Με στόχο να είναι η ταχύτερη ομάδα από το δεύτερο group δυναμικότητας, η Renault τράβηξε το σεντόνι της R.S.18. Η γαλλική ομάδα ολοκλήρωσε την περσινή σεζόν στην έκτη θέση της βαθμολογίας και ευελπιστεί η R.S.18 να είναι ένα πιο ανταγωνιστικό μονοθέσιο από τον προκάτοχό της, προκειμένου να κατακτήσει πολύ περισσότερους από τους 57 περσινούς βαθμούς.
Ας δούμε τι αλλαγές υπάρχουν συγκριτικά με την R.S.17 των τελευταίων περσινών αγώνων. Ξεκινώντας από το ρύγχος, δεν φαίνεται να είναι αλλαγμένο σε σχέση με πέρυσι, ωστόσο βλέπουμε ότι η εμπρός αεροτομή είναι νέα, με πέντε στοιχεία αντί για έξι που είχαμε το 2017. Αυτό αφορά τα στοιχεία στο εσωτερικό της πτέρυγας, αφού αυτά στα άκρα παραμένουν έξι κι έχουν παρόμοιο σχεδιασμό, όπως και τα στοιχεία μπροστά από αυτά, κάτι που αφορά και τα endplates.
Το S-Duct εξακολουθεί να βρίσκεται στη θέση του, με την εμπρός ανάρτηση να είναι γεωμετρίας push-rod, την ώρα που τα wishbones έχουν κερδίσει λίγο ύψος σε σχέση με πέρυσι. Τα brake ducts έχουν ελαφρώς πιο τετράγωνο αντί για ορθογώνιο σχηματισμό, ενώ τα αεροδυναμικά βοηθήματα κάτω από το ρύγχος είναι λίγο αλλαγμένα.
2Sidepods και Barge Boards
Δεν βλέπουμε ιδιαίτερες αλλαγές όσον αφορά τα barge boards. Τα βασικά στοιχεία πίσω από τον εμπρός άξονα είναι σχεδόν ίδια με τα περσινά, ωστόσο ελαφρώς αλλαγμένα είναι τα κάθετα πτερύγια δίπλα από τα sidepods, αφού έχουν πλέον μία διάτρηση στο επάνω μέρος όσο ο αριθμός των κάτω διατρήσεων εξακολουθεί να είναι τρία.
Το στοιχείο που ενώνει το κάθετο πτερύγιο με τα sidepods παραμένει ίδιο, όμως απουσιάζει ένα μικρό στοιχείο μέσα από αυτό μαζί με το οριζόντιο πτερύγιο που βρισκόταν πίσω από τους καθρέφτες, οι οποίοι έχουν πλέον πολύ μεγαλύτερα στηρίγματα. Όσον αφορά τα sidepods, είναι ελαφρώς μικρότερα, με το σκάψιμο κάτω από τις εισαγωγές να είναι πιο έντονο, χάρη και στον νέο σχηματισμών των εισαγωγών, που πλέον είναι πιο οριζόντιες και λιγότερο τριγωνικές.
Το Halo είναι βαμμένο σε μαύρο χρώμα, προκειμένου να κρύβεται καλύτερα, ενώ νέα είναι η εισαγωγή πάνω από το κεφάλι του οδηγού, καθώς φέτος έχει πιο τραπεζοειδές σχήμα, με δύο οπές ακριβώς από κάτω της. Το κάλυμμα του κινητήρα δεν έχει πλέον το Shark Fin, αλλά οι σχεδιαστές του Enstone έχουν εκμεταλλευτεί κάθε επιτρεπόμενο χιλιοστό για να το τραβήξουν πόσο πιο κοντά στην πίσω πτέρυγα.
Η πίσω ανάρτηση είναι ασφαλώς pull-rod, με το πάτωμα να μην παρουσιάζει διατρήσεις μπροστά από τους πίσω τροχούς, τουλάχιστον για την ώρα. Το T-Wing δεν υπάρχει πια, ενώ η πίσω αεροτομή δείχνει ίδια με πέρυσι, αν εξαιρέσουμε την απουσία του gurney flap. Το carbon εκτείνεται πέρα από τα προειδοποιητικά led του πίσω μέρους, ενώ παρατηρούμε ότι έχει μία διάτρηση από κάθε πλευρά. Αν κι έχουμε εικόνα του πίσω μέρους, η γαλλική ομάδα θέλησε να κρύψει τον διαχύτη.
