Red Bull RB22: evolution in the opposite direction to Ferrari

A few fleeting images reveal the shapes of the new Red Bull, however showing much more than the renderings of the presentation, from which the real RB22 differs quite a bit. The new single-seater from Milton Keynes is especially striking for its suspension, which is less articulated than its ground-effect progenitors, but also in comparison with the rivals presented so far, including Ferrari and Mercedes. All this suggests a different aerodynamic approach for the Milton Keynes team, which for the first time has also been able to develop the power unit in-house. The front end The first news is that the RB22 abandons the pull-rod front suspension used until 2025, returning to a push-rod scheme, considered more suitable for the aerodynamic setting of the new single-seaters and the design chosen for the front wing. However, what arouses even more interest is the arrangement of the other elements. The images published offer a glimpse, however confirming what was also seen on the sister Racing Bulls, i.e. a limited downward inclination of the upper elements(1), considerably less than in the effect era. The new machines, which without ground effect will no longer have to run close to the ground, are dismantling a myth. The inclination of the suspension arms does not aim so much at stabilizing the pitching movements of the chassis during acceleration and braking, but mainly at guiding the flows coming from the front towards the ground. It is surprising then how Red Bull, which since 2022 had been among the teams that had pushed the most in this direction, now returns to a more conservative approach. Conversely, Ferrari, which for years has used simpler suspension schemes, has developed the 2026 project much more aggressively in this area. However, the discussion can also be extended to other competitors, given that the new Mercedes and even the debuting Cadillac show off rather branched suspensions. Red Bull therefore goes against the current, describing a different organization of the flows that head from the front to the center of the car. It is possible that in Milton Keynes the focus was on a different setting of the front wing and/or on a different management of the flows by means of the appendages in the most advanced part of the bottom. However, it cannot be ruled out that the RB22 requires a particular air conveyance towards the side cooling vents. The question, in any case, is whether Red Bull has grasped something that others have missed or whether they have simply developed another concept. The rear suspension The rear suspension retains the puh-rod scheme, although the entire group has been completely redesigned. The arrangement of the arms is designed according to the circulation of the flows collected by the bodywork in the gearbox area, from which they then vent into the environment behind the diffuser. Presumably, the internal mechanics have also been renewed, having to make the RB22 work at higher heights from the ground than previous ground effect cars. There is great curiosity to see how much Red Bull will run with a dipped set-up, after being the team that adopted the most aggressive rake angles on the grid until 2021. This time, however, the regulation imposes limits, prescribing a minimum and maximum ground clearance on both axles. Furthermore, the use of large rake angles depends on the ability of the various aerodynamic surfaces to work at large angles of attack without flow detachments, as well as on the ability to isolate the diffuser from the vortices of the rear wheels. The architecture The most important part of the RB22, however, is the one hidden under the hood. The new Red Bull Powertrains power unit makes its debut, developed entirely in Milton Keynes, a huge project due to the scale of the efforts made in building and equipping the new factories, as well as the hiring of around 600 people. There is also the collaboration with Ford, which provides consultancy and support in the development of some simulation models and battery management software, also producing 12 components with 3D printing techniques, including the turbo scroll. The new power unit is unlikely to immediately be at the level of the best in the class, but by becoming a complete manufacturer Red Bull has had the opportunity to develop a much more organic project, optimizing the engine-chassis package. Great attention was paid to the packaging, the installation of all the components under the bonnet, work started in spring 2023 by Rob Marshall, who later joined McLaren. The eye immediately falls on the air scope (2), the air intake above the driver, decidedly smaller than that of its sister Racing Bulls. Red Bull has preferred not to centralize the radiators too much at the head of the power unit, so as not to compromise the height of the center of gravity, distributing the radiating masses also on the sides. The lateral cooling vents, however, are not particularly wide (3), also losing the typical elongation of the upper lip. In this way, the terminal part of the upper impact structure (4) remains exposed, the fairing of which offers the team a further aerodynamic appendage to exploit at will to influence the aerodynamics downstream. The surfaces The sides of the RB22 appear narrower than its direct competitors, renouncing the use of the bodywork as a physical screen against turbulence from the front wheels. Furthermore, the approach resumes that of flattened bellies, channeling the flows from the upper part towards the transition area, albeit in a less aggressive manner than in the recent past. The generous volumes behind the halo are striking, a symptom of the presence of some electronic components or the cooling system. It may not be a coincidence, therefore, the opening of a vent in the same area (5), probably used for the evacuation of hot air. In the most advanced part of the background the Venetian blind (6) stands out. Like Mercedes, Red Bull has chosen to exploit the cascade of three elements along its entire length, without leaving room for any vertical bulkhead and also choosing to divide the two upper flaps. Even in the case of the RB22, the entire structure is anchored to the frame with an oblique support (7), which already has an initial processing and which interacts aerodynamically with the suspension arms. Finally, the presentation video reveals a large and flattened nose, very different from that of the renderings, where a removable panel appears, perhaps to access the mobile wing actuator or for possible positioning of the ballast. Overall, the RB22 marks the opening of a new direction for Red Bull, representing the first orphan project of Adrian Newey and Rob Marshall. The Milton Keynes team has also invested more than anyone else in the development of the 2025 single-seater, sacrificing the resources allocated to the 2026 car. There are many unknowns for the team led by Laurent Mekies, to which only the track will be able to provide answers.