Team: Adrian Newey (CTO), Petr Prodromou (CA), Rob Marshall (CD), Christian Horner (TP)
Drivers: Sebastian Vettel (1), Mark Webber (2), Sebastian Buemi (reserve)
Nope. You run camber to get the contact patch near the middle when the car is cornering.raymondu999 wrote:You'd run camber to optimise your contact patch on the outside tyre rather than the inside - especially as weight transfer would put the vertical load on the outside tyre anyways.
You misunderstood me. I meant what bhallg2k said.n smikle wrote:Nope. You run camber to get the contact patch near the middle when the car is cornering.raymondu999 wrote:You'd run camber to optimise your contact patch on the outside tyre rather than the inside - especially as weight transfer would put the vertical load on the outside tyre anyways.
Possibly Red Bull isnt the only one doing so. Where pre-pirelli times teams ran fully enclosed brake setups, now there are holes, or even fully exposed brake discs.ringo wrote:To touch on the tyre warm up topic, I'm not sure if it was mentioned before, but redbull may be circulation some of that hot air off the brake rotors to the inner circumference of the wheel rim to warm it, which then warms the tyres.
That air of the brakes should be very hot and is almost independent of surface characteristics.
Slamming on the brakes on the parade lap or anytime during the race is sure enough to generate enough heat to warm the rims and then the tyres, regardless of the track conditions.
I suppose they may have an interesting ducting arangement to circulate some of that hot air before it exits the wheel rim.
Renault will switch Red Bull on to its newest specification of alternator for the championship decider in Brazil following Mark Webber's failure in the United States Grand Prix.
Webber suffered Red Bull's third alternator failure in a race this year at Austin, dropping him out of third position.
That problem prompted concerns from the team about that area of the car, which has left engine partner Renault in no doubt that Red Bull must switch to the newer spec for this weekend's Interlagos showdown.
Renault's head of trackside operations Remi Taffin told AUTOSPORT about the plans for Brazil: "It is very simple. We go for the new spec. It has passed all the tests."
Red Bull elected not to use the newer specification, which was raced by other Renault teams, because it felt safer using the older specification that had so far proved trouble-free.
When asked why that decision had been made if the newer units had passed all reliability tests, Taffin said: "Because they are human beings and at some point as humans they have some feelings.
"It was a common decision, so we put everything on the table and we decided altogether we should go that way. We had everything to fit either the old or new design.
"But the feeling was generally that there is some sense to keep on using something that we have known for years with low mileage and stuff like that, even if we had a new solution that we knew had gone through all the tests.
"Maybe it is a bit more difficult to understand, but put yourself in the situation where you have to make a decision.
"Sometimes you go into a shop and there are two different things and your head says you should buy this one but your heart says you should buy the other one."
Taffin added that the fact that Renault's other teams had successfully used the revised newer specification of alternator last weekend meant that Red Bull should have no concerns about its reliability for Brazil.
"This is the first Sunday it has been used, but now we are up to 2000km on a few items with track and dyno testing, so there is nothing we would do more on this item before we fit it on the car."