4Χρώματα και οδηγοί
Όπως πρόσεξες από την αρχή, η R.S.18 έχει πολύ περισσότερο μαύρο χρώμα από την R.S.17. Στην ουσία, το κίτρινο χρώμα καταλαμβάνει την μικρότερη επιφάνεια του μονοθεσίου, αφού βρίσκεται στις εισαγωγές των sidepods, στο επάνω μέρος του ρύγχους, αλλά και σε κύρια στοιχεία της εμπρός και πίσω πτέρυγας, κάτι που αναμένεται να αρέσει περισσότερο στους οπαδούς.
Οι οδηγοί της Renault θα είναι οι Nico Hulkenberg και Carlos Sainz, οι οποίοι θα προσπαθήσουν να κατακτήσουν μαζί τριψήφιο αριθμό βαθμών και γιατί όχι να πάρουν και την πέμπτη θέση στην τελική βαθμολογία.
[learn_more caption=”Δελτίο Τύπου”]
It is a great source of pride for Groupe Renault and its employees to see the Renault name once again working its way to the sharp end of Formula 1. Motor racing is an intrinsic part of the Renault DNA and from Formula E races in cities to rallying through to Formula 1, we have always achieved outstanding results.
Renault Sport Formula One Team’s ambition is clearly to uphold the outstanding record of the past and the 2017 season has confirmed we are on the right track. We are a team on the rise. We have two very talented drivers who are hungry for results. Enstone is regenerated and the workforce has already increased by more than 35%. At Viry, our long-term commitment in several motorsport categories allows to develop a detailed plan for our facilities.
Our investment has so far been successfully translated to the track as we rose from ninth to sixth in the Constructors’ Championship in 2017 and ended the year with the fourth fastest car.
The success of the programme in just two years is testament to the resilient plan laid down early in the creation of the team and the strong job done by Cyril and the entire Renault Sport Racing teams. I am convinced year three will take us one step closer to the long-term aim: winning races and challenging for championships.
We are equally satisfied with the results we are seeing off-track. Formula 1’s new owners, have developed various marketing initiatives that have enabled the sport to grow into an even bigger brand and engage more closely with fans; steps forward which are incredibly important for us as the only mass market car constructor in the sport.
Naturally one innovation we are delighted to see is the return of the French Grand Prix. Absent from the calendar for ten years, we have really felt its loss as a French manufacturer. But its comeback will give yet another opportunity for us to meet our fans and push the Renault brand.
Our clients are also feeling the benefits of our accrued technical experience, with innovations crossing over from track to road at a rapid and increasing rate. There is constant dialogue between the teams at Renault and Renault Sport Formula One Team to improve the road-going experience of Renault Sport users. This will only grow as our participation in Formula 1 lengthens.
The improved draw of the sport and our increasingly visible position within it, has created a strong marketing platform for both Groupe Renault and our valued partners. We are proud to be joined by partners such as BP Castrol, Infiniti, MAPFRE and RCI Bank, but also Microsoft, EURODATACAR, Estrella Galicia, Bell & Ross and many others.
We look forward to another successful year, both on and off-track.
Jérôme Stoll, President of Renault Sport Racing
Q&A WITH CYRIL ABITEBOUL
Renault Sport Racing Managing Director
Managing Director Cyril Abiteboul ensures all aspects of Renault Sport Racing are structured, resourced and working to their optimum to deliver on their performance potential. He also sets the commercial, marketing and communication targets to ensure Groupe Renault takes full advantage of its Formula 1 activities.
Since he re-joined Renault in July 2014 to become Managing Director of Renault Sport F1 and successfully spear-headed the analysis of reacquiring and restarting a team for the Renault brand to continue its long F1 tradition.
Since then, Renault Sport Formula One Team has grown to be the most dynamic team on the F1 grid, with high ambitions.
How would you evaluate the 2017 season for Renault Sport Formula One Team?
Last year was successful in many ways. It was the second year in our rebuilding and a further step towards our long-term plans and aims. 2016 was all about recruiting, investing, bringing in new sponsors, new talents and building our brand.
