Red Bull F1: the real element that boosted the RB21 is at the front
In recent days we have analyzed the Red Bull RB21, a Formula 1 car that has shown a clear step forward in performance. Part of the progress comes from layouts that played to the strengths of the Austrian car, combined with the team’s aggressive weekend approach. But there is more behind this improvement, an element that has added real performance to the Milton Keynes machine. Let’s take a closer look.
What happened to the RB21?
At this stage of the season, it is crucial to understand the factors that helped the RB21 win the last two Grands Prix. Analysis shows that some track characteristics at Monza and Baku worked perfectly with the base concept of the Red Bull, which was also brilliantly handled by Max Verstappen. At the same time, it should be noted that during the Dutch Grand Prix the car, designed by Pierre Waché, achieved a genuine competitive step. The upcoming race at Marina Bay will be a true test to see whether this progress holds up on a very different layout, and whether the RB21 can match the pace of the dominant McLaren MCL39.
What is undeniable is that Verstappen’s car has become easier to drive, as also demonstrated by Yuki Tsunoda’s improved results. Two updates in particular are behind this growth: a new floor introduced at Monza and the revised front wing. Assigning the correct weight to each change is essential, but one element in particular has made the biggest difference, helping Verstappen to score back-to-back victories.
RB21: the floor contributed, but it was not decisive
Many observers believe the performance gain came mainly from the floor updates brought to Monza. Red Bull introduced changes in the section ahead of the rear wheels, aimed at altering the management of the “tyre squirt” effect around the rear tyres. This is a critical factor because, if not controlled, it can disrupt diffuser downforce production.
Technical drawings show the differences compared to the previous floor specification. The shape of the channel was reprofiled to better adapt to local airflow direction. In addition, one of the two small aero appendages previously located at the entrance of this section has been removed.
Theoretically, the update also helped stabilize rear downforce in certain conditions, particularly under combinations of roll, pitch and yaw. Vertical aerodynamic load is directly influenced by these three movements. However, this change alone cannot explain the full performance leap of the RB21.
The front wing fix that reduced understeer
The update that truly unlocked the RB21’s potential was the new front wing. Max Verstappen had repeatedly complained about understeer at different circuits, a characteristic that compromised his performance. The only short-term fix had been adjusting the front wing angle, but this was not enough. The new design, with a wider chord on the flaps, provided a much greater range of adjustment, drastically reducing understeer issues.
Looking at the latest images, the changes are clear. The flap chords are significantly larger, which by default generates more downforce. This update was progressively refined over several races. In addition to increasing the chord, Red Bull also worked on load distribution across the full span of the wing. The profiles do not remain constant in width; instead, there is a section – marked by a vertical yellow line in diagrams – where the chord reaches its maximum.
Transversal components
At this point, front wing downforce is maximized. Compared to the previous version, the peak of aerodynamic load has shifted outward, generating not only longitudinal airflow but also transverse velocity components. This tendency for airflow to move outward from the car is known as outwash.
The effect of this change is greater fluid stability when the steering angle changes, or in technical terms, during yaw. Since the structure of airflow varies according to the car’s dynamic angles, this stability is crucial. This is the element that delivered a genuine step forward for the RB21. The next question is whether it will work as effectively on tighter street circuits, where the demands are very different from those at Monza and Baku.
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