News On F1 - Formula 1 News, Results, Information and Statistics

Formula 1 Store
F1 Tickets, Tours, Gear
F1 Books
& Biographies

Formula 1 News - June 2005
Renault

F1 Merchandise
Main Page
Formula 1 News
2009 F1 Schedule
2009 F1 Line-up
2008 F1 Schedule & Results
2008 F1 Line-up
F1 Team Reports
F1 Teams
F1 Drivers
8 'n' Pole
Register - Submit
F1 Regulations
The Forums
Live F1 Coverage
Motorsport Shop
Motorsport Calendar
F1 Merchandise
UK
- USA
F1 Tours
F1 Tickets
F1 Diecast
F1 Videos
F1 Games
F1 Trivia
Past Formula 1 Seasons
2007 F1 Results
2006 F1 Results
2005 F1 Results
2004 F1 Results
2003 F1 Results

2002 F1 Results

2001 F1 Results

2000 F1 Results

1999 F1 Results

1998 F1 Results

1997 F1 Results
Links
Translate
Search
Contact Us
About
Archives
Your Say
Diagnosis & Prognosis
By the Heretic
Controversy Corner
The Real Race
By the Quali-flyer
F1 Testing
2006 World Cup

6 June: Canadian Grand Prix Preview - Renault F1

Fernando Alonso

Fernando, you had a fantastic race at the N�rburgring � have you recovered from the excitement of the final laps?
Yes, of course. It was a great race, and a fantastic one to win, although it would have been quite tough to catch Kimi, I think. Especially, it was a good win for the team, not just me, because we were feeling quite down after our performance in Monaco and this was the perfect way for us to fight back, and show everybody we are serious contenders for the title. However, everybody starts talking about the championship now just because I have a big lead, but we have only had just over one third of the season so far. This is not when you win a title � that comes in the final races. Until then, we are focusing on each race as it comes, and trying to do the maximum at every circuit.

What do you think of the Circuit Gilles Villeneuve in Montreal?
Before we go there we do tests to simulate the downforce levels, so it is not a complete surprise when we drive on the first day, but the car still feels very light � it is quite nervous, so you need to find the right limit between attacking for a good lap-time, and not attacking too much. The chicanes can be tricky, because you must balance an attacking style with being careful not to crash. But I enjoy the circuit and since I have been with Renault, I have had good races there, so I am optimistic.

How do you expect the R25 to perform?
I said after the N�rburgring that during the race, the car had felt good to drive again � I could attack all the way to the end of the race, and did not have to be defensive like in Spain and Monaco. I hope that will be true again in Canada. Every year I have been there with Renault, we have been quick in Montreal � with the R23 I set fastest lap, and with the R24 we were in a position to win, so with this year's car, there is no reason not to expect a podium or perhaps the victory, as long as we have no problems during the weekend. I am really confident that the car will be competitive there.

Giancarlo Fisichella

Giancarlo, the N�rburgring was another frustrating race for you � but you delivered a great drive. After climbing through the field, how did you feel?
For me, the feeling when I finished sixth was frustration, because I know it could have been a lot better � I had started from my original position in ninth, the podium could have been a possibility with the package we had at the N�rburgring. Unfortunately, the problem with the car dropped me to the back of the grid and I had to fight my way through and get three important points. But as I have said before, I know that the team is working hard for me and Fernando, and that it is important for us to get both cars in the points, and in good positions, at every race. So far, the season since Australia has been frustrating, but I am driving well and maybe just need some more luck�

Tell us about the Circuit Gilles Villeneuve�
It is a great circuit for me. It is tough for the brakes, there are the chicanes where you need to be precise and the track surface is very slippery, so it is quite easy to make mistakes. But I just feel confident with the car every time I go there. I feel comfortable with the low downforce levels, and I seem to find the limit straight away. I am very optimistic�

And what about your objectives for the race?
I am feeling very confident. Renault were quick there last year, and personally, I have had four podiums at this circuit and even last year with Sauber, I finished in fourth position. Looking at qualifying, I will be going out near the end of the session which means we will have some more options with the strategy, so things are set up for a good race. As long as the preparations are trouble free, I think we will have a good enough car to be aiming for at least the podium.

