Paul Moneghan, head of Red Bull engineers, has come out into the open. The British coach is keen to let it be known that the changes to the RB20's cooling system introduced in Japan are not the effect of a reliability problem, but of an update package that had been planned on the drawing board, even before the 2024 season began .
Red Bull RB20: reduced horizontal radiator mouth in the bellies
Picture of: Giorgio Piola
“The innovations we brought to Suzuka – explains Moneghan – were decided before we even ran in Bahrain in the pre-season tests”. The objective was to improve the aerodynamic efficiency of the single-seater, relying on a modular system which involves the division of the radiating masses onto four distinct planes, each powered by its own intakes and vents.
It's no surprise, then, that there are options to make the RB20 more aerodynamically efficient, without affecting reliability. Adrian Newey and Pierre Waché have seen fit to reduce the section of the horizontal vent in the bellies, because near the attachment of the Halo to the frame a new semi-circular intake has been added which brings fresh air towards the water and oil radiators which are very inclined forward.
Red Bull RB20: note the cooling system with radiators and exchanger packed in a V and inclined forward
Picture of: Giorgio Piola
“When choosing where to put a cooling vent – continues Moneghan – it would be stupid to place it where there is little pressure. It should not be surprising, therefore, if we have tried to perfect the intakes, placing them where we can find higher pressures to make the cooling of the radiators more efficient”.
The new horizontal support of the mirrors should also not be surprising: more or less halfway between the attachment near the passenger compartment and the one almost at the belly edge, a third element can be observed: it is a specific flow diverter which channels the air towards the high pressure area.
Red Bull RB20, undercut detail that is even more extreme with smaller vents
Photo by: Ronald Vording
The aerodynamicists of Milton Keynes, therefore, tried to limit the vents in the sides, for the benefit of an even more extreme undercut, for the benefit of an additional grip in a point in which the flow is more energized and, therefore, to extract the hot air from the radiators, smaller vent openings are sufficient, allowing a reduction in drag.
On the first day of free practice the solution was adopted on the RB20s of Max Verstappen and Checo Perez and the results that emerged were positive, despite the fact that the temperatures in Suzuka were particularly cool.
Detail of the smaller brake grip of the Red Bull RB20
Photo credit: Jon Noble
Regarding the problem that stopped the three-time world champion in Australia, Paul Moneghan assures that at Red Bull they are not afraid that the problem that emerged at the rear right corner will not be repeated. In terms of brakes, we also note the front brake ducts which have been redesigned smaller because the Japanese track does not require a high air flow given that the average speed is quite high.
Red Bull RB20: here is the development of the fund introduced at Suzuka
Photo credit: Jon Noble
In the Milton Keynes package there is also a first evolution of the cross-country pavement in search of a further increase in downforce. It is striking that Red Bull is the first, together with Aston Martin, to introduce a major development aerodynamic package, despite having the most competitive car. Evidently Ferrari is considered a credible threat…
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