Red Bull’s 2026 Formula 1 season did not begin in the way many expected. Surprisingly, the team’s biggest weakness was not related to the power unit, which has instead delivered highly encouraging performance and has even been suggested by Toto Wolff to be ahead of Mercedes in some areas. The real issues appeared to lie in the chassis and aerodynamic package, where the RB22 showed an unexpected performance deficit.
The first development updates introduced at the opening round did not deliver the expected gains, making the Miami upgrade package a crucial turning point for the Milton Keynes team’s campaign. However, Miami was never intended to be the only major step in Red Bull’s recovery plan, as the team already has a clear roadmap for the next phase of the RB22’s development.
Positive first signs in Miami, with a hidden fix boosting Max Verstappen’s confidence
The biggest problems limiting Max Verstappen and Isack Hadjar in the opening races were all connected to a lack of downforce, mechanical grip and overall drivability, particularly through the middle phase of corners. These were not minor issues, but fundamental weaknesses affecting the car’s balance and consistency.
In Miami, Red Bull introduced what was effectively a near-complete aerodynamic redesign of the RB22. Updates arrived on the front wing, rear wing, floor and sidepods, creating one of the most extensive early-season upgrade packages seen so far. The revised concept moved the car closer to Max Verstappen’s preferred driving style, with the RB22 appearing to perform better with a more aggressive front-end setup, while Isack Hadjar seemed to struggle more with the new balance.
However, Laurent Mekies explained that something unusual had affected Hadjar’s car, as its handling characteristics were not behaving in the way engineers had expected: “It is certainly a positive step in the right direction. The car now feels much more like a complete package,” commented the four-time world champion during the weekend.
Max Verstappen also revealed that one of Red Bull’s most frustrating and least visible issues had finally been addressed. Technical director Pierre Waché later confirmed the fix. During the opening rounds, Max Verstappen had repeatedly complained about steering-related problems, and in Miami, Red Bull introduced changes to the steering system that finally resolved the issue.
“First of all, we had to make sure the problem actually existed. Then we had to identify where it was coming from, and that took quite a bit of time. But in the end, we managed to solve it,” Pierre Waché explained.
The Reverse wing: Red Bull did not copy Ferrari
As anticipated after the first appearance of Red Bull’s so-called ‘Reverse’ rear wing during the Silverstone filming day, the Milton Keynes team did not simply copy Ferrari’s concept, nor did it suddenly create a similar idea after seeing rival developments.
The Red Bull project had actually been in development much earlier than some reports suggested. According to Pierre Waché, work on the concept dates back to November 2025, with the original objective being to have the wing ready for the season-opening Australian Grand Prix.
“The first version of the project dates back to November 2025, and the goal was to have it ready for the Australian debut, but we had some problems when we tried to bring this solution to the track,” the French technical director explained.
The key issue involved compliance with the regulations governing the opening and closing timing of the movable aerodynamic device. Formula 1 regulations clearly define that delays beyond four tenths of a second are not permitted, and Red Bull initially struggled to remain within that operational window.
As a result, the debut of the Reverse wing was first pushed back from Australia, then delayed again past Suzuka before finally arriving in Miami.
Initially, there had been speculation that Ferrari’s SF-26 was dealing with a similar issue, but Ferrari’s difficulties reportedly centred more around airflow stability and flow management when the device closed, leading to instability under braking—something particularly noticeable in China.
The difference stems from the fundamentally different rear wing philosophies adopted by the two teams.
Red Bull also encountered structural reliability issues during development, with several prototypes reportedly failing, including some just before the Suzuka weekend, where the Reverse wing had originally been expected to make its competitive debut.
Austria set to be another major milestone
Pierre Waché has already identified Austria as the second major relaunch point for Red Bull’s 2026 season. Part of that development package will be effectively invisible, but potentially just as important as any visible aerodynamic upgrade. According to the Red Bull technical director, the RB22 is finally expected to reach the minimum weight limit by the Austrian Grand Prix.
Red Bull reportedly began the season carrying a significant weight disadvantage of just over 10 kilograms, confirming earlier indications that excess mass was one of the hidden performance limitations holding the car back.
Initial corrective measures were introduced between Suzuka and Miami, but Spielberg is expected to mark the point where the issue is fully resolved.
More aerodynamic upgrades are coming
Austria will not be just about weight reduction. Further aerodynamic developments are also expected as Red Bull looks to build a second meaningful performance step after the encouraging signs in Miami.
However, the competitive picture is about to become even more intense. Mercedes is preparing its first major upgrade package for the Canadian Grand Prix, while McLaren is also expected to bring additional developments in the coming races. From that point onward, the second phase of the Formula 1 season will become particularly significant. European rounds such as Barcelona and Spielberg are expected to host major upgrade packages across the grid, but another critical technical storyline will also emerge in parallel.
Engine development concessions could reshape the fight
Attention will increasingly turn toward possible new power unit components introduced through the Additional Development and Upgrade Opportunities (ADUO) concessions framework.
This could have a direct impact on manufacturers Honda, Audi and Ferrari—perhaps most notably Ferrari, which remains one of the most closely watched engine projects in the paddock. Mercedes and McLaren are not expected to benefit from these concessions, which means Ferrari could be given a valuable opportunity to reduce the current performance gap if Maranello manages to exploit the additional flexibility effectively.
For Red Bull, however, the immediate focus remains clear: continue stabilising the RB22, unlock the car’s full aerodynamic potential, and ensure Max Verstappen has a machine capable of sustaining a genuine championship fight.
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