The Renault F1 Team Preview of the 2006 British GP.
Fernando Alonso
Fernando, you tested at Silverstone in April and
many drivers commented that the circuit was very different.
Can you explain why?
FA: The circuit is certainly very different now with the V8
engines, to how it was last year with the V10. We have a lot
of high-speed corners at Silverstone, and even though this
year's cars have less power, there is more grip thanks to
the softer tyres. That means we are much quicker in the corners,
and a lot of the first part of the lap is now nearly flat
out. Certainly, this is the biggest difference we have felt
so far between the V8 and V10 engines.
What does that change for you as drivers?
FA: First of all, it makes the circuit tougher physically
– with so many high-speed corners, and quite a bumpy
track surface, Silverstone is difficult for the drivers to
cope with. Then, of course, it is a question of fun. It is
always a nice feeling to be attacking high-speed corners and
be right on the limit…
Silverstone is one of the ‘classic' races on
the Formula 1 calendar. Does it have a special atmosphere?
FA: For sure. The British fans have a special feeling for
Formula 1 – not just passion, but very deep knowledge
as well. That means there is a good relationship with the
crowd at this circuit, and then of course, this is a little
bit of a home race for us as well. The factory in Enstone
is only half an hour away from the circuit, and all the people
from the factory come to the circuit over the weekend to watch
the race. So we know we are putting on the show for our team-mates
as well, and that makes it fun to race there.
In recent races, we have seen the balance of power
between the leading teams swing back and forth according to
which tyre manufacturer had the upper hand. Will this be a
‘Michelin' track?
FA: The Michelin tyres were very good when we tested in Silverstone
a couple of months ago, and I am very confident that they
will be strongest this weekend. But we have to run, to wait
and see the conditions, before we make too many predictions.
At the last races, we have seen the balance of power shift
between the first day of practice and the race itself, so
we will have to see how the track evolves, and what the tyre
performance is like on Sunday afternoon.
What about the car set-up at Silverstone: what do
you need?
FA: You need the car to have a little bit of everything –
good aerodynamic grip for the quick corners and a stable handling
balance, good ride to cope with the bumps, and good mechanical
grip for the slow section at the end of the lap. We basically
have two circuits at Silverstone: a quick one in the first
half, then lots of slow-speed corners in the second part of
the lap. But it's a track that separates the good cars from
the bad ones.
You have taken victories in the last two races: can
you make it three in a row?
FA: I am feeling very confident ahead of this race. We had
a good test at Silverstone and we know that the characteristics
of the circuit are good for the R26, so there is no reason
to think we won't be fighting at the front. There is no point
making big predictions, saying we will definitely win. Ferrari
will be very strong, McLaren maybe as well if they can maintain
their speed from Monaco. It will not be an easy weekend, but
I certainly think we can be fighting for the win.
Giancarlo Fisichella
Giancarlo, you are third in the world championship
as we arrive at the eighth race of the season. What is your
verdict on the season so far?
GF: I think it has been a good start to the season, and I
am in a much stronger position than at the same time last
year. When I have a clean race, without problems, then I finish
on the podium. And even when incidents like we had in Monaco
mean I have to start down the field, I am driving aggressively
and making up positions – I overtook five cars on the
track in Monte Carlo! I am driving better than ever, and it
is great to be arriving at Silverstone, one of my favourite
circuits in the whole season.
Silverstone is a legendary circuit in Formula 1 –
is it one you enjoy?
GF: Silverstone is a fantastic circuit. It is very important
to do well there: we have all the people from Enstone watching
us, so that makes the weekend even more important. I really
enjoy racing there: the high-speed corners in the first sector
especially are very exciting for the drivers. This is definitely
one of the special races of the season.
Tell us about the circuit with the R26…
GF: It felt really good in the test a few weeks ago. The difference
this year is in the corners, because we are doing maybe 15
or 20 kph more on the entry than in 2005. So there are some
places on the track, like Turn 1 at Copse, where we are doing
280 kph as we turn in. That's pretty quick!
What do you need to be quick in Silverstone?
GF: It is a track where you need efficient aerodynamics, and
a car that has a stable balance so you can carry speed through
the quick corners. You need to feel really confident with
the car to attack properly, and the R26 lets us do that. Once
you have the confidence, then you can put the car on the limit,
keep the momentum in the first part of the lap and do some
good lap-times.
Monaco was a difficult race for you. Are you optimistic
that you can have a strong race this weekend?
