Formula 1 team - Oracle Red Bull Racing [RB18]

[F2004_the_best_ever]

Adrian Newey je sjajan dizajner ali veoma tvrdoglav, kod njega nema kompromisa kada je u pitanju dizajn bolida i aerodinamika, sjetimo se top speeda njegovih bolida, KERS-a itd, jednostavno on traži da se drugi prilagođavaju njegovom dizajnu i shvatanju bolida. Očigledno da takav pristup kada su u pitanju V6 motori i složeni novi sistemi koji zahtjevaju dosta hlađenja ne funkcioniše tako da će i Adrian Newey morati da pristane na određene kompromise kada je u pitanu dizajn bolida, kako će se to odraziti na performanse bolida, vidjet ćemo.

[senamozart]

zaista ne mogu da krijem zadovoljstvo kada vidim da je red bull u problemima (bar sad na ovim testiranjima) i kad sam vidio jedan video clip kako je fetalj vidno razočaran kao da mu je netko pobio pola familije objašnjavajući katastrofalno stanje tijekom testa.
nadalje,zaista ne mogu ocijeniti da li je problem u samom renault motoru ili cijelom paketu bolida koji je sastavio vjerojatno adrian newey. naravno treba pričekati bahrain i vidjeti tada stanje ovog tima.
ali svih zadnjih godina toliko se nakupilo ljutnje u meni prema ovom timu da im zaista ŽELIM DA NE USPIJU.i na kraju kako je sam jergović napisao (znam da se on ovdje ne cijeni i to treba poštivati) da su to prvi mačiči koji se bacaju u vodu i da to ništa ne znači ako sada nisu sklepali bolid kako spada da neče biti jaki na početku sezone u australiji a glede red bulla odnosno adriana napisao je i tu se potpuno slažem
citiram:Ali, kladim se da najveći dizajnerski genij što ga je Formula 1 ikada vidjela neće iz svoje radne sobe izaći prije nego što pronađe rješenje za muku u Jerezu. Njegov (i moj) dobri prijatelj Rob Wilson kaže da je Newey daleko najopasniji kad je ljut. A iz Jereza se vratio u Englesku ljut kao ris.

[dmarijon]

Nije da se Jergović toliko ne cijeni (kaže on i zanimljive stvari) koliko se ne cijeni samo njegovo preuveličavanje i navodna prijateljstva sa svim i svakim u F1. Iz djelova teksta (kojea sam i ja jutros pročitao) vidi se i da se ne razumije u tehniku koliko bi htio: "(snaga) na kotače sada dolazi značajno surovije nego prije, ali okretni moment je drastično ˝elastičniji˝."
Ali što se tiče red bull-a - odlično napisano . Skoro nitko od nas ne priča o tome, ali siguran sam da se velika većina nas jako jako raduje trenutnoj situaciji )))

[F1NAC]

neka se malo oni muce pa da se bore za naslov. Lako je kad ti sve ide od ruke kad na jedno te isti kalup radis bolid

[zonelsk]

Sto se tice RBa, sve se vraca, sve se placa.

Vidjet cemo kakav su tim sada i koliko dugo budu među top 3-4.

[McLewis]

Mislim da je prerano za otpisivar red bulla.... Sjetite se samo mclarena 2011. Koliko problema na svim testovima i onda u australiji boom!!! Odma iza vettela....

[Cuky]

Analysis – Red Bull RB10 Front Aero
[ http://scarbsf1.com/blog1/wp-content/up ... BR-car.jpg ]

With huge media and fan attention Red Bull launched their RB10 last week at Jerez. Much of the cars aero has been kept simple to get through the difficult early testing period, but some 2014 specific features are evident around the front of the car and are worthy of some close analysis.

Keel nose
[ http://scarbsf1.com/blog1/wp-content/up ... elNose.jpg ]

Typically Red Bull found their own solution to the new Nose regulations, albeit what Newey described as a ‘Keel’ nose is not far from the more common ‘Finger’ nose in concept. The mandatory low nose tip is made up of a rectangular section, sitting neatly between the 135-300mm heights, thus being a narrower cross section than the rounder\squarer noses of other teams. But rather than blending this section backwards into the underside of the upper nose, Red Bull have given it a teardrop profile in plan view, then extruded the shape upwards. This creates a pod-like shape on the tip of the actual nose. To be legal this pod needs to be structural and will form some part of the crash zone.
Benefits of this design would be better performance in yaw, the shorter tail of the nose tip presenting less side area to the airflow. This is also likely to be quite a light design, as the upper nose remains quite long and flat, which is structurally more efficient.
On the front of the Keel pod is a “U” shape opening. This appears to be an aerodynamically beneficial way to offset some of the blockage of the Keel by using the ‘driver cooling’ slot. The opening will bleed off the high pressure formed at the stagnation point at the front of the nose. No doubt this does pass inside the nose cone and into the cockpit, but as much as the opening are provided solely for the use of ‘driver cooling’, its long been debatable if these opening provide such a function.

