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It was only natural that in trying to sell his 'young' and 'vibrant' product to the world, Red Bull boss, Dietrich Mateschitz would make use of sport, and Formula One, the most vibrant and glamorous of sports - not to mention global - was the obvious choice for the Austrian.
Originally the company sponsored drivers, most notably fellow-Austrians, Gerhard Berger and Karl Wendlinger.
Then in 1995, Mateschitz bought a majority shareholding in Sauber, whilst also moving into other areas of motorsport, including Formula 3000, German Formula 3 and BMW Formula ADAC.
The relationship between Mateschitz and Sauber came to a messy end, when the Austrian opposed the Swiss team boss' signing of a youngster who had taken part in just 23 single-seater races... Kimi Raikkonen. To be fair, Mateschitz wasn't the only sceptic, indeed, FIA President, Max Mosley, insisted that the young Finn be given a provisional licence, such was the feeling in F1 that Raikkonen was too inexperienced to be racing at such a level.
Mateschitz sold his shares in Sauber and almost immediately began looking for his own team, taking time out to get involved in the IRL, courtesy of Eddie Cheever's race team.
When, in late 2004, Ford announced that it was pulling out of F1, it seemed obvious that Red Bull would snap up the British team, but Mateschitz opted to play 'hard ball', leaving the purchase until the last possible moment.
On Monday November 15, just days before the 2005 entry deadline, Ford confirmed that Red Bull had bought Jaguar Racing, while Kevin Kalkhoven and Gerald Forsythe, co-owners of the Champ Car World Series and heads of the PKV and Forsythe Championship Racing Champ Car teams, respectively, had bought Cosworth.
It wasn't long before the new Austrian owner was making his presence felt at Milton Keynes, with Tony Purnell and David Pitchforth being dumped in favour of Arden International boss Christian Horner, just days after the Christmas Party.
David Coulthard had already been recruited as number one driver, but the team seemed unable to decide on who should support him. Mateschitz favoured, fellow-Austrian, Christian Klien, however, F3000 Champion, Tonio Liuzzi, who had won his title with Arden, courtesy of Red Bull sponsorship, was also in the frame. Throw into the mix Scott Speed, a product of the (over?) ambitious Red Bull Driver Search Programme, designed to discover American F1 talent, and it was soon a case of too many drivers for too few seats. But more of that later.
Red Bull would have you believe that it is all about fun, fun, fun, but the reality is that like any other business it is out to make money, and part of that process is world domination, at least as far as its particular product is concerned.
Red Bull has targeted a particular consumer group, and for the time being, Formula One, along with other adventure sports, is the best way to attract that group's attention.
Anyone who has any doubts as to how ruthless Red Bull can be when it comes to business only has to look at the way Purnell and Pitchforth were dumped, much of this down to Dietrich Mateschitz' 'personal rottweiler', Helmut Marko.
Make no mistake, at a time when Max Mosley et al are questioning the motives of the manufacturers, Red Bull is only in F1 for as long as it suits it, for as long as the sport can help it sell its product to new markets. After that it will be a case of 'auf wiedersehen', for both Red Bull and Toro Rosso. Mateschitz is a good friend of both Mosley and Ecclestone, it suits all of them - for now - that Red Bull is in F1.
As for 2005, it all began well enough, as the Milton Keynes based outfit benefited from the Jaguar Racing inheritance. However, as the season progressed, the team didn't.
The choice of David Coulthard was inspired, though Pitchforth and Purnell had already done much of the groundwork before their firing - indeed Mateschitz had previously said that the Scot was "not an option". As it happened however, DC was given a new lease of life, and responded in style.
The situation on the other side of the garage however, was, frankly, ludicrous, with the team unable to decide on Christian Klien or Tonio Liuzzi, the end result being that nobody benefited, not least the 'hot shot' Italian.
Ahead of the 2006 season, Red Bull stunned the paddock with two major signings, design guru Adrian Newey leaving McLaren for the Austrian owned team, followed, shortly afterwards, by the Woking team's chief aerodynamicist, Peter Prodromou.
Neither would have any input in the RBR2, the team's first self-penned car, other than a few tweaks as the season developed. That said, just weeks before the start of the season Pitpass heard that all was not well within the team and that Newey might have to introduce the RBR3 earlier than planned.
Although the season got off to a good start, by the end of the year it was going through the motions, desperate for the new year, which meant new (Renault) engines and a Newey chassis.
Red Bull's lack of form wasn't helped by the fact that the team had punched well above its weight the previous season, helped by some stirring performances from Coulthard.
In addition to the RB2 not working well with the Ferrari V8 - when has any team other that Ferrari enjoyed success with Ferrari engines? - the Milton Keynes outfit fell victim to a problem of its own creation, having sided with the Italian team regarding the reintroduction of in-race tyre stops, a move which really only suited one team.
Although locked in to a two-year deal with Maranello, Red Bull was already looking at an alternative, and in much the same way as it sees fit to juggle drivers, chose to negotiate a deal which would see the Italian powerplants dumped on Toro Rosso, while Newey's RB3 would be fitted with the championship winning Renault unit.
