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Interview with Adrian Newey: & # 34; The biggest problem is the front wing & # 34;

Red Bull
Interview with Adrian Newey
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What role did the tires play in the first half of the season?

N ewey: An unexpectedly large one. The teams who claim today that they have tailor-made their cars for the 2013 tires, and recognized all of this based on a test in Brazil in 2012 at 50 degrees asphalt temperatures, are either lying to themselves or they are simply smarter than us. I still can't imagine how they would have understood these tires after just one training session. I think that the characteristics of the tires for some cars were more or less by chance. And not for some others. That had nothing to do with knowledge.

Did Red Bull help the return to 2012 tire designs?

Newey: It helped, even if we were on the right track to mastering the 2013 tires. Cars that have a strong rear, like ours, have benefited from this as the 2012 tires allowed them to go lower at the front. The bigger the position, the better in fast corners.

What was the problem with the 2013 tires?

Newey: You reacted very sensitively to high centrifugal forces. With a lot of gasoline on board, you couldn't drive through fast corners without destroying them. The 2012 tires reacted better on this point. Since one of the strengths of our car was the fast corners, we benefited from it.

What role did the driving style play?

Newey: The drivers understood the tires very well. You had a lot of practice with it. The key was more to match the car to the tires. The point was not to overuse the tire. And even if that wasn't possible, there were still solutions. You concentrate on using the tire in the phases when it is less loaded. There are aerodynamic and mechanical solutions for this. The art is to unite the two.

The Red Bull had its problems mainly on tracks where the front tire was heavily used. Why?

Newey: That applies to himfirst part of the season too. We were weak in Shanghai. We also had problems in Barcelona. Things went better in the second half of the season. Korea is probably the track where the front tires suffer the most. We cut a very good figure there. On the one hand, this is due to the fact that our car works better on the 2012 tires and that we have developed the RB9 a lot during the season. These development steps would also have helped us with the 2013 tires.

Some teams claim that after returning to the 2012 tires, they were forced to move the pressure center of the downforce backwards. That put them at a disadvantage. How about you?

Newey: We didn't have to move our print center. That's why I can't comment on the other teams' problems.

There were two exhaust layouts. To what extent was your solution with the ramp behind the tailpipes a compromise in terms of the bottle neck shape?

Newey: Wouldn't be an exhaust at this point allowed, the side boxes would have had a different shape. It's a compromise, but it's very small. We have been working with this solution for a long time now and have refined it again and again so that I cannot say whether the other one is better.

Does Sebastian Vettel's driving style have that Design of the car influenced? Is that why you concentrated even more on blowing the diffuser?

Newey: I wouldn't say that he was the driving force. We have developed in this direction because wind tunnel and CFD simulations have confirmed us in this. Our discussions with Vettel and Webber regarding vehicle development have influenced us neither in one direction nor in the other. I have to say that Mark Webber was more sensitive than Sebastian when it came to making aerodynamic changes to the car. So we should have listened to him sooner. But the development of a car is never tailor-made for a driver.

Why was the Red Bull so superior in Singapore?

Newey: That's hard for me to say. I don't know what the others were doing there.

Your car has gained time, especially in the slow corners, i.e. in phases when the exhaust does not blow as much . What role does the engine software play?

Newey: A big one. It affects drivability, torque and the production of exhaust gases. Is our engine different from others? I can not say it. I don't know the competing engines enough for that.

ThatRed Bull's aerodynamic concept has dominated Formula 1 since 2009. How big is the risk that this will no longer be the case in 2014?

Newey: The biggest problem next year is the narrower front wing . 150 millimeters less doesn't sound like a lot, but it's a huge difference because the wing's end plates are now in the middle of the front tires. It will be a great job to make up for this disadvantage. You have to decide whether to let the air go inside or outside. The second challenge is to accommodate the engine and its accessories in the car. This drive unit is a complicated beast. The installation is about two to three times as difficult as with the current V8.

Is it still possible to turn the 2014 car on like you did with all of your cars have?

Newey: I can't say yet. On the one hand, we can practically no longer use the exhaust to seal the diffuser. Firstly because we only have one tailpipe that opens under the rear wing, and then because the turbocharger takes away a lot of the power of the exhaust gases. We've definitely incorporated the exhaust into our aerodynamics better than most of the other teams. That is why we have the most to lose. On the other hand, I've already turned on my cars when the diffuser wasn't blown. It kind of worked too. So I'll try again.

In the picture gallery we once again show you all the Formula 1 successful models penned by Adrian Newey.


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