MERCEDES
W11 and W12 Brake Line Comparison
Mercedes made an interesting change to the front duct inlet layout for 2021, with the inverted L-shaped design from the W11.
Floor of the Mercedes W12
Mercedes started the season with a new floor design, with a wavy section and a flap just above.
Floor of the Mercedes W12
Not being able to fully utilize the closed holes, as it had in previous years (inset), Mercedes hoped this undulating region would help balance the difference in aerodynamic performance. The team also had a Z-shaped floor cutout that many others copied from early Grands Prix [2], but with an element at the rear of the floor [3] alongside the many aerodynamic surfaces to help direct flow of air that circulates through the upper part.
Floor of the Mercedes W12
A top-down overview of the Z-shaped floor cutout used by Mercedes, with a small narrowing of this first region, which then squares off to be narrower at the rear, ahead of the tyre.
Mercedes W12 front suspension
Mercedes introduced a unique front suspension and brake duct specification for Monaco, with a revised fork and steering arm arrangement to improve steering and aid aerodynamics.
Mercedes W12 front suspension
This top-down illustration shows how much thicker the fork was at the outside end and how these two closely spaced elements were aligned.
Rear wing of Valtteri Bottas’ Mercedes W12 at the Azerbaijan GP
Valtteri Bottas’ W12 received a rear wing with the double pillar arrangement in Baku.
Rear wing of Lewis Hamilton’s Mercedes W12 at the Azerbaijan GP
Lewis Hamilton’s W12 featured the single prop at that same Azerbaijan Grand Prix.
Detail of the protection on the back of the wheel of the Mercedes W12 for the French GP
The ‘magic brake’ button on the back of Lewis Hamilton’s steering wheel was what caused the problem at Turn 1 in Baku, where he went straight. Since the French GP a sleeve has been placed around the button to prevent it from being accidentally pressed again (inset).
Side view of the Mercedes W12
Mercedes introduced a number of changes to the W12 at the British GP, mainly in the area of the bargeboards, the side deflectors and the floor. This is the layout before the changes.
Side view of the Mercedes W12
In the new aerodynamic package we saw how the venetian blinds increased in length and the height of the vertical deflector, located in front of them, was reduced. The main vertical deflector, located next to the pontoon, was fixed to the ground, while the joint between it and the pontoon wing was eliminated, which led to the implementation of an endplate in this region. The characteristic undulating floor was also redesigned, suppressing the waves, shortening the flaps and dividing the fins in two. In addition, Mercedes added other fins with a greater angle to the ground between the pontoon.
Mercedes W12 cockpit cooling comparison
Detail of the cooling versions next to the halo that the German team had. Here the shutter panels, the wide outlet or the grille panel stand out.
Comparison of the rear wings of the Mercedes W12
Mercedes evaluated several rear wings for the Belgian Grand Prix, with the two drivers using similar specifications during free practice, although Hamilton had a lower downforce version, without the Gurney. In qualifying, given the weather conditions, everything changed, and both mounted a wing with greater downforce.
Detail of the rear spoiler of Lewis Hamilton’s Mercedes W12
The rear wing used in Italy was a unique piece for the high-speed Monza circuit.
Mercedes W12 front wing comparison
Mercedes began testing a redesigned front wing from the Russian GP but, after investigating in practice, they failed to equip it for the race. The modifications gave a different relationship between the static outer part of the aileron and the moving section with the flaps.
Opening of the brake ducts of the Mercedes W12
The W12’s brake without the drum cover gives us an idea of where the airflow picked up by the intake goes. Highlights the silver duct that runs through the upper part that has a wide opening that directs the air flow towards the face of the tire for better aerodynamics.
Mercedes W12 brake lines
From this angle we can see how that part of the duct emerges from the brakes and allows us to imagine how it can affect the flow of air that mixes with the air that affects the tire.
Mercedes W12 brake drum
This illustration with the brake cover shows how the drum design creates another bypass channel in the lower half of the section, allowing airflow a way to interact with the spinning tire and brake line.
Mercedes W12 rear wing comparison
Mercedes used a low-downforce rear wing option at Silverstone and Spa, but as we can see, the specification of this part in Saudi Arabia and Baku had only one pillar, and it took up a similar amount of space in the area, because the design of the rear wings upper ailerons did not affect to reduce drag.
Detail down bargeboard down Mercedes W12
A detailed image of the aerodynamic elements on the ground near the tire.
Detail of the nose of the Mercedes W12
A look at something rarely seen, the front wing of the Mercedes W12 upside down in the garage.
