Red Bull RB16B: front view
In the Intercity Istanbul Park pits, Red Bull stood out in the brand new white color, to celebrate the collaboration with Honda on the date that would coincide with the last Japanese Grand Prix for Sakura’s engineer of his current adventure in Formula 1. From the front view of the RB16B you can enjoy the overview of the geometry of the front suspension group. On the edge of the body it is possible to glimpse the connecting carbon element between the two advanced arms of the lower suspension triangle. This feature was first noted on Milton Keynes’s car in the 2020 Barcelona preseason tests, but it has never been proven whether it actually flexes during vertical wheel movement, resisting you with its stiffness, or whether instead it performs some other function.
Red Bull RB16B: front end
The more detailed shot of the front of the Red Bull again offers a perspective on the elements of the spring-shock absorber assembly on the edge of the body and in particular the characteristic series of cylindrical dampers recognizable by the red color. On the side of the wheel unit, however, it emerges that the brake basket is not made entirely of carbon fiber. The front part is in fact probably made with the technologies ofadditive manufacturing and the light color highlights even more the openings for blowing hot air outwards.
Aston Martin AMR21: front wing
During the FP1 on Friday, the rear wing of the British car was fitted with two rhomboidal aerodynamic grids to characterize the air flows. On them are arranged the Kiel sensors for the local measurement of the dynamic air pressure, from which, according to the laws of fluid dynamics, it is possible to trace the velocity of the flows. The installation of the grille in the forward part of the front wing is anomalous, since it collects information in an area where the air flow has not yet been directly disturbed by any aerodynamic element of the car. The Aston Martin technicians then went to study the ways in which the flows approach and hit the car and how they are affected by the presence of the front wing upstream.
Red Bull RB16B: rear
The rear three-quarter view of Max Verstappen’s car highlights the carbon structure on the bottom immediately in front of the wheel, which represents one of the latest updates developed by the Milton Keynes team and introduced in the Silverstone race. On the other hand, like other stables, the wheel rim has an embossing on the inside, so that the rises increase the heat exchange surface with the air for the dissipation of the heat generated by the brakes and the tire.
Red Bull RB16B: rear wing
The latest photograph of the Anglo-Austrian car focuses on the rear wing. It is clear that the wing forms a single structure with a single central support pylon, which ends at the bottom with a circular section inside which the engine exhaust terminal is placed. In 2021 Red Bull switched from the double wing support used until last season to the single support pylon, thus reducing the number of elements exposed to external air flows and with it the aerodynamic resistance. The halving of the number of supports also frees up a greater section for the passage of direct flows into the rear environment of the car, a feature that benefits the effectiveness of the diffuser and consequently the aerodynamic load released from the bottom.
Concept 2022: rear
A model of a car compliant with the new regulations of 2022 was also exhibited in Istanbul. The single-seaters developed by the teams could differ from the concept presented at Silverstone and re-proposed in Turkey, which however offers a perspective on what will be some themes of the new technical cycle . From next year, for example, it will be possible to open a large cooling grille on the sidepods, therefore in the upper part of the bellies that joins the engine hood, in a decidedly backward position compared to the current location on the sides of the passenger compartment. The teams will thus be able to choose whether to opt for a design of the bellies that is strongly waisted downwards, which is the current trend, or whether to turn to a compromise to make the most of the new cooling grid, so as to design a body that is more closed in the tail. .
At the rear, the profiles of the rear wing will connect to the external vertical bulkheads of the endplates with a curved geometry, so that the smooth progression prevents the detachment of the flows that would increase the turbulence in the rear environment, disturbing the aerodynamics of the car which follows. In the lower part of the wing there will also be an additional profile, the beam wing, which will serve to reduce the pressure in the rear environment to improve the extraction of flows from the diffuser and therefore the load generated by the underbody, the latter including the bottom and the external Venturi channels.
Concept 2022: front wheel assembly
Among the novelties of the new regulations there will be the external fairing of the rims, to reduce turbulence and resistance to running. The FIA and Formula 1 are considering whether to use the wheel cover to affix a rotating display for the projection of useful information to the public. Finally, a flap will appear in the upper part of the wheel to manage the turbulence generated by the tire.
Concept 2022: muzzle
The concept of the front wing will also radically change from next season. There will no longer be a neutral central section, but the upper airfoils will be able to extend for all the available length, until they anchor to the nose. The latter will also be lowered and will no longer support the wing through the current support pillars. Furthermore, the nose will not necessarily be as wide and flattened as that of the concept, but the teams will also be able to design a more streamlined end. Furthermore, the anchoring of the profiles to the nose will ensure that there will no longer be any free ends that on current single-seaters are used to generate the Y250 vortex, of crucial importance for the management of the bottom aerodynamics.