Over the past year I’ve seen progression in many areas: ninth to sixth in the standings – in many races we were often the fourth fastest team on the grid. This is a testament to our drive, commitment and adherence to a very ambitious plan.
It was a quantified progression towards what we want to become and challenging the top teams.
We saw a lot of development away from the track too. What were the key updates?
We have two facilities with distinct purposes and histories. In Enstone, it’s about modernising and going forward. Amongst several projects, we have acquired new machine tools, the composite department has moved forward a great deal, a paint shop area was created, CFD facilities came on line and we have built new working environments to accommodate our burgeoning workforce. We have recruited over 100 people in the past year, with some very respected names joining the ranks. More will join us over the coming months.
The stability of Viry gives us a platform on which we can build and go forward. We have a streamlined team with effective practices and management that allow us to produce power units that are capable of challenging for wins. The best endorsement for the quality of the engine is that Red Bull Racing and McLaren have chosen Renault.
I am also pleased to see that the two sides are working better and better together. The best example came in Abu Dhabi at the last race of the season; we knew we had a hard task to finish in sixth, but Viry and Enstone functioned as one, mobilised exceptionally well, and got the job done.
How do you rate the driver line-up for 2018?
We have everything to be positive about this year. We have two very talented and ambitious drivers.
Last year Nico gave us exactly what we needed with his experience, knowledge and ability to lead both on and off track. Carlos joined us at the end of the season and we thought long and hard about it. A driver change mid-season is difficult from a human side as well as a technical side, but I think it came at the right time and it was well executed. He brought something fresh at the end of the year, and he scored points to help us in the Constructors’ battle. Without that we wouldn’t have finished where we finished.
They have become incredible team members who have built up strong relationships within Renault Sport Formula One Team. Their feedback has been invaluable in honing the Renault R.S.18 and their skill shines every time they exit the garage. They are as committed as we are to getting every last tenth out of the car.
What influenced the appointment of Jack Aitken as Third and Reserve Driver?
Jack has been nurtured in the Renault Sport Academy so we’ve seen his development over the past couple of years. It is clear he’s a talented young driver and he is ready for this opportunity. He has a full season ahead of him with racing in Formula 2 and fulfilling his Formula 1 commitments. He has the perfect environment to reach his targets and we are keen on seeing him in action.
You have a burgeoning sponsor portfolio as well. Is this a sign of the growing strength of Renault Sport Formula One Team?
Last year we had some big names joining us and we’re pleased to say that what they have experienced with us last season has convinced them to make long term commitments to our team and strengthen their involvement. BP Castrol, Infiniti, RCI Bank, MAPFRE, Microsoft, Estrella Galicia, EURODATACAR and Bell & Ross are all valued partners supporting us in this journey, and we are glad to see them all staying on with us; it shows the merit and credibility of our project and the ambitions we have. We are also glad to welcome new partners such as Tmall and le coq sportif to bring innovative marketing experience to our team. We hope to reward our partners well. There’s a lot of promise for the years ahead.
The Renault Sport power unit will be seen in action with two other teams: McLaren and Red Bull Racing. How important is engine supply to Renault?
Our strategy in Formula 1 is very clear. We are in Formula 1 as a full works team. The marketing value is associated to the works team and that’s clear.
However, power unit technology is at the heart of what we do and what we offer. Renault has an amazing track record of supplying engines to the best teams and best drivers, securing many successful results with Formula 1 teams, from Williams to Red Bull. It’s natural to continue that history and stay true to that legacy.
It’s an honour to supply to teams as big as Red Bull and McLaren and is a recognition of the quality of our product and work that they have chosen Renault. Of course, they are very strong competitors and that’s an extra challenge and motivation. They will clearly be our benchmarks for performance this season.
What’s the plan, the target, the desire for 2018?
Our headline target is to show continued progression through results. We want to be able to showcase our progression in every regard; power unit, chassis, operations, drivers. Everything must improve and we must continue to grow. We want to demonstrate this in many different ways, from the teams we will be directly racing against, to the gap to the leaders, including also our fan base and the respect that our team will inspire in our way we behave on and off track.
How important is the return of the French Grand Prix?
The French Grand Prix is the cherry on the cake of our programme. We are a global brand with a strong French heritage. We are registered as a French entrant to the championship. If one day we win, it will be the French national anthem we hear. We are not quite there yet, but the French Grand Prix will be an amazing moment for us. For the French Grand Prix, Renault is a partner and we’re working hard with the organisers and Formula 1 to create more opportunities for engagement with the fans. That connection with the fans will be strong and give extra energy to the team.
