It was no different with the new generation of 2022 single-seaters, but the Belgian Grand Prix brought out some of the RB18’s strengths as it looked quick down the straights without hurting aerodynamics in the twisty second sector.
Red Bull brought some parts for the weekend at Spa-Francorchamps to improve its performance, the biggest of the modifications being made to the transition between the pontoon and the engine cover , as well as a redesign of the bodywork in the lower wishbone of the rear suspension.
The modification gives rise to a more convex surface, thus increasing the volume [red arrow in the box], while altering the flow of air to the outside, in a movement that, without a doubt, sought a balance between cooling and aerodynamic performance.
Curiously, and by chance, Red Bull has created a groove in the ground, above the diffuser, to provide the necessary travel for the fork , given its proximity to the surface [blue date].
Another change in Milton Keynes can be seen in the mirrors, something that was not in the mandatory document that they have to submit to the FIA , and probably because it was such a minor modification that it was only cosmetic.
Red Bull Racing RB18 mirror comparison
However, the change to the mirror frame will have some aerodynamic benefits. Stretching the lower section of that element [which has also been shortened, blue arrow] will alter the flow response, not only directly, but also on the way to the rest of the bodywork.
That wasn’t all with Red Bull, as Max Verstappen and Sergio Pérez both ran in Belgium on different ground specifications. The Mexican opted for a configuration seen at Silverstone, and then with that of Austria, which they ruled out.
Red Bull Racing RB18 Floor Comparison
The floor features a Ferrari-like solution, with a cutout on the edge and a tongue-shaped section protruding from it. Verstappen, seeing that it might not offer the same performance, did not use that spec all weekend.
The Prancing Horse had a new lower downforce rear wing and a beam wing, but after evaluating it in the second free practice session, they preferred not to use it anymore.
That’s a tactic we’ve seen from Ferrari in the past, when they’ve introduced lower load elements, although they chose to improve their performance in the second sector at Spa, as well as help tire degradation.
Ferrari F1-75 rear wing comparison
Regardless of your decision not to race with the new rear wing , the changes are worth highlighting as they are likely to reappear in future races. The new specification occupies much less space within the allowed section, and almost completely eliminates the spoon shape that is common with the current regulations, due to the transition to the endplate.
Mercedes entered the Belgian Grand Prix with some optimism, as they thought they could stand up to the leaders, especially when they learned of engine change penalties for Max Verstappen and Charles Leclerc.
However, it soon became clear that his drivers were going to have problems with a car that seems to have too much downforce on a track where top speed excels. In addition, setbacks in the warm-up of the tires that appeared earlier in the season, meant that the British duo of the Silver Arrows, Lewis Hamilton and George Russell, could not get their tires to work in qualifying.
The team also introduced other modifications, such as to the front and rear wings, while optimizing the ground with novel edge solutions.
Mercedes W13 Floor Comparison
The bottom has been one of the areas in which the German team has tried to improve, and in the last change they have focused on optimizing the relationship between the front part of the ground and the edge. Like other teams, Mercedes has opted for a wing that now runs almost the full length allowed, where the front section facilitates flow, while a scythe-shaped region has been designed at the rear.
Both have been modified, as the section now has a single air diverter, instead of the previous three [red arrows]. The scythe-shaped section has been narrowed [see yellow line for reference] as the ground has been changed, while the rear and rim have been trimmed to generate better rear tire performance, a common feature of the former 2021 regulation [see green line for reference].
Further adjustments have been made to the ground [blue arrow], in an effort to work more efficiently, both top and bottom, following the height increase.
Interestingly, Hamilton opted not to use the new flooring for qualifying and the race, going back to the old parts. The team, which was not on the cover sheet at the beginning of the weekend, also added some triangular elements to the surface of the Halo [black arrow], a design that we have already seen at other circuits and which certainly helps the flow of air as it travels through the body over the engine cover and sidepods.
Mercedes, suffering from a clear aerodynamic drag deficit relative to its rivals, had introduced changes that it hoped would help at the Spa-Francorchamps circuit. But instead of introducing a complete package , engineers set out to improve the wing’s behavior with modifications to the endplate tip and upper flap.
The W13 endplate is designed in such a way that the wing cutout can be modified to suit the desired downforce it generates. In this case, the Brackley-based outfit have opted to fill the gap entirely [red arrow, left image], a trick we’ve already seen at Alpine earlier in the season, as they were also looking to adjust the load generated by the vortex of the spoiler.
The Germans tried a lower downforce wing option, with cutouts in the part [red arrow, right image], but discarded it because it didn’t offer the necessary balance between the first and last sectors, where top speed excels.
Alpine A522 Floor Comparison
Alpine continues to make progress with their A522 as they have made changes again. At the Belgian Grand Prix, the French modified the front section of the floor and the transition to the outer edge, since, as can be seen in the comparison, with the new design on the left side, the bottom has been compacted towards the inside.
This will not only affect the flow of the air, but also the passage through the Venturi tunnel , altering the link with the pieces that send it towards the edge of the ground.
Alpine A522 Rear Brake Line Comparison
The Enstone outfit have modified the design of the rear brake ducts as they continue to find ways to balance the demands of cooling with those of aerodynamic performance. The change mirrors the idea of the rest of the grid, as most have opted to fit an inlet on the inside of the brakes [blue arrow], instead of having their own air intake [red arrow], which is a solution that we are more used to seeing in this part of the car.
The new solution collects the flow as it passes between the duct and the sidewall of the tyre, directing it to the various connected channels inside, some of which have been modified as part of the upgrade. However, the absence of the intake means that windglets located on the outside will have fewer obstacles to further optimize performance.
Alfa Romeo has introduced a new rear wing design for the challenges faced by Spa-Francorchamps, with the intention of reducing downforce and therefore the drag generated. The wing has what is considered a conventional shape, with the spoon shape used with these rules to accommodate the transition to the endplate.
However, the biggest change from the usual design comes in the transition to the upper endplate, with a panel cut diagonally across the front section. The team also had one of their usual spec ailerons on hand, with the upper flap edge trimmed off, as a possible alternative should the first option fail to deliver the expected performance [right image]. To facilitate the actuator of the DRS , those of Hinwil had to leave the central part of the wing at its usual height.
Do you want to read our news before anyone else and for free? Follow us here on our Telegram channel and you won’t miss a thing. All the information, at your fingertips!
