Sepang

Car 1: Chassis (not disclosed)

Position: 11th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 4th

Driver: Mark Webber

The RB8 features a naca duct style cut out in its under nose spaniel ears, one of many tiny aero details on this complex car. Nose duct also visible



A good look at the RB8’s front bulkhead shows very clearly the location of the lower duct. Its purpose is not yet clear, rather like the upper duct, claimed to be for driver cooling. It appears in a section of the tub which appears to be binded ontop of the main structure. It is not clear if this feeds into the cockpit or elsewhere.



Shanghai

Car 1: Chassis (not disclosed)

Position: 5th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 4th

Driver: Mark Webber



Red Bull’s two RB8’s appeared in different specification, Vettel’s car appeared in the specification it ran in winter testing, whilst the car driven by Webber had a major update on it. Key to the differences was the exhaust layouts – Vettels version is close to launch spec (above) and Webber ran the latest selup (below)



The camera mounts were revised at the last race and both RB8’s carried the new layout.

With the cameras relocated from the nose (above) to the space between the wing supports (below).



A new rear wing was installed using a centre support instead of the end plate supports used up until this point. Though it was not used much.



A good look at the RB8 front brakes. Note the drilling shape and the Brembo caliper



Under the engine cover we can see more detail of the RB8’s powertrain. Note the way the exhaust comes forward and returns rearward. It will be interesting to compare this layout with that of the Caterham CT01 or Lotus E20



Bahrain

Car 1: Chassis (not disclosed)

Position: 1st

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 4th

Driver: Mark Webber



Red Bull filled in the tunnel seen at earlier events, reverting to a blanked off lower body section. To study its influence Red Bull used both flow vis and a sensor array on the rear of the car.



It is unusual to see both techniques employed at the same time but this is exactly what Red Bull did in free practice.

Test 4: Mugello

Car: RB8 (chassis not disclosed)

Drivers: Mark Webber, Sebastian Vettel

During a productive session, the team managed to get through its full planned programme, which focused largely on aerodynamic testing. Having amassed a vast amount of data over the past three days, the team will now return to its Milton Keynes base where analysis can take place in the run-up to next week’s Spanish Grand Prix.



A new front wing was fitted to the RB8 at the test, compare with the alternative version below – note the repositioned nose cameras. A sensor array was also fitted.

Understanding the airflow around the RB8 was clearly a critical part of testing for Red Bull below we can see another very large sensor array one of the motorised versions mounted behind the front wheel, clearly analysing wheel wakes.



Barcelona

Car 1: Chassis (not disclosed)

Position: 6th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 11th

Driver: Mark Webber

Monaco

Car 1: Chassis (not disclosed)

Position: 6th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 1st

Driver: Mark Webber



Christian Horner in the Team Principal’s corner:

“It’s a fantastic result for the team to achieve a third consecutive victory in Monte Carlo. Mark drove an immaculate race and after a very clean get away, he controlled the race from the front. We weren’t sure if it was going to be a one or two-stop strategy heading into the race, but Mark did such a good job on the soft tyre that he bought the option to make a one-stop really work and delivered the pace when he needed to. Despite some heart stopping moments in the last few laps, he controlled his pace fantastically well and never looked under threat. With Sebastian, after a good start he was in a high speed train in sixth place until all the soft runners pitted and then he had his window of opportunity to put in some really competitive lap times on the worn hard tyre and that, together with a fantastic pit stop today, enabled him to jump both Felipe Massa and Lewis Hamilton. So first and fourth is a great team result, it’s great to achieve a result like this, especially when all our partners are here in the Principality. All the races carry the same amount of points, but some are that little bit more special to win.”



The floor on Red Bull’s RB8 has been deemed illegal after a clarification was issued by the FIA. At the Spanish and Monaco Grands Prix the car ran with a revised rear floor featuring a hole (above) ahead of the rear wheel.

It was a design feature questioned by a number of teams who thought that it contravened regulation 3.12.5, which states

3.12.5 All parts lying on the reference and step planes, in addition to the transition between the two planes, must produce uniform, solid, hard, continuous, rigid (no degree of freedom in relation to the body/chassis unit), impervious surfaces under all circumstances. Forward of a line 450mm forward of the rear face of the cockpit entry template, fully enclosed holes are permitted in the surfaces lying on the reference and step planes provided no part of the car is visible through them when viewed from directly below.



