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Red Bull RB3
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.jpg) Mark Webber driving the RB3 at the 2007 Malaysian Grand Prix | |||||||||||
| Category | Formula One | ||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Constructor | Red Bull | ||||||||||
| Designers | Adrian Newey (Chief Technical Officer) Mark Smith (Technical Director) Rob Marshall (Chief Designer) Andrew Green (Head of R&D) Peter Prodromou (Head of Aerodynamics) Dan Fallows (Chief Aerodynamicist) | ||||||||||
| Predecessor | RB2 | ||||||||||
| Successor | RB4 | ||||||||||
| Technical specifications | |||||||||||
| Chassis | Carbon-fibre and honeycomb composite monocoque | ||||||||||
| Suspension (front) | Twin-keel double wishbone, pushrod activated torsion bar springing. | ||||||||||
| Suspension (rear) | Double wishbone, pushrod activated torsion bar springing. | ||||||||||
| Engine | Renault RS27 2.4 L V8, naturally aspirated, mid-engine, longitudinally-mounted | ||||||||||
| Transmission | Red Bull Technology 7-speed hydraulic power-shift | ||||||||||
| Power | >750 hp @ 19,000 rpm[1] | ||||||||||
| Fuel | Elf | ||||||||||
| Tyres | Bridgestone | ||||||||||
| Competition history | |||||||||||
| Notable entrants | Red Bull Racing | ||||||||||
| Notable drivers | 14.  David Coulthard 15.  Mark Webber | ||||||||||
| Debut | 2007 Australian Grand Prix | ||||||||||
| Last event | 2007 Brazilian Grand Prix | ||||||||||
| |||||||||||
| Constructors' Championships | 0 | ||||||||||
| Drivers' Championships | 0 | ||||||||||
The Red Bull Racing RB3 is a Formula One racing car produced by Red Bull Racing for the 2007 season. It was the team's first Adrian Newey-designed car and used customer Renault RS27 engines, after the team's contract with Ferrari was transferred to the Toro Rosso team.
This was the first non-Enstone based Formula One car to utilize full works Renault engines since the Williams FW19 in 1997.
Controversy
[edit]
Controversy surrounded the Red Bull and Toro Rosso teams during the 2007 launch season as a row over customer cars erupted. Both Williams and Spyker claimed that the cars of the two teams were identical, having been designed by Red Bull Technology, a third-party subsidiary of the Red Bull parent company. Thus, the teams themselves did not design their respective cars themselves, which Williams and Spyker believed was a breach of F1's Concorde Agreement. The FIA however declared that the cars were legal for 2007. Gerhard Berger, Christian Horner and other Toro Rosso and Red Bull Racing staff have also stated that they had their legal representatives confirm that the cars they were running were legal and that the operations they had set up (two teams running the same chassis, designed by Red Bull Technology) were legal.[citation needed]
Performance
[edit]The car, in the hands of both Mark Webber and David Coulthard, is seen to have point-scoring pace, highlighted by Webber's series of top-ten qualifying positions and Coulthard running fastest in the pre-race Barcelona testing.[2] The design is distinctly Adrian Newey, bearing a resemblance to past cars such as the 2005 McLaren MP4-20. However, like the McLaren, poor reliability and mechanical problems have hampered the drivers on numerous occasions. Problems included things as trivial as faulty brake pedals and[3] notoriously jamming fuel-flaps. However, the most pressing reliability issue was the introduction of a seamless-shift gearbox to the car, which resulted in numerous race retirements for both Mark Webber and David Coulthard, such as at the Monaco and Canadian Grands Prix respectively.[4]
Comments made throughout the season stated clearly that the car had much potential, despite David Coulthard's distaste of the word.[5] Towards the middle of the season, after being frustrated by continuous retirements at the expense of championship points, team principal Christian Horner put into place a strict and thorough method to deal with and eradicate any mechanical unreliability,[6] which along with the appointment of Geoff Willis (formerly of the Williams and BAR/Honda teams), was expected to provide better results in the 2008 season.
