Preview, 2007 Canadian GP
The ING Renault F1 Team previews round six of the 2007 Formula
1 World Championship.
Giancarlo Fisichella: "Montreal will show we're
back on form"
Giancarlo, you scored your best result of the season
so far in Montreal. Are you pleased that the team is making
progress?
Yes, it's important for me and for the team to see we are
going forward step by step, and that we are finding answers
to the problems we have suffered since the start of the season.
The team has worked night and day in the last weeks, and it
is a boost to everybody's determination to see the first rewards
on track. From my point of view, I am pleased to have put
in a good performance at Monaco, because it is a real driver's
circuit, and that shows I am performing well.
The next round is in Canada. Do you enjoy the race?
It's a fantastic race, in a great city. I have some very good
memories from this race, because I have been on the podium
four times! I hope to have another good race for me and the
team this year as well.
What will be your approach to this, the sixth Grand
Prix of the season?
The last test and race have given us some more confidence,
and I think we will perform well this weekend. Of course,
it's a street circuit, so it will be very slippery on Friday.
But as the weekend goes on and the cars put rubber down, the
grip levels will improve. When I start running, my focus will
be on finding the braking points, rediscovering the line and
keeping momentum through the chicanes, which is very important
for a good lap-time.
What are your expectations for the race?
I think that we can be optimistic. Things have improved for
us in the last weeks, the car balance is better, and the overall
grip is higher too. Both factories are working flat out to
improve the car even more, and all the members of the team
are pushing to the limit. They have done a fantastic job so
far. That hard work will definitely pay off, and I am confident
that in Montreal, we will show we're back on form.
Heikki Kovalainen: "Expecting a better weekend
in Montreal"
Heikki, you had a tough weekend in Monaco…
As I said at the time, there is not really much to take from
the weekend. I didn't have a chance to set a good time on
Thursday, and it got worse from there. I was doubly disappointed
because I know how hard the team has worked to give Giancarlo
and myself a more consistent and faster car. But that's in
the past now. I am focused on the Canadian Grand Prix, and
on continuing to improve my performance.
Canada is a new circuit for you. How did you prepare
for it?
In general, when I am preparing for a race on a circuit I
don't know, I try and get the onboard camera images from previous
seasons so I can see what the track looks like from the cockpit,
understand the racing line and work out things like braking
points, and which kerbs you can use. Then, on Thursday, I
do a lap of the circuit on foot with my engineers, and along
with the data from previous years, we do a kind of inspection,
talking about each corner. Then on Friday, we really get down
to work, and I can begin to see if my preparation has worked
out. I hope it pays off this weekend.
In technical terms, what factors do you have to take
into account?
Canada is all about finding a good compromise between top
speed, for which we use a low downforce package, and stability
under braking and through the chicanes, in which we need good
grip. There are some quite quick chicanes, in third and fourth
gears, and we worked on this area in particular at the Paul
Ricard test, as the circuit configuration we used included
corners of this type, so we could evaluate the car in the
right conditions.
The brakes are also used heavily in Montreal. Is
this something you pay special attention to?
Yes, absolutely. We have to get the brake cooling right, and
you often hear the engineers asking drivers to slow down to
look after the brakes, which can be a difficult situation
to manage in race conditions. We worked on this area as well
during testing, and the team will be paying special attention
to the brakes in the opening sessions to ensure we are in
a good situation for the race.
Alan Permane: "Within striking distance of the
teams in front"
Alan, the team scored its best result of the year
in Monaco. It must have been a satisfying moment?
The only answer to that is ‘yes and no'. Everybody in
the team has been working very hard over the past few months
to turn the situation around, and Monaco was the first sign
of that work bearing fruit on track. It has traditionally
been a good circuit for the team, and the improvements we
have made to the car showed their worth on Saturday and Sunday.
But although we finished fourth, we were a lap behind the
leaders. That shows there is a still a long way to go…
How much of the improved performance can be attributed
to the unusual nature of the circuit – and how much
represents a genuine step forward?
It is always difficult to separate out those two things. You
only need to look at the balance of power between McLaren
and Ferrari: after winning in Bahrain and Barcelona, Massa
finished over a minute behind Alonso in Monaco. So the circuit
certainly suits some cars better than others. We know that
it is traditionally a strong track for us, but our work in
testing before the race certainly gave us reason to feel optimistic
for the next races – not just Monaco.
Where do you think the team currently sits in the
order of competitiveness through the field?
I believe that on a more normal circuit, we will be within
striking distance of BMW. Until now, we have been racing with
one eye on our mirrors, looking out for the midfield pack
that includes Williams, Toyota and Red Bull. With the developments
we introduced in Monaco, and those we have planned for the
next races, I think we have given ourselves a cushion to that
midfield group – and added the performance that can
allow us to race aggressively against the cars in front.