Detail of the deflectors of the Mercedes W12
Above the suspension of the W12, we can see the different surfaces that make up the bargeboards and deflectors. Also note the two rows of outwardly sloping fins mounted between the edge of the floor and the pontoon.
Detail of the Mercedes W12
In this picture of the W12 without the sidepod and engine cover, not only can we see part of the power unit, but there is also the side impact bracket, placed in a lower position to allow for an airflow path. directly at the entrance of the highest pontoon.
Mercedes W12 brake drum detail
There’s a lot of detail in this shot, from the design of the rear brake ducts, the front floor aero elements, the endplate design and mounting to the curved exterior of the diffuser.
Detail of the rear of the Mercedes W12
A good view of the rear of the W12 at the Dutch GP, with the diffuser, shock structure, lower T-wing and rear brake ducts clearly differentiated.
Mercedes W12 brake drum detail
Another angle showing the rear brake duct design, but this time you can see how the inlet merges with the pillar.
Detail of the Mercedes W12
A closer look at the sidepod deflectors, with venetian blinds running the length of the body used in the Silverstone upgrade package.
Detail of the front spoiler of the Mercedes W12
With the front wing of the W12 placed on the ground, you can see how the front of the footplate is very steep.
Mercedes W12 brake drum detail
Another of the team’s available options is the rear brake duct, the design of which was for the version with a slotted outer loop.
Mercedes W12 rear wing detail
A close look at the W12’s rear wing endplate, with a necessary outline for the rear cutout to work effectively.
Mercedes W12 steering wheel detail
Looking into the cockpit of Lewis Hamilton’s W12 we can see the number of buttons, switches and paddles to control the different parameters of the car and the power unit.
Mercedes W12 steering wheel detail
A close-up of the three rotary buttons at the base of the steering wheel, which control output modes (left), power unit functions (HPP, right), and chassis and steering wheel operations (center).
Detail of the rim of Valtteri Bottas’s Mercedes W12
The front tire of the W12 with a rim that helps control aerodynamics.
Detail of the rear wheel of the Mercedes W12
The rear rim has a design that allows managing the temperature of the tires.
Mercedes W12 rear brake detail
This shot of the rear brake duct and suspension allows you to see some details that are not normally visible, such as the anchor fixed to the pillar, the slim lower rear exit and the lower shape of the suspension elements, which are combined with the fins that surround it.
Detail of the Mercedes W12
Another image of the outward sloping fins mounted between the edge of the ground and the pontoon.
Detail of the Mercedes W12
General view of the W12 bargeboard, pontoon deflectors and floor extractors. Noteworthy are the baffles mounted below the intake of the side flaps to help improve the flow around them.
Detail of the floor of the Mercedes W12
Note the small triangular fin located on the edge of the ground, next to the rear tire (white arrow).
RED BULL
Red Bull RB16B rear suspension
Red Bull was one of the teams to test the 2021 floor specification before the season started, taking time to understand the impact the new rules would have. Their initial design of the RB16B followed the same principles as what they tested, with a tapered rim. However, in the first tests they presented a Z-shaped floor.
Red Bull RB16B floor comparison
The Z-shaped floor was introduced by Red Bull, and featured a notch between two conical sections, with an angled strake added to the junction of the Z to aid airflow.
Red Bull RB16B rear suspension comparison
Red Bull spent its two development chips on the rear of the RB16B, with a new gearbox mount for more aerodynamic performance, which also allowed the suspension to be further improved. Modifications to the steering stem and fork layout caused the aero package to be upgraded (see sidebars).
Red Bull RB16B rear suspension
Comparison of the top of the RB16 and RB16B suspension points, showing how much has been changed for 2021.
Red Bull RB16B suspension and gearbox
The gearbox mount, rear suspension, impact structure and brakes weren’t the only things that stood out from Red Bull, but the suspension package was followed by a new keel shape to improve aerodynamics.
Red Bull RB16B front wing
An overhead view of the RB16B’s front wing.
Red Bull RB16B nose comparison
In the side view of the front wing we can see how the team created an additional section at the rear to help close the section when it is inserted under the chassis.
Red Bull RB16B nose detail
Here’s the rear view again, with the box section tucked under the chassis so that airflow makes its way through the nose and funnels under the body without hitting anything else. There is also the S-shaped duct that carries the flow to the small outlet located above the rear panel.
Red Bull RB16B sidepod deflector comparison
Earlier in the season, Red Bull introduced modifications to the sidepod deflectors, as the foremost vertical element was relocated ahead of the two extensions, lengthened and a nearly full-length vertical slot added.
