Red Bull’s latest F1 brake duct optimizations

While at times the upgrades were pretty obvious, in other races the changes seemed negligible. However, nothing new is ever introduced by an F1 team when there is no performance – so it’s always important to explore every tiny change.

Autosport has already addressed the changes Red Bull made to its brake duct inlet from race to race to better balance the cooling with aerodynamics. However, the Hungarian Grand Prix came with an enlarged inlet scoop.

This is the first time we’ve seen a new specification at the Spanish GP since the latest version was launched. It was subsequently used in Baku, France, at both Red Bull Ring races and at Silverstone, while the Portimao specification was reused in Monaco.

The new design builds on the one introduced for Spain and enlarges the blade to direct more airflow into the lower and outer ducts.

The most likely conclusion is that this is only used when there is a high need for cooling as it has negligible aerodynamic loss.

Red Bull RB16B front brake detail

Photo by: Giorgio Piola

Red Bull made an interesting choice in Hungary when it came to choosing the rear wing, as they switched to lower downforce for qualifying and the race.

It’s also worth noting that while everyone else on the grid had their highest downforce controls, including T-wings, Red Bull still chose not to install any on the RB16B.

The surprise winner from Hungary made changes to his rear wing for the race, with the usual high downforce rear wing being equipped with a few additional spars.

These slim spars, which were not present when the wing was last used in Monaco, were probably installed due to the FIA’s more stringent load and deflection tests and prevent the wing from tilting back under load.

Alpine A521 high-downforce rear wing comparison

Photo by: Uncredited

Rewind of the race

Mercedes’s performance improvement at Silverstone and at the Hungaroring coincides with a number of changes the team has made to the approach and setup. Plus, its latest aerodynamic upgrade package may have been perfectly timed as the switch to a new, more rugged rear tire was given by Pirelli.

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The upgrade focused on the central part of the car, with the bargeboards, side box deflectors and floor all tweaked to improve performance.

The skyscraper’s main deflector has been shortened, with the louvers extended forward in the louvre-like deflector arrangement to meet the airflow earlier.

Mercedes bargeboard detail

Photo by: Giorgio Piola

The two ‘r’ shaped vanes at the base of the sidepod deflector array are joined by a third, longer vane located under the skyscraper’s main deflector, which has also been separated from the sidepod wing. This is similar to what we see elsewhere in the grid above and below, with the horizontal wing turned up at its tip.

In line with these changes, the design team has also optimized the area behind it, as four outwardly angled fins are now mounted between the bottom edge and the sidepod.

The “wavy” bottom edge was also reduced to a single bend and the flap behind it was converted into a two-part arrangement.