The real concept differences that will define F1’s 2024 Red Bull clones

So it’s goodbye zeropods. Farewell inwash.

F1 2024 is almost certain to see every Formula 1 team on the grid follow the downwash sidepod concept that Red Bull has put to such good use in the latest ground effect era.

While even the world champion squad’s boss Christian Horner expects there to be “a lot more cars that perhaps look like an RB19 philosophy” this year, it would be a mistake to think that identical sidepod philosophies are going to produce cars that all behave and perform the same. In fact, when it comes to defining the critical aspects that dictate if a car is one that can be fighting for pole, or is left battling to get out of Q1, then the actual sidepod design would be quite a way down the list.

Nothing perhaps proves more about why sidepods are not the be all and end all of being quick in F1 right now than the recent revelation from Mercedes technical director James Allison that his team’s switch to downwash from last year’s Monaco Grand Prix actually left it swallowing a drop of performance.

“The change to the sidepod fronts were: let's just not have that as a thing to worry about for the future,” he said. “And actually, as part of the overall package of things we put on that car there and then [at Monaco], the decision to go to that new sidepod front probably took about two tenths of a second off the update package we put on the car. But [it meant] we would at least know, from that point forward, that we don't have to fret about that.”

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While F1 observers often link car ‘concept’ to sidepod choices, from a car designer’s perspective, concept means a very different thing. And that is why, when it comes to digging deep into F1’s looming 2024 car launches, it would be a mistake to think that 10 challengers all going the downwash route means that the grid has all converged on one concept.

Photo by: Sam Bagnall / Motorsport Images

Mercedes technical head Allison estimated the concept change to its sidepod initially cost it around two tenths in performance

As AlphaTauri technical director Jody Egginton points out, making a success of a current ground effect car is about far more than adopting the same sidepod idea.

“In all honesty, people talk a lot about car concept, but you can talk about that at a very top level: 'Oh it's a down washing bodywork', or you can talk about it in details,” he said. “Downwash concept, we can all sit there and draw it, it's not a problem. But the devil is in the detail.”

In fact, what is far more important to get right with your car ‘concept’ right now is the window it performs in – and especially the ride height area where you want the car to deliver the best. The current cars produce their peak downforce close to the ground, but ride heights vary at different speeds. So being good in high-speed turns could mean nothing if you’ve lost all your juicy aero grip in the six other slow speed corners around the lap as the car naturally lifts up and moves into another performance envelope.

"It’s possible to copy. But in every business in the world, when it’s technical, the ‘how’ is one aspect. The most important aspect is ‘why’. And, if you don’t know why, you can copy whatever you want, but it’s better to stay with what you understand" Red Bull technical director Pierre Wache

This choice of the window you want your car to perform is actually the true crux of what concept means for teams when it comes to nailing a successful design. As Allison explains: “I think that whether by good fortune or enormous skill, the cars that are the quick ones are the ones that have conceptual strength.

“What makes the thing work or not work is the underlying… what you value. What you say will bring me lap time. Everyone says, downforce will bring me lap time. But where? You want downforce at 80 mm [ride height]? Or you want downforce at 30 mm off the ground? You want the car to be good in crosswinds. Well, okay. But one-degree crosswind? 15-degree crosswind? How much importance are you going to give to 15-degrees versus five versus zero? These are all conceptual choices.

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“It’s not concept as in the sidepod concept. It’s much, much, much deeper conceptual choices about what you choose to place value upon.

Photo by: Glenn Dunbar / Motorsport Images

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“And once you have sort of set out your store for what you place value on - and I have [often] used a crude, where is the treasure buried analogy, your factory, the efficiency of your factory, will dig that out of the ground for you. But only if you're looking in the right places.”

This is all goes back to the crux of creating a winner in F1. It’s one thing to copy and follow a champion team’s concept, but what is more critical is understanding what it has done and why it has done it. Sometimes following your rival does not produce something as good, but equally there are opportunities to actually build on it and do it even better.

As Red Bull’s technical director Pierre Wache explained: “I think it’s possible to copy. But in every business in the world, when it’s technical, the ‘how’ is one aspect. The most important aspect is ‘why’. And, if you don’t know why, you can copy whatever you want, but it’s better to stay with what you understand. We [Red Bull] have also copied some stuff. We [might] copy the wrong thing, but you inspire yourself based on what you see from others. It’s like a Darwin effect, this business. You see something from others, you add another idea on it and you develop and you grow your concept and your strengths and your capacity.”

F1 never stands still. And maybe, just maybe, someone brings along a Red Bull clone that’s better than the original – and it will have nothing to do with the sidepods.

Photo by: James Sutton / Motorsport Images

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