Red Bull RB16B rear wing
The high-downforce rear wing used by Red Bull featured a more conventionally designed mainplane, sinuous louvers on the protruding section of the endplate and a serrated rear cutout.
Red Bull RB16B front brake duct comparison
Red Bull used a number of different front brake duct inlets during the opening races of 2021 with the aim of finding the ideal balance between cooling and aerodynamic flow.
Red Bull RB16B diffuser comparison
The team added some changes to other sections of the Gurney, such as an extension that went around the RB16B’s diffuser at the Monaco Grand Prix, where Max Verstappen won for the first time.
Red Bull RB16B rear wing flex
Controversy over the use of flexible rear wings surfaced at the Spanish GP as some teams suspected that others, including Red Bull, had found a way to generate static charge and thus gain an advantage down the straights.
Red Bull RB16B rear wing flex
The teams in question had found a way to tilt the structure of the rear wing backwards, reducing the drag that was generated.
Red Bull RB16B rear wing at the Azerbaijan Grand Prix
The low downforce rear wing was introduced at the Azerbaijan GP, with a more pronounced scoop section, due to the mainplane being shallower than other regions. The endplate was also simpler, as the upper grilles and extractors had been removed, and a standard rear upper cutout was deployed instead.
Red Bull RB16B diffuser detail
Photo by: Giorgio Piola
Red Bull continued to develop the serrated diffuser at the Styrian GP, when it added to the full length of the two Gurney-type flap fins, which were between the outer fin and the diffuser. Serrated parts were added to the flap under the impact structure, and once again Sergio Pérez’s car was left behind, as Verstappen was the one to fit the new spec first.
Red Bull RB16B front wing comparison
Red Bull began using different front wing specifications on its two drivers to find the ideal car settings while evolving the rest of the car.
Red Bull RB16B floor detail
To further enhance the effect the team was looking for on the ground, they added a ladder-shaped wing to the RB16B at the British GP. The structure featured three steps that fanned out in relation to the angle of other fins and strakes used to aid outward airflow.
Red Bull RB16B floor detail
This led to optimization of the area around a cutout, with an additional angled path to create more of a vortex.
Red Bull RB16B rear wing comparison at the Italian Grand Prix
A comparison of the two spec rear wing seen at Spa and Monza, with a lower downforce option tested at Baku, before they decided to go back to the wing version without the graduated flap top edge. The unique Monza spec was even flatter as the team sought to minimize aerodynamic drag.
Red Bull RB16B front wing comparison
The versions of the front wing that Red Bull deployed in Russia, with the wing of Perez’s car (on the right) having a small Gurney on the top corner and a slightly different shape on the wing’s trailing edge.
Red Bull RB16B front wing detail
A look at the front wing from the Turkish GP, when the team raced in a special body design to celebrate Honda’s involvement. It highlights how the fins are turned up at the tips to favor the shape and strength of the vortex spilling from the Y250 region.
Detail of the rear of the Red Bull RB16B
Red Bull started to see some problems with the rear wing mount at the United States GP, as the bumpy tarmac in Austin took its toll, and cracks appeared on the wing surface which had to be repaired (sections highlighted in yellow were those that the set had to fix). The mid-downforce rear wing they used in the race would cause them more setbacks in the future.
Red Bull RB16B cooling detail
The Austrians took a novel approach to removing heat from the RB16 and RB16B sidepods, with the possibility of having inboard halo outlets, rather than a grille cooling panel on the outboard face. This has some aerodynamic benefits as the heat is released in an area where it will create less loss.
Red Bull RB16B cooling detail
In Mexico, this area was opened to help cooling due to the location of the runway at that altitude.
Red Bull RB16B cooling detail
In Qatar, Red Bull used an asymmetrical layout, with a larger panel on the right side of the car.
Red Bull RB16B brake duct comparison at the Mexican Grand Prix
The continued quest for performance saw Red Bull investigate front brake ducts to make up the difference. In Mexico, this led to testing various solutions, not only with different inlets (inset), but also with different panels in the bypass section of the drum. Typically a full coverage panel was used, which was also painted to reduce heat transfer. At the Autodromo Hermanos Rodríguez, the panel was divided to allow the heat rejected by the brake disc to mix with the airflow, something that is not the case in other races.
Red Bull RB16B DRS Comparison
Red Bull’s rear wing problems surfaced later due to the nature of the circuits on the calendar. Noticeable wobbling of this part appeared upon activation of the DRS, with the actuator and linkages apparently unable to hold the DRS in place. The team tried several solutions but found nothing, and due to the token matching system, they were unable to make full modifications.
