Red Bull RB3: A Much Needed Lift
After coming out of the gates strong in its first season, Red Bull lost its buzz and crashed in 2006, despite a podium finish at Monaco. Being out-paced and embarrassed at times by its B-team counterparts, Toro Rosso, 2006 brought out the worst in the Red Bull team, and the RB2 took the brunt of much of the rage. While at times the RB2 showed promise, all-in-all, it appeared to be more like a drowsy patient than a wired thoroughbred. But that was all before Adrian Newey showed up. And like a new Red Bull drink with even more caffeine, the RB3 has hopes and energies running high.
The RB2 chassis achieved a third-place finish at the Monaco Grand Prix, the highest finish for the Red Bull team in its short history since switching from Jaguar and Stewart. The RB2 boasted of some innovative features as well. Some of these features were only seen on one or two other teams. Some of the design features included the V-keel design, the seamless gearbox, and improved suspension. And yet, for all intents and purposes, the RB2 was a bust. But what can be expected when development on the car stopped after France? At that moment, all focus was directed toward the development of the new RB3 design of Adrian Newey (who had come over from McLaren).
The new RB3 represents an all new, refreshed, attitude at Red Bull after such a disappointing 2006 season. And yet, not only does the RB3 represent an all new attitude the car itself is an all-new design, a total departure from last year’s RB2. So after long last, here it comes… the apparent savior—the RB3.
After a truly disappointing season it would have been easy to figure that Red Bull’s attitude would be “all work” this year, and its ultra low-key launch would easily support that assumption. On a cool Friday morning at the track in Barcelona, void of fireworks or even a tent, the much anticipated RB3 chassis was rolled out before the assembled media for its first official presentation. Newey had already tipped people off about the car’s design by saying it would be similar in appearance to the McLaren cars and he wasn’t lying. Newey used the RB3 to continue design ideas he was still working on when he left McLaren, and therefore, many of those designs do bear an interesting similarity to the designs in existence on the McLarens, both past and present.
Right away, the new RB3 diverts away from last year’s design and bears more similarities with a McLaren. The nose is lower and narrower than last year’s car. The front wing retains its tri-deck design. This feature was rather unique to Red Bull given the fact that only one or two other teams ran with such a wing set-up. This year’s design abandons the Renault style V-keel in favor of a zero-keel arrangement. The suspension members have been reworked and refined on the RB3 to improve airflow efficiency to the rest of the car.
Mid-way back it is easy to see that the airbox has been rounded compared to the RB2. The sidepods have also been extensively remodeled. Last year’s design had the inlets canted in but further out from the chassis due to the fact that the pressure drop created by the airflow going around the outside of the car hindered cooling air being forced through the radiator inlet. Newey’s design has allowed the necessary cooling air but also helps improve the efficiency of airflow around the car. The radiator inlets on the RB3 are curvy but much tighter in curvature. The sidepod and radiator inlets are wider, but the overall shape has been pulled in much tighter at the bottom of the sidepod. Following along with Ferrari, the rear-view mirrors have been moved further out on the sidepods to give the drivers an even better view of the wear on the rear wheels.
Much of the RB2’s problems last year were cooling related. The Ferrari V8 generated a lot of heat under the cowling and Red Bull’s engineers struggled to rid the car of the dangerous temperatures. Many changes to help aid in cooling had to be made but at the cost of aerodynamic and downforce efficiency. However, with Red Bull’s new deal with Renault, and Adrian Newey’s redesign of the chassis, overheating seems to be of little concern. Nonetheless, the chimneys remain for cooling purpose, though highly modified from those found on the RB2. The T-wing and rear-wheel flicks have been remodeled to provide better stability and airflow. And, there is a larger vertical plate under the rear flicks that both help with support, but also, the direction of the airflow toward the rear end of the car.
The engine cowling has been refined, pulling in tighter at the rear of the car. The exhaust chimneys have been updated for improved airflow and to fit the Renault engine. The RB3 retains the mid-span wing profile that attaches to dorsal-style cowling. This feature was added to the RB2 during the season last year and helps direct airflow at the rear of the car and at the rear wing. Another of the notable changes from last year’s chassis is the RB3’s reversion to the double-mast center support system for the rear wing. Last year, the rear wing relied upon the endplates for its support. Many teams have struggled with rear-wing failures and have either refined it or looked more toward a single center-post setup. Red Bull appears to be no exception in this case. Besides, its support, the rear wing itself has been refined and carries arching shapes in its design. Of course, of the external changes Red Bull has to test and get used to, the Bridgestone tires are the biggest detractor of time and energy. With all of Formula One running on Bridgestone tires, Red Bull has some homework to do to truly be as competitive as possible since the team ran on Michelin tires last year.
Some other tangible changes and refinements went on within the team and the RB3 to ensure Red Bull would be a competitive force on the grid this year. The team principals made the decision to switch to Renault engines. The seamless shift gearbox remains on this year’s car. And finally, besides Adrian Newey coming over from McLaren, Mark Webber now joins David Coulthard behind the wheel of the second RB3. This provides Red Bull with two drivers that are not only competitive, but they also highly experienced. And this helps the team with feedback, which enables the engineers to make improvements to the car at each race and throughout the season.
Though admittedly nervous given the expectations, Christian Horner, Newey, and everyone at Red Bull, believe the RB3 chassis, as well as, its driver line-up gives them an advantage to be more competitive than ever before. Sometimes, to get over a bad experience it’s almost more advantageous to throw everything out and start with a clean sheet of paper, and that is where the Red Bull team found themselves after last season. However, to Red Bull, the RB3 represents that fresh, brand-new, start for the team. The RB3 represents the team’s dedication to be one of the elite in Formula One and not just a good competitor. And yet, no doubt, some of the sponsor’s product was consumed during those long nights preparing this chassis to be able to run with the other bulls.