Monaco GP 2022
Sergio Perez’s qualifying accident would have doubled the competition. Finally, there was the opportunity to read under Red Bull’s body in detail. We also took a closer look at the most sensitive area of the entire car.
As the improvement progressed, Monaco did not have much to offer to tech lovers. Many teams competed with the top-down prizes we already knew from previous races. Only the cooling of the brakes and steering geometry was done by hand to meet the specific requirements of the slowest song of the year.
Finally, tech fans should still get value for their money. All you have to do is be patient and wait for the accident. Whenever a car slips into an accident checkpoint, the crane driver’s clock has reached Monaco. Eleven canyons have been set up along the 3.337-kilometer trail to lift race cars from the danger zone if the worst-hit them. Photographers are just waiting for this moment. As soon as the cars roll in the air, the technology is released for launch.
The lower body is very sensitive and should be looked at closely this year. For new ground impact vehicles, 40 percent of the total low power is supplied under the vehicle. The concept of new technology should lead to further action. The low power generated at the bottom is still stable when the race car is caught in the dirty air of the car in front.
Extra-low power is created by two shortened tunnels that run back from the front end of the currents to the rear. Air can expand in a diffuser, which is pulled up, which speeds up the flow under the car. The so-called Venturi effect creates negative pressure on the road, which pulls the car onto the pavement.
The three outer channels direct the flow sideways to seal the lower part on the edge.
Complex aerodynamic techniques
First and foremost, the trick is to get as much air as possible under the car to maximize impact. In addition, aerodynamicists try to direct the flow through channels in such a way that no air escapes the side. That would reduce efficiency. At the door, three highly curved fins turn part of the air outward to seal the lower part. Artificial awakening blades are also formed on the sharp edges of these fins, whose flow is concentrated.
Another effect that technicians have to deal with is “porpoising”, which is now known to every F1 fan and causes the car to fly faster. According to Adrian Newey, the phenomenon occurs in the lower body area where the lower energy is released. Here the flow is not constant and breaks down again and again under certain conditions.
A small horizontal wing in the middle area of the skid in front of the lower part can be used to affect the flow so that the lower force is more stable in the back and the sliding problem is reduced. Aston Martin and Ferrari were the first cars to show this trick. Red Bull and Mercedes have followed suit.
But it is also not a cure. The low body stiffness and chassis height also play an important role. “There are many factors that can lead to or exacerbate seizures,” explains McLaren chief technology officer James Key. “Driving in turbulent air, bumps, tire stiffness and suspension. You have side power working on the car, as well as the effects of mechanical configuration on aerodynamics. That’s why it’s hard to imitate.”
In addition to Red Bull and Ferrari, McLaren also blew up in Monaco. We show you unusual pictures of lowly people in the warehouse.
Comparing Red Bull against Ferrari
Red Bull is less affected by stress. And the competition was marred for a long time where the secret of RB18 lies. Sergio Perez was good enough to put his runner in the gang at the end of Monaco’s qualifying matches in the Portier corner. Carlos Sainz could no longer apply the brakes on his back and also remained behind. This eventually gave photographers the opportunity to photograph two of the fastest cars on the field from below.
Fascinating spy pictures show some interesting details. First of all, it is obvious that the Red Bull underbody was created in more detail. While the external routes on the Ferrari are evenly distributed, the inputs on the RB18 are arranged at different distances. The exterior is very narrow, which is only visible on the B version of the Aston Martin AMR-22.
As far as the channel profile is concerned, Red Bull shows more terraces. Height and width vary greatly. There are even edges and small steps. On the Ferrari side, the tunnels extend back into an elegant curve. In the rear, tapering section, you can see only a small step on F1-75, while on Red Bull there are two prominent angles.
The competition will definitely take a closer look at photos of the top two cars. But simply copying is not possible. Adjusting the lower part is a difficult task. Already on the front wing and fins on the wheel carriers, the flow should be distorted in such a way that it reaches the desired point on the floor door.
In times of budget constraints, such large changes cannot be controlled. Copying the full concept of aerodynamics from another car is a job for next season. Red Bull and Ferrari will probably be able to draw on their leadership for much longer. In the gallery, we show you exciting underground pictures in detail.