All teams,including Red Bull, at Sepang pay a greater attention to the cooling efficiency of the car. Thus RB8 raced with gilled larger hot air outlets at both cockpit sides , which replaced the Australian simpler holes . The slots on sidepod tops ( pointed with green arrow) remained for Malaysia . That slots were present since the launch of the new RB8 but they were rejected during pre-season testing before coming back again at Melbourne .
- Red Bull RB8 analysis – crazy enough to stand in front of the bull ? (formula1techandart.wordpress.com)
At Malaysia Red Bull relocated the nose cameras to a lower position inside the wing pillars .The new position , first seen in Red Bull in 2010 , offers a small increase in downforce production , while former position a better airflow management around the nose cone .
New sidepod panels have also been placed on the car before Melbourne. Old panel had a wing-alike joint that connected the middle of the panel to the chassis .The new one has a top extension that bents vertically inwards to meet the sidepod roof, resembling more to a ‘biting jaws’ style connection , which is less draggy, leaving more room for air to pass through the panel and the car body guaranteeing a richer flow to the rear .
Red Bull’s front wing origins from late 2011 season and features a distinctive wavy profile of the flaps close to the central neutral section (pointed in red arrows) , which help to accelerate the air flowing under the wing . However that wing was very efficient for RB7 but proved to be problematic when applied on the new RB8 . The reason can be searched to the fact that the new RB8 has less rake than RB7 which means that on RB8 the front wing stands higher from the ground level, so inevitably it is less efficient . The less rake for RB8 came as a direct effect of the ban of the exhaust blown diffuser which sealed partially the diffuser chambers and thus allowing Red Bull to have increased rake angle to the rear , something not possible to sustain for 2012 . In an attempt to improve front end stability Red Bull, before Melbourne, decided to ditch the wavy inner flaps profile and revert to the old fashioned straight profile which provides lower pitch sensitivity .
rake is the angle difference between the rear and front end of the car, so when the rear of the car is higher, the front of the car is going to be lower to the ground
Red Bull easily dominated in 2011 but will the new car be able to repeat a clear sweep over 2012 titles ? People in Red Bull insist that 2012 championship will be tighter than 2011 but it is obvious that solid optimism glows all over their faces . That optimism is based on the hard work they have done to evolve the previous RB7 car into the new RB8 and overcome downforce loss due to EBD (Exhaust blown diffuser ) ban . Actually Red Bull says that RB8 is the fourth evolution 0f RB5 -2009 car .
Cameras are attached at nose tip creating a distinctive T-Nose shape resembling to hammerhead shark , a familiar nose concept not only for Red Bull but for Williams as well .
The nose vanes are clearly an update of RB7 late season ones inspired from Renault R30 -2010 . Their use is to channel air under the chassis . The updated vanes sports a deep cut at their bottoms and because of that have an additional aerodynamic role which is to create turbulence across the vertical axis to reduce drag when turbulent air heats on car body
The front wing is derived from late 2011 season and without doubt is a jewel on RB8 . It will for sure follow an aggressive development rate . For instance RB7 front wing had at list 15th different revisions over 2011 season , some of which were only tested .
CHASSIS – NOSE DUCT
The RB7 had a highly raised chassis at the front to allow large quantity of air to flow underneath , a concept retained for RB8 . New 2012 regulations dictated all teams to develop strange stepped noses for their 2012 contenders including Red Bull . The only team so far ( HRT and Marussia new cars are not launched yet) to develop a lower banana shaped nose is Mc Laren . The striking difference between RB8 nose and other cars is that Red Bull exploited the stepped area placing there an elegant duct . There are rumors over the duct functioning with the major of which to be :
– to feed a possible cockpit ventilation with fresh air to cool down the driver (most likely) . Many teams often put a duct on chassis top just in front of the cockpit for this cause .
– to direct air inside the chassis to cool KERS components which are located under and behind the driver’s seat . A more efficient way to cool KERS , due to structural reasons , would be through the duct located under the chassis already seen on RB7 .
– to cool electronics located inside the nose
– to direct air inside the nose cone towards the front wing , to stall it favoring higher top speed in an analogous way Mercedes did last season . This actually is the most unlikely of all , because mechanics had to change air direction to the opposite, something that would create unwanted drag that would neutralize any benefits from front wing stalling.
– the duct is a dead end and creates a high pressure zone (air dam) in front of the opening which helps to bent airflow over the stepped area more smoothly over the nose with less friction . However the air canal created on chassis top due to raised sides do not seem to work nice with the air dam hypothesis .
The external width of the survival cell must be no less than 6 cm per side wider than the cockpit opening when measured normal to the inside of the cockpit aperture. These minimum dimensions must be maintained over a height of at least 350mm. The chassis is raised on top at both sides and thus a channel is created ( U –raised chassis )
COCKPIT VENTILATION – THE MOST POSSIBLE OPTION
The chassis side wall thickness is not able to contain a hole ,because such an option would create stiffness issues and probably possible cracking in a crash side test . Most likely the air route is attached on the inside surface of the chassis wall right next to driver’s legs and crosses the survival cell to reach the cockpit zone . Adrian Newey also confirmed that the duct is for driver cooling .
A possible route for cockpit cooling
Floor exhausts allowed RB7 last season to race with its rear end higher from the ground level and its front closer at the same degree to maximize front wing efficiency . 2012 Periscope exhausts according to Adrian Newey ( technical director of Red Bull) will force the RB8 to race with a more neutral ride height leading not only to downforce loss at the rear of the car but also to front aerodynamic grip loss .
SIDEPODS – REAR ZONE
The sidepods remain very compact following the pattern of RB7 and the gearbox zone I even tighter packaged . Hot air exits are similar to RB7 , double outlets at gearbox sides and a funnel at the end of the engine cover . The rear wing at its launch version looks very similar to last season .
Chassis: Composite monocoque structure, designed and built in-house, carrying the Renault V8 engine as fully stressed member
Transmission: Seven-speed gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation. APRacing clutch
Wheels: OZ Racing, Front: 12.0in x 13in diam., Rear: 13.7in x 13in diam.
Suspension: Front: Aluminium alloy uprights, carbon-composite double wishbone with springs and anti-roll bar, Multimatic dampers
Rear: Aluminium alloy uprights, carbon-composite double wishbone with springs and anti-roll bar, Multimatic dampers
Brakes: Brembo calipers, Brembo carbon discs and pads
Electronics: FIA(MESL) standard control unit
Fuel: Total Group
Renault Engine RS27 – 2012
Number of cylinders: 8
Max rpm: 18,000rpm
Number of valves: 32
Vee angle: 90 degrees
Power output: Not disclosed
Engine construction: Cylinder block in cast aluminium
Engine management: FIA(MESL) standard control unit TAG310B
Oil: Total Group
Weight: FIA minimum weight of 95kg
credit:Red Bull Racing