The car's best result was in the hands of Mark Webber, when he scored a podium in changeable conditions at the 2007 European Grand Prix. It scored points on only two other occasions for Webber, 7th in both the United States and Belgian Grand Prix, despite his consistent fast qualifying, starting in the top 11 on eleven occasions. Coulthard was more successful, scoring points at four races, including a 4th place at the Japanese Grand Prix, a race at which Mark Webber was running in second before he was hit from behind by Sebastian Vettel, driving Red Bull's sister Toro Rosso car, under the safety car, following a bunch up caused by race leader Lewis Hamilton.
Livery
[edit]At the British Grand Prix, the RB3s sported a livery of fan-submitted images as part of a one-off event for the charity Wings for Life. More than 30,000 fans pledged money and uploaded images to the team's website, and each fan has selected a spot on either car to have their image placed. The goal was to raise €1 million.[7]
-
David Coulthard driving the RB3 at the 2007 Canadian Grand Prix. -
David Coulthard driving the RB3 at the 2007 British Grand Prix, with the one-off Wings for Life livery.
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Complete Formula One results
[edit](key)
| Year | Team | Engine | Tyres | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | Points | WCC |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2007 | Red Bull Racing | Renault V8 | B | AUS | MAL | BHR | ESP | MON | CAN | USA | FRA | GBR | EUR | HUN | TUR | ITA | BEL | JPN | CHN | BRA | 24 | 5th | |
| David Coulthard
|
Ret | Ret | Ret | 5 | 14 | Ret | Ret | 13 | 11 | 5 | 11 | 10 | Ret | Ret | 4 | 8 | 9 | ||||||
| Mark Webber
|
13 | 10 | Ret | Ret | Ret | 9 | 7 | 12 | Ret | 3 | 9 | Ret | 9 | 7 | Ret | 10 | Ret |
References
[edit]- ^ "The Cars".
- ^ "Coulthard ends on a high" - Official Formula One site. Retrieved May 14th 2007.
- ^ "Selected Drivers Quotes - Malaysia." - Official Formula One site. Retrieved May 14th 2007.
- ^ "Another Gearbox Problem for Red Bull" - F1 Technical. Retrieved June 30th 2007.
- ^ F1 Racing Magazine. April 2007.
- ^ F1 Racing Magazine. May 2007.
- ^ "Red Bull to race 30,000 faces at Silverstone". Formula1.com. Archived from the original on 2007-07-05. Retrieved 23 September 2022.
External links
[edit]- Official Website Archived 2010-02-25 at the Wayback Machine
- RB3's Technical Specifications
Red Bull RB3
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Development
Background and team context
Red Bull Racing entered Formula One in 2005 after its parent company, Red Bull GmbH, acquired the Jaguar Racing team at the end of the 2004 season, marking the Austrian energy drink conglomerate's full commitment to the sport as a constructor.[5] Under the leadership of team principal Christian Horner, appointed at age 31 as the youngest in F1 history, the team aimed to leverage the brand's global marketing power to build a competitive outfit from its Milton Keynes base, formerly Jaguar's facility.[6] By 2007, this progression culminated in the development of the RB3, the team's third car and first full in-house design under new chief technical officer Adrian Newey.[7] Team owner Dietrich Mateschitz, Red Bull's co-founder, envisioned transforming the squad into a title contender capable of rivaling established powerhouses like Ferrari and McLaren, emphasizing innovation and youth to disrupt the sport's traditional hierarchy.[8] Horner shared this ambition, focusing on long-term growth through strategic hires and aggressive branding, with the goal of elevating Red Bull from a novelty entrant to a serious force on the grid.[9] This vision was rooted in Mateschitz's broader philosophy of using motorsport to amplify Red Bull's image among young consumers, while Horner implemented a non-conformist culture to foster rapid development.[10] For the 2007 season, Red Bull secured an engine supply deal with Renault, adopting the RS27 2.4-liter V8 to comply with the FIA's new regulations standardizing all teams to naturally aspirated V8 engines with a 19,000 rpm rev limit, aimed at controlling costs and performance parity.[11] This partnership replaced the team's prior Ferrari engines from 2006, providing reliable power while allowing focus on chassis development, and was seen as a strategic move to align with a proven winner like Renault, the defending constructors' champions.[3] In 2007, Red Bull operated with a healthy budget fueled by the company's marketing synergies and sponsorships, which enabled significant resource allocation toward personnel expansion and facility upgrades.[12] This investment marked the team's evolution from a points-scraping midfield presence in its debut years to a more ambitious operation, prioritizing sustainable growth over short-term spending excesses to close the gap with front-runners.[13]Design process and innovations