We also have other special races over the course of the season: Silverstone is just down the road from Enstone, then there are Carlos’ and Nico’s home races too. No matter what the sentiment at any race, the goal is always the same: maximum performance.
Q&A WITH BOB BELL
Renault Sport Formula One Team Chief Technical Officer
Over the course of his career, Bob has worked in a technical or managerial role that has helped secure nine Constructors’ Championships and 10 Drivers’ Championships.
He graduated from Queen’s University Belfast with an Honours Degree in Aeronautical Engineering in 1979, completing a PhD in Aeronautical Engineering in 1982.
From 1982-1988 Bob worked with McLaren International, with positions including Head of Aerodynamics, Head of Research and Development and Project Director Unlimited Land Speed Record Attempt.
His first spell at Enstone was throughout 1998-1999 as Benetton Formula Senior Aerodynamicist, before moving to Jordan Grand Prix for 1999-2001 as Head of Vehicle Technology.
In 2001 Bob returned to Enstone as Deputy Technical Director then Technical Director (2003-2009), He stepped up to be Acting Team Principal (2009) and Managing Director (2010) before joining Mercedes-Benz Grand Prix Ltd as Technical Director from 2011 to 2014.
Bob joined Renault Sport Racing in 2016 as Chief Technical Officer, overseeing the outputs of both the Viry and Enstone sites to provide a strategic approach to their endeavours.
What are the challenges for Renault Sport Formula One Team in 2018?
Our greatest challenge is improving performance with the target of building on our Championship finishing position. In 2017 we set the aggressive target of fifth. Ultimately, we finished in sixth position, which was still a strong result. Our strength and development in the second part of the year showcased just how much we progressed.
For 2018 we need to continue our upward trajectory. Whilst we’re aware that the closer we get to our goal, the tougher the competition will be.
What needs to be done to achieve this goal?
We need a strong reliability record. That’s something we need to focus on, and we have worked hard on it over the winter. We need the car as reliable as we can make it. That’s a huge challenge, even more so than performance development, and it’s the toughest task we face.
To improve reliability, we have to accept nothing less than perfection. Anything that ends up on the car needs to be designed and built to the highest standard; checked and rechecked as fit for purpose. All the issues which blighted us last year need to be eradicated by a fresh approach. It’s not something however that you can flick on like a switch, you need well established processes in place.
How much progression has been seen at Enstone over the past two years?
It’s a very different place with many new facilities still in build. Working methodologies have moved on a lot, but we have retained the core Enstone spirit; that desire to be successful, not giving up and never accepting second best. Physically there have been large changes to the facilities, new staff and new functionalities within the buildings. That’s been added on top of a very good race team spirit and approach.
What are the resources of note heading into 2018?
There are many areas where we have increased capability. We have a new state of the art CFD supercomputer and our wind tunnel received a sizable update last year. The new gearbox dyno will be online before the start of the season. These three elements give us enormous capability. The entire organisation is growing; there are more people to increase the rate of development. Enstone has moved on a long, long way since the Renault acquisition and is perfectly following a trajectory that stretches out for several years.
Over the past two seasons, how has the Enstone / Viry relationship evolved?
It’s steadily getting stronger and stronger. We have been together a long time and it’s a well-established relationship. It’s still developing and more and more work is being done in harmony across the sites. It isn’t just about installing the engine in the car, but basic techniques in terms of engineering, methodologies and managing the supply chain between both sites. Most importantly, we work a lot closer with Viry in terms of looking ahead and agreeing together what is important for future cars.
What are the targets for testing?
Laps and mileage. We want a trouble-free winter test programme so we can validate the performance of the car and move forward. To do this we need a reliable car and that’s one of the key goals for the Renault R.S.18.
Talking Heads: Nick Chester and Remi Taffin
Renault Sport Formula One Team Technical Directors Nick Chester (Chassis) and Rémi Taffin (Engine) give their insights into the Renault R.S.18.
Nick graduated from Cambridge in 1991 to join Simtek Research in vehicle simulation, moving to their Formula 1 entry in 1994. He joined Arrows Grand Prix in 1995, first for vehicle simulation then suspension design before becoming Performance Engineer for Damon Hill and Pedro Diniz (’97) then Race Engineer for Mika Salo and Pedro de la Rosa (’98-’99).
