Is it true that Red Bull’s tech secrets have been revealed? Max Verstappen faced difficulties in getting the RB20 to perform optimally in Monaco.
Ferrari and Mercedes are among four teams to have adopted a clever Red Bull suspension trick for the F1 2024 season, it has been claimed, with Ferrari’s solution described as “even better than the original.”
As explained by PlanetF1.com last year, suspension has become one of the most critical areas of an F1 car since the sport’s ground effect regulations were introduced in 2022, crucial to the relationship between the track surface and the car’s underbody.
Ferrari, Mercedes among F1 2024 teams adopting Red Bull suspension trick
Red Bull‘s anti-dive, anti-squat suspension setup was lauded as a key component of the dominant car of F1 2023 as the team produced the most successful season in history, winning 21 of a possible 22 races as Max Verstappen eased to a third successive World Championship.
Adrian Newey, who delved into ground effect aerodynamics during his university days, is believed to have personally crafted the suspension for Red Bull’s initial ground effect car in F1 2022. This pivotal contribution has set the stage for the team’s incredible recent achievements.
In 2022, Red Bull stood out as the only car manufacturer to introduce a unique feature in their vehicle. This innovation involved lowering the rear end of the car until it reached maximum load on straight tracks, granting them a significant advantage in terms of top speed compared to their competitors. To further enhance this effect, Red Bull tailored their car’s DRS system to optimize this specific feature.
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Now in the third year of the existing rules, German publication Auto Motor und Sport has claimed that Red Bull’s rivals Ferrari and Mercedes – as well as Haas and RB – have cottoned on to the trend.
According to the report, the solution provided by Ferrari is considered an improvement over Red Bull’s initial design. Haas, currently positioned seventh in the Constructors’ standings for the F1 2024 season, has been using this system since the Miami Grand Prix held last month, showing promising results.
RB (formerly AlphaTauri) experienced a remarkable resurgence towards the end of the F1 2023 season, attributed partly to a suspension upgrade similar to that of Red Bull. The team, which had struggled throughout the season, managed to climb up to the eighth position in the closing weeks.
Red Bull’s competitors have made a significant breakthrough by switching from traditional disc springs to torsion bars, which are much simpler to adjust. According to an unidentified team principal, even a small adjustment of just “half a millimetre” in setup has resulted in substantial improvements in performance.
Ferrari has proven to be highly lucrative with their recent move, as they secured their second win of the F1 2024 season at the Monaco Grand Prix. Charles Leclerc led the charge, while Verstappen struggled in the Red Bull and finished in sixth place.
The Red Bull-style solution, although weighing more than traditional suspension setups, enables better adjustment of the rear ride height throughout various speed ranges during a lap.
AMuS claims that once mastered, the suspension trick can effectively raise the rear of the car in slower corners and enhance its ability to absorb kerbs and bumps on the circuit.
Leclerc successfully utilized it in Monaco, whereas Verstappen compared his RB20 to a go-kart, expressing to the media, including PlanetF1.com, that the car was facing difficulties with kerbs, bumps, and camber changes.
Last month, Andrew Shovlin, the Mercedes trackside engineering director, stated in an interview with AMuS that the rear ground clearance represents the most significant trade-off for teams in the ground effect era, unlike previous periods.
He stated that there are more compromises to be made with these cars compared to before, and the most significant compromise is the height at the rear.
However, as these cars generate the highest possible downforce when they are driven in close proximity to the road, it becomes necessary to strengthen the suspension. Consequently, this has an impact on the vehicle’s handling.
“In previous times, when there was greater suspension travel, we were afforded a wider range of choices for achieving optimal balance in the car.”
When the car was not in motion, its rear was elevated to such an extent that it would level out while driving. This enabled us to manipulate the interaction between the underbody and the front wing, providing us with ample flexibility to adjust the balance throughout a lap.
“Nowadays, we face greater limitations and find ourselves making more compromises within this constrained scope. It seems increasingly challenging for us to achieve a sense of equilibrium, regardless of the path we pursue.”
In order to fully comprehend, we must distinguish between the suspension travel and the suspension experienced through the tires. Given the intense driving demands today, there is minimal disparity between the two.
“In previous times, the rear of the car had a ground clearance ranging from 140 to 180 millimeters. Consequently, the vehicle had approximately 100 millimeters of flexibility during a lap, yet occasionally it made contact with the road surface. Out of these 100 millimeters, about 80 millimeters were attributed to the suspension’s travel.”
Currently, our ground clearance falls short of the expected 80 millimetres, typically ranging from 60 to 70 millimetres.
“The ground clearance is straightforward. You adjust it to the lowest level that is justifiable based on reasonable factors. By determining the maximum downforce, you can calculate the necessary allowance to prevent the car from frequently touching the ground.”
However, it is important to strike a balance and not raise the rear excessively, as it could result in a substantial loss of downforce. This is one of the primary factors you establish early on.
“It’s not an overly complex task. The more challenging part is achieving the proper mechanical balance, which serves as a solid foundation for achieving an optimal aerodynamic balance.”
According to reports, McLaren, Aston Martin, Williams, Sauber, and Alpine are reportedly exploring traditional suspension setups or testing adaptable dampers and springs in order to potentially adopt the innovative new solution.
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