The design of the Red Bull RB3 was led by Adrian Newey, who joined Red Bull Racing in early 2006 as chief technical officer after successful stints at Williams, where he contributed to four constructors' championships from 1992 to 1997, and McLaren, designing championship-winning cars like the MP4/13 in 1998.[14][2] Newey's influence marked the RB3 as his first full design for the team, incorporating evolutionary aerodynamic concepts drawn from his prior experiences while adapting to the 2007 FIA regulations that standardized engines to 2.4-liter V8 units with a rev limit of 19,000 rpm to promote closer competition.[15] Key innovations centered on aerodynamic refinements, including slimmer sidepods with curved air inlets, a lower and thinner McLaren-inspired nose cone for better airflow, and repositioned mirrors to reduce drag and improve rear downforce.[3] These changes aimed to balance the car's performance across varying track conditions, with the V8 engine having minimal impact on packaging compared to prior V10s, while prioritizing mechanical grip and tyre compatibility with Bridgestone compounds.[15] Development relied heavily on wind tunnel testing at Red Bull's Bedford facility, where the RB3 scale model entered testing in June 2006 despite a compressed timeline due to the tunnel's recent commissioning, allowing the team to validate aerodynamic concepts and iterate on bodywork details.[15] Computational fluid dynamics (CFD) simulations complemented these efforts, enabling rapid analysis of airflow patterns.[3] The RB3 integrated a seamless-shift gearbox to reduce shift times and improve acceleration, a new technology introduced during the 2007 season at the Spanish Grand Prix; however, early-season reliability issues, including failures that cost championship points in the first three races, stemmed from mechanical and transmission problems.[16][17]Technical specifications
Chassis and aerodynamics
The Red Bull RB3 utilized a carbon-fibre and honeycomb composite monocoque chassis, constructed in-house to integrate structural rigidity with lightweight properties, while the engine acted as a fully stressed member to enhance overall chassis strength.[18][19] This design contributed to the car's compliance with the FIA's minimum weight limit of 605 kg, including the driver, balancing performance demands with regulatory constraints.[20] Aerodynamically, the RB3 emphasized efficiency through a multi-element rear wing featuring a central support pillar and double-mast configuration, which helped generate balanced downforce while minimizing drag.[3] The sidepods were engineered with slimmer profiles, curved inlets for optimized cooling airflow, and reshaped rear exits to reduce wake turbulence and improve exhaust integration, thereby enhancing the car's overall aerodynamic cleanliness.[3] Ground-effect optimization was achieved via refined diffuser geometry and chimney placements, directing airflow under the car to augment underbody downforce without violating the era's flat-floor rules.[3] Additionally, the lower and thinner nose cone, along with repositioned mirrors on the outer sidepod edges, further streamlined the frontal area to promote smoother airflow over the chassis.[3] The suspension system adopted a double wishbone layout at both axles, with pushrod actuation for precise handling and kinematic control. The front suspension incorporated upper and lower carbon-fibre wishbones connected to pushrods, torsion bar springing, and an anti-roll bar to manage load transfer during cornering.[19][3] At the rear, upper and lower carbon links paired with pushrods, torsion bar springing, and a torsion anti-roll bar provided stability under acceleration, complementing the seamless-shift gearbox integration for consistent power delivery.[19][18] The braking setup featured ventilated carbon discs paired with Brembo calipers and matching pads, engineered for exceptional heat dissipation and fade resistance on the high-speed circuits of the 2007 calendar, such as Monza and Silverstone.[19][3] This configuration ensured reliable stopping power under the intense thermal loads typical of Formula One racing.[18]Engine and powertrain
