Preview, 2007 Japanese GP
The ING Renault F1 Team previews round fifteen of
the 2007 Formula 1 World Championship.
Heikki Kovalainen: "Looking forward to a strong
race in Japan"
Heikki, the car looked pretty quick in Spa, you scored
points for the sixth race in a row – and yet you came
away disappointed. Why?
Simply because the car was clearly quicker than we managed
to show in the race. I fought for every lap and didn't miss
any opportunities, but we could have done better than eighth.
But there were positives to take the from the weekend, primarily
that our pure pace seemed to have improved. That's why I'm
feeling optimistic for the final three races, and particularly
Japan, which is a new circuit for most of the drivers.
You will not be racing in Suzuka, which was a favourite
of the drivers, but at Fuji. Are you disappointed?
No, times change, Formula 1 changes, and that's part of life.
Like Monza and Spa, Suzuka was a really challenging circuit,
for the drivers and the car. This year's race, though, is
at Fuji, which is a track I already know a little bit about
after doing a promotional event for our partners here last
year. I think it will make for good racing, which will be
good for all the Japanese supporters, who are always really
enthusiastic about Formula 1!
You are quite well-known in Japan, with some loyal
supporters who have been following you for several years…
Yes, it's amazing. The Japanese fans are without a doubt the
best of the whole season: very enthusiastic, always kind,
and they will wait for hours to see you at the hotel or the
circuit. Even last year when I wasn't a race driver, I was
amazed by how many people recognised me or stopped me for
autographs. It really puts you in a good mood, and makes you
want to race well for them.
What can you tell us about the circuit, as you are
one of the few people to have driven here…
The circuit includes a long straight of around 1.5 km, and
I think that the aero level will be a very important thing
to calculate well. There are also some sequences of medium-
and slow-speed corners, particularly the last five corners
which are all in second gear. So we will be working hard to
find the right aero compromise, and also to get good mechanical
grip in the slow sections. In terms of overtaking opportunities,
turn 1 is probably the most obvious one, with a lot of passing.
I am really looking forward to racing there!
Giancarlo Fisichella: "A new circuit with new
challenges"
Giancarlo, you seemed out of luck in Belgium –
an engine change and retirement first lap retirement…
There isn't much to say about the weekend to be honest. It
was a complicated weekend, and it was made more frustrating
by the fact that the car was working well. My concentration
is now on the final three races, where I am looking to have
some good battles and score more points.
The Japanese Grand Prix has moved to Fuji –
are you looking forward to racing on this new circuit?
Yes, I think it is always interesting for the teams and drivers
when you go to a new place, and a new circuit. It breaks up
the routine from year to year when things change around. And
for the drivers and also the engineers, I think it makes our
job a bit more interesting. To be honest, this isn't my first
time in Fuji because I raced there back in 1993 in F3 –
but the circuit has changed a lot since then. That means I
will have plenty of work to do learning the track.
How do you approach a race at a track you have never
driven before?
We have our traditional circuit walk with the engineers early
in the weekend, where we talk about the driving line, the
braking points and the gear ratios. After that, the best thing
is to do a few laps on a motorbike or scooter to get some
visual reference points and try to understand the flow of
the circuit. That will be what I focus on at the start of
the week.
Is the Japanese Grand Prix a race you enjoy?
Yes, I really do. Japan is a country I like in general, and
I have always had a fun time racing here. I have been on the
podium both times I have raced for Renault in Japan, and I
am hoping for another good race at Fuji this year.
Pat Symonds: "Aiming to finish the season on
a high"
Pat, what was your verdict on the weekend in Spa?
It was a pretty mixed bag to the honest. In terms of the car's
pure competitiveness, I think our situation was much like
in Turkey, where Heikki in particular showed that the car
was capable of leading the midfield pack. But Giancarlo's
chances in Belgium were compromised by an engine change, and
I don't think we gave Heikki the best strategy. We had anticipated
less severe tyre degradation than we experienced, and it meant
that the one-stop strategy didn't work out for him. So we
didn't really get a chance to show the car's full potential.
Looking ahead to Fuji, what preparations have you
made for this new circuit?
As always, the major part of our work has involved completing
detailed computer simulations. We have very good circuit maps,
and extremely accurate software, but there are still unknown
parameters to cope with: we don't know how the drivers can
use the kerbs, for example, and we don't have detailed information
about the grip level. This means we have to run many different
simulations, with different estimated values, in order to
be full prepared for every eventuality. But that basic homework
gives us a good feeling for what to expect.
What stands out about Fuji, following that preparation?
It is very clearly a circuit that follows the modern trend,
of slow corners and long straights. The 1.5 km long main straight
means we have to compromise our ideal downforce level in order
to ensure competitive top speeds, and that in turn makes the
car trickier for the drivers to handle elsewhere on the circuit.
I think that the very slow section at the end of the lap,
from turns 10 to 16, is also likely to be a critical sector
of the track in terms of lap-time. But we will need to wait
until first practice until we can get a complete understanding
of the circuit's challenges.
