RB10’s nose keel changed from launch (studio image) rigid structure to a holed version in Jerez, to allow cooling air reach the nose housed electronics. That keel inlet is partially sealed by a single rectangular fairing . Whether this fairing is movable or not is beyond further investigation at this time but hypothetically it could potentially have a button pushed behavior, allowing more air to bleed inside on higher pressure .
Having a front wing close to perfection Red Bull pushes always for further improvements, thus much effort was put to improve airflow channeling under the wing profile with the aid of multiple vertical vanes. Additionally an adjuster (inset above) is planted on the middle section of the upper plane to allow faster and easier attack angle transitions. That adjuster of elegant aero neutral shape, is rotated outwards showing somehow the actual route of airflow over the wing. A dual use of it in future would be to plant a heat sensor inside to monitor the tyre temperature in a similar way Mercedes does.
The team followed a very aggressive front wing development program the recent past seasons, something considered certain to continue again this season .
The new RB10 was launched on 28/01/2014 in Jerez Track and it is product of hard work out of clean sheet . Key spots analysis follows
1.At front the nose structure differs somehow from the finger extension design, having an elegant thin keel extension, very similar to the one seen a decade ago when cars still had single keel chassis to hold the front suspension’s lower wishbones . The overall nose stands closer to the ground , flat on top but bulgy underneath to stimulate the front wing’s efficiency as front wing holds to the nose via smaller pillars .
2. Front wing remains highly complicated, and transforms from a four-element wing to a six-element close to the endplates . Under flaps vanes, hard to observe, look very sophisticated either.
3. The S Duct inside the nose cone, just in front of the bulkhead, remains on RB10, but of course adjusted to altered aero demands of 2014 . It helps to discourage flow detachment that takes place under the nose . Possibly the same system is capable of providing additional cooling solutions for nose housed electronics or even for cockpit ventilation.
4. As expected sidepod openings took special treatment so as to both provide additional cooling in 2014 and sustain an optimum aerodynamic silhouette. Sidepod tunnels look still very tight, highly sculpted at bottoms with a completely different end which closes smoothly to the car’s centerline having now lost the exhaust Coanda ramps and the tunnels underneath them .
5.Inside the RB10 a completely new packaging of ERS batteries, radiators, electronics and engine parts took place under the skin compared to previous RB9 .
6. An extra rectangular cooling inlet absent on RB9 and smaller to the analogous seen on Toro Rosso STR9, exists under the airbox main opening. Furthermore that zone continues to be very sculpted for keeping drag as low as possible.
7. Rear wing is supported via a single support onto the car’s body, just above the engine funnel. For easier wing assembling that support is attached on a base extension a few centimeters above the engine cover . It is uncertain if DRS components are now housed inside that pillar, but that would be the logical step as beam wing, useful for connecting the system via the endplates to the car, is now absent. Furthermore such a configuration is simpler and less vulnerable to malefactions.
8. The single exhaust terminal pipeline is housed inside the oval shaped engine cover’s funnel, with the latest to be a common feature on all recent Red Bull cars .
All images credited to Red Bull Racing