During the 20th round of the Formula 1 World Championship, the Red Bull RB21 introduced several updates. Some were aimed at improving temperature management, while others sought to increase localized downforce without changing the car’s overall aerodynamic flow structure. Many believe, however, that these developments did not deliver the expected results, especially when compared to the performance of the McLaren MCL39. Let’s take a closer look at what really happened.
The delicate evolution of the RB21
One thing is certain: modern Formula 1 cars are incredibly complex from an aerodynamic standpoint. Even a small error in one area can significantly affect the car’s overall balance. This was emphasized by Paul Monaghan, Red Bull’s Chief Engineer, who explained that the team’s challenges began when they tried to improve the car after a relatively underwhelming start to the season.
His comments reflect not a simple statement of principle, but rather a deep and methodical technical process, developed step by step in an ongoing effort to balance performance and aerodynamic consistency. The growth of the RB21 has not come from a single breakthrough but from a combination of small improvements that, over time, have created a functional equilibrium benefiting the overall package.
This development path was laid out under Christian Horner’s leadership and reached a new phase with the arrival of Laurent Mekies, whose influence brought a shift in the team’s technical approach. On the aerodynamic front, Red Bull managed to find a balance with the mechanical aspects, creating a much stronger car compared to the early part of the season — although it still shows some limitations when compared to the dominant McLaren.
RB21 still behind the MCL39: here’s why
The high altitude of Mexico City presented a major challenge for all teams. As discussed in detail in a previous analysis, Ferrari was forced to open up larger cooling vents compared to McLaren’s MCL39. Because the air density in Mexico is roughly 20% lower than at sea level, the airflow required for cooling must be proportionally higher to achieve the same results.
Red Bull responded to this challenge by opening up the louvered outlets on the upper surfaces of the sidepods to increase thermal dissipation. Once again, Paul Monaghan emphasized how important this aspect was, explaining that the team focused on maximizing cooling while trying to minimize any negative impact on overall airflow management.
From photos of the RB21, it’s clear that the team worked to reduce cooling limitations as much as possible, with large outlets just behind the sidepods to expel heat. While this solution achieved its intended purpose, it was still less effective than the one adopted by McLaren, which — thanks also to the efficiency of the Mercedes power unit — was able to maintain an almost unchanged engine cover design.
The MCL39’s thermal management has been truly exceptional, allowing the team to maintain optimal aerodynamic consistency without losing downforce. The Woking-based engineers have developed a car that can manage heat dissipation efficiently, even with new technologies, without compromising aerodynamic performance. This, combined with McLaren’s renowned tire management, gave them a clear advantage.
While this advantage had not been as evident in recent races — partly due to circuit layouts and the excellent work of Red Bull’s vehicle dynamics department — the Mexican Grand Prix made the difference clear. The final gap of 31 seconds at the finish line was significant, even though Max Verstappen still managed to finish on the podium and keep his title hopes alive.
The RB21’s evolution was track-specific
All of these factors helped Lando Norris and McLaren re-establish a performance gap over Red Bull. Interestingly, team principal Andrea Stella admitted that McLaren did not expect to achieve such a high level of competitiveness in Mexico. This raises an obvious question: what about Red Bull’s upgrades?
To begin with, it should be noted that the RB21’s new floor wasn’t entirely new — it was more of an adaptation of a previous version. According to Monaghan, the floor used by Max Verstappen was a “recycled macro-component” made possible by its modular design. Red Bull focused particularly on the edge wing, modifying the leading edge to generate more downforce while maintaining stable downstream airflow. There was also reshaping in the upper bodywork near the sidepod inlets.
This modification was designed to redirect airflow more effectively toward the center of the car, helping to manage pressure around the cooling outlets and improve heat dissipation through the enlarged openings. Similarly, the front brake ducts were revised to improve cooling efficiency for the braking system.
So, can it be said that Red Bull’s updates failed? Not exactly. The upgrades achieved their intended purpose, but compared to McLaren’s solutions, they did not offer the same level of aerodynamic and thermal balance. McLaren remains the current benchmark in Formula 1 in this regard. Nevertheless, Red Bull has made it clear that it has no intention of slowing down development. Over the next four Grands Prix — including two Sprint weekends — the team is expected to introduce further upgrades aimed at refining the RB21’s performance even more.
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