Pat Symonds, Executive Director of Engineering

Pat, the team leads the Constructors' Championship by 23 points after seven races � does that mean the pressure is on?
I think in Formula 1, the pressure is on everybody, all the way through � until your position in the championship is fixed. Certainly, though, the way you approach that pressure changes: last year, we were secure in our third position, and knew therefore that in order to try and catch BAR, we had to be adventurous in every area. This year, we are just over one third of the way through the season, and we have a reasonable lead in the championship but it is far from unassailable. There is perhaps a little more conservatism in some of our choices, because we cannot afford to make mistakes, but we equally do not have the luxury of thinking too conservatively because just a single non-finish, with our rivals scoring well, will turn things around � as McLaren saw at the last race. In a season as long as this, with the number of races we have coming up in the next two months, everything can turn around in the space of a fortnight. Even after Canada and the USA, we will not quite have reached the halfway point of the season � and that means we need to continue pushing throughout the summer to protect, and extend, our lead.

The N�rburgring was a true �bounce-back' result � was that a source of satisfaction?
Yes, the result in Germany was particularly satisfying. Any strong finish brings a measure of satisfaction, but the feeling is greater when you bounce back from a poor result, because it reveals the true character of the team. When things go wrong, it is very easy to make knee-jerk reactions. We analysed carefully what had happened in Monaco, we were honest with ourselves, and staged a strong comeback. That is pleasing to see.

When it comes to bouncing back, Giancarlo has had his fair share of problems to overcome in the first seven races�
That is true, and it is a preoccupation for us. However, I don't think it is correct to view this as a trend � it has been a sequence of isolated incidents and from our point of view, they are reliability problems that we need to solve, because they could as easily have affected both cars and left us in a weaker championship position. But looking at the races Giancarlo has driven, I think they have been some of the best of the year � the drives in Spain and at the N�rburgring were fantastic, and full of character. In Germany, he undoubtedly had a good strategy, but that does not allow you to gain positions on its own � you have to make the strategy work. Giancarlo did that to remarkable effect.

Looking at the rest of the season, tyre management has had a lot of attention in recent weeks. Will that be the key for fighting to the championship?
Tyre management will be important, as we have said it would be since last winter, but reliability will be the crucial factor. Last year, we lost a huge amount of momentum with non-finishes in Canada and a single-car finish in Indy, when we should have been very strong. That was critical to our season, and the same will apply this year. When you have a low-scoring race through reliability problems, and your opponents score highly, that is when you are really punished.

Finally, what will be the team's approach to Canada?
We are going there to win. I think this team knows how to make a car work in Montreal � historically, we have been very successful at this circuit. Aerodynamic efficiency is very important � minimising drag while getting the right level of downforce. Equally the circuit demands good traction, which we have, while we understood a number of important lessons about managing traction demands after Monaco. Both our drivers like the circuit, so the mood is very optimistic.

Rod Nelson, Chassis Race Engineer, Car 5

For the chassis, the dominant factor in Canada is braking: the car must slow from over 300 kph to 100 kph four times per lap. The circuit layout means that the only significant corners are taken at low speeds � all of the high speed turns are easily flat out. As a result, the set-up compromise is biased towards low downforce in order to get good top speeds on the straights � and as the braking energy increases as a square of an increase in speed, small variations in downforce levels can have a significant effect on top speed, and therefore brake energy.

The preoccupation with the brakes is not overheating, as we have long straights on which to cool them, but rather brake wear: the high amount of energy put through the braking system simply puts the discs and pads under extreme duress. There is very little the driver can do about this, as it is a function of the speed difference between top speed on the straights and minimum speed in the corners, so it is important for the teams to prepare as thoroughly as possible. Brake wear is measured in real time, so we can call on the driver to adjust the brake balance forwards or rearwards to equalise wear if necessary. However, this can also have consequences for the handling�

Set-up is a complex issue in Montreal. The low downforce levels inevitably make the car feel �light' to drive and mean the drivers must be more delicate with their inputs to the steering, throttle and braking. Braking stability is a particular concern, as heavy braking often locks the rear brakes, which has the additional effect of making the car nervous on turn-in. We adapt this characteristic in part by adjusting the brake bias towards the front, meaning more of the braking is done by the front discs and avoiding the risk of locking the rears.

