The present regulations in Formula 1 have progressively resulted in the most tightly packed starting lineup ever recorded. This implies that a small enhancement could be pivotal, determining whether one scores championship points or gets eliminated during the first qualifying round. Coupled with complex ground-effect vehicles and constraints on expenditure as well as wind tunnel tests, this has rendered the tolerance for mistakes within the design phase exceedingly slim. Consequently, each modification must be meticulously planned and necessitates seamless collaboration across all teams involved.
This also applies to Racing Bulls, which has found itself in the thick of that competitive mid-table battle during the last eighteen months. Apart from swapping out a power unit, gearbox, and suspension components for those from their more senior team. Red Bull Racing Bulls develops all their components internally, employing more than 500 individuals at their primary headquarters in Faenza and an additional 200 staff members at their facility in Milton Keynes. This is where the process begins, taking an aerodynamic concept through five stages until it runs on the racetrack.
Step 1: Aerodynamics
Each enhancement in aerodynamic performance begins with a concept developed by the aerodynamics experts. In the instance of the Racing Bulls, these specialists are mainly situated at the squad’s newest base in Milton Keynes, United Kingdom. However, the team's current flexible working policy permits some personnel to operate out of Faenza too. One major advantage of relocating to the Red Bull Technologies complex is proximity to Red Bull's wind tunnel, explaining why much of the aero department is stationed there. Additionally, this site hosts a smaller unit responsible for crafting and assembling 60% scale models used for testing new aerodynamic components in the wind tunnel.
In line with Formula 1’s budget cap, each team must exercise greater restraint when developing numerous concepts, due to financial constraints as well as limits on wind tunnel usage and computational fluid dynamics analysis. However, teams have managed to offset these limitations by enhancing the effectiveness and precision of their approaches.
The initial phase involves evaluating Computational Fluid Dynamics," explains Matteo Piraccini, the operations director at Racing Bull, during our facility tour in Faenza. Based in Faenza, Piraccini oversees both plants to ensure peak performance as they work towards building the quickest Formula One vehicles with maximum efficiency. He continues, "Out of ten aerodynamic designs, typically two or three proceed to the wind tunnel testing stage. Once we gather all the necessary information, we determine which option offers the optimal solution.
This isn’t solely the responsibility of the aerodynamicists. They collaborate closely with VPG—the vehicle performance group—which runs simulations to determine whether a proposed aerodynamic modification will result in an actual improvement on the track. Factors such as car balance, circuit conditions including roughness, and varying driving demands must also be considered. Remember, aero figures alone do not tell the whole story.
Racing Bulls model VCARB 02, front wing
Photo by: Roberto Chinchero
These factors have been particularly pertinent for the 2022 class of ground-effect vehicles, as numerous teams have struggled to convert simulation data into tangible performance gains on track. This has affected Racing Bulls, which experienced a setback during their 2024 Barcelona update, along with larger outfits including Ferrari And Aston Martin has also faced difficulties.
Based on the scale of the update package, smaller modifications may receive approval from performance managers, whereas larger overhauls must be endorsed at the level of the technical director. This endorsement process is referred to as the ‘aero release,’ which serves as formal authorization within the team, allowing subsequent departments like the design office to proceed with their tasks. The choice hinges not just on the expected improvement in aerodynamic efficiency but also on timing considerations since different tracks demand particular enhancements. For instance, many teams developed specialized high-downforce rear wings specifically for the Monaco Grand Prix, contrasting with the approach taken for races such as in Baku, where lower downforce components were prioritized. Striking this balance ensures that each track receives appropriate updates when needed.
Step 2: Design
The aerodynamic designs originate from Racing Bulls’ UK aerodynamics division and are forwarded to their design facility located in Faenza. Here, the designers must transform these conceptual forms into tangible components. This process involves not only perfecting the form but also ensuring they possess adequate structural strength through the use of computer-aided design (CAD) tools and specialized engineering software. A prime illustration occurred during the race in Barcelona when teams were compelled to reinforce their front wings due to new, more stringent load testing imposed by the FIA to curb excessive flexibility of the wings. As anticipated, all ten participating teams needed to modify their front wings, regardless of whether or not they typically utilized flexible designs for competitive advantage.
Piraccini elaborates, “The design specifications include an aerodynamic shape requirement along with various criteria related to durability and adherence to FIA standards.” He continues, “Designing bodywork is relatively simple since it only needs to conform to permissible shapes. However, for components like the front wing, rear wing, and underbody—which serve structural roles—we must ensure they meet not only dimensional but also structural compliance according to FIA testing protocols."
The technical guidelines include a process where loads are applied at several points. For every stage of this loading, the deflection of the flap or wing must remain below specific thresholds. This is integral to the design specifications, which have been updated for Barcelona.
Photo courtesy of: Red Bull Content Pool
Additional requirements involve allocating sufficient room for intricate cooling systems, wire harnesses, and openings for more than 200 sensors. Designers are not only conceptualizing the carbon fiber components but also developing all the tools needed to manufacture them. Since a redesigned floor necessitates a new molding process, these procedures are being aligned as closely as feasible.