A number of teams including Ferrari have similar holes in the rear floor but they are linked to the outer edge despite the fact that it is almost impossible to put a piece of paper in the section between the slot. This can clearly be seen in the image above. These are legal however as the slot makes them not fully enclosed. These holes draw air in ahead of the inner face of the rear wheel to help reduce the impact of a vortex generated by the rotating tyre on the diffuser.

The FIA clarification reads;

“Following on from a number of discussions in Monaco, during which it became clear that certain misunderstandings existed, we feel it would be helpful to make our position clear with respect to the presence of a fully enclosed hole in any surface lying on the step plane. It has been argued that, as it is not explicitly stated that fully enclosed holes cannot be located in a surface lying on the step plane rearward of a line 450mm forward of the rear face of the cockpit template, then they may be located in such areas. We disagree with this view and consider it implicit that fully enclosed holes may not be located there.”

As a result Red Bull will have to change the design of the RB8’s floor likely by making a Ferrari style cut to the outer edge. The results of the Monaco Grand Prix and the Spanish Grand Prix will stand as no protest was lodged, further Joe Saward points out that “The Red Bull has not been declared illegal. The FIA Technical department has said that in its opinion the floor does not meet the rules as it interprets them. If red Bull wishes to go on using the floor they can. They would then be reported to the FIA Stewards, who would rule on whether the opinion of the FIA Technical department was correct or not. If Red Bull did not agree with that, it could appeal to the FIA International Court of Appeal.”

Montreal

Car 1: Chassis (not disclosed)

Position: 4th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 7th

Driver: Mark Webber

CHRISTIAN HORNER: “A tricky race. Having been in the lead at the start, it was obvious early on that we were a little bit harder on the tyres, which necessitated Sebastian to pit earlier than we wanted. That permitted Hamilton and Alonso to get the jump on us. Then there was a dilemma as to whether we do a one or two stop race. We were going well on the tyres and at that stage it seemed our best option was to do a one stop. But then the tyres really started to go away from us, so we made a late call to go on to the super soft tyres, which enabled us to get back up to fourth position, behind the one-stopping Grosjean and Perez. With Mark, again we were running okay early on. He had an engine hesitation in the first few laps, but then he settled into a good rhythm. Again we were heavy on the tyres towards the end of the stints and it was clearer with Mark to go to a two stop earlier, but unfortunately the one stoppers managed to get ahead. So, a tactical race, a tricky race, but nonetheless we have still managed to salvage respectable points today.”



The updated floor was evident in Canada, with the ‘illegal’ versions modified to remove the hole. It is clear to see where the carbon fibre has been modified in this pic taken on the grid in Montreal.

Valencia

Car 1: Chassis (not disclosed)

Position: DNF (Alternator)

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 4th

Driver: Mark Webber



The RB8 was heavily updated when it arrived in Spain (yet again) most of the modifications were focussed on the rear end of the car. Bodywork around the exhaust was again modified as Red Bulls understanding of the 2012 rules set increased. A large tunnel was fitted under the exhaust exit with one channel feeding the starter hole and the other exiting above the diffuser



The bodywork ahead of the rear wheel was also modified, compare with the hastily revised version seen in Montreal.



The rear brake calipers have been relocated from the slightly angled position in front of the rear axle to the bottom of the disc. New uprights have also slightly revised the outboard geometry. (Pictured at Silverstone)



Further updates to the rear end include slightly larger strakes above the diffuser, also note the visible started hole and flow vis paint on the winglet cascade.



Finally the RB8 was fitted with the now common sidepod turning vanes.

Silverstone

Car 1: Chassis (not disclosed)

Position: 3rd

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 1st

Driver: Mark Webber



Red Bull further updated the RB8 at its home race, not only with a special livery made up of fans faces (or something like that). The car was more significantly fitted with a revised exhaust exit, with a large bulge in the bodywork.



This image gives a good look at the floor of the RB8 – the ducts running from the rear part of the tunnel under the exhaust is clear to see as they run to, and merge at, the starter hole.



The front brake set up on the RB8 features the caliper mounted at the base of the disc lowering the CofG of the unsprung weight.



A look at the rear suspension of the RB8 which was revised at the European Grand Prix, it seems to be working with the RB8 easily the strongest car at Valencia and Silverstone.