Giancarlo had an almost flawless weekend in Monaco…
It's a circuit he loves, it rewards his natural talent and
he did a great job in Monaco. Right now, Giancarlo is driving
as well as I have ever seen him. Circumstances have been difficult,
but he has worked hard on getting the most out of the car,
pushed hard on every lap – and taken advantage of each
small performance gain. He is in a very confident frame of
mind, and the next two circuits are places where he has always
raced very strongly.
Heikki endured a more difficult weekend in the Principality.
Were there still positives for him to take from the experience?
It was a tough weekend mentally, because I think that it was
very hard for him to learn from the experience – he
got blocked in qualifying through no fault of his own, and
that basically dictated his result on Sunday. But Heikki has
already demonstrated this year that he is a tough character,
and that he bounces back quickly from disappointment. He is
still learning and still improving; his attitude has been
exemplary; and I think the developments we have put on the
car to improve its driveability, will help him to start showing
the level of performance we know he is capable of.
The team did not test in the week leading up to the
Canadian Grand Prix, so how did you go about your preparations?
In terms of track work, our basic set-up work and tyre testing
was completed at Paul Ricard before Monaco, running on a layout
designed to simulate the demands of Montreal. We competed
our aerodynamic preparation with an aero test ahead of the
Monaco race weekend, checking the low downforce wings and
their settings. At the factory, we have been crunching the
numbers in our set-up simulations, preparing the cars for
a demanding trip that will see them racing twice in the space
of a week, and also ensuring that car complies with the rules
clarification on rear wing flexibility that was published
after Monaco. We didn't have any worries on this front, but
you cannot afford to be caught out when you are racing so
far from home.
Montreal Tech File
Montreal's Circuit Gilles Villeneuve is a stop-start, temporary
circuit. The long straights mean plenty of heavy braking,
while numerous slow corners put the emphasis on strong traction
and good engine torque to launch the cars out of them. A competitive
car will give the drivers confidence to brake late, while
also looking after the rear tyres on a circuit where teams
will be running the softest of Bridgestone's 2007 compounds.
Aerodynamics: Montreal will see all teams debut a new ‘low
downforce' aerodynamic package. The circuit can be considered
as including no high-speed corners, as turn 5 is taken comfortably
at full throttle in fifth and sixth gears. The primary focus
for the aerodynamicists is therefore on minimising drag levels
in order to achieve competitive straightline speeds (with
a maximum over 320 kph), while the downforce will assist vehicle
stability under heavy braking, as well as in the slow-speed
chicanes. The low downforce levels mean the car feels light
to drive, and nervous under braking. This means the drivers
need to be more delicate with their steering inputs, and when
applying the brakes and throttle.
Suspension: The cars need a responsive change
of direction in the chicanes while maintaining good stability
under braking and traction out of the slow corners. Brake
locking must also be taken into consideration when tuning
the suspension, as excessive locking at front or rear will
cost lap-time.
Brakes: After Bahrain, Montreal is the most
demanding circuit of the year for the brakes. Overheating
is not the primary concern, as the discs and pads have ample
time to cool on the straights. However, the braking energies
are very high, with four braking events from over 300 kph
– and the other two from above 250 kph. Basic wear is
therefore our primary concern, and we monitor this in real
time during the race. We may ask the driver to adjust the
brake balance if wear levels become alarming at front or rear,
and some of our work in practice will focus on ensuring that
brake wear levels are under control on representative race
fuel loads.
Tyres: The temporary nature of the circuit
means that the circuit begins the weekend very ‘green'
and grip levels improve constantly throughout the weekend
– just like we see at similar venues such as Melbourne
or Monaco. The track surface is not particularly abrasive,
and the absence of high-speed corners means that tyre energies
are among the lowest of the season. Consequently, the teams
will be using the Soft and Super-soft compounds from Bridgestone's
2007 range.
Strategy: Traditionally, Montreal has been
a race at which strategies ranging from one to three stops
were possible – although a two-stop strategy is likely
to be the most competitive solution under the 2007 tyre regulations,
as it has been at every other circuit this year. The absence
of high-speed corners means the fuel effect (the time penalty
for carrying fuel weight) is relatively low at this circuit,
and combined with low fuel consumption (similar to Budapest),
this means there is relatively little penalty in qualifying
for carrying extra fuel. The low fuel effect also means that
a one-stop strategy is potentially competitive, but its effectiveness
in 2007 will depend on how well the super-soft tyre stands
up on race day.
Engine Performance: The engine is used in
a very stop-start fashion around the Montreal circuit, which
is essentially compromised of six extended full throttle bursts
separated by chicanes. The engine spends over 60% of the lap
at full throttle, which is not a particularly high percentage,
but the longest full throttle section last for 14s –
a more demanding value, that puts the circuit at the higher
end of the scale for engine severity. Our selection of final
drive ratio must take into account possible shifts in wind
direction down the back straight; should it be too short,
then we will spend too much time in the 19,000 rpm rev limiter
– and this will cost us lap-time. Cooling is not normally
a problem thanks to the long straights, but cut grass and
other debris are potential hazards. We monitor temperatures
closely, and debris can usually be removed at the pit-stops.
