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Red Bull technology: Newey doesn't believe in catching up quickly

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A drian Newey would like to have a masterpiece from Formula 1 adopted. It's not a total retreat. As a part-time worker, Newey is still available to the team. Chief Designer Rob Marshall puts it this way: 'Up until now I've talked to Adrian every day. In the future it will be every second or third day. A quartet of engineers is now taking over their duties with Paul Monaghan, Dan Fallows, Pierre Waché and me. '

The star designer takes on other tasks at Red Bull. One speaks of developing a hybrid car for the road. But perhaps the best designer in his craft will return sooner than many think. For example, when the premier class receives new regulations in 2017.

At the moment, Newey is frustrated in every second sentence. Frustration that, as a designer, his hands are tied by the regulations. 'In such a tight corset you have your hands full reacting to the changed nasal rule and absorbing the loss of downforce.' Nevertheless, the man with the high forehead and the low voice noted a progress: 'Because we have now understood the effects of the deeper nose and the narrower front wing much better.'

Red Bull is still suffering from the Renault engine

The dependence on the engine also makes Newey unhappy. In his opinion, the influence of the drive source on the lap times is too high compared to the chassis. 'Renault admits that they had a 10 percent deficit on Mercedes last year. That is a real house number and difficult to equalize in a short period of time. Therefore, one cannot expect us to be able to close the gap with Mercedes in the twinkling of an eye . '

Then the 55-year-old Englishman praised his engine partner:' Renault did a good job over the winter. But of course that's not enough to catch up completely. An engine manufacturer is doing well heavier than the chassis faction because the lead times for parts production are much longer. ' Aerodynamics alone is not enough, Newey regrets, and delivers a number game: 'One percent more engine power makes one tenth on the clock. You get the same for one percent more downforce.'

When it comes to the nose, Newey becomes monosyllabic

Newey admits that the lack of performance has forced him to adopt a new design philosophy. 'If you like itIf you can assume that you are at the front of the grid and can run your race from the front, then you interpret the relationship between downforce and air resistance completely differently. Downforce is more important than top speed because you don't have to overtake anyone. You choose the set-up that gives you the maximum lap time. Last year that didn't work for us because we couldn't dominate the races from the front. '

However, Newey denies that as a result of this experience he trimmed the vehicle concept to low air resistance. 'Nowadays the air resistance is mainly determined by the type of rear wing or its position.'

When it comes to questions of detail, the master becomes monosyllabic. He just admits that he has already improved the cooling concept in a second step But when the language comes up about the failed crash test and the length of the nose, Newey evades. His chief designer Marshall reveals so much: 'There is no doubt that we will see many different solutions in this area.'

In our picture gallery we show the first Red Bull RB11 pictures from the Jerez test.

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