Hockenheim

Car 1: Chassis (not disclosed)

Position: 5th (finished second but a penalty demoted him)

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 8th

Driver: Mark Webber

Christian Horner: “An interesting race. It was really close between Fernando, Sebastian and Jenson throughout, what turned out to be, a two-stop race. We lost a bit of time in the middle stint, when Lewis was un-lapping himself, which possibly allowed Jenson to get ahead at the pit stop, but then Sebastian gave it everything and made a move to get ahead a couple of laps from the finish at his home race. Mark’s afternoon was always compromised by the gearbox penalty he had yesterday. We were aggressive at the first stop; it didn’t work out as we hoped and he seemed to struggle a bit with the long run pace on the harder tyre today with Mark. I think that possibly the lack of running on Friday and key set-up time cost us there. It was also disappointing to receive the penalty after the race but we accept this. We leave Germany with points for both drivers and we maintain our lead in the Constructors’. We will now focus on the next race which is only one week away.”

Red Bull’s increasingly controversial RB8 Formula 1 car has once again been embroiled in a legality debate. This time it centres on the torque map loaded on to the cars McLaren ECU, the FIA’s Technical Delegate Jo Bauer discovered the code ahead of the German Grand Prix and issued the following statement.

“Having examined the engine base torque map of car numbers 01 and 02 it became apparent that the maximum torque output of both engines is significantly less in the mid rpm range than previously seen at other Events. In my opinion this is therefore in breach of article 5.5.3 of the 2012 Formula 1 technical regulations as the engines are able to deliver more torque at a given engine speed in the mid rpm range. Furthermore this new torque map will artificially alter the aerodynamic characteristics of both cars which is also in contravention of TD 036-11. I am referring this matter to the stewards.”

The mid range torque map is critical in optimising the cars exhaust gas flow to get a blown diffuser effect. Whilst it has been widely written that exhaust blown diffusers are banned they are not banned, though the exhaust position and transmission and engine maps are tightly regulated. Most teams are actively working on developing the best blown diffuser solution that they can within the current regulations. This is where Red Bull’s map was deemed to have pushed the envelope according to FIA steward Derek Warwick.

Three hours after Bauer’s report was released the FIA Stewards of the Meeting announced no further action would be taken. Their statement read:

“The stewards received a report from the FIA Technical Delegate, along with specific ECU data from Red Bull Racing Cars 1 and 2. The Stewards met with the team representatives and the representative of the engine supplier Renault.

While the stewards do not accept all the arguments of the team, they however conclude that as the regulation is written, the map presented does not breach the text of Art. 5.5.3 of the Formula One Technical Regulations and therefore decided to take no action.”

Both Warwick and Mercedes Team Principal Ross Brawn said that the issue was “not over” and it seems likely that either a rules clarification or a protest will follow before the end of the August break.



Hockenheim gave us a good look under the bodywork of the RB8, with many components exposed for the first time. In the above image you can see one of the KERS battery units just below the heat shield (the yellow high voltage sticker is partially visible). The pullrod mounting to the damper is also clear to see. What is not clear is the hydraulic linkage that forms part of the RB8’s interconnected suspension system (see RCE V22N1). Finally the new caliper position introduced a few races ago is clear to see on the brake disc.



Hungaroring

Car 1: Chassis (not disclosed)

Position: 4th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 8th

Driver: Mark Webber



Red Bull did some evaluation work in Hungary, including a study on the rear wing with flow visualisation dye.

Spa-Francorchamps

Car 1: Chassis (not disclosed)

Position: 2nd

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 6th

Driver: Mark Webber



At Spa Red Bull ran in dry sessions with a very low drag variant of its rear wing.

Monza

Car 1: Chassis (not disclosed)

Position: DNF (alternator)

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: DNF (tyres)

Driver: Mark Webber

CYRIL DUMONT, Renaultsport F1: “We changed the alternator on Sebastian’s car yesterday, but unfortunately we had the same failure in today’s race. We are still looking into why this happened, but we do know that even though the alternator was being operated entirely within the prescribed range, the part itself overheated and shut off the power supply. We have to apologise to Red Bull Racing as clearly this has hurt us in the Championship. We have no option, but to sort it out and it will still be a priority before Singapore.”

Singapore

Car 1: Chassis (not disclosed)

Position: 1st

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 11th

Driver: Mark Webber



Red Bull arrived in Asia with a new nose as part of a major update package, this new one was slightly lower and a different shape. But more significantly it appeared to be highly flexible, and a number of videos can be found online showing the rubber like qualities it exhibits. Note the bulge under the nose.



