Preview, 2007 Italian GP - 3 SEP 2007
The ING Renault F1 Team previews round thirteen of
the 2007 Formula 1 World Championship.
Heikki Kovalainen: "Monza is demanding…
and fun because of it!"
You put in a strong drive in Turkey…
Yes, it was. We did a very good job all weekend with the team,
and it paid off because we brought home three points. Of course,
we all want to be capable of more, but it was important to
get the maximum out of the car at the last race. We managed
to do it, so that's a genuine reason to be pleased. It was
a good race for me, chasing down Lewis in the final laps,
and hopefully I can keep up the momentum in Italy.
Monza is a very unusual circuit. Do you enjoy driving
here?
I think it is a very exciting race, because of the layout
and also the atmosphere. This is a special weekend in the
F1 season. The circuit is very fast, you run very light downforce
and the drivers need to maintain total concentration throughout.
You often see quite dramatic races here as well, and the Ferrari
supporters will be out in force this weekend to cheer on their
team. Our goal will be to put on a strong performance for
the fans who are supporting us out in the stands too.
What is the impact of the low downforce levels?
It is very demanding for the drivers and the teams. The car
feels very "light" to drive, and slides very easily
in the corners. Lesmo 1 and Lesmo 2 are particularly tricky,
because you take them in 4th gear at high speed and when the
tyres are already a bit worn, like in race conditions, it
is very difficult to control the car. Those are the unique
challenges Monza offers.
What will be the keys to a strong performance?
Monza is a high-speed circuit, and it goes without saying
that good top speed is essential. But I think it will be even
more important to concentrate on the corner exit, so we can
put the power down as soon as possible without sliding and
losing time… We looked at these areas during the test
and collected lots of data, which we will use to build our
programme for Friday practice. We want to show once again
that we are making progress, just like we did in Istanbul.
Giancarlo Fisichella: "I can't wait to race
at home in Italy!"
Giancarlo, Turkey was a tough race – but you
still pushed all the way to the flag…
I really lost out in the incident at the first corner. I could
easily have scored points, and that makes it all the more
frustrating to finish in 9th position. But you have to put
that behind you and look forward. There are still five races
to go, and each one will be important for the team and myself.
We are totally focused on the Italian Grand Prix this weekend,
which will be a very special race for me.
What does it mean to compete in your home race?
It means even more because this is the only race in Italy
this season, because we haven't been to Imola! I have always
enjoyed racing at Monza, ever since I won here in Formula
3. I got on the podium in 2005 as well, the first Italian
to do that since Alboreto. It is a challenging circuit for
the drivers, and I have some good memories, so I am looking
forward to seeing what we can do this year.
Does competing in your home race bring extra pressure?
Not really, in actual fact I would say it's the opposite because
it pushes you to give even more effort because you are racing
in front of your people, with friends and family watching
on too!
How will the R27 perform this weekend?
We have been working hard to ensure the car can be competitive.
Our test last week was spent preparing for the race, even
though bad weather on Thursday restricted our running. Like
the other teams, we have a specific, new aerodynamic package
for this race, which is adapted to the specific demands of
the circuit. We know that our engine is strong too, but even
though we have tested here recently, it will still be important
to make good use of practice to fine-tune the car, and find
the right compromise for qualifying and the race.
Rob White: "The toughest test of the year for
the engine"
Rob, we are approaching the end of the first season
of engine homologation. Has it been a success?
The principle of homologation was introduced to reduce the
cost of engine development. While development on the minor
parts outside the homologated perimeter of the engine can
still yield performance gains, they are not big. And while
it would be possible to continue spending on engine development
in search of ever-smaller gains, we have not done this at
Renault. The development activity associated with short-term
performance gain has been reduced, and we have made substantial
savings. So in terms of achieving cost savings with no negative
impact on the show, I think the rules must be judged a success.
But I do not think the 2007 rules are optimum yet, and I hope
that future rules will allow us to build on this experience,
in order to put on a better show at reasonable cost.
Which teams gained and lost most from the changes?
It is always difficult to have a clear view of the relative
performance of the engine in the car, so a true ‘pecking
order' is difficult to establish. Between 2006 and 2007, limited
modifications were permitted to re-tune the engines to 19,000
RPM, and a direct effect of the RPM limitation was that it
forced the development objectives of the teams to converge
to the same engine speed, which tends to bring the performance
of the engines closer together. Of course, 2006 was the first
year for the 2.4l V8 engines, and it is possible that some
lessons learned during the racing season were introduced during
the ‘re-tuning' process for this year. In developing
our engine for 2007, we at Renault were pleased to recover
most of the performance loss associated with the substantial
reduction in engine speed.
Limited in-season development has been permitted in
2007. What areas have been worked on, and what progress has
been made?
