase in radiator mass above the turbocharged V6, at least partially replacing the cooling system inside the “bazooka.”
The external intake at the Halo’s chassis attachment remains, but the airflow toward the rear appears to have been streamlined, with a more sculpted engine cover and a clearly visible vertical fin. There is also a small “bazooka” that doesn’t extend to the tail but instead descends toward the suspension arms, featuring well-oriented openings.
The rear suspension follows a push-rod layout, with revised covers designed to direct airflow toward the two elements of the beam wing. By optimizing cooling and aerodynamic efficiency, it is reasonable to expect that Waché will opt for a lower-drag rear wing, relying on the car’s bodywork to generate the necessary downforce. According to insider reports, the Red Bull RB21 will explore more extreme setup solutions, targeting lower ride heights closer to the ground.
For now, we limit ourselves to these initial observations as we await Max Verstappen’s on-track performance to evaluate the effectiveness of these changes. The simulation data is promising. Now, let the track do the talking…
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