The Red Bull RB3 was propelled by the Renault RS27, a 2.4-litre naturally aspirated 90° V8 engine with a displacement of 2,400 cc, an aluminium alloy block and heads, and a DOHC valvetrain featuring four valves per cylinder.[21][20] This power unit delivered over 750 horsepower at its peak of 19,000 rpm, the maximum engine speed permitted by 2007 FIA regulations, with the engine weighing 95 kg including all ancillaries.[22][19] The RS27 incorporated fuel injection for efficient delivery of Elf-branded fuel and was designed for high reliability, though it faced challenges in managing thermal loads during races in elevated ambient temperatures, contributing to occasional overheating risks under prolonged high-rev conditions.[21][23] The powertrain integrated a seven-speed seamless-shift semi-automatic gearbox, longitudinally mounted behind the engine with high-pressure hydraulic actuation for shifts and clutch operation via an AP Racing triple-plate carbon clutch.[24][3] A limited-slip differential completed the driveline, ensuring effective torque distribution to the rear wheels driven by Bridgestone tyres.[25] The engine acted as a fully stressed member within the chassis, aiding weight distribution without additional structural reinforcements.[19] Under 2007 FIA rules, which allowed in-race refuelling, the RB3's fuel system employed electronic fuel injection without a mandated tank capacity limit, though practical designs typically accommodated around 130 litres to support strategic pit stops while complying with fuel flow restrictions.[20][26] This setup prioritized lightweight construction and rapid refuelling efficiency over full-race endurance in a single tank.[27]2007 Formula One season
Driver lineup and preparation
Red Bull Racing retained David Coulthard and signed Mark Webber as their driver lineup for the full 2007 Formula One season, with the pairing officially confirmed on August 7, 2006.[28] Coulthard, a veteran who had joined the team from McLaren at the end of 2004 and secured Red Bull's first podium finish in Monaco 2006, extended his multi-year contract to cover 2007.[29] Webber, entering his second stint with Red Bull after departing Williams where he had scored consistent points in 2006, brought proven experience from midfield battles to complement Coulthard's longevity.[30] Preparation for the season emphasized extensive pre-season testing across key circuits, including sessions at Jerez in late 2006 and January 2007, Barcelona in February, Bahrain and Valencia later that month, where the team focused on setup optimization and establishing baseline lap times for the RB3.[31] During these tests, drivers completed numerous laps to refine the car's balance, with Mark Webber logging 27 laps at Valencia to evaluate initial performance parameters.[31] The RB3's radical chassis design, featuring innovative aerodynamics and suspension geometry, presented early challenges in reliability and integration with the Renault power unit, influencing the testing priorities toward hydraulic system stability and overall handling refinement.[32] Complementing track work, the team invested in simulator sessions at their Milton Keynes facility to simulate race scenarios and gather driver input on the RB3's initial handling characteristics, which both pilots described as demanding due to a tight cockpit fit and inconsistent balance.[33] Webber noted the car was "not flying yet" but showed potential for challenges in the midfield, while Coulthard highlighted setup-related problems that required iterative adjustments for better driver confidence.[34][35] Entering the season, Red Bull targeted consistent points finishes and occasional podiums as a clear progression from their seventh-place constructors' standing in 2006, bolstered by Adrian Newey's design influence and the switch to Renault engines.[36]Race performance and key events