Red Bull RB16B rear wing detail
Repairs were made to the rear wing in Qatar, including the top corner just around the pivot of the center section of the wing, both front and rear.
Red Bull RB16B rear wing comparison
As a consequence of these problems, the team was forced to use the high downforce wing at the Qatar GP, despite their preferred option being the medium downforce wing, which they used during free practice. Not finding a solution to prevent DRS oscillations, they built this version.
Red Bull Racing RB16B Detail of the DRS actuator and its union
Illustration of the connections of the two DRS that the team homologated for 2021, highlighting the impact that the design of the pivot points has.
Detail of the rear wing of the Red Bull RB16B in Free Practice 2 of the Saudi Arabian Grand Prix
Something similar happened at the Saudi Arabian Grand Prix, with the team opting for the medium load specification in Free Practice 1, although they switched to the low load option from Free Practice 2.
Detail of the battery of Sergio Pérez’s Red Bull RB16B
The RB16B’s energy storage was an element that Honda improved during the season, the first time it had done so since its return to the series.
Detail of the Red Bull RB16B
Some details of the flaps and winglets mounted on the floor of the car, near the rear tire.
Red Bull RB16B front end detail
The narrow S-shaped duct outlet, housed within the center panel and the ‘r’ shaped chassis fins around it.
Red Bull RB16B front brake comparison
The shape of the front brake ducts changed throughout the year, with an enlargement of the lower quarter.
Detail of the Red Bull RB16B
When the floor is transported to the garage we can see a picture of the various fins, extractors and flaps added.
Detail down bargeboard down Red Bull RB16B
A top-down overview of the boomerang elements of the bargeboard, with the grooves on the surface, which should match the recesses below in the flat bottom.
Red Bull RB16B engine detail
Without the engine cover of the RB16B we can take a look at the Honda power unit.
Detail of the Red Bull RB16B
The diffuser and the Gurney-type serrated fins that surround it, but vertical elements are also present on the lower edge of the rear wing endplate.
Repairs to the rear wing at the United States GP, including some patches on the part’s surface.
Red Bull RB16B brake drum detail
Internal details of the rear brake and suspension, with all the components in view without the bodywork.
Some of the versions used by Red Bull for rear cooling, with a longer start at the Mexican GP.
Sergio Pérez’s Red Bull RB16B rear wing detail
In Mexico they had to do some work on the high-downforce rear wings, with the outer and upper sections of the winding grille sections at the ends.
Red Bull RB16B brake drum detail
The RB16B’s gearbox mount, rear suspension and brakes are shown in this image as mechanics work on the car. Attention should be paid to the difference in the geometry of the rear suspension elements, with a winglet on the rear brake. It also highlights how the rear wing bracket is finished in gold to repel the heat generated by the exhaust.
A detail of the RB16B cockpit, where we can see the buttons and switches on the steering wheel, which are used by the drivers to control the settings of the car and the power unit.
Red Bull RB16B diffuser detail
A good shot of the rear of the car, showing how far the diffuser rises from the section under the impact structure.
Red Bull RB16B in the garage
This shot of the RB16B on the stands not only allows us to see the brake ducts, but also, without the flat bottom, you can see the shape of the mounted trapezoids.
Red Bull RB16B front suspension detail
A look at some of the interior suspension elements of the RB16B with one of the panels missing.
Red Bull RB16B front brake detail
The RB16B front brake assembly without the drum cover allows us to see the internals. Highlight the duct running through the top that takes airflow from one of the channels inside the intake and delivers it through the face of the shaft.
Red Bull RB16B engine detail
With the engine cover removed, we can see the cooler mounted on top of the Honda power unit.
Red Bull RB16B rear wing detail
The DRS bodywork is not in place in this image in Saudi Arabia, allowing us to see the housing, actuator and linkages. Also note that the team has patched the wing due to the issues seen above.
Red Bull RB16B rim detail
The rim surface that is rarely seen because the tire is mounted on it. Note the pattern used for heat transfer and how it changes depending on the shape of the tire.
Detail of the Red Bull RB16B
An image of the ductwork on the front of Honda’s power unit, including the top airbox that feeds the top and rear mounted coolers, the compressor, and the turbo inlet and outlet passages.
Mechanic checking the DRS distance of the Red Bull RB16B
Here we see one of the Red Bull mechanics checking the distance of 85 millimeters allowed to open the DRS.
