Team: Adrian Newey (CTO), Petr Prodromou (CA), Rob Marshall (CD), Christian Horner (TP)
Drivers: Sebastian Vettel (1), Mark Webber (2), Sebastian Buemi (reserve)
Team name: Infiniti Red Bull Racing
I suspect that there's a certain amount of benefit to cooling here too... Heat sinks for all these electrical components could be placed on the lower side of the air intake.wesley123 wrote:It also seems much better organised, you can observe what is what very well. Almost placed together like legos, instead of trying to cramp everything in there what other teams seem to do.dren wrote:Tight packaging under the sidepods.
RB8 vs. RB9wesley123 wrote:It also seems much better organised, you can observe what is what very well. Almost placed together like legos, instead of trying to cramp everything in there what other teams seem to do.dren wrote:Tight packaging under the sidepods.
Red Bull ran their version of the DRD (Drag Reduction Device) during the second day of the second and last Barcelona test.
Last year, from Singapore onwards Red Bull raced with their own version of the Double DRS ( http://technicalf1explained.blogspot.co ... ystem.html ). As such devices have been outlawed for this year. Teams have tested passive drag reduction devices, similar to the one Lotus introduced in the summer of 2012. Red Bull’s DRD however is neater than Lotus’.
Near top speed, air will bleed through the vertical duct, breaking up the flow, reducing downforce and subsequently drag. The system is made up of three main parts. The first is the intake which is not apparent, but it is hidden inside the roll hoop. The second is the outlet through which air will flow through at all times which is either below the beam wing are behind the rear crash structure above the diffuser and the vertical duct which blows on the rear wing.
During the third day, the team introduced their major upgrade package which included a new front wing, new nose, and a slightly revised tunnel underneath the coanda ramp.
Red Bull has changed their cascade wing philosophy, as it now curls down to meet the footplate vertically together with the endplate, similar to the way the main profile of the front wing is shaped. Additionally, there are now slots in the endplate to keep the airflow attached. This will improve the way the air flows around the front wheels.
The new nose is now slightly lower, and there is a new vanity panel which is no longer chamfered. The new nose still sports the holes at the bottom and at the top which form the S-Duct (http://technicalf1explained.blogspot.co ... -duct.html).
New Nose
Old Nose
http://technicalf1explained.blogspot.co ... eport.html
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I believe the engine maps must be the same as 2012. No adjustment outside that can occur.Joie de vivre wrote:Are they still allowed to map the engine or not?
Yeah cause the directive from Hockenheim is still in playPandabeer wrote:I read an article that they were allowed to choose an engine mapping from one of the first four races in 2012. First four races because it was before the switch to the banned engine mappings.