The Red Bull RB3 demonstrated competitive pace in the early stages of the 2007 Formula One season, with the team often qualifying in the top ten, but reliability problems plagued its performance, leading to a mid-season decline as mechanical failures mounted across the 17-race calendar. Transmission and hydraulic issues were recurrent, causing multiple retirements and preventing the car from consistently translating its potential into points. Despite these challenges, the RB3 secured 24 points overall, marking an improvement over the previous year's tally while highlighting the team's growing design capabilities under Adrian Newey.[37] A standout achievement came at the European Grand Prix at the Nürburgring, where Mark Webber capitalized on variable weather conditions to claim third place, the team's sole podium of the season and its best result with the RB3. Starting from sixth on the grid, Webber benefited from a well-timed switch to intermediate tires during a rain-affected race, overtaking rivals to hold off Ferrari's Felipe Massa in the closing stages. David Coulthard supported the effort with a fifth-place finish, earning four points and demonstrating the car's balanced handling in mixed conditions. Coulthard also contributed key points finishes elsewhere, including fifth at the Spanish Grand Prix in Barcelona—where he battled through gearbox limitations to score four points. These results underscored the RB3's straight-line speed and driver confidence on high-downforce circuits, though they were overshadowed by inconsistent reliability.[38] Notable setbacks included the Canadian Grand Prix, where both drivers showed strong qualifying form—Webber in seventh and Coulthard in fifteenth—but Coulthard retired after a collision with Takuma Sato, while Webber finished ninth but scored no points due to the top-eight scoring system. In the wet chaos of the Japanese Grand Prix at Fuji, the RB3 engaged in intense midfield battles, with Webber running as high as third before colliding with Toro Rosso's Sebastian Vettel under safety car conditions, resulting in a double non-score for the Red Bull stable.[39][40] Specific incidents highlighted the RB3's teething problems, such as in Bahrain where Coulthard retired from a promising position due to a technical glitch in the braking system, while Webber lost time from a faulty fuel filler flap during refueling—the second such occurrence in three races. Similar woes persisted at the Hungarian Grand Prix, where both cars suffered severe damage in a first-lap multi-car accident, leading to early retirements and zero points. These events exemplified the season's trend of early promise undermined by mechanical unreliability, forcing the team to focus on iterative fixes for future development.[37]Championship outcomes
In the 2007 Formula One Constructors' Championship, Red Bull Racing finished fifth with a total of 24 points, positioned behind Ferrari (204 points), BMW Sauber (101 points), Renault (51 points), and Williams (33 points). David Coulthard contributed 14 points to the team's tally, placing 10th in the Drivers' Championship, with his best results being a fourth place in Japan and fifth-place finishes in Spain and Europe. Mark Webber added 10 points, ending 12th overall, highlighted by a third-place finish in Europe—Red Bull's first podium of the season.[41] Relative to the 2006 season, in which Red Bull finished seventh with 16 points, the RB3 delivered an improvement in both points scored and championship position, though competitive results remained limited until the latter half of the year.[42] The following table summarizes the complete race results for the Red Bull RB3 across all 17 rounds of the 2007 season, showing finishing positions and points for each driver (Ret indicates retirement).[41]| Round | Grand Prix | Webber Position/Points | Coulthard Position/Points |
|---|---|---|---|
| 1 | Australia | 13 / 0 | Ret / 0 |
| 2 | Malaysia | 8 / 1 | Ret / 0 |
| 3 | Bahrain | Ret / 0 | Ret / 0 |
| 4 | Spain | Ret / 0 | 5 / 4 |
| 5 | Monaco | Ret / 0 | 14 / 0 |
| 6 | Canada | 9 / 0 | Ret / 0 |
| 7 | United States | 7 / 2 | Ret / 0 |
| 8 | France | 12 / 0 | 13 / 0 |
| 9 | Great Britain | Ret / 0 | 11 / 0 |
| 10 | Europe | 3 / 6 | 5 / 4 |
| 11 | Hungary | 9 / 0 | 11 / 0 |
| 12 | Turkey | Ret / 0 | 9 / 0 |
| 13 | Italy | 9 / 0 | Ret / 0 |
| 14 | Belgium | 7 / 2 | Ret / 0 |
| 15 | Japan | Ret / 0 | 4 / 5 |
| 16 | China | 10 / 0 | 8 / 1 |
| 17 | Brazil | Ret / 0 | 9 / 0 |