Red Bull still seems to be in favor of less downforce to each track, maximizing top speed through cornering performance.
On the other hand, Ferrari has so far opted for a solution with higher clamping force, which means it loses in speed traps, but works better in corners and should improve tire degradation.
But as the two teams struggle with a tense battle for the Formula One title, the likelihood increases that the two teams may converge in their approach if they try not to outsmart.
Rear wing Red Bull Racing RB18
Photo: Giorgio Piola
During the years when Red Bull won the championship, and for the most part during the turbo-hybrid era, Red Bull preferred a philosophy of high downforce, but also a relatively high philosophy of resistance, often leaving it at the bottom of speed traps.
His approach this year is quite different, with the RB18 regularly having the fastest end straight. This allowed the team to stay in competition even if Ferrari seemed to have done a better job during qualifying.
Red Bull seems to be able to get more performance with more generous flooring this season and as a result has so far typically used fewer rear fenders than Ferrari, contributing to the advantage at top speed.
It seems convenient with where he placed his car in the settings window, because it is Ferrari that seems likely to change the wing settings.
Ferrari during 2022 tended to prefer an installation that was more conducive to improving cornering speed.
However, he arrived in Miami with a new rear wing with less clamping force, indicating that he cares about top speed. In the end, however, he decided not to run it because the low clutch surface prompted him to continue with well-known levels of downforce.
Comparison of rear wing Ferrari F1-75
Photo: Giorgio Piola
This is the third different rear wing configuration for Ferrari this year, with the Scuderia still deploying two subtly different mechanisms.
The difference between the two specifications is the transition points (indicated by the arrows) with the greater compressive force generated in the central part of the spoon-shaped wing, against the reduction in resistance that became possible on the outside of the wing.
Ferrari opted for a version with less clamping force of these two configurations for the Miami Grand Prix, removing the Gurney from the rear edge of the top flap to reduce clamping force and slightly more pull.
The newest Ferrari wing, which was not featured in Miami but was spotted during the team’s top-secret filming day at Monza last week, is designed for minimal downforce and has a wingless power profile.
The new design, which is ideal for Baku but can be tested in Barcelona, features a much flatter basic aircraft design, similar to the new design introduced by Mercedes in Miami and already seen on similar Alpine A522s this season.
Detail of the front suspension Ferrari F1-75
Photo: Jerry Andre / Drawings of motorsport
Ferrari has also changed the steering lever fairing to change its aerodynamic characteristics (above).
The specification used in Miami is more like a cricket bat-style layout than one used elsewhere (inset), and provides a much wider surface that will affect not only local airflow but also the way around surrounding suspension elements.