The Silverstone track, where next weekend's British Grand Prixwill be held, has always represented a crucial point in the season preciselybecause of its position on the calendar, preceding the Austrian GP by just oneweek, the 11th of 22 races, and the exact halfway point of the F1 WorldChampionship. TheNorthamptonshire track is particularly technical, characterised by rapid changesof direction such as the famous Maggotts, Becketts and Chapel corners that the2022 F1 cars will face for the first time. It is possible that theirspeeds through that section of track will be decidedly higher than in the pastthanks to the downforce generated by the current floors that exploit the groundeffect. Itis also the home track for seven out of 10 teams, including Red Bull, basedjust a few miles away in Milton Keynes. Currently at the top of both Drivers'and Constructors' Championships, the team has overseen a large package ofdevelopments on the RB18, which according to the objectives of the techniciansheaded by Adrian Newey, should correct some "minimal" weaknesses ofthe car in terms of performance.
Red Bull's Silverstone updates
There will not be only aerodynamic interventions; in fact,rumours suggest that many of the car's components have been redesigned over thelast three months, to obtain a functional and weight optimisation. The bottom will be new in terms of the construction process, interms of orientation of the carbon fibre to ensure maximum stiffness withoutthe aid of additional tie rods, and in terms of the design of the lowerchannels. Apeculiar feature of this element of the RB18, since its debut, has been thevariability of the sections of the lower Venturi channels, and also the factthat their internal profile was not continuous, but characterised by evidentsteps. Inthe evolution introduced in Spain, this factor became externally visible withan evident surface hump that conceals a lower vertical profile with thefunction of flow diverter. The optimisation of the lower flows was the basis of thepositive progression of the performance of this car in the twisty sections ofthe circuits visited so far, but at Silverstone, the latest evolution shouldalso represent a solid starting point for the lower aerodynamic concept of thefuture RB19. Red Bull's understanding of the porpoising phenomenon wasalready very good from the beginning of the season, with the current car almostfree from the bouncing that has significantly affected many rival cars. Theteam has been able to take advantage of data collected from the start of theseason, and has learnt from very accurate simulations that would have definedthe ultimate profile of the RB18's bottom that will be introduced this weekend. Itis significant that this will happen at Silverstone after the introduction atthe Canadian GP of the FIA’s Technical Directive 39. This was strongly protested by Red Bull and Ferrari, who, albeitwith decidedly different methods and visual results, have both succeeded in managingporpoising without having to compromise the performance of their cars.
RB18 Floor
The Red Bull floor, from the beginning of the season, has been characterised by a particular profiling of the internal edge of the Venturi channels, with evident steps that determine a specific management of the lower flows. The version that will be introduced at Silverstone will present an even more extreme internal profile in the discontinuities, for a very precise management of flows and underneath pressures.
RB18 Rear Wing
In Baku, there were problems with the RB18's DRS actuator. At Silverstone, alongside a revised version of the rear wing, a new DRS actuator, an evolution of the current one, should be introduced.
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