In 2000 his Enstone career began, joining Benetton as Test Engineer to Alexander Wurz, Giancarlo Fisichella and Mark Webber. He later became Performance Engineer for Fisichella (’01) then Jarno Trulli (’02-’04); helping the Italian to his first and only Grand Prix victory in Monaco in 2004.
From 2005 Nick took on the position of Head of Vehicle Performance Group (VPG), governing suspension, brakes and simulation. VPG played a key role bringing both the Constructors’ and Drivers’ World Championships back to Enstone in the 2005 / 2006 seasons and introducing the ‘tuned mass damper’ system that would prove a major innovation of the period.
In 2010 he became Head of Performance Systems, overseeing the VPG as well as Control Systems and Dyno operations. Additionally he oversaw the planning and introduction of Enstone’s driver in the loop simulator. From 2011 Nick was Engineering Director, responsible for planning and delivery of the race winning E20 and E21. 2013 saw Nick step up to Technical Director and responsibility for design direction and development of E21, E22, E23, Renault R.S.16, R.S.17 and now R.S.18.
Rémi takes overall responsibility for the Renault power unit developed at the Viry-Châtillon site. Working closely with Nick, Rémi ensures the team of engineers produce an optimised unit that works in perfect harmony with the chassis.
1999 saw Rémi join Renault Sport, working across Renault’s roll call of clients, including British American Racing, Arrows, Benetton and Renault F1 Team. He has worked directly with two World Champions, Jenson Button and Fernando Alonso, engineering the latter to victory in his two title-winning years.
Rémi stepped up to manage track activities with the creation of Renault Sport F1 in 2011, taking responsibility for the on-track engine performance of Renault Sport F1’s partners. Attending all races and tests throughout the season, Rémi oversaw customer support for the Renault-powered teams and was instrumental in the four world titles secured by Red Bull Racing in the V8 era.
In 2015 he became Director of Operations, managing the teams of engineers and technicians in the dynos and assembly department at Viry and ensuring a smooth transition to track by overseeing the engineers integrated to Renault’s partner teams.
What were the key learnings from 2017?
Nick: 2017 was the first year of the new, wider cars with their wider tyres. This led to a very different aero package including wider front wings and wider floors, all of which meant more downforce. With these new packages, there was a lot learnt as the season progressed. Likewise, the R.S.17 was the first car developed between Enstone and Viry from the outset and we had a reasonably quick car – the fourth fastest on the grid by the end of the season. We did, however, experience growing pains in terms of reliability and there were elements on the chassis side we could have done better. 2017 was nevertheless a positive step in competitiveness with some useful lessons learnt.
Rémi: 2017 was about making the car quick and, in particular, helping the car be the fourth quickest on the grid. From an engine perspective what we went through was a little bit of pain in not finishing all of the races, but we were also capable of producing a good level of performance which helped us have the fourth quickest car, so it was that perennial balance between performance and reliability.
We did see our power unit on the top step of the podium three times last year, so it’s clear we have the potential to achieve our aspirations. We just need to raise our game across the board, and all the elements we need to do this are there. We could also have had a very good points scoring level had we finished all of the races. That’s our target for 2018: to put the car in a position of finishing all races with regular, strong points hauls.
What we worked on through 2016 was to get Enstone and Viry working together again, it was clear we needed to do that. 2017 showed we were capable of putting it all together and that we can work as a team. We make good decisions and we go through all the good and bad moments together and that’s a very clear and respected process.
Where can we see the changes in 2018?
Nick: For 2018, on the chassis side, the rules are reasonably similar to 2017. The main change is halo coming in and the engine cover fin being removed. In concept, the R.S.18 is a development of the philosophy of the R.S.17 with everything we learnt last year added to it. We learnt a lot last year in terms of the aero package so there should be a lot more scope with this car.
Rémi: We finished 2017 with a strong set-up with the engine and the chassis so the main area for us is to capitalise on the latest specification of the power unit and all the progress we have made in terms of reliability. We have gone through an extensive and productive dyno programme with the R.E.18 with the target of trouble-free testing and races. We want to develop performance and also balance reliability, which in turn enables the team to develop the understanding of the car.