Stepped chassis
[ http://scarbsf1.com/blog1/wp-content/up ... dchass.jpg ]

Along with the low nose tip the new rules also demand a lower front bulkhead. This moves the front of the raised chassis (the elevated section from the cockpit to the nose) into a lower position, which is worse for getting airflow to the back of the car. So teams step the front of the chassis this allows a low bulkhead, but keeps the height under the raised chassis as high as possible behind it.
Red Bull have achieved this by sloping the front 10-15cm of monocoque from the maximum 625mm down to the 525mm demanded at the bulkhead. This creates a slope on the top of the monocoque and flat face presented below the monocoque, both of which present aero obstacles for the designers to overcome

[ http://scarbsf1.com/blog1/wp-content/up ... 2/rbr3.jpg ]

S-Duct
[ http://scarbsf1.com/blog1/wp-content/up ... _SDuct.jpg ]

Just as with the stepped noses of the past two years, the stepped chassis option presents problems to keep the airflow attached over the nose and to keep the cross section height as small as possible.
Again Red Bull have their own solution (to be fair copied from Sauber) which they also used in 2013, the S-Duct. This uses the flat face presented to the airflow below the chassis to form a scoop that skims off airflow under the nose, an “S” shape duct then routes this flow up and out backwards over the chassis. In venting this way, the S-Duct also smoothes the flow over the step on the top of the nose. This means the nose cone can be shallower as it isn’t trying to fair in the steps. Once the stepped chassis was going to be a legal way to arrange the S-Duct was an obvious means for RBR to mitigate the problems of the stepped chassis.

Turning vanes
[ http://scarbsf1.com/blog1/wp-content/up ... Tvanes.jpg ]

For 2014 the underside of the chassis gains new turning vanes, these are very different to those from 2013, as they are split into two separately different vanes, with just a small support joining them. Their design probably also aids the airflow remaining attached to the undernose step.

Front wing
[ http://scarbsf1.com/blog1/wp-content/up ... RBR_FW.jpg ]

Its too early to make many judgements on the RB10 front wing, its very much a development of 2013 wings and indeed some parts on the wing still bear RB9 part numbers.
Now some 15cm narrower overall, but retaining the 50cm neutral central FIA section. The wing sports 6 elements, with the main plane split into four elements, then two flaps are attached behind them.
Only the flaps are adjustable for angle, the Red Bull means of flap adjustment uses a neat ‘floating’ adjuster, visible as the bulb shaped item above the wings trailing edge. This has been explained in detailed in the past.

[ http://scarbsf1.com/blog1/wp-content/up ... 2/RBR2.jpg ]

The wing also features fences underneath, these direct the airflow inboard and outboard of the front tyre to offset the tyre squirt vortices and keep the tyres wake away from the centre of the car. Last year these underwing fences also extended above the wing to form shark fins ahead of the wings slot gaps. These are probably extending the vortex generating effect from under the wing to over it. Although they may also serve functions as slot gap separators and to deter tyre marbles form sticking in the slot gaps.

Camera pods
[ http://scarbsf1.com/blog1/wp-content/up ... camera.jpg ]

No front camera pods were fitted for the test. These are not now allowed to be aligned with the front wing and must be between 325mm and 525mm above the reference plane. Having seen Mercedes and Ferrari interpretations of the new positioning, its likely Red Bull have similar ideas too. There are some odd edges painted over on the nose and these roughly align with the top of the nose cone and top wishbone. It’s possible they might try something radical with faux’ camera mounts, extended wishbones and perhaps even the removable panel over the S-Duct.

Autor: Scarbs

[dmarijon]

Ja bi se kladio da će 19. 2. ti ogromni problemi red bulla i renaulta postat stvar prošlosti, kao da ih nikad nije ni bilo.

