Monaco has always posed unique challenges that Formula 1 teams must overcome with their cars to succeed on the streets of the Principality .
While the new rules for 2022 have reduced the ability of teams to introduce aerodynamic improvements just to increase downforce, as was the case in the past, many changes were still required to deal with a type of circuit unlike any other on the calendar. the F1.
Topping this list are changes to the steering assembly and front suspension, with no fewer than six teams designing new components to meet the circuit’s handling requirements, including the famed Fairmount (formerly Loews and Estacion) fork.
Red Bull Racing RB18 Headset (ARROW)
In a rare shot without the carbon cover that is usually put over it, we can see the Red Bull headset. Positioned forward of the edge of the chassis, as with most of the grille, it has a cutout removed from the nose to make this design viable (inset, yellow line).
It would be unwise not to mention how the teams mount the nose to the chassis, so they can be swapped out quickly if it gets damaged. The red arrows (above) show both the mounting bolts on the edge of the frame and the cam-style fasteners on the side of the nose, which mechanics turn with a tool to loosen or tighten during part changes.
Prior to that headset setup, Red Bull had housed the assembly inside the chassis during the latter stages of the previous rules era, and the RB16 and RB16B used a direct mount in that position for the lower wishbone (image below).
Red Bull Racing RB16 front suspension
However, that novel approach lives on, although the feature is now applied to the front upper wishbone on the RB18 , as Red Bull has opted for a pull-rod front suspension design this year.
A challenge for F1 teams: beat the heat on street circuits
The Monaco GP was also challenging when it came to cooling, due to the low-speed nature of the circuit.
In the case of Red Bull, the team widened the front brake duct intake to increase the amount of cold air drawn into the assembly. The rear exhaust, which is a new feature of the 2022 rules, has also been increased to help reject heat generated inside.
Detail of the extra cooling system of the Red Bull Racing RB18
Mercedes W13 brake duct detail
Mercedes was a similar case, taking the opportunity to alter the size of the outlet to increase flow through the assembly and help cool the brake discs and calipers at the lower speeds on the calendar.
While most teams looked to increase cooling at the front of the cars, McLaren also made changes to the rear brake duct to reject the heat that is generated, and the team sprayed the area with green paraffin (below ) during a free session to make sure it was working as expected.
Daniel Ricciardo, McLaren MCL36
That wasn’t the only concession made in terms of cooling though, because McLaren also noted in the car’s pre-event presentation document (mandatory this year) that it was going to look at two different sets of reed panels (cooling shutters). .
McLaren MCL36 cooling pad comparison
As you can see in the image above, the team used a larger foil panel to the side of the cockpit than at the Miami GP (inset), showing how much more aero efficiency teams are willing to trade for better cooling. in Monaco.
It’s also worth noting how the position of the cooling panel matches the cockpit guide vane in front of it, and both work in unison to improve airflow direction and reject heat.
Red Bull also decided to open the entire cooling louver panel in Monaco (below), while in Miami it opted to close the front section, showing just how important aero compensation is to the teams.
Sergio Perez, Red Bull Racing RB18
