Gary Anderson Explains Red Bull's High-Speed Crash Problem Beyond Rear Wing Design

Posted : 08 July 2026

Former Formula 1 technical director Gary Anderson believes Red Bull's recent high-speed incidents are caused by the car's narrow aerodynamic operating window rather than the design of its controversial flip-over rear wing.

The FIA is currently reviewing the rear wing concepts used by Red Bull and Ferrari, comparing their flip-over systems with the more conventional DRS-style designs used by most teams. However, Anderson argues that the rear wing itself is only a small part of the problem.

According to Anderson, the key issue lies in the brief moment after the rear wing closes but before airflow fully reattaches to the wing. During that transition, the car may not generate maximum downforce, leaving drivers vulnerable when entering fast corners.

He pointed to Max Verstappen's crashes during qualifying at the Austrian Grand Prix and the race at Silverstone as examples of the same underlying aerodynamic issue. In both cases, Verstappen lost control shortly after the rear wing had closed while approaching high-speed corners.

Anderson explained that conventional DRS systems rotate through a much smaller angle when closing, giving airflow more time to stabilise before the driver turns into a corner. By comparison, the flip-over systems used by Red Bull and Ferrari rotate through a much larger angle within the same maximum closing time permitted by FIA regulations.

He believes the final few degrees of wing movement are critical because that is when airflow must reattach to restore full downforce. If the process happens too quickly, the airflow may not stabilise before steering input, reducing rear grip at corner entry.

The former Jordan and Jaguar technical director also suggested Red Bull's rear wing is operating too close to its aerodynamic limits. While this approach can maximise downforce and improve lap time, it also leaves very little margin before airflow separates or stalls, making the car less predictable.

Anderson proposed several possible solutions. These include increasing the rear wing's closing speed, reducing the flap angle slightly, opening the slot gap marginally, or adopting a less aggressive aerodynamic setup. Although each option would sacrifice a small amount of outright performance, it could provide a wider operating window and improve stability.

He also believes the issue may explain Verstappen's occasional balance problems throughout the season, particularly during qualifying laps and low-fuel race stints when drivers brake later and push the car closer to its limits.

Anderson concluded that Red Bull should conduct detailed CFD and wind tunnel analysis to understand how airflow behaves during the wing's transition. He believes the team has prioritised maximum aerodynamic performance but may have reduced the safety margin too far, increasing the risk of instability in high-speed corners.

Gary Anderson Explains Red Bull's High-Speed Crash Problem Beyond Rear Wing Design

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