All our designers collaborate in real-time using the same data, making virtual car mock-ups essential for the design office," Piraccini explains further. "Should one team focus on the chassis while another concentrates on the bodywork without simultaneously reviewing shared details, discrepancies may arise between these components, ultimately reducing the effectiveness of our design workflow.
Step 3: Production
It should be emphasized that this process is not linear. The production team doesn’t sit idle awaiting the complete design specifications. To enhance “time to race,” a crucial metric in vehicle development indicating the duration from an aerodynamic idea’s conception to its appearance on the track-ready car, the production department gets involved even before the full design specs are finalized.
“A front wing consists of various components, and we aren’t holding off until every single piece arrives before initiating the production phase,” states Piraccini. “As soon as the primary section of the front wing is ready, the production team kicks off the manufacturing process. Acting like a symphony director, the product manager oversees the flow of data and schedules to make sure everything comes together swiftly for the racing event.”
Creating carbon fiber composites involves a precise procedure. The work moves to a "clean room," where carbon fiber sheets are layered with resin to form a wet ply. Clean rooms maintain strict control over their environments to prevent contaminants from affecting the ply, as such impurities could degrade the final component’s quality. Particles trapped among the carbon fiber layers might lead to fissures when these components experience stress during use.
Once the component has undergone lamination using wet plywood, it moves on to undergo a curing process inside an autoclave. This equipment functions like a large oven capable of being adjusted to specific temperatures—typically ranging from 100 to 250 degrees—and applying pressures between three to seven bars. It’s within this setting that the carbon fiber composite attains its optimal strength-to-weight ratio during the curing stage. Following removal from the autoclave, the piece undergoes initial inspection before proceeding to a trimming section designed for cleaning and polishing purposes, thereby eliminating residual contaminants effectively.
One of the large pressure-equipped furnaces utilized for setting carbon fiber composites through curing processes.
Photo courtesy of: Red Bull Content Pool
The exact quantity of spare components manufactured for every upgrade varies depending on the situation, since nobody wishes to create excess materials beyond what’s needed, considering both financial expenses and available resources. As Piraccini points out, "There isn’t a set figure." Monaco demands highly aerodynamic rear wings due to its challenging nature regarding potential damages; thus, according to our evaluations, we may opt to fabricate four or five such wings. However, at times, prioritizing performance over safety leads us to decide on producing only one or two wings when feasible.
For Barcelona’s front wings, though, this isn’t about adding a desirable aerodynamic kit; rather, it’s an obligatory upgrade mandated by the FIA. Given that safety is paramount here, preparations began early to make certain we’ll have sufficient spares ready for Spain that meet the FIA’s updated requirements.
Step 4: Quality
The fourth significant stage involves the quality department, responsible for validating the newly manufactured components. Besides conducting dimensional inspections to confirm adherence to design specifications, they employ two methods to test a part’s durability: destructive verification procedures (DVP), which subject parts to extreme conditions until failure occurs; and non-destructive testing (NDT) techniques applied to every single piece prior to installation on the vehicle. In this phase, the team meticulously verifies whether their updated Barcelona front wing meets the enhanced rigidity requirements set forth by the FIA through rigorous load tests.
However, according to Piraccini, this doesn’t follow a straightforward sequence since the quality team assists with the production process even beforehand. He elaborated: “These skills are needed throughout the manufacturing stages, and our aim is to reduce the lead-up time for racing.” He added, “Identifying problems early on is vital; otherwise, we’d be forced to restart everything. Additionally, we perform checks periodically while maintaining parts. For instance, a front wing undergoes inspection upon installation and then once more post-race to confirm that track use hasn’t altered its rigidity.”
Step 5: Assembly
Photo courtesy of: Red Bull Content Pool
The concluding stage involves assembling components like the complete suspension system and the whole nose cone along with the front wing. While Piraccini guides us around, we observe the team’s latest underbody design for the Imola track getting wired up. Naturally, photography isn’t permitted here. These assembled parts are subsequently transferred to another section of the facility. In parallel, the painting division is busy adding the team colors and sponsorship stickers onto every component.
Typically, cars are transported in pieces and then fully assembled at the racetrack. However, during our investigation, the team was completely assembling the vehicles themselves. Isack Hadjar and Liam Lawson In the racing paddocks, there indeed exists a concept of home advantage within Formula 1. Given that Faenza lies merely 20 minutes away from Imola, this allows the Red Bull team to push back certain deadline pressures slightly before needing to finalize their car releases.
What modifications have occurred in the process?
It's evident that significant improvements have been made in reducing both the time and cost associated with developing new components, largely due to F1's aerodynamic regulations. The emphasis now lies heavily on efficiency and efficient communication as key factors for success.
The same principle holds true whether you're on the track or back at the factory. Every fraction of a second matters.