For Red Bull, 2006 was about limiting the damage and trying to get through the season as best it could, in the firm hope that - thanks to Newey and Renault - salvation was at hand in 2007.
The season highlight - in a year of absolute lows - was Coulthard's inspired performance at Monaco, the Scot giving the Austrian team its first podium.
It was to be expected that the team would not get through a whole season without at least one episode of musical chairs, and therefore it came as no surprise when Christian Klien was dumped with three races remaining, Robert Doornbos being promoted from test driver to a full race seat for the second successive season.
For 2007, Coulthard was joined by Mark Webber, giving the 'yoof orientated' outfit one of the oldest line-ups on the grid.
In addition to Coulthard and Webber, Red Bull pulled off a major coup in securing an engine deal with Renault. Therefore, the first all-Adrian Newey car would have the benefit of a championship winning engine, seemingly the perfect combination.
It was on the way back from one of the first major tests of the year that Newey realised there was a calibration problem with the team's windtunnel, a problem that was to set the team back by more than a month. Nonetheless, Newey persisted, being the driving force behind the Milton Keynes outfit throughout the year, pushing his design team and engineers constantly, thinking two or three races ahead.
The key problem for Red Bull in 2007 was reliability, or rather the lack of it. The main problem was the transmission, but there were also retirements due to the brakes, hydraulics, driveshaft and differential. It comes as no surprise that the RB3 was one of the most unreliable cars out there, completing only 74% of the season's race laps.
Newey was both baffled and frustrated by the failures: "We've had a lot of reoccurring problems," he said, "which is always the thing in F1 which is not excusable. Problems do happen, but the golden rule is making sure they don't happen again, and we didn't achieve that. Is it manufacturing, quality control or packaging? Tick all the boxes really".
Whereas the Austrian team should have been capable of mixing it with the midfield group, with Williams and Renault, it struggled, scoring just 6 points in the first 9 races. Both drivers profited from the freak race in Germany, giving the team it's only double points finish, indeed, one of only four double finishes, of the entire season.
There was a late-season improvement following the test at Jerez, which saw points scored in three successive races, but it was too little too late. Coulthard finished the season in tenth place in the Drivers' Championship with 14 points, while Webber finished twelfth on ten. In the Constructors' Championship, the team finished fifth, an improvement on 2006, but, in all honesty, not where the Austrian outfit expected to be and not where it ought to be considering its budget.
For 2008, Coulthard and Webber were both retained, with Swiss newcomer Sebastien Buemi recruited as test driver. With several other key appointments, most notably Newey's former colleague Geoff Willis, it was widely expected the team would make a serious step forward.
Ahead of the season our sources at Milton Keynes assured us that the team was confident it had sorted many of its reliability issues, including the gearbox, a particular worry in 2008 considering the new four-race rule.
As it happens, reliability was much improved, with the RB4 only failing to finish eight times over the course of the season, only twice due a genuine technical problem. However, despite a strong start to the year the Milton Keynes outfit lost ground in the latter stages, ironically finding itself totally overshadowed by its 'sister' team.
While the RB4 looked much like its predecessor, appearances were deceptive, most notably courtesy of an all-new gearbox.
The RB3 had a long wheelbase but the RB4's was even longer, allowing the team to move the weight distribution forwards. Indeed, in this department the Austrian team had the edge over its rivals for it meant better aerodynamic efficiency. That said, the downside meant the car was not impressive in slow corners where it struggled for traction.
While Singapore was the team's first mechanical retirement of the season, the oil leak in Germany not really counting, it should not be forgotten that the team suffered a number of suspension failures, most notably in Australia after Coulthard made contact with Massa. There was another failure in Malaysia when the wishbones disintegrated after Coulthard hit a kerb, the team subsequently admitting that it was slow to react to an obvious problem.
The other problem for the Milton Keynes team was the Renault powerplant, which lost more and more ground to its rivals as the season progressed. With Toro Rosso using the same chassis, albeit with a totally different set-up and different braking systems, the Renault's power deficit was notable when compared to the Ferrari.
By and large it was a poor season for Coulthard who had more than his fair share of incidents over the course of the year, even what was to be his final Grand Prix ended at the first corner. However, a typically mature performance in Canada saw the Scotsman finish third, giving the team its best result of the season.
The first half of the season was good for Webber, who scored points in seven of the first nine races. However, as the team lost ground in the latter stages of the season, the Australian had to battle for whatever scraps he could find.
The raft of new regulations for 2009 were a godsend for Adrian Newey, who was finally able to make his mark at Milton Keynes. For a start off the RB5 looked good, Newey demonstrating that the new breed of F1 car didn't have to be ugly.
However, looks aside, the RB5 was radical, not least in terms of returning to pull-rod rear suspension. Newey interpreted the new rules brilliantly, lowering the centre of gravity and using the profiled upper wishbone to add extra downforce. In short, the RB5 was a masterpiece, however, Newey has missed out on one little trick… the double diffuser.