The front wing was also updated compare the new wing (above) with the design used at Silverstone.



Suzuka

Car 1: Chassis (not disclosed)

Position: 1st

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 9th

Driver: Mark Webber



Red Bull quietly rolled out a double DRS design in Singapore but it was only noticed at Suzuka. Unlike the Mercedes design the RB8 system does not feed air to the front wing instead it stalls the lower beam wing. A much simpler layout but possibly not as effective as the one used by Mercedes.



The front wing was again mildly updated, some claim to help the new design pass flexibility tests.

South Korea

Car 1: Chassis (not disclosed)

Position: 1st

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 2nd

Driver: Mark Webber



At Korea Red Bull revised the tunnel under the exhaust exit slightly, shortening it. This may be as a result of the implementation of an additional rear wing stalling device.

Buddh International

Car 1: Chassis (not disclosed)

Position: 1st

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 3rd

Driver: Mark Webber



The Indian Grand Prix gave a good look at the RB8’s steering wheel.

Yas Marina

Car 1: Chassis (not disclosed)

Position: 3rd

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: DNF (Grosjean)

Driver: Mark Webber

In Abu Dhabi Red Bull ran special Brembo brake discs first seen in are once again using the new Brembo discs. Featuring more than 1000 holes (five holes per row). Made from a new material, CER, they lose only 1mm of thickness by the end of the race in comparison to the 4mm worn away on the older CCR discs. Mounting the calipers at the base of the disc mean that it impossible to bleed the brakes whilst the calipers are still installed on the car.



Following the Grand Prix Red Bull stayed at Yas Marina for a young driver test where it ran this huge sensor array.

Circuit of the Americas

WIN WORLD CONSTRUCTORS CHAMPIONSHIP

Car 1: Chassis (not disclosed)

Position: 2nd

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: DNF (Electronics / alternator)

Driver: Mark Webber

ADRIAN NEWEY, Chief Technical Officer: “It’s been an amazing year. To achieve the hat trick is a tremendous tribute to the whole team. It shows we’ve managed to keep our standards up and keep consistency. The hard work, the dedication, the talent of the people back in Milton Keynes – that’s what this is all about. I hope they are celebrating and having a drink tonight. We are always thinking how we can improve the car and what we can do in the coming races. It’s been a difficult year and unfortunately my pre-season concerns proved to be right. Having developed the car around side exhaust technology for the last two years, losing that was a bigger step back for us than our competitors and it’s been quite a difficult evolution to get the car back to where we wanted. Getting a third title shows we’re not a flash in the pan; we’ve managed to stay at the top, to understand the car and maintain consistency which is not easy at all. The first title was amazing because when I left McLaren for Red Bull, it was a bit of a career gamble, I was joining with a dream of perhaps trying to win races in the future with the team that I’d been involved with more or less from the start. To actually fulfil that dream and to achieve three titles has been amazing. We can all have dreams, but to do it is something special. It’s not just me personally but it’s the whole team and this is a tribute to everyone within it.”



Red Bull brought a new rear wing to Austin with revised elements and a new endplate. Note the Toyota TF109 inspired serrated base to the endplate, covered in flow vis dye in this image.

Interlagos

WIN WORLD DRIVERS CHAMPIONSHIP

Car 1: Chassis (not disclosed)

Position: 6th

Driver: Sebastian Vettel

Car 2: Chassis (not disclosed)

Position: 4th

Driver: Mark Webber



Vettel was very lucky to finish the race at all with extensive damage to the rear of the car – note the crushed exhaust. Adrian Newey studied a picture very similar to this on the pit wall during the race – no wonder he looked worried!

ADRIAN NEWEY: “The whole season has been an amazing ride, but today, to finish it like that down to the wire with so many obstacles – the first lap incident, the concern about the damage to both the bodywork and the exhaust, the fact that the car was then hard on its tyres, the radio failing – was just great; you know, we had so many things thrown against us. I think to come through all that and still get enough points to win the Championship was a real testament to team and driver. For Seb to get three championships, I don’t know how you’d be able to describe that, but I think the hallmark of the year really has been the tenacity shown by the team. We struggled with the car at the start of the year, trying to understand how it worked with the loss of the side exhaust, and to turn around a slightly difficult sub car at the start of the year, to get it to the point where we were able to seal the Constructors’ a week ago and then again here with the Drivers’ – it’s just been a great tribute to everybody.”