The rules permit us to work on the inlet and exhaust systems
and engine ancillaries, and we have done so. In collaboration
with ELF, we have introduced fuel and oil developments. And
as ever, we have worked on the operation of the engine at
each circuit, and the control systems that allow the drivers
to get the maximum from the engine. While we do not wish to
discuss the scale of the gains, they are of course smaller
than during previous seasons, when there was more development
scope.
The team has supplied engines to Red Bull Racing
in 2007. How successful is the collaboration?
I believe it has been successful, and mutually beneficial.
From the beginning, both sides had a clear view of how we
should operate, and we have remained true to it. We have built
strong relations with Red Bull Racing at every level, and
that has seen the relationship flourish. Viry has a long tradition
of equitable engine supply, and this means Red Bull Racing
has identical engines to the works team, and a dedicated track
support group. We have been able to use the experiences gained
in two teams to the advantage of both.
Monza is the engine circuit par excellence –
and the following race at Spa is also severe for the V8. How
tough is this challenge?
The pairing of Monza/Spa is an arduous test for the engine,
which must cope with very long straights and severe duty cycles.
The engine must be capable of withstanding this pair of races,
even if one of other driver does not end up needing to do
the two with a single engine. It is certainly the toughest
test of the year for the engine, but there are no ‘easy'
races. Wherever we go, our aim is to exploit the engine to
the maximum.
The 2008 season will see the introduction of the
standard ECU. What is the impact of this on the engine?
The physical changes will be modest, as the rules are not
substantially different. Minor modifications will be needed
to adapt the engine sensors to the standard ECU, but the major
workload comes in the form of learning the new control systems,
and how to calibrate the engines. We need to gain experience
of the new electronics environment, and gather the data to
be able to operate the engine correctly in 2008. The same
process applies to the chassis team in terms of gearbox control.
The 2008 rules also introduce bio-fuels into the
sport. Does this have any impact on the engine?
The fuel rules for 2008 require a minimum of 5.75% of oxygenates
derived from biological sources. This is consistent with the
EU directive on bio-fuel, which requires the same bio-content
in road fuels by 2010. While the engine cannot change owing
to the homologation rules, and while the regulations remain
very restrictive, the introduction of bio-oxygenates provides
an interesting new challenge to work on with ELF for the coming
season.
Italian GP Tech File
Along with the British Grand Prix, the Italian Grand Prix
is the only have race to have featured in every Formula 1
world championship since 1950 – and 56 of those 57 races
have been held at the historic Autodrome Nazionale di Monza,
which dates back to 1922. It is also the most expensive race
of the year for the teams, as the unique layout demands the
development and production of a one-off aerodynamic package.
As well as being a unique test on the chassis side, Monza
places severe demands on the V8 engines. And while it may
look deceptively simple for the drivers, the old circuit only
gives away its secrets slowly, and the challenge of consistently
finding the limit in low downforce configuration demands skill
and finesse.
Chassis
Aerodynamics: Monza is the fastest circuit
on the calendar, with an average speed of around 250 kph.
Although the teams use low downforce configurations in Canada
and the USA, Monza demands the development of a one-off aerodynamic
package, in order to attain competitive top speeds of around
340 kph. This is often termed an "ultra low downforce"
package, but the critical parameter is actually drag, and
namely minimising its effects in order to achieve target top
speeds. In the wind tunnel, the teams concentrate on ultra-efficient
wing designs, which often vary quite significantly up and
down the pit-lane. Naturally, these efficient low-drag wings
also produce less downforce. The Monza aero package generates
approximately 20% less downforce at 250 kph than the one we
use in Monaco.
Suspension: Mechanical grip, stability and
ride are major set-up areas in Monza. This is firstly because
the low downforce levels place a premium on mechanical grip,
secondly because good braking stability is essential as the
drivers spend nearly 15% of the lap on the brakes, and thirdly
to ensure the drivers can use the kerbs aggressively in the
chicanes in order to gain lap-time. The set-up compromise
must provide the drivers with a good change of direction in
the low and medium-speed chicanes, while also ensuring strong
traction exiting the slower corners. Equally, it is important
to achieve good braking stability in order that the drivers
can attack the heavy braking zones with confidence. The engineers
will try and run the cars as low as possible for maximum aerodynamic
performance. To avoid "touching" at high speeds,
when the bottom of the car effectively drags along the ground,
we use bump rubbers in the suspension and the car will ‘sit'
on these at high speed.
Brakes: The cars spend nearly 15% of the
lap braking, meaning this is an area in which lap-time can
be gained. The mechanical set-up will be tweaked to improve
the drivers' confidence in the car's braking stability, while
the braking system itself is accorded special attention. The
brakes are worked very hard at Monza, with similar braking
energies to those achieved in Canada, and this is particularly
the case into turn 1 where the drivers experience braking
forces that peak at 4.5G. The cars must negotiate four big
braking events from over 320 kph, and special attention is
paid to brake cooling to ensure optimum performance for minimal
drag penalty.
