TRANSVERSE-MOUNTED BRAKE PADS
Last but not least, let’s take a look at the brakes. Red Bull uses discs, pads, and callipers provided by Italian experts Brembo (so do Mercedes and Ferrari). On the RB12, the front pads are transverse-mounted, which helps lower the car’s centre of gravity. Red Bull has had this setup since the 2007-spec RB3. While Ferrari and Haas have also gone for this solution, the other teams place the pads vertically, at the rear of the discs.
Brake cooling mainly works through convection. Fresh air is guided via a network of ducts towards the parts that need cooling: the carbon disc, the pads, the calliper, and even some electronic sensors. Thus, there are several carefully selected components to attend to, which explains the high number of holes visible on the third image above. What’s more, the Red Bull is equipped with a specific duct that sends air through a blown front wheel hub used for aerodynamic purposes (Ferrari, McLaren, Force India, Haas, and Toro Rosso use the same solution).
Featuring clever concepts and powered by a healthier Renault engine, the RB12 has proved to be a clear step forward from its 2015-spec predecessor. With Adrian Newey still involved, Red Bull has entrusted the design of its latest challenger to an in-house group of experts that have been in place for many years. These include chief engineering officer Rob Marshall, as well as chief engineers Dan Fallows (aerodynamics), Paul Monaghan (car engineering), and Pierre Waché (car performance).
Team principal Christian Horner recently said that Newey is playing a bigger part in the conception of Red Bull’s future charger, with the design guru enticed by the prospects of next year’s technical regulations. One will remember that the Milton Keynes-based outfit and its star engineer took advantage of the previous rules revolution in 2009 to lay the groundwork for four consecutive championship doubles from 2010-2013.