That said, in the opening part of the season, the RB5 gave the Brawn a run for its money, and once the double diffuser was given the all-clear by the FIA, and the Milton Keynes outfit was successfully running its own version, it was the Austrian car that led the way.
For the new season, Webber was joined by German hot-shot Sebastian Vettel, giving the team one of the most dynamic line-ups on the grid.
While both drivers finished well outside the points in Australia, a few weeks later in China the team claimed its first pole position and went on to score its first victory, indeed, it was a 1-2 with Vettel leading his Australian teammate home.
The double diffuser was introduced in time for Monaco but made no real impression. Indeed, despite the lack of time and resources in the weeks that followed the team was forced having to make all manner of changes to the car in order to get the best out of the new package. Consequently, by the time of the British Grand Prix the car was effectively the RB5B.
The fast flowing corners of the Northamptonshire track perfectly suited the Red Bull and it came as no surprise to see the team take another 1-2. A couple of weeks later the Milton Keynes outfit score another 1-2 this time Mark Webber doing the honours.
By this stage in the season Brawn was clearly suffering, the Brackley car proving uncompetitive in the cooler conditions. However, it wasn't all plain sailing for Red Bull, other than being hard on their tyres both drivers suffered more than their fair share of engine problems. Indeed, by the time of the Belgian GP Vettel had used his allocation of new units forcing his team into a 'mix and match' situation.
With an eye of the engine situation - Webber had used up his allocation by Brazil - the team had to resort to limiting its track time, though both drivers handled the situation admirably.
In the closing stages both drivers were in with a shout of claiming the title but a poor weekend in Italy ended all hopes for Webber while Vettel's challenge lasted just a few weeks longer.
The season ended with Red Bull second in the Constructors' Championship, 19 points down on Brawn, but with 6 wins, 5 poles and 6 fastest laps. Not a bad haul when you think about.
Other than Brawn's early advantage, mainly courtesy of the double diffuser, it was poor reliability and the odd mistake that was to cost the Milton Keynes outfit the hope of robbing its Brackley rival of its fairytale result.
In 2009, Red Bull moved up from midfield to the big league, they not only did it in style they looked as though they belonged there. Webber and Vettel remain with the team for the new season while, to the surprise of many, the Austrian outfit has also opted to remain with Renault.
It will be interesting to see if Newey and his boys can take up where they left off.
Statistics - At the end of the 2009 season
Drivers' Titles: 0
Constructors' Titles: 0
Seasons in F1: 5
Grand Prix: 88
Wins: 6
Points: 256.5
Poles: 5
Fastest Laps: 6
Best result in 2009: 1st (6 times)
Best qualifying 2009: Pole (5 times)
Worst qualifying 2009: 20th (Japan)
2009: Webber out-qualified Vettel 2 times
2009: Vettel out-qualified Webber 15 times
2009: Completed 1763 out of 1976 laps (89.2%)
2009: Finished 29 times from 34 starts (85.3%)
Management
Chairman: Dietrich Mateschitz
Team Principal: Christian Horner
Chief Technical Officer: Adrian Newey
Technical Director: Geoff Willis
Chief Designer: Rob Marshall
Head of Vehicle Performance: Mark Ellis
Head of Aerodynamcs: Peter Prodromou
Technical Director Engines: Rob White
Head of Car Engineering: Paul Monaghan
Race Team Manager: Jonathan Wheatley
Race Team Coordinator: Gerrard O'Reilly
Test Team Manager: Tony Burrows
Performance Engineer Car No 14: Ben Ferrey
Engine Engineer Car No 14: Ciaron Pilbeam
Race Engineer Car No 15: Tim Malyon
Engine Engineer Car No 15: Guillaume Rocquelin
Head of Marketing Operations: Dominik Mitsch
Business Development Manager & Sponsorship: Cameron Maultby
Business Development Manager: Steve Nevey
Team Press Officers: Britta Roeske and Kate Tweedle
Technical Specifications
Red Bull RB6
Chassis: Composite monocoque structure, designed and built in-house, carrying the Renault V8 engine as fully stressed member
Transmission: Seven-speed gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation. AP Racing clutch
Wheels: OZ Racing, Front: 12.0in x 13in diam, Rear: 13.7in x 13in diam.
Tyres: Bridgestone
Suspension Front: Aluminium alloy uprights, carbon-composite double wishbone with springs and anti-roll bar, Multimatic dampers
Suspension Rear: Aluminium alloy uprights, carbon-composite double wishbone with springs and anti-roll bar, Multimatic dampers
Brakes: Brembo calipers, Brembo carbon discs and pads
Electronics: FIA (MESL) standard control unit
Fuel: Total Group
Renault RS27-2010 Engine
Number of cylinders: 8
Capacity: 2400cc
Max rpm: 18,000rpm
Number of valves: 32
Vee angle: 90 degrees
Power output: Not disclosed
Engine construction: Cylinder block in cast aluminium
Engine management:
FIA (MESL) standard control unit TAG310B
Oil: Total Group
Weight: FIA minimum weight of 95kg
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