Red Bull RB17 v2.0 gets closer to the track

RB17 v2.0: exterior revisions

Adrian Newey left Red Bull for Aston Martin a year ago, yet he is still following the progress of his ultimate track car – the wild RB17 – at his former workplace. This is the RB17, v2.0. It certainly looks rapid, doesn’t it?

The most obvious alterations include hockey-stick-shaped LED headlights, lending the car a more recognisable ‘face’. Its cooling apertures have been more intricately sculpted, while the engine cover now carries an enormous sailfish-style fin.

In overall dimensions, the RB17 is marginally smaller than the original version, although its footprint remains comparable with that of a contemporary F1 car. It has also gained practical road-going features, including door mirrors and a windscreen wiper. Fancy your chances in the rain?

However, unless you can ‘read’ airflow like Mr Newey, understanding every adjustment may take some time. Have a proper look.

TopGear.com also spoke with Rob Gray, technical director at Red Bull Advanced Technologies (RBAT), about the RB17’s development. “Adrian’s allowed [to consult on the project], and he’s still interested in what’s going on," he said. "But to an extent we got what we needed from him, we know what he wanted the car to look like and he’s always on the end of the phone if we need him.” If next season’s Aston is rubbish, then, you will know what took his attention.

What illustrates Newey’s meticulous tinkering? “One of the last changes Adrian made was to move the exhaust onto the spine of the engine cover.” Blimey. That cannot have been straightforward – or inexpensive.

“Yes, that’s quite a big change” Rob agreed, “and led to a lot of work on the thermal side of things. To stop bits catching fire."

Cosworth V10 power and F1-inspired sound

That exhaust is set to produce a suitably ferocious howl. Mounted amidships is a 4.5-litre Cosworth V10 developed entirely for the RB17. It reaches 15,000rpm and produces 1,000bhp. An electric motor provides reverse, maintains torque through the supposedly millisecond-instant upshifts, and contributes a 200bhp electrical boost.

Its soundtrack, meanwhile, is pure late-1990s and early-2000s F1 nostalgia. The McLaren-Mercedes MP4/15 is Newey’s favourite F1 sound, so the tuned ten-into-one exhaust manifolds have been engineered to mimic its piercing note.

RB17 cockpit, testing and production

This is also the first view of the RB17 interior. It is entirely purposeful and has been designed to Le Mans prototype crash regulations, despite the RB17 not actually being eligible to race. Rob says this felt like sensible “duty of care”, and it is hard to disagree when the car is expected to let ordinary drivers achieve lap times good enough to put Max Verstappen on pole position.

The positioning of the buttons, as well as sightlines, is still being refined using a buck at the RBAT factory. Rob explained that haptic controls and touchscreens have not even entered consideration: every function will use clear, physical controls that are easy to operate – even while experiencing 5G generated by 1,700kg of fan-assisted downforce. After all, F1 cars do not tend to feature touchscreens or capacitive buttons, do they?

Rob also notes that, unlike Newey’s earlier enclosed-car design for Aston Martin, the RB17 has front-hinged butterfly doors rather than gullwing doors pivoting from the roof. That makes entry and exit easier, as occupants can stand on the seat before lowering themselves inside. Wheeeee!

Construction of the first RB17 is now under way, although extensive mileage testing has already been completed in the F1 simulator and with assorted components pushed hard on dynos.

It will probably be seen this summer completing eargasm-inducing test laps at several F1 grands prix. Full-scale production in Britain of the first of the 50 customer cars is due to begin next spring.

Better start strengthening that neck…