Red Bull RB22

[lio007]

Why is there so much "luggage" on top of the Mercedes PU, compared to RBPT? I already heard a month ago (before seeing the pictures) that PU packaging on the DM01 was a sight to behold compared to the other manufacturers. Seeing the pictures, I would agree.

https://pbs.twimg.com/media/HC6EXsWbEAA ... me=900x900

Do we think more PUM's have a similar MGUK arrangement as Honda, i.e. in front instead of next to the ICE

[Farnborough]

Excellent photos, thank you. Giving Sutton, Carpentiers, Gasquez, Fabregas a run for their money. Maybe we can have you follow the circus around for the rest of the season

The engine photo shows how much space has been saved eliminating the VLIM. Looks somewhat low profile like this now:

https://external-content.duckduckgo.com ... ipo=images

Hehe, thank you. If only I could afford to do that.

Yeah, any number becomes large once you multiply it by twenty. Observations from your engine photo:

--carat > side radiator layout
--low profile intake manifold which provides the necessary evacuation room beneath their intercooler
--low CoG (no centerline water coolers, only an empty aluminum air-air intercooler, itself mounted lower than the halo, facilitated by their intake manifold
--various air tanks stored atop centerline influx duct--smart, as they only store air i.e. they're empty
--all water cooling is low at the sides of the monocoque--not only providing a lower water cooler mass but it also places the total water cooler mass much further forward than cars relying on centerline watercooling

These new regs gave them the opportunity to empty out the space above the engine and transmission, and they took it. Now its just a few empty thin-wall CF & Alu vessels up there.

https://i.postimg.cc/25sbZns7/rb22engine.jpg

The installation just immediately behind the gold foil covered (looks like cold side turbo) area, is the Anti roll bar with what looks like links going downward to connect with torsion bars inside the outer gearbox casing.

The turbo installation LOOKS really low level as the exhaust route would often be visible in and around that ARB position in typical installation we've seen before. In this case that outlet appears to be deeper into the gearbox/rear structural case.

Notice also the brake assembly (behind the mechanic) and its intricacies that will be eventually covered in use by the cake tin. Quite a number of discreet routing control elements in there.

[Badger]

RB22 has a thicker cowling on the radiator limiting the extreme undercut. Presumably because it is a narrower radiator it needs to compensate somehow to achieve the necessary volume. It doesn't look like it would be too hard to convert to a W17/SF26 style sidepod if that is the optimal concept. You'd need a new radiator that is wider and slimmer (see W17), but the mounting looks similar and there are no other obstacles that I can see. Maybe this is what Wache was talking about when he referred to a modular concept that doesn't lock you in to a particular path immediately.
As for the "cluttered" engine bay of the W17, it seems like they have just plonked down all the centreline cooling on top of the engine as low as possible, presumably for CG reasons. RB22 has opted to mount its A2A IC higher leaving an air gap to the engine. That should open up interesting possibilities for airflow towards the cannon outlets, but has CG drawbacks (perhaps why they kept A2A). At least those are the reasons I can think of.

[vorticism]

Hehe, thank you. If only I could afford to do that.

Yeah, any number becomes large once you multiply it by twenty. Observations from your engine photo:

--carat > side radiator layout
--low profile intake manifold which provides the necessary evacuation room beneath their intercooler
--low CoG (no centerline water coolers, only an empty aluminum air-air intercooler, itself mounted lower than the halo, facilitated by their intake manifold
--various air tanks stored atop centerline influx duct--smart, as they only store air i.e. they're empty
--all water cooling is low at the sides of the monocoque--not only providing a lower water cooler mass but it also places the total water cooler mass much further forward than cars relying on centerline watercooling

These new regs gave them the opportunity to empty out the space above the engine and transmission, and they took it. Now its just a few empty thin-wall CF & Alu vessels up there.

https://i.postimg.cc/25sbZns7/rb22engine.jpg

The installation just immediately behind the gold foil covered (looks like cold side turbo) area, is the Anti roll bar with what looks like links going downward to connect with torsion bars inside the outer gearbox casing.

The turbo installation LOOKS really low level as the exhaust route would often be visible in and around that ARB position in typical installation we've seen before. In this case that outlet appears to be deeper into the gearbox/rear structural case.

Notice also the brake assembly (behind the mechanic) and its intricacies that will be eventually covered in use by the cake tin. Quite a number of discreet routing control elements in there.

AFAIK the turbochargers in all the cars reside in approximately the same area. There's a legality box for its placement. Tailpipe routed beneath and aft of the inboard suspension components seems to be a common choice this year.

