How Red Bull broke the Monza F1 trend to win the Italian GP

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However, against the background of the cost cap and the arrival of a regulatory set that has delivered a very different car, there was a feeling that teams may have to rethink their battle plans for 2022.

Ultimately, there was a split approach to how teams chose to attack the Italian Grand Prix – and interestingly, the eventual winner had arguably the most conservative design.

Red Bull, like many others, went against the usual trend by coming up with a Monza package. Instead, it chose to use the lower downforce wing used in Baku and Spa.

Red Bull Racing RB18 beam wing comparison

Photo by: Giorgio Piola

As it did at those races, it also chose to reduce its downforce levels by running with only one wing element.

However, Red Bull has at least tried an option for reducing drag as Sergio Perez had to test the same wing, albeit with the trailing edge of the top flap trimmed back (main image, yellow highlight).

However, the solution was quickly discarded as the DRS oscillation problems that haunted the squad at the end of 2021 resurfaced.

When the team went into qualifying, the extra downforce it brought could be seen as a penalty around Monza. This proved not to be a problem for Red Bull, however, as the RB18 has not only proven to be fast in a straight line all season, even if it has more wings than rivals, it has also been able to make up time in the traction zones.

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The team had also decided to set up Max Verstappen’s car with the race in mind, rather than qualify, knowing that a power unit penalty would have to be taken.

Riding with more wing not only helped protect the tires and extend its first stint, it also increased the DRS delta when it had to pass its competitors, while also being beneficial for qualifying.

Ferrari F1-75 rear wing detail

Ferrari F1-75 rear wing detail

Photo by: Giorgio Piola

Ferrari F1-75 diffuser with flow-vis paint

Ferrari F1-75 diffuser with flow-vis paint

Photo by: Giorgio Piola

A one-off livery wasn’t the only trick Ferrari had up its sleeve for its home race, with the Scuderia using a low-downforce rear wing that we’d already seen testing at Spa.

What wasn’t tried, although it was available at the time, was the single-beam wing element the team installed to reduce downforce and drag for Monza’s challenges.

The wing itself is a simple development of the design Ferrari used over the course of 2022, with the spoon-shaped main plane becoming more and more flattened with each iteration.

The wing elements also take up less and less of the available box region, as the designers focused on downforce and a reduction in drag.

Ferrari F1-75 front wing detail

Ferrari F1-75 front wing detail

Photo by: Giorgio Piola

Revisions also had to be made to the front wing of the F1-75 (above) to accommodate the changes to the rear wing and beam wing, with the top flap trimmed back to balance the car front to back.

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Mercedes W13 rear wing, Italian GP

Mercedes W13 rear wing, Italian GP

Photo by: Giorgio Piola

Mercedes has struggled with straight-line speed this season, but it didn’t feel the need to introduce a custom rear wing design to reduce drag. Instead, it was a matter of modifying the W13’s lowest-downforce configuration wing to help reduce the deficit.

This again included the use of the full wing tip design of the endplate, which is interchangeable with the more traditional recess due to the construction of the wing (insert).

From a historical perspective, this design is an unusual approach, but given the regulatory changes that have been made and the impact the coiled endplates have on the wing’s design efficiency, many new solutions will emerge.

The design has also been used by Alpine this season and will change the vortex thrown off the wing tip. The trailing edge of the top flap was also significantly shortened, with a Gurney flap added on Friday before the team sought a further reduction in drag.

To further reduce drag, the wing assembly was configured with a new single-element beam wing (below).

Mercedes W13 jet wing

Mercedes W13 jet wing

Photo by: Giorgio Piola

Alfa Romeo C42 rear wing detail

Alfa Romeo C42 rear wing detail

Photo by: Giorgio Piola

Alfa Romeo continued to use the low-downforce rear wing it introduced at the Belgian GP, ​​which features the unique cross-cut wing tip. However, in an effort to reduce the downforce, the trailing edge of the top flap was clipped back (yellow marking).

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To achieve this and to maintain the position of the DRS mechanism on the flap, the center section of the wing had to remain intact.

AlphaTauri AT03 rear wing detail

AlphaTauri AT03 rear wing detail

Photo by: Giorgio Piola

AlphaTauri AT03 rear wing, Italian GP

AlphaTauri AT03 rear wing, Italian GP

Photo by: Giorgio Piola

AlphaTauri did not have a custom rear wing option available for Monza, opting instead to make changes to the low downforce solution it introduced at the Belgian Grand Prix.

This came in the form of two changes, trimming the trailing edge of the top flap backwards (above) and using only a single beam wing (below).

AlphaTauri AT03 rear detail

AlphaTauri AT03 rear detail

Photo by: uncredited

Aston Martin had already given us a glimpse of the rear wing it would be using at the Belgian Grand Prix at Monza a few weeks ago.

The design is by far the most extreme of those presented, with the complex shape reminiscent of some of the wings used in Monza under the previous regulations. Reduction in wing angle of attack is also paramount in the designer’s efforts to reduce downforce and drag.

However, unlike some of its rivals, the team has not chosen to reduce the number of elements in the jet wing arrangement, keeping the two-element configuration.

Aston Martin AMR22 rear wing detail

Aston Martin AMR22 rear wing detail

Photo by: Giorgio Piola

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