Red Bull RB22

[Badger]

This is what Max said on a Dutch F1 TV show: The car is better than the 2023 model—it's faster and easier to drive on the limit. He also mentioned that this car has more downforce than any other car he has ever driven, which says enough."

Nice try.

[euv2]

A Dutch comedy F1 show perhaps

[organic]

This is what Max said on a Dutch F1 TV show: The car is better than the 2023 model—it's faster and easier to drive on the limit. He also mentioned that this car has more downforce than any other car he has ever driven, which says enough."

No he didn't?

[vorticism]

This is what Max said on a Dutch F1 TV show: The car is better than the 2023 model—it's faster and easier to drive on the limit. He also mentioned that this car has more downforce than any other car he has ever driven, which says enough."

I would not be surprised. A raked flat floor produces downforce across its entirety. The previous floors had their front ~30% inclined which produced lift. Factoring in average tunnel height the previous floors may have had more ground clearance despite being closer to the ground. The diffusers are smaller but much more complex now (fences, holes, small winglets, and the standard 4-element side winglets). The RW has upper endplates again which increases the pressure differential top:bottom. The front wings & rear wings can now be optimized for higher DF without drag on the straights, thanks to the Adjuster Systems. The floor boards and feet energize the front tire wake and provide DF--think of them like extra wings in the middle of the car.

[pantherxxx]

I just read that comment under a Youtube video. Probably bs tho .

[euv2]

I just read that comment under a Youtube video. Probably bs tho .

Having more downforce than last year's cars combined with the new drag modes would make this the fastest car in f1 history and that is not happening in year 1 of these regs, and the FIA would not have released figures claiming the new car would be a couple secs slower either.

[AR3-GP]

I just read that comment under a Youtube video. Probably bs tho .

100% bs but it's always fun to give some folks a scare...

[vorticism]

Downforce:weight ratio might also be what he was getting at. That could be quantified but also felt by the driver.

[FittingMechanics]

Downforce:weight ratio might also be what he was getting at. That could be quantified but also felt by the driver.

Plus they are running higher levels of wings than they usually would. With active aero they have less of a trade off.

But more likely that someone misinterpreted what he said.

[johnnycesup]

I would not be surprised. A raked flat floor produces downforce across its entirety. The previous floors had their front ~30% inclined which produced lift. Factoring in average tunnel height the previous floors may have had more ground clearance despite being closer to the ground. The diffusers are smaller but much more complex now (fences, holes, small winglets, and the standard 4-element side winglets). The RW has upper endplates again which increases the pressure differential top:bottom. The front wings & rear wings can now be optimized for higher DF without drag on the straights, thanks to the Adjuster Systems. The floor boards and feet energize the front tire wake and provide DF--think of them like extra wings in the middle of the car.

At this stage? There's no way the downforce levels of the 2026 cars are anywhere close 2020 / 2021 levels, weight adjusted or otherwise. Those cars had most of the "advantages" you are citing with the 2026 car, but with a bigger rear wing, bigger front wing, much bigger bargeboards and a longer/wider floor.

I'd be very surprised if they reached 2025 levels, at least for a couple of years. We'll see, corner speeds in the T9/T10 complex in Melbourne could be a decent indication.

[JonoNic]

On the aero side, it seems like most teams are intent on reducing or cancelling the front-wheel wake in-wash. But is Red Bull actually trying to use that in-wash in certain conditions? Is Red Bull deliberately guiding or managing it rather than fighting the in-wash? With my limited knowledge, it's the low energy and turbulent air that's undesirable from the front-wheel wake. If so, is there a way to re-energize that dirty in-wash flow? (The extended fin that is attached to the exit of the brake duct.) Would doing so bring any downstream benefit in terms of flow stability or rear-end performance?

Also, I genuinely think there are some unsung heroes at Red Bull's aero department whose work has been overshadowed by Adrian Newey’s presence in the past.

[pantherxxx]

Keith Ferrell (Ford’s Additive Manufacturing Lead for Red Bull) confirmed that Ford is 3D printing "parts that cannot be made by traditional methods" (VoxelMatters, Feb 2025). These include cold plates for batteries and cooling plates for the internal combustion engine.

Unlike traditional radiators that need huge air scoops, Ford uses Direct Metal Laser Sintering (DMLS) to print plates with internal "galleries"—microscopic, curved channels that flow coolant with far higher efficiency.

Maybe these 3D-printed plates are so efficient at rejecting heat, and that's why RB22 can afford such narrow sidepods?

Ford Performance’s Christian Hertrich noted that these parts are tested with X-rays and CT scanners to ensure these "invisible" internal channels are perfect. By using their Advanced Manufacturing Center in Michigan, Ford reduced the time to manufacture these complex cooling components from 16 days down to just 5 (that's huge). On January 7, 2026, Ford Racing's powertrain chief, Christian Hertrich, confirmed they slashed manufacturing times from 16 days to 5 days.

As far as I know other teams like Mercedes and Ferrari use 3D printing mostly for rapid prototyping (plastic models for wind tunnels) or small, non-critical metal brackets.

While Ford is using it as a primary manufacturing tool for the core thermal architecture of the engine. Ford is currently the only manufacturer with the dedicated industrial 3D-printing labs (like the Advanced Manufacturing Center in Michigan).

[vorticism]

3D printing isn't permitted on the primary heat exchangers, only the secondaries.

[Henk_v]

Keith Ferrell (Ford’s Additive Manufacturing Lead for Red Bull) confirmed that Ford is 3D printing "parts that cannot be made by traditional methods" (VoxelMatters, Feb 2025). These include cold plates for batteries and cooling plates for the internal combustion engine.

Unlike traditional radiators that need huge air scoops, Ford uses Direct Metal Laser Sintering (DMLS) to print plates with internal "galleries"—microscopic, curved channels that flow coolant with far higher efficiency.

Maybe these 3D-printed plates are so efficient at rejecting heat, and that's why RB22 can afford such narrow sidepods?

Ford Performance’s Christian Hertrich noted that these parts are tested with X-rays and CT scanners to ensure these "invisible" internal channels are perfect. By using their Advanced Manufacturing Center in Michigan, Ford reduced the time to manufacture these complex cooling components from 16 days down to just 5 (that's huge). On January 7, 2026, Ford Racing's powertrain chief, Christian Hertrich, confirmed they slashed manufacturing times from 16 days to 5 days.

As far as I know other teams like Mercedes and Ferrari use 3D printing mostly for rapid prototyping (plastic models for wind tunnels) or small, non-critical metal brackets.

While Ford is using it as a primary manufacturing tool for the core thermal architecture of the engine. Ford is currently the only manufacturer with the dedicated industrial 3D-printing labs (like the Advanced Manufacturing Center in Michigan).

That is a lot of "beads and mirrors" talk. Empty marketing BS.

All teams rely heavily on metal printing.
DMLS has now been the industry standard for, say, 20 years.

Checking internals with x-ray or tomography is standard quality control of any metal foundry of technical parts.

Speeding up the process is actually easy using multi-curtain and high power lasers. It just requires a lot of €€'s. And money has never been an issue in f1.

[Stu]

3D printing isn't permitted on the primary heat exchangers, only the secondaries.

Which would allow for super-efficient oil coolers, battery cooling & charge cooling solutions (all of which would be considered secondary). Leaving the sidepods to deal primarily with water cooling for the ICE.
I also expect Honda to have similar tech engaged for their secondary cooling systems as they already have experience in doing so on their IMSA/LMDh PU