What are the key areas of evolution for the team in 2018?
Nick: On the chassis side, there are substantial differences in the suspension, which should give us better ride over bumps and a little bit more predictability for the drivers. There’s a lot of aero development, not only for downforce but to have a more accessible performance envelope, meaning we have a car which is easier to put on the limit and allows the drivers to extract maximum performance.
Rémi: It’s a clear statement that we want to deliver much more performance through the season and we’ve made that provision. There’s a clear link in between what we will keep developing with the engine and what we can do with the chassis.
What are the main changes in the power unit realm for 2018?
Rémi: The main change in terms of regulations is that there are fewer power units available for the drivers over the season; just three each now. In fact, it’s actually more challenging than that, as we are limited to three ICE, but only two MGU-K and two energy stores!
Our first priority is for reliability and it’s going to be even more difficult as we have to get another quarter out of the engine life on top of the target for 2017. Of course, we knew the three engine rule was going to come, so it’s something we scaled in for 2017 in preparation for 2018. We started designing the 2018 engine in 2016 with the three engine limitation in mind and we have completed more hours on the dyno than ever before.
How significant are the facility changes and upgrades?
Nick: There’s been a lot of improvement at Enstone. We have upgraded machinery, computers and infrastructure. Entire departments have moved into new locations and the Enstone you see at the start of 2018 is very different from the Enstone of two years ago. With better facilities and new equipment comes improved working practices and ultimately better output. Even things like a new canteen make a difference. Enstone has a good vibe, the new recruits have integrated really well and the open team spirit persists.
Rémi: It’s great to see the new facilities at Enstone. Anyone from Viry going to Enstone is impressed and is happy to see Renault taking it seriously. All the spending is for the same, collective aim: to win. It’s a clear sign and shows us that Enstone and Viry as a team are sharing the same resources and making good decisions. Here at Viry too we have some stuff in the pipeline.
Viry has a long-term plan and we will start to see more significant changes too. In the first instance Viry has been more about details and specific upgrades. That said, Viry is made of three parts that are respectively twenty, thirty and forty years old and we need to ensure a productive and pleasant work place for our staff. We are going through a process of upgrades and a new building will come into use in 2019 to ensure our facilities are at the Formula 1 latest standards. We want to enter a new era and make sure we are in line with the expected level. Formula 1 as a sport will continue to evolve and we have to match this.
RENAULT R.S.18 TECHNICAL SPECIFICATION
Chassis Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by Renault Sport Formula One Team and designed for maximum strength with minimum weight. Renault Sport power unit installed as a fully-stressed member.
Front Suspension Carbon fibre top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to torsion bar and damper units which are mounted inside the front of the monocoque. Aluminium uprights and OZ machined magnesium wheels.
Rear Suspension Carbon fibre top and bottom wishbones with pull rod operated torsion bars and transverse-mounted damper units mounted inside the gearbox casing. Aluminium uprights and OZ machined magnesium wheels.
Transmission Eight-speed semi-automatic carbon maincase gearbox with reverse gear. “Quickshift” system in operation to maximise speed of gearshifts.
Fuel System Kevlar-reinforced rubber fuel cell by ATL.
Electrical MES-Microsoft Standard Electronic Control Unit.
Braking System Carbon discs and pads. Calipers by Brembo S.p.A. Master cylinders by AP Racing.
Cockpit Removable driver’s seat made of anatomically formed carbon composite, with six-point harness seat belt. Steering wheel integrates gear change paddles, clutch paddles, and rear wing adjuster.
Dimensions and Weight
Front Track: 1600mm
Rear Track: 1550mm
Overall Length: 5480mm
Overall Height: 950mm
Overall Width: 2000mm
Overall Weight: 733kg, with driver, cameras and ballast
R.E.18 technical specification
Displacement 1.6L V6
Number of cylinders 6
Rev limit 15,000rpm
Pressure charging Single turbocharger, unlimited boost pressure (typical 5 bar abs)
Fuel flow limit 100kg/h
Permitted fuel quantity per race 105kg
Configuration 90° V6
Crank height 90mm
Number of valves 4 per cylinder, 24
Fuel Direct fuel injection
Energy Recovery Systems
MGU-K rpm Max 50,000rpm
MGU-K power Max 120kW
Energy recovered by MGU-K Max 2 MJ/