Today, a team would look at DRS affecting the whole back of the car from the design stage. The rear wing flap would open on the straight, drag would be lost, making a pass easier. When it was introduced in 2011 it was a simple tool to aid overtaking. The DRS is now a more intricate and integrated part of the car design than it used to be. So, what is it about the RB19’s DRS that gives it this advantage? Start with DRS – then build the rest of the car

Some of that comes down to his driving prowess and how good the RB19 is out of corners, too, but the DRS played some part.

Despite starting ninth, after 15 laps he was up to second and within five seconds of his championship rival. It meant he could overtake the Ferrari, Mercedes, Aston Martin and Alpine swiftly and without losing too much tyre life and time being stuck behind others, ensuring that he stayed in touch with leader Sergio Perez in the early stages. It may not be worth enormous amounts of lap time individually, but its strength certainly helped Verstappen to the win. This effective use of DRS – useful in both qualifying and races – is something the other teams do not have in their armoury. When Verstappen overtook Alpine’s Pierre Gasly for fourth in Miami, the difference in speed was 30kph, so Vasseur is not exactly wrong. Other teams have noted this, with Ferrari’s Fred Vasseur calling it rather bluntly a “mega-big DRS effect”. It was evident when Max Verstappen charged through the field from 15th to second in Jeddah and again in his drive from ninth to win in Miami on Sunday. There has been plenty of talk this season about the effectiveness and power of Red Bull’s Drag Reduction System (DRS).

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