Engine
Performance: Monza has always been known
as the ultimate test of a Formula 1 engine. The engines spend
77% of the lap at full throttle, significantly above the season
average of 61%. Furthermore, the engine must be capable of
operating effectively over a 275 kph range, from a maximum
speed of around 340 kph on the pit straight to the minimum
speed of around 65 kph in the first chicane. The longest time
spent at full throttle is around 15.5 seconds, from the exit
of the Parabolica to the start of braking at the first chicane.
The engine mapping must provide the drivers with good power
delivery from slow speed, and is also tuned for smooth high-speed
response on the exit of corners such as Parabolica.
Reliability: In addition to the challenge
of the heavy workload Monza imposes on the engine, the slow
chicanes pose challenges for engine reliability. The drivers
must use the kerbs aggressively and there is a risk of excessive
use of the rev limiter when the cars are in the air, and transmission
damage when the spinning wheels land. Engine ancillaries must
also be monitored to ensure they can withstand the severe
demands of a lap at Monza.
Magic Moments: 30 Years of Renault in F1
Renault has a rich history at the Italian Grand Prix, as
befits one of the most historic races on the calendar. Renault
engines have made 75 starts at the race, been on the front
row 17 times, taken 9 poles and 14 podiums, of which 6 have
been race victories. The early September weekend in Monza's
royal park has been a fixture on the F1 calendar for many
years, and the circuit exudes an air of history befitting
its heritage.
Renault at the Italian Grand Prix
The 1977 Italian Grand Prix was the third race of Renault's
Formula 1 adventure. Jean-Pierre Jabouille qualified RS01
in 20th position, and retired with engine problems on lap
17. The following year saw a marked improvement in performance,
with the car sitting P3 on the grid, but the car made it just
a lap further in the race, to lap 18, before retiring. 1979
saw the Régie's cars continue their progress, with
Jabouille and Arnoux respectively annexing the front row –
a feat they repeated a year later at Imola, in reverse order.
1981 saw the French team's first success at the Italian Grand
Prix, with Prost taking the win in spite of team-mate Arnoux
taking pole; but René made amends the following season
as he took his 4th career victory. Eddie Cheever finished
3rd in 1983, the seventh of his nine career podiums, while
in the final years of the turbo era, Ayrton Senna put his
Lotus-Renault on pole in 1985 – and finished on the
bottom step of the podium.
The V10 era immediately yielded a Monza podium, with Thierry
Boutsen taking his Williams-Renault to 3rd in 1989, immediately
ahead of team-mate Riccardo Patrese. Nigel Mansell took victory
in 1991, with the luckless Patrese retiring from 3rd position
and the following year, with Mansell already crowned world
champion, the Briton gifted the lead and potential win to
his Italian team-mate on home ground. However, Mansell retired
with an hydraulic failure that also hobbled Patrese who, running
at severely reduced speed, could only finish 5th. Damon Hill
won the race in both 1993 and 1994, while Johnny Herbert took
his Benetton-Renault to victory in 1995 – the penultimate
win of his F1 career. Renault power took the front row in
the next two years, and scored three podium finishes, with
Jean Alesi finishing 2nd both years, and Heinz-Harald Frentzen
3rd in 1997.
The Renault F1 Team took its first double-points finish at
Monza in 2002, with Jarno Trulli heading Jenson Button home
in 4th and 5th positions respectively. In 2003, Jarno Trulli
jumped to 3rd on the opening lap before retiring, while Fernando
Alonso literally flew off the grid after hitting a Minardi
at the start, and put in an heroic drive to finish in 8th
position and claim the final point. In 2005, the team scored
a double podium finish, making Giancarlo Fisichella (3rd)
the first Italian to score a podium at his home race since
Michele Alboreto in 1988. The Italian followed this up with
a 4th place finish in 2006, while team-mate Fernando Alonso
retired from the race to end a controversial weekend.
Over at Red Bull Racing… with Fabrice Lom
Fabrice, what was your assessment of the race in
Turkey?
It is not going to be remembered as one of our better races.
We thought we had found a good level of reliability in the
previous races, however it let us down again in Istanbul.
In terms of performance, we are in a good position. But the
competition is very tight in the midfield, and there are tiny
differences between a strong and average position.
Monza will be a special race, and a genuine challenge
for the engine team…
The circuit requires a unique set-up, and good reliability
from the engine. With a slippery aero package and a strong
engine, you can have a competitive race in Monza. The chassis
team will also focus on ensuring good ride, so the drivers
can use the kerbs without losing too much time. For the engines,
the challenge isn't just the Italian Grand Prix – but
the pairing of Monza and Spa, which is the most demanding
of the whole year. So we are preparing for two intense weeks!
The team needs a good race in Italy, to try and catch
Williams in the standings…
Absolutely. It is not over yet, and we will be aiming to our
maximum once again in Italy. Mark will have a new engine,
while David will be doing the second race with his V8…
That is not a worry at this stage of the season, as we know
the engine well, and we tested extensively in Monza last week.
|