GF: I was quickest there when we tested in April so for sure,
I expect to be right up at the front of the field. I think
this is one of the circuits for our package. Ferrari will
be the main competitors, I think, and probably very close
in terms of performance. But I think we have the performance
to win the race this weekend.
Denis Chevrier, Head of Trackside Engine Operations
Denis, Renault has a special relationship with Silverstone,
having made its F1 debut here in 1977. Is it a special race
for the team?
DC: Absolutely, this is always one of the big races of the
year. Historically, this has been a key race in July, right
in the heart of the decisive part of the championship. Unusually
this year, we are going there a little earlier, but the championship
is quite delicately poised at the moment.
In the 1990s, you worked as race engineer to Nigel
Mansell among others, when he drove Renault-powered cars.
Silverstone must have some special memories for you…
DC: Yes, I have some wonderful memories from this circuit.
In 1991, for example, when Mansell stopped and brought Senna
back to the pits sat on his sidepod after winning the race.
Or in 1992, when Nigel was already comfortably on pole during
qualifying – but demanded another set of new tyres to
go out again, even though he knew nobody would beat his time.
He did it just for the fun of it, for the pure pleasure of
driving a Formula 1 car. And indeed, the incredible opening
laps of the race, when he built a three second lead over his
team-mate between Becketts and Woodcote on the opening lap.
There was an incredible connection between Nigel and his fans,
and that was his opportunity to perform in front of them,
to really show what he could do. They were fantastic years
at Silverstone.
Silverstone is also a circuit that has evolved significantly
over the years…
DC: It is a place that is always changing with the times,
always modernising. Back in the mid-80s, with the turbo engines,
this was a place that asked for real courage. Some of that
spirit was lost as they made changes, but we still had ‘landmark'
corners like Becketts that separated the great drivers from
the good. Now this year, some drivers will be taking corners
like Copse flat out with the V8 engines. That is going to
be impressive to watch, and in spirit, I think it makes Silverstone
much more like the circuit it used to be twenty years ago.
How demanding a circuit is this for the V8 engines?
DC: We now spend over 70% of the lap at full throttle, and
that's a big change compared to last year – one of the
biggest we have seen between the V8 and V10 engines. That
means there are a lot of high speed corners taken either flat
out, or at almost full throttle, which makes life tough for
the engines. It is a difficult circuit for the chassis too.
We run high downforce levels here and with the high speeds,
the car is under heavy loadings for much of the lap. Of course,
it's also a big challenge for the drivers. They need to maintain
their pace and rhythm during a long, demanding race.
What is your assessment of the championship position
after the first seven races?
DC: Renault is clearly in the position everybody else wants
to be. We have a lead in the championship and as each race
goes and we maintain it, the advantage swings towards us.
At the moment, every race is a pressure race for the people
trying to catch us.
So, are thoughts already turning to managing that
lead?
DC: Not at all – it would be suicidal to start racing
defensively at this stage of the year. We cannot be secure
with the position we are in at the moment, and we are still
pushing and taking risks. We will approach Silverstone like
every other race: pushing the limits of our performance, without
endangering our reliability. We need to seize every opportunity
that comes our way.
What do you believe has been the team's main strength
so far this year?
DC: To my mind, the key factor has been the versatility of
the R26 package. We have had one of the two quickest cars
at every circuit we have raced on so far this year, and that
consistency gives us the platform to achieve results. What's
more, we have had the performance at the right times, in the
strategic moments of the race. Silverstone is another race
where the ability to call on maximum performance at key moments
is likely to be crucial. I am sure we will see the race decided
by very close margins; that's the kind of race we enjoy.
Finally, what is the health of the two V8 engines
going into the Silverstone weekend?
DC: Giancarlo will be using a fresh engine, so there are no
issues for him. Fernando's engine completed the Monaco weekend
without any problems – and although Monaco poses some
unusual challenges, it is not a demanding circuit in terms
of pure engine performance. So Fernando's V8 is in good condition
for the weekend ahead. The next three races are all demanding
in terms of engine performance, and all the teams will need
a reliable specification capable of withstanding the rigours
of those races. We are confident that we have it in the RS26.
Silverstone Tech File
The demands of the Silverstone circuit for the cars and engines
has changed significantly with the advent of V8 engines in
2006. The first half of the circuit, all the way to turn 8,
now sees very little braking at all and the engines under
prolonged load. The second part of the circuit includes more
slow corners, and places a premium on a good low speed balance
and traction. Overall, Silverstone is a selective circuit,
that allows a strong, harmonious chassis-engine package to
shine.