[Ft5fTL]

Doesn’t this inner tunnel quickly ramp down to a flat floor? I think people aren’t getting that there isn’t a tunnel all the way along the floor there.

We use very similar ruleset here on the MVRC. Ofcourse im not %100 sure that the mandatory surface areas are the same so need clarification about it. There is some kind a loophole on the rules on our challenge that kinda allows some extension on the leading edge with an aggresive turning vane that kinda reminds last years floor leading edge. The only requisite for this kinda design is tightly packaging on the stepped area.

Here is an example image. The highlighted part is the RS-FLOOR-STEP part.

Image not loading for me. Can you host it somewhere else? (Not Imgur, it’s blocked in the UK)

I uploaded to postimg.cc. I hope it works.

[AR3-GP]

I think Mercedes have their water-air intercooler on top of the engine-vee. That would explain the "luggage"

[venkyhere]

Observations from your engine photo:

--carat > side radiator layout
--low profile intake manifold which provides the necessary evacuation room beneath their intercooler
--low CoG (no centerline water coolers, only an empty aluminum air-air intercooler, itself mounted lower than the halo, facilitated by their intake manifold
--various air tanks stored atop centerline influx duct--smart, as they only store air i.e. they're empty
--all water cooling is low at the sides of the monocoque--not only providing a lower water cooler mass but it also places the total water cooler mass much further forward than cars relying on centerline watercooling

These new regs gave them the opportunity to empty out the space above the engine and transmission, and they took it. Now its just a few empty thin-wall CF & Alu vessels up there.

Hoping that I have understood the layout as you describe it, with the floating IC, in the below pic with markings; I have a few more Qs :

1) unable to see where the IM is, how flat and thin is it ?
2) looking at how they have put the engine 'in the 'basement' ; is there no lower limit on the z location of CoG in the regulations, that controls this choice ?
3) the large water coolers (with non negligible weight) are flanking the battery ; plus the fact that the RB22 has the most 'forward sitting' (w.r.t wheelbase) driver cockpit, is there an x-direction regulation limit on the CoG ?
4) combining 2&3 above, doesn't the RB22 enjoy the 'possibility' for excellent rotation and balance in ANY corner type, provided the downforce is there to help the tyres grip ? (so far it's the SF26 that's looked the car that's doing it)
5) what is there in that white marked location ? it's getting air from the sidepod inlet I'm almost sure, and had the air exit by the side of the engine cover in bahrain, which was closed off in Melbourne.

[Farnborough]

Observations from your engine photo:

--carat > side radiator layout
--low profile intake manifold which provides the necessary evacuation room beneath their intercooler
--low CoG (no centerline water coolers, only an empty aluminum air-air intercooler, itself mounted lower than the halo, facilitated by their intake manifold
--various air tanks stored atop centerline influx duct--smart, as they only store air i.e. they're empty
--all water cooling is low at the sides of the monocoque--not only providing a lower water cooler mass but it also places the total water cooler mass much further forward than cars relying on centerline watercooling

These new regs gave them the opportunity to empty out the space above the engine and transmission, and they took it. Now its just a few empty thin-wall CF & Alu vessels up there.

Hoping that I have understood the layout as you describe it, with the floating IC, in the below pic with markings; I have a few more Qs :

1) unable to see where the IM is, how flat and thin is it ?
2) looking at how they have put the engine 'in the 'basement' ; is there no lower limit on the z location of CoG in the regulations, that controls this choice ?
3) the large water coolers (with non negligible weight) are flanking the battery ; plus the fact that the RB22 has the most 'forward sitting' (w.r.t wheelbase) driver cockpit, is there an x-direction regulation limit on the CoG ?
4) combining 2&3 above, doesn't the RB22 enjoy the 'possibility' for excellent rotation and balance in ANY corner type, provided the downforce is there to help the tyres grip ? (so far it's the SF26 that's looked the car that's doing it)
5) what is there in that white marked location ? it's getting air from the sidepod inlet I'm almost sure, and had the air exit by the side of the engine cover in bahrain, which was closed off in Melbourne.

https://i.ibb.co/0RXGYNzv/RB22-floating ... layout.png

This has not changed significantly, even from last era.

They are astonishingly low as typical of this whole V6 era design concept. Its not an exaggeration to say that the cylinder heads are effectively below the wheel spindle height .... as can be seen here if you draw an extrapolated line between these two components/points of reference.

If you see these structures when dismantled or part way through build (yes I have ) you can make better interpretation of layout and relative distribution. The primary limit for lowering the PU has generally been clutch diameter and resulting proximity to track surface. That and crankshaft assembly, plus oil scavenging topography.