The Hinwil-based team is the one team to not have scored points in the present campaign after its qualifying results dropped because the start of the season.

“We still have something to work on,” Bottas said. “We must make improvements and increase the speed of the automobile. It's not rocket science, we just need more elements.”

On whether an update package for the Spanish Grand Prix is ​​on the best way, the Finn replied: “We have small things, but a very high downforce track, it's a different track to here. I think it will be close, as we saw. The next step will be to get back to Q2, where we can fight a little better.”

Valtteri Bottas, kick of the Stake F1 Sauber C44 team

Photo: Zak Mauger / Motorsport images

His fortunes didn’t turn around before qualifying and, facing a back-to-back start, he joined Bottas in starting the race from the pit lane.

Ultimately ending the race because the only driver lapped by race winner Verstappen, the Chinese driver admitted: “I just struggled on different compounds. Halfway through the race I used to be a bit out of the race anyway, so I used to be a bit lonely.

“We have already planned something on the factory to examine every part and make certain that we’re starting a bit from scratch. These two weekends I feel like something just isn’t going right and this weekend all these mistakes which have never happened before.

“So we try to understand all our problems and have plans for the next race.”

Asked if it was just the rear of the automobile that was lacking confidence given the accidents it had earlier within the weekend, Zhou replied: “Honestly, this phenomenon happens everywhere, just four-wheel skidding. There's no huge limitation here, we're just lacking traction. Getting progress is quite simple, but not easy.”

The team from Milton Keynes faced two demanding trips in Monaco and Montreal, and the 2024 rival turned out to be not very comfortable in overcoming curbs and bumps.

The issue is known to be related to the aerodynamic platform, requiring the RB20 to be driven with stiff suspension settings that can’t be alleviated significantly without causing a lack of downforce.

Red Bull is working on an answer that may give it a greater overall package, but it can likely take a while.

However, team principal Christian Horner believes there is no such thing as a reason why the answer ultimately implemented couldn’t still allow the RB20 to showcase its strengths.

He also said there have been already encouraging signs of progress from the team by way of Red Bull's speed in the ultimate sector of Montreal, which incorporates the ultimate high-curb chicane.

“Everything has to work in tandem, so you're pushing against the aerodynamic platform of the car, but you want the car to go over the curbs,” he explained. “It was encouraging that our third sector was competitive this weekend, even with the stiffness of the automobile hitting the ultimate chicane.

“If you take a look at the entire run. we were very competitive there. So despite the fact that it was uncomfortable, we were still capable of be fast enough.

“I think we're looking at real performance, so if we can unlock that, it will increase the lap time.”

Lando Norris, McLaren MCL38, Max Verstappen and Red Bull Racing RB20

Photo: Mark Sutton / Motorsport images

Verstappen was heard on team radio through the Canadian Grand Prix complaining that his suspension “felt stuck.”

Asked to make clear what the Dutchman meant, Horner said: “I believe what he meant was that the automobile is kind of stiff and because the track dries out the automobile goes a bit faster and so they start using the curbs.

“But we understand our problems and a few weeks ago we had a great improvement after the match against Monaco. Winning a race like this was very satisfying and important.”

Red Bull Racing's Max Verstappen, 1st, celebrates his arrival at Parc Ferme

Photo: Zak Mauger / Motorsport images

Speaking after the victory, Verstappen shared Horner's optimism that Red Bull would solve the issues without harming the RB20's strengths.

But at the identical time, he suggested it was flawed to suggest that Montreal showed that kerbing problems weren't that bad because a wet race meant most drivers steered clear of them.

“I really think we can solve this problem without affecting any other part of the car,” said the world champion. “Today it was more like a curb ride because I felt like that wasn't there within the race.

“We realize it's a weakness and I also know we're working hard to repair it because I actually feel it's quite a performance constraint for us in the intervening time.

“Then I'm also looking forward to tracks where we don't have to go over too many curbs or bumps.”

Watch: Canadian GP Race Review – Wet and wild vs. cool and calm

The twin rear wing tip solution is currently one example – rivals clearly saw the potential on offer when Aston Martin and Alpine concurrently debuted original versions of two barely different solutions at Monaco last 12 months.

All teams have been on the lookout for ways to compensate for among the losses that the rear end regulations have placed on them, because the endplate and flap combination is significantly different from how they’ve been shaped previously.

This was for good reason, nonetheless, as teams became extremely adept at managing the ultimate vortex to extend downforce and reduce drag. While this was good for the automobile's performance, it was troublesome for the automobile behind because it affected the general wake profile.

But designers couldn't unlearn what they already knew, and so they quickly realized that if they might eliminate among the constraints that the regulations appeared to place on them, while introducing a few of their old ideas in latest ways, they might regain a few of what they’d lost. performance.

Just over a 12 months because the advent of those two solutions, there continues to be a good amount of development occurring within the now quite divergent branches of development which have emerged.

Alpine A523 rear wing side comparison

Photo taken by: Giorgio Piola

The foremost route taken by most teams is an alpine structure, with a metal support angled to the tip plate and contained in the joint.

However, as teams modified their designs, there was a move towards an elongated lower tip that extends down over the support and the sting of the foremost plane. There was also a reshaping of the tip section to supply support for the highest flap.

All of those optimizations, together with the redesign of the endplate cutout, are intended to assist discover a compromise between increasing downforce and reducing drag, while still accounting for the facility of the DRS when applied.

Sauber Mono Pillar, Monaco vs Canada

Photo taken by: Giorgio Piola

Sauber introduced latest rear wings to its pool in each Monaco and Canada because the team switched from a dual mounting pillar system to a single unit.

Interestingly, the Swiss company has secured its assumptions, because solutions on either side of the downforce spectrum have two different twin ends. The variant with higher downforce refers back to the Aston Martin design, while the variant with lower downforce refers back to the Alpine line.

Meanwhile, Mercedes is one other interesting case study, because it moved within the direction of Aston Martin in 2023, but switched to the Alpine concept in 2024 (inset below).

Mercedes W15 Imola rear wing comparison

Photo taken by: Giorgio Piola

The German manufacturer has introduced a totally latest variant to its lineup in Imola, developing a forward-reaching outboard-mounted solution.

The overarching goal of the project is evident, because it assumes the exchange of resistance for a given level of downforce of the wing getting used. However, it is a more creative interpretation, which is natural considering the time designers have now had with these regulations and this particular design feature.

Red Bull has also made changes to the rear wing design of the RB20 in Canada because it continues to look for tactics to enhance performance, which is very essential considering the chasing pack is now hot on its heels.

Red Bull RB20 rear wing tip

Photo: Uncredited

His latest design was quite interesting, nonetheless, as he added a small paddle at the highest corner of the foremost plane and an end-plate connector that was also angled parallel to the end-section mounting bracket.

The latest vane can be placed in step with the lower end of the tip (see inset), which was also modified as a part of the refurbishment and takes advantage of some great benefits of the vane. Both change the airflow behavior in that area.

To make sure the wing performed as predicted by the simulation tools, Red Bull doused the RB20's rear wing components with flow paint in the course of the first free rehearsal, and the flows created using the oil paint provided a snapshot of the airflow behavior over these surfaces.

Red Bull Racing RB20 rear details

Photo taken by: Giorgio Piola

It will likely be interesting to see if, how and when other teams start applying similar logic to their very own twin end section solutions, provided that every team in the sector has either had one or is currently using one.

Watch: Canadian GP Race Review – Wet and wild vs. cool and calm