Aerodynamics
Downforce levels at Silverstone are medium-high – almost
identical to Barcelona. The downforce is required for the
quick corners in the opening part of the lap, and the relatively
short straights and braking zones mean that any deficit in
straightline speed is unlikely to see competitors overtaking
you. The lack of heavy braking also means we run some of the
smallest brake ducts of the year to optimise aerodynamic performance.
Ride
The circuit is not particularly bumpy, so achieving good ride
is not usually a big problem. The exception to this is under
braking for turn 8, where the uneven surface can unsettle
the car. The drivers also tend to drift out onto the kerbs
exiting the quick corners in order to take the fastest line,
which can make the circuit seem bumpier than it is.
Suspension
We run the car with a forward mechanical balance at this circuit
– essentially, with a stiff front end and softer rear
end. The stiff front gives the car a good change of direction
in the high and slow speed corners, while the softer rear
end gives better grip under traction, exiting turns 9, 11
and 16 in particular.
Tyres
The numerous high-speed corners mean Silverstone is a demanding
circuit for the tyres, as they work hard over a lap. However,
the difference compared with a circuit such as Barcelona is
that none of the high-speed corners are particularly long.
In general, if temperatures are cool and tyres are graining
then the left-front will suffer in particular, while in higher
temperatures, the left rear will be the limiting tyre.
Ambient conditions
As a former airfield, Silverstone is inevitably exposed to
the wind – and this can have a big impact on car performance.
Gusting wind alters the aerodynamic balance of the car and
makes handling unpredictable, particularly in the high-speed
corners. The driver must be able to judge the direction and
strength of the wind, and adjust his driving accordingly.
Engine
The percentage of the lap spent at full throttle has climbed
significantly with the advent of the V8 engines – from
59% last year to 71% this. Silverstone is now one of the harder
circuits in terms of the demands it places on the engine,
which also needs to be responsive at high revs as the drivers
take the quick corners on either full or partial throttle.
However, by race 8, issues such as cooling are well under
control and, particularly after having already tested at the
circuit, will pose no problems.
Renault hits the 200 mark!
29 years after making its Formula 1 debut at the 1977 British
Grand Prix, when Jean-Pierre Jabouille qualified the famous
RS01 ‘yellow teapot' turbo car in 21st position before
retiring on lap 17 with, inevitably, a broken turbo, the Renault
F1 Team will this weekend start Renault's 200th Grand Prix
as a Formula 1 constructor, at the 2006 British Grand Prix.
2006 marks Renault's 14th season as an F1 constructor (1977
– 1985, 2002 – present) and in that time, the
company has scored 30 race wins, 47 pole positions, 24 fastest
laps and 1 Constructors' Championship. The company took just
one win at Silverstone during the turbo era, in 1983 with
Alain Prost at the wheel; it also took a single pole position,
with René Arnoux in 1981. Since 2002, its best finish
has been second position last year with Fernando Alonso, who
also took pole position.
However, the 200th GP start will not be Renault's 200th GP
participation. That came four weeks ago Barcelona, when Fernando
Alonso took a lights to flag victory in the Spanish Grand
Prix. However, both Renaults failed to qualify for the 1979
US GP West in Long Beach and, of course, failed to take the
start last year in Indianapolis at the ill-fated 2005 US GP.
As an engine manufacturer from 1989 – 1997, Renault
also established an illustrious heritage at Silverstone, taking
seven consecutive victories from 1991 to 1997, as an engine
supplier to Williams and Benetton, including home victories
for Nigel Mansell (1991, 1992), Damon Hill (1994) and Johnny
Herbert (1995).
Eye of the Tiger
The 2006 British Grand Prix will see the Renault F1 Team
debut the first of its 2006 artwork liveries – with
more to follow later in the year.
The livery has been designed by Taiwanese design studio ‘DEM
Inc.', run by the brothers Demos and Edward Chiang, which
also conceived the ‘Phoenix' motif that saw Fernando
Alonso to victory in the 2005 French Grand Prix.
The Tiger is one of four mystical guardian figures that,
in ancient Chinese tradition, accompanied the emperor on the
battlefield. It has been designed to convey the same protective
power on Fernando Alonso and Giancarlo Fisichella in their
challenge for victory this weekend.
The powerful eyes of the tiger are displayed on the front
and rear wings, while on the sidepods, the animal is portrayed
crouched, ready to pounce.
Alert to its constantly-changing surroundings, instinctively
using attack as the best form of defence, the tiger is the
perfect motif to symbolise the Renault F1 Team's challenge
at this weekend's British Grand Prix.
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