Will that mean more running than normal on Friday?
Yes, probably. We already do a lot of running on Friday because
we have unlimited engine mileage and a relatively generous
tyre allocation. And of course, there is an even bigger incentive
to run at a new track, to allow the drivers to learn their
lines – and to have more time to perfect the set-up.
What preparations have the drivers completed?
We will complete our usual circuit walk with the drivers and
engineers when we arrive, to get a detailed understanding
of the track. And I am sure that many drivers up and down
the pit-lane will have been practicing on simulators, varying
from a Playstation to the more sophisticated systems some
of the teams possess.
Looking at the championship battle, we have seen
some big swings from McLaren to Ferrari from race to race
recently. What can we expect in Fuji?
I don't think the pattern is quite as obvious as it has been
in some recent years, but I think that generally speaking,
Ferrari seem to have an advantage on circuits including a
lot of quicker corners – and McLaren seem very good
in the slow speed stuff. That means we have some interesting
races coming up: Brazil has very few high-speed corners, whereas
China is much more balanced. As for Fuji, we really don't
know at the moment. There is a very slow section at the end
of the lap, and only a couple of relatively high-speed corners.
But it is almost impossible to predict before running begins.
There has also been much talk about the rivalry between
the McLaren team-mates. What are your thoughts on it?
I think it is natural and normal, the way it should be. They
are competitive people, and they are both burning to win.
I have been immensely impressed with Lewis, but we may have
seen a little chink in his armour after Spa. As for Fernando,
we know how strong he is psychologically. I am looking forward
to seeing how their battle unfolds over the final races.
And what about Renault's prospects as you head for
the final leg of the season?
The midfield group has clearly closed up over the last few
races, which was to be expected, but I am confident that we
still have the performance to lead that group. While our championship
position is relatively comfortable, we cannot afford any slip-ups,
and especially if we have to deal with unpredictable conditions
which are a distinct possibility. This has not been our best
season, but the drivers and the team deserve great credit
for their undiminished commitment. We will be aiming to finish
on a high, with three strong, dynamic races.
Steve Nielsen: "The better you prepare, the better
you race"
Steve, the team and its equipment returned overnight
on Sunday from Spa. What has been happening since then?
Well, it was the start of a very busy few days at the factory!
The mechanics were off on Monday and Tuesday, and then back
at work building the cars to Fuji specification. Our truckies
began packing freight boxes on Tuesday, and the entire shipment
of air freight for the last three races departed the factory
late on Thursday. In total, Enstone and Viry sent just under
40 tonnes of air freight, and eight tonnes of equipment had
already been sent to Japan by sea freight. Then, the team
began travelling out to Japan on Saturday and Sunday in order
to begin setting up.
How much preparation is required for a new event,
from the logistical point of view?
There is a fair amount of work that has to be done. Our Roadshow
team did an event at Fuji late last year, which meant they
were able to photograph all of the offices, the garage space
and generally give us a good idea of what to expect. That
allows us to plan our garage installations, how we will set-up
our offices etc… And since then, our race team coordinator
Geoff Simmonds travelled to Japan about a month ago to catch
up with the circuit personnel and tick off any last details,
down to elements such as finding the nearest supermarkets
for the hospitality personnel.
So while you are visiting a new circuit, it won't
be a step into the unknown?
Far from it. We know what facilities will be at our disposal,
and how our equipment will be fitted into those spaces. So
the groundwork has been done, which should mean that there
are not too many surprises when we arrive on site. The better
your preparation, the smoother your race weekend will be.
Japanese GP Tech File
The new venue of the Japanese Grand Prix mixes very slow
corners with a long main straight designed to encourage overtaking
manoeuvres. This may well produce good racing, but Fuji is
unlikely to enter the pantheon of classic drivers' circuits.
Chassis
The new Fuji circuit is dominated by slow-speed corners,
so mechanical grip will be a critical factor. This is likely
to push the teams towards a relatively soft overall set-up,
much like in Bahrain for example, although achieving a good
change of direction will be important in the tight, slow-speed
sections, which may push teams towards a stiffer front end.
Traction will be a critical parameter, as cars performing
poorly on the exit of turn 16 will be vulnerable to overtaking
manoeuvres on the main straight, or into turn 1.
The circuit includes only two medium to high-speed corners,
at turn 3 and the long 180° right-hander of turns 4 and
5. The latter in particular is likely to see the cars suffering
from a high amount of understeer, which the drivers and engineers
will work to dial out through the weekend without compromising
the slow-speed performance.
In terms of downforce level, the circuit has re-designed
on the modern principle, which requires teams to sacrifice
lap-time (and downforce) in order to achieve competitive top
speeds on the straight to make up, or defend, position. As
such, the cars will be running lower-than-optimum wing settings
for the twistier sections, further emphasising the importance
of good mechanical performance.
