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Red Bull RB8 in technical analysis: can the RB7 be made better?

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Red Bull RB8 in the technical analysis
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A drian Newey was not to be envied. He had to make the best car even better. So far an evolution of the RB7 has come out of it. You have to look for the differences between RB7 and RB8 with a magnifying glass. Red Bull has dictated the two most obvious innovations in the regulations. It's about the nose and the exhaust.

Newey criticizes the new nose rule

Normally count Newey's cars are some of the most beautiful in the field. The man is an esthete who suffers physical pain when the look isn't right. That is why the 53-year-old Englishman also criticizes the new nose rule. 'It's a shame the rules force us to come up with an ugly solution.' The Red Bull RB8 nose stretches into the wind at its maximum height (550 millimeters). This is followed by the inevitable step at the transition to the chassis, which looks like a crocodile from the front and in profile. Although Newey used to prefer deep noses, for example in the 2005 McLaren, he didn't want to follow his ex-team.

They are the only ones to have presented a deeper nose. 'Since the major regulatory reform in 2009 with the restricted diffuser, you've been forced to build up at the front.' In contrast to Ferrari or Williams, who work with smooth surfaces, Newey has attached two bars on the outside. The trough in between opens into a shaft. Contrary to the first assumption, it is not a wing. Newey: 'It's an air inlet so that the drivers in the cockpit don't get too hot. Last year we had a hole in our noses for that.' Since the noses have become even thinner this year, more carbon mass had to be invested in order to pass the crash test. A hole would only have bothered.

Red Bull RB8: exhaust jet is deflected

The exhaust moved from the floor into the side pods. It was placed as far back as possible in the window specified by the regulations, at the minimum height of 25 centimeters with the minimum permitted angle of attack of ten degrees. The muzzle is located directly in front of the upper wishbones of the rear suspension, which are coated in the area with a heat-resistant material. You can see with the naked eye that the wishbone should deflect the exhaust jet downwards. This is also supported by a fold in the gearbox cover, which last year's car did not have. The engine cowling ran smoothly downwards. The fold should be theDirect exhaust gases towards the lower rear wing element. When accelerating, and only then is there extra downforce. Nothing happens when braking, because the new engine software does not allow active blowing when towing.

Tighter wing tests are causing problems for Red Bull

With the exhaust we come to the invisible changes. 'Last year's car was built around the blown diffuser. We can no longer continue this concept.' What is meant is the extreme forward position of the car. This was only possible because the exhaust gases sealed the diffuser against side flow. Employment was one of the Red Bull's secrets to success. The whole car worked like a diffuser. Low in front, high in back. Newey had to return to the classic design philosophy.

The rules have put even more shackles on the star designer of Formula 1. Shortly after the 2011 season finale, the FIA ‚Äč‚Äčannounced that it would tighten the load tests for the front wings. With the same load, the wing tips may only bend by half: ten instead of 20 millimeters. No team is as badly affected as Red Bull, who drove the lowering of the wing tips to perfection with maximum contact pressure. 'That rule change came very late,' annoyed Newey. 'The result is that the wing has now gained significantly in weight, which makes it more difficult to achieve the optimal weight distribution.

Red Bull RB8 had to slim down over the winter

What Newey not told: One of the most important tasks over the winter was to lose weight. That has been achieved. The Red Bull RB8 has significantly more leeway with ballast Renault engineer Remi Taffin reveals: 'Our engines now have between ten and 20 hp more power than last year, depending on which exhaust lengths were used in the past year. The reason for this lies in the fact that they were significantly shorter than in 2011 Despite the increased power, the engines also consume less gasoline. This is due to the fact that when the gas is released, more gasoline must not be injected into the combustion chambers. This allows the teams to reduce the number of days nks and a little more wheelbase freedom. 'The tank capacity was only marginally smaller. We'll see the bigger difference in takeoff weight,' Newey admits. In other words. He did not take full advantage of the gift from the engine department. Nothing has changed at Kers. The batteries are still mounted in and on the gearbox housing.

Is there still a secret at the Red Bull?

If you look at the Red Bull RB8 in detail, you get the feeling that the last word has not yet been spoken. That's whyNow everyone is wondering what Newey still has up his sleeve. The chief technology officer gives the all-clear on at least one point: 'There is no brilliant idea that can replace the blown diffuser. The position of the exhaust is in a clearly defined field. We cannot see any major differences between the possible solutions.'


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