Renault 2.4 liter V8
(from Red Bull Press
Release) Red Bull Racingís new car, the RB5 represents a
huge amount of work from an entire workforce, but inevitably, in
media shorthand it is very much seen as Adrian Neweyís baby. Our
Chief Technical Officer faced media interrogation this morning in
Jerez when he revealed some interesting details about the new car
and how it came to life.
Can you sum up the effect of the rule changes?
AN: Itís a long time since weíve had such a big rule change so today
is so something of a nervous moment, because it provides the
opportunity to come up with something different, but there is always
the possibility that other teams have thought of something you
havenít. The last few months have been the busiest time Iíve had in
Formula One since my first year at McLaren, because there has been
so much to do in such a short space of time. We really got started
last April and itís been flat out ever since.
Whatís been the biggest challenge?
AN: The weight distribution has been a challenge, particularly in
dealing with KERS. On the one hand, itís clear that with the return
to slick tyres, you need to get a bit more weight on to the front
axle, while on the other hand, KERS is putting more weight on the
rear. This means you have very little scope to move ballast around.
A driverís weight also affects this equation. You can move the car
through its wheelbase a bit, but this tends to carry an aerodynamic
Has the fact your car has come out later than your rivalsí given
you an advantage?
AN: While weíve obviously looked at photos of the other cars, we
havenít had time to study them, so there is no advantage in those
terms, but the extra time has allowed us to refine some of our own
solutions. We are smaller in terms of manpower than some other teams
and therefore we have had less wind tunnel time and so the extra
time has been spent making up for our different level of resources.
How much difference are we going to see this year in terms of
overtaking, thanks to the new regulations?
AN: The most obvious point is that with such a big regulation
change, it is extremely probable that the lap time difference
between pole position and last on the grid is going to be much
larger than last year, when we had a very tight grid, with four or
five manufacturers winning grands prix, which we hadnít seen in F1
for a very long time. Thatís unlikely to be the case this year.
Maybe there will be more overtaking, but that wonít change the fact
that car performance difference will be much greater.
Is there much difference in the height of the driverís feet in
the cockpit compared to last year?
AN: No, itís higher, but not by very much at all.
And apart from the obvious look of the car, what other novelties
AN: This yearís chassis is no longer flat at the bottom as it now
has a ďVĒ section.
The rear suspension now uses pullrods instead of pushrods. Why?
And why does the front wing look the way it does?
AN: It was really done to suit the new aero package. We wanted to
try and get a very clean airflow at the back of the car and the
pullrod is part of that solution. As for the front wing, thatís just
the way it evolved from our work. I think there will be a variety of
different solutions, as one of the things that happens with a big
rule change is that one has to settle on an overall route and
concept for the design of the car that we feel will best suit the
regulations. Not all the teams will have gone down the same route
and history will tell in only two or three years time which was the
best, as the design of all the cars will then begin to converge. But
this year, we will see these significant differences between teams.
Will the new rules allow you to close up on the top teams?
AN: I donít know, but I do enjoy going through a regulation change,
because it gives you a better chance of starting with a clean sheet
of paper, rather than just working on small evolutions of
established themes. Whether this will favour Red Bull or not is hard
to say. It can be a good thing if youíve come up with the best
solution, or on the other hand, it might just suit the biggest teams
who can explore lots of different avenues.
Is RB5 an example of you being aggressive in terms of design?
AN: Yes, it is an aggressive design, quite different to anything
thatís gone before and hopefully that is down to sound engineering
reasons. You need the discipline not just to come up with ideas, but
also to ensure that they really do give something positive in
performance terms, rather than just doing it to be different. Thatís
what weíve tried to do with RB5.
Will you use KERS in Australia?
AN: We will run it when we feel we are ready to run it and that it
will definitely be a benefit. It will also have to justify its cost,
because for the flyaway races for examples, the shipping and freight
costs involved are very high. At the moment, it is not yet clear
what advantage KERS will bring in terms of helping a driver to
overtake. Perhaps the biggest risk of not running KERS is the chance
of being overtaken at the start or at a re-start after a Safety Car