The brakes will have a relatively easy time, with just two
major braking events, into turns 1 and 10 – and plenty
of time to cool in between. Ride is an unknown as yet: the
new track surface is likely to be smooth, but the extent to
which the kerbs can be used will only be seen on Friday morning.
In terms of tyre energies, the circuit is unlikely to be particularly
severe owing to the absence of high-speed corners; however,
rear tyre wear is likely to be an important parameter owing
to the heavy traction demands, and the penalty that excessive
wear will bring in terms of making a driver vulnerable to
overtaking. Bridgestone will make available the soft and medium
compounds from its 2007 range for this race.
Engine
Fuji is not expected to provide a particularly tough test
of the V8 engines, but the problems it poses are poles apart.
The long main straight will see the engines at full throttle
for over 17 seconds, providing a severe test for some of the
major moving parts. For most of the rest of the circuit, though,
good low-end performance will be critical and a torquey engine
will be an important asset in launching the cars out of the
low-speed corners towards the end of the lap. Smooth mapping
will also be important for maintaining car stability, as the
cars will often be downshifting while turning and braking
in the final part of the lap. Fuel consumption is expected
to be very close to the season average of 2.4kg per lap.
Magic Moments: 30 Years of Renault in F1
Renault at the Japanese GP
Fuji last appeared on the F1 calendar in 1977 and although
it was the debut season for Renault in F1, the French team
did not make the trip east. That means the company's F1 history
in Japan centres around one place: Suzuka.
The French manufacturer first raced at Suzuka in 1989, the
circuit having joined the F1 calendar in 1987 – one
year after the Renault turbo engine departed the sport. And
it was a successful debut, with the Williams-Renaults of Riccardo
Patrese and Thierry Boutsen finishing second and third respectively.
There no podiums in 1990, but Patrese claimed third place
in 1991 (while Mansell retired) before winning the event in
1992, after his already-crowned team-mate Mansell had claimed
pole. World Champion Alain Prost finished second from pole
in 1993, while in 1994 Damon Hill's Williams-Renault clinched
one of the Briton's best ever wins in the rain – and
took the title race to its infamous Adelaide showdown. The
following year saw Schumacher win from pole, while in 1996
it was Damon Hill's turn on the top step once again –
and the Briton memorably clinched the world title with that
drive. The following season, Renault power took Heinz-Harald
Frentzen to second place in the penultimate race of the year.
The era of the Renault F1 Team has seen considerable success
in Japan, and particularly in recent years. The team scored
points on every visit to Suzuka from 2002 to 2004, and in
the last two season has taken two double podium finishes.
In 2005, Giancarlo Fisichella headed home team-mate Fernando
Alonso, with the Renault boys finishing second and third;
last year, the Japanese round of the championship proved a
decisive turning point in the title race, when Ferrari's reliability
faltered to allow Fernando Alonso to claim a crucial win –
while team-mate Fisichella finished third.
In total, Renault power has taken 5 poles, 14 podium finishes
and 5 race wins in Japan, including one world championship
victory for Damon Hill in 1996.
Friday 28 September also marks the ten year anniversary of
Renault's 1-2-3-4 finish in the 1997 Luxembourg Grand Prix,
when the French manufacturer saw Villeneuve/Alesi/Frentzen/Berger
dominate the penultimate race of the V10 engine supply era.
Over at Red Bull Racing, with Fabrice Lom
Fabrice, Fuji is a brand new circuit on this year's
calendar. The Renault F1 Team did a Roadshow event there last
year… will Red Bull Racing benefit from that experience?
It's an important point. The rules of our partnership are
very clear, and it is only an engine partnership. The only
information from Renault F1 Team that is shared with Red Bull
Racing, concerns the engine itself. Of course, we can provide
advice and our opinions from what we saw during last year's
Roadshow at Fuji, but we cannot give any kind of information
about parameters such as downforce levels for example…
And we respect that agreement absolutely. On the engine side,
we know how the RS27 should behave and we are completely open
with our partner on this level.
Looking at your simulations and what you already know
of the circuit, will it be demanding for the engine?
Not particularly, no, and especially coming after Monza and
Spa. There is a very long straight of around 1.5km, but it
is preceded by a slow corner and the longest period spent
at full throttle is under 20 seconds – compared to 25
seconds in Spa. The predicted percentage of the lap at full
throttle is around 50%, which is below the annual average.
So that means we have no particular worries about engine reliability,
particularly because the track lies around 500m above sea
level, which makes life easier for the V8: the engine develops
less power, the loads on the pistons are reduced… But
that doesn't mean we won't be paying our usual attention to
reliability.
Formula 1 is returning to Fuji for the first time
in 30 years… Are you pleased?
Yes because it is always interesting to learn new circuits
and tackle new challenges. Suzuka may be a legendary circuit,
and I must confess that on a personal level, I have never
particularly enjoyed the surrounding area. So for me at least,
it will fun to see what Fuji is like!
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