[speedy56]

Vjerojatno hoće, ali će im isto tako vjerojatno trebati nešto vremena da naprave ono što su Ferrari, McLaren i Mercedes radili 250krugova po Jerezu

[F1NAC]

bilo bi vrijeme da se i oni malo namuce kroz sezonu

[dmarijon]

i ja se potajno tome nadam, samo bacam bombice (koje su nažalost i vrlo realne)...

[speedy56]

http://www.autosport.com/news/report.php/id/112538" onclick="window.open(this.href);return false;

"What stopped us at Jerez, on our side as opposed to Renault's side, was a problem where the bodywork local to the exhaust was catching fire," Newey told AUTOSPORT at the Annual Motoring Dinner at the RAC."

Everybody of the three engine manufacturers will have a different target for how hot their charge air is going back into the plenum and Renault have given us a fairly challenging target.

Bit ce ovo jako zaniljivo pratiti oko Red Bulla. Do kada oni imaju ugovor s Renaultom?
Još bih jako volio vidjeti što Honda kaže na sve to jer ako McLaren nece biti najboljixili medju boljima i njima bi u interesu bilo da imaju neki plan B, ali se onda tu ponovno vjerojatno McLaren moze umijesati.
Tolko kombinacija, a niti jedna nema dobar kraj za RB. S Renaultom nisu zadovljni, odn. Newey nije zadovoljan, to je sigurno.

[Cuky]

s obzirom da Red Bull ima status Renaultove tvorničke momčadi, imam neki osjećaj da nije baš kratki ugovor

[dmarijon]

"There will be a lot of focus on Renault this morning to see if they have solved the problems that prevented their teams doing any effective running in the first test in Jerez. Renault believe they have sorted the problems they were having with specific components, but are still working on getting those parts to communicate with each other.

"Renault engineering chief Remi Taffin said: 'If the work we have done for the last weeks is OK, which we think it is, then we should see the difference in Bahrain, with cars out on track and running.' That will allow Renault's teams to 'discover their cars', as Taffin puts it. Which with only eight days of running before flying to the first race, they need to do desperately."

[F1NAC]

navodno reporter autosporta je izjavio da rade u garazi odiza, vjerovatno rezanje bodyworka, opet problemi s hlađenjem?

[dmarijon]

Da, stvarno to nisam očekivao... aj prvi testovi, ali sada.
kako stvari stoje ...
"The RB10 is still on its stands, reports SSN's Rachel Brookes from outside the Red Bull garage, so an appearance out on track isn't imminent. Still no word of what precisely their problem is."

[McLewis]

Jos nisu na stazi, a navodno su marko i horner, na hitnom sastanku sa sefom renaulta... Ne lici na dobro

[McLewis]

Odradio vettel krug i nije stao XD

[Caldor]

Čak 4 sad Ali svi spori. Još ima vremena da se nešto zapali.

[nikolaf1]

Jos nisu na stazi, a navodno su marko i horner, na hitnom sastanku sa sefom renaulta... Ne lici na dobro

[kimi&pablo.u.bmw]

Craig Scarborough has reported new information on this Renault problem on the Pit Stop Radio Show podcast on Monday evening. One can download the show here, also.



@ minute 14:17, after discussing the ES problem briefly, Craig then says the big problem is in the ERS-K system. He said the ERS-K was apparently bringing its power in too quickly back to the ICE mainshaft, causing failure in the ERS-K, and the crankcase itself. He said there is a fundamental problem with the shaft of the ERS-K. Consequently, they now have a big redesign.



"For the rest of testing, they're going to have to without full ERS power... There is also some debate as to whether this part will be ready for Melbourne as well. So potentially for some of the first races the Renault engines could be handicapped because of this problem with this motor generator."



That is the fourth person to report some information on this same problem... First the Judge from the Jerez paddock reported it directly, then Rob White of Renault Sport F1 alluded to this in his interview of Jan 31st, Gian Carlo Minardi's own article of Feb 13th had an obtuse reference to this, and now this Scarborough podcast interview describes it more directly.

[speedy56]

Nije loše
Ovo je vec kritično

[nikolaf1]

Ista prica kao sa Jereza. ERS je ogroman problem. Ipak je motor u ovoj sezoni samo jedan element pogonske jedinice bolida..

Ako je ovo istina, da ce tek u Melburnu sustav biti spreman, to je ogroman zaostatak za momcadi sa Renault-ovim motorima.

[McLewis]

RED FLAG

RB10 caused a red flag in the circuit at 16:06:21 and we are waiting confirmations of the cause and what went wrong in the RB10
opet, 13 krugova odvezli...

[Caldor]

Meni je ovo predobro

EDIT:


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