After a series of setbacks, Red Bull has reshaped its technical structure with a new hire – Following a series of high-profile departures and mounting performance issues, Red Bull Racing has taken steps to bolster its technical department by making a major new appointment and carrying out an internal restructuring.
The Milton Keynes-based team is trying to stabilise a project that has so far failed to deliver the expected results, raising questions about its short- and long-term competitiveness and direction.
The team’s difficulties have become increasingly apparent in the development of the RB21. What was intended as a step forward in the correlation between wind tunnel data and on-track performance has instead exposed deeper issues.
The team’s wind tunnel infrastructure, long considered outdated compared to that of its rivals, remains a limiting factor, but the problems extend beyond that. Deficits in car weight, aerodynamic efficiency and suspension performance mean the car is underwhelming, with sister outfit Racing Bulls operating at a surprisingly similar level.
A project under pressure
The situation has placed added scrutiny on Technical Director Pierre Waché and his current development philosophy. Updates introduced earlier in the season, including a package at Suzuka, have not delivered meaningful progress. With the Miami round approaching, the likelihood of a rapid turnaround is uncertain.
The urgency is clear internally: without a significant improvement in performance, not only does the rest of the current campaign look compromised, but the foundations for the RB22 — and, by extension, the 2026 season — risk being built on unstable ground.
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A steady drain of expertise raises deeper concerns
A more troubling trend lies behind the restructuring at Red Bull Racing: a sustained outflow of experienced personnel that has quietly eroded the team’s technical depth.
Notably, legendary designer Adrian Newey has stepped back from day-to-day involvement, and long-standing Sporting Director Jonathan Wheatley has also left the company. Respected figures such as Rob Marshall, who left earlier for a rival team, highlight a broader pattern of high-level departures. Most recently, the names of Hannah Schmitz and Gianpiero Lambiase will be moving on from the team.
While some turnover is natural in Formula 1, the scale and timing of these departures have exacerbated the team’s current challenges, leaving experience gaps that cannot be easily or quickly filled.
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Landi arrives to lead performance
In response, Red Bull has secured the services of Andrea Landi, who will join as Head of Performance on 1 July. Landi joins from Racing Bulls, where he has served as Deputy Technical Director since 2024, and he brings with him a strong background in vehicle dynamics.
Prior to his current position, Landi held a pivotal role at Scuderia Ferrari as Head of Vehicle Dynamics, having returned to Formula 1 after a period in the DTM with BMW. His earlier experience includes a race engineering role at Toro Rosso, which he joined in 2010, giving him a well-rounded perspective across multiple technical environments.
His appointment signals Red Bull’s clear intent to bring new ideas to a department that has struggled to maintain its previous dominance.
Expanded role for Waterhouse
The arrival of Landi also marks a new chapter for Ben Waterhouse, who will transition into the role of Chief Performance and Design Engineer. Waterhouse, who has been a member of the team since 2017, will now work more closely alongside Waché, with a broader remit that bridges design and performance functions.
Red Bull has framed this restructuring as an effort to improve integration between departments, effectively shortening the loop between concept, simulation and track validation. In practical terms, the message is clear: developments must deliver measurable gains quickly.
The urgency behind the restructure
The changes suggest a team reacting to pressure rather than operating from a position of strength. While Red Bull insists that the move aligns with its long-term ambitions and commitment to nurturing internal talent, the timing reflects immediate concerns about competitiveness.
With rivals closing in and internal benchmarks slipping, the effectiveness of this reorganisation will be judged swiftly. Only time will tell whether Landi’s arrival and Waterhouse’s increased influence can stabilise the project, but for now, Red Bull’s technical reset is underway and the margin for error is shrinking fast.
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