In terms of the mechanical configuration of the car, traction is at a premium on this circuit. This means we run the car with a �forward mechanical bias' � essentially, the front suspension is stiff to enable a good change of direction in the chicanes and good turn-in, while the rear suspension is softer to once again aid braking stability, but also to help traction.

In terms of tyres, wear is not usually a problem � the compounds are relatively hard to withstand the longitudinal loads generated by the high speeds, while the track surface is not particularly abrasive, and rubbers in through the weekend. The absence of high speed corners mean the front tyres have quite an easy time, but the large number of traction events do mean the rear tyre have often in the past been the limiting factor � and will almost certainly be a key parameter this year.

R�mi Taffin, Engine Race Engineer, Car 5

For the V10, Montreal sets a simple challenge: the engine must be as powerful as possible. The succession of slow corners and hard acceleration found around the circuit means the engine is used in an �on/off' manner � the driver frequently runs through the sequence of braking, turning and re-accelerating at full throttle until the next corner, with little time spent at part throttle or in medium speed corners. The high percentage of the lap spent at full throttle, coupled with the long straight, mean the pistons are under particular strain.

A torquey engine is always a plus-point in Canada, as it allows the car to launch out of the slow corners when accompanied by good traction. Gear ratios must also be studied carefully in order to be able to optimise the torque curve of the V10 around the lap.

The final drive is also a critical parameter and must be adjusted with care. Not only must we leave enough margin for the powerful slipstreaming effects that can occur on the long straights where the cars run in tightly-bunched groups (as we saw Fernando doing in 2003) but the wind can also play a part down the main straight. Inevitably, we have to find a compromise between the optimum performance for qualifying, and race conditions where slipstreaming will come into play or when the wind might have changed direction.

Finally, we also leave some room for manoeuvre when it comes to engine cooling. Cut grass and greenery are often found on the track surface, which can block radiator ducts, while running in close proximity to a number of competitors can also have a negative impact on cooling, and must be anticipated.

2005 Canadian Grand Prix - Main Page
2005 Canadian Grand Prix - Team and Driver Preview Page

Latest Formula 1 News from Renault:

Renault F1 Team unveils the R27 in Amsterdam (24/01/2007)
Renault R27 Technical Specifications (24/01/2007)
Bob Bell, Technical Director Q&A (24/01/2007)
Rob White, Deputy Managing Director (Engine) Q&A (24/01/2007)
Pat Symonds, Executive Director of Engineering Q&A (24/01/2007)
Denis Chevrier, Head of Engine Track Operations Q&A (24/01/2007)
Giancarlo Fisichella Q&A (24/01/2007)
Heikki Kovalainen Q&A (24/01/2007)
The World Champion says 'Gracias' (25/10/2006)
Interview with Flavio Briatore (06/09/2006)

More news from Renault F1

Back To Top


Google
 
Web NewsOnF1.com
NewsOnF1.net (Forum)

2009 Australian F1 Grand Prix
also Accommodation packages
F1 Tickets
2009 Malaysian F1 Grand Prix
2009 Bahrain F1 Grand Prix
2009 Spanish F1 Grand Prix
2009 Monaco F1 Grand Prix
2009 British F1 Grand Prix
2009 Belgian F1 GP
2009 Abu Dhabi F1 GP
MotoGP Tickets
more Motorsport Tours & Holidays
2009 Clipsal 500 package (Adelaide)

F1 Merchandise US

F1 Merchandise UK

Motorsport Magazines

Formula 1 Books

Race Driving Books

Race Car Design Books


Ayrton Senna

Past Formula 1 Drivers