Over at Red Bull Racing…
Fabrice Lom, Principal Engineer, Red Bull Racing Trackside
Engine Support
Fabrice, Red Bull Racing performed strongly in Monaco,
although the cars failed to score points. What were your feelings
about the last race?
In theory, Monaco wasn't expected to suit the strengths of
the RB3, but the two cars were competitive as soon as they
started running. They both made it through to the top ten
in qualifying, although Coulthard was subsequently prevented
from taking part. In the race, the level of performance was
strong but one car retired, and the other finished outside
the points. Clearly, it was a missed opportunity for us. We
could have enjoyed a very good race, and we went home without
any points. It was a shame but since then, our focus has been
on Canada, where we hope to turn that trend around!
Canada is a completely different circuit to Monaco.
What demands does it place on the engine?
In Monaco, you almost want to be able to forget about the
engine – it needs to be unobtrusive, to allow the car
and driver to perform. Canada is completely different. The
engine has an important role to play, and can make a substantial
difference, even under the current regulations. That makes
it a much more interesting challenge for the engine team!
What strengths will the RS27 be able to count on
in Montreal?
We know that the Renault V8 is a strong engine, and we don't
have any particular worries about its reliability. Those are
two important assets but fuel consumption is also an important
factor at this type of circuit. We believe we are strong in
this domain too. The Red Bull Racing package has shown a good
level of performance over the last few races, both in the
race in Barcelona and qualifying in Monaco. The challenge
now is to deliver on that potential, and to run a strong race
in Canada. We have the potential to qualify in the top ten
as we have seen, and we now need to finish higher up!
Magic Moments: 30 Years of Renault in F1
The Canadian Grand Prix has never been a lucky race for the
Renault F1 Team, and history shows that Renault power has
never enjoyed its traditional success at Montreal's Circuit
Gilles Villeneuve. Since 1978, the company has scored just
four wins, twelve podiums and six pole positions. Incidentally,
Montreal is the only circuit where a Renault has ever competed
in the Canadian Grand Prix: although the 1977 event was held
at Mosport, Jean-Pierre Jabouille failed to qualify the RS01
for what would have been its fifth Grand Prix.
Renault at the Canadian Grand Prix
Renault turbo power raced in Montreal from 1978 until 1986
– yet it was until 1985 that the French manufacturer's
cars sat on pole position at the Circuit Gilles Villeneuve.
However, when they finally did, it was in style, with a Lotus-Renault
front row for Elio de Angelis on pole and Ayrton Senna alongside.
The race proved a disappointment though, with De Angelis managing
only P5 as Ferrari took a one-two.
Throughout the turbo years, the best result for Renault power
was a P2 finish by Eddie Cheever in 1983, when team-mate Alain
Prost, fighting for the world championship, could only manage
P5. The previous year, both Renaults had retired from the
ill-starred Grand Prix while running second and third, having
qualified in the same positions.
The V10 era, though, saw a change in fortunes. The first
win for the Renault V10 came in Montreal, heading a Williams-Renault
one-two, with Belgian Thierry Boutsen leading home Riccardo
Patrese in 1989. Another Renault victory was on the cards
in 1991, until Nigel Mansell retired on the final lap, but
Alain Prost set the record straight in 1993 with the 45th
win for a Renault engine – and number 48 for the Frenchman.
In 1995, an all-Renault front row saw Michael Schumacher's
Benetton take Renault's 100th pole position ahead of Damon
Hill, while the following year, an all-Renault front row of
Hill and Villeneuve was transformed into a Renault one-two-three
with Hill, Villeneuve and Alesi on the podium.
Since 2002, however, the ill-fortune seemed to have returned
– although the Renault cars invariably performed well
on the stop-start Circuit Gilles Villeneuve. Fernando Alonso
set fastest lap in 2003, but finished a place away from the
podium. In 2004, the cars looked strong – but both retired
with driveshaft failures. In 2005, Giancarlo Fisichella and
Fernando Alonso both retired while leading the race, and it
wasn't until 2006 that Fernando Alonso took a Renault victory
– after the team's cars locked out the front row. It
was win number 32 for a Renault chassis, and number 112 for
a Renault engine in Formula 1.
On this day in history… 10 June
Twelve years ago on 12 June 1995, Michael Schumacher took
the 100th pole position for a Renault engine in Formula 1.
His Benetton-Renault lined up with Damon Hill's Williams-Renault
alongside, making the front row an all-Renault affair. Twelve
months ago, on the other hand, the teams were in action at
Silverstone for the 2006 British Grand Prix, where Fernando
Alonso put his Renault on pole position: number 163 for a
Renault engine, and number 49 for a Renault chassis in Formula
1.
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