How F1 teams beat the unique technical challenges of Monaco

While the new-for-2022 regulations have reduced the teams’ ability to bring one-off aerodynamic upgrades to increase downforce, as they have done in the past, there were still many changes required to deal with the barrier-lined circuit that won’t feature elsewhere on the calendar.

Topping this list are changes to the steering assembly and front suspension, with no less than six teams designing new components to cater for the manoeuvrability requirements of the circuit, including the famous Fairmount (formerly Loews and Station) hairpin.

In a rare shot without the carbon cover that’s usually placed over it, we’re able to see Red Bull’s steering assembly. Sat ahead of the chassis’ bulkhead, as is the case up and down the grid, it has a notch taken out of the nosecone in order to make this layout viable (inset, yellow line).

It would be remiss not to mention how teams mount the nosecones to the chassis, in order it can be changed quickly if it becomes damaged. The red arrows (above) show both the mounting studs on the chassis bulkhead and the cam-style fasteners on the side of the nose, which the mechanics rotate with a tool in order to release or tighten during the changeover.

Previously to this steering setup, Red Bull had housed the assembly within the chassis during the closing stages of the previous regulatory era, with the RB16 and RB16B utilising a straight-through arrangement in this position for the lower wishbone (below image).

Red Bull Racing RB16 front suspension

Photo by: Giorgio Piola

This novel approach lives on though, albeit with the feature now applied to the forward arm of the upper wishbone on the RB18, given it has opted for a pull-rod front suspension layout this year.

Beating the heat on the streets

Monaco also represented a challenge when it comes to cooling, owing to the low-speed nature of the circuit.

In Red Bull’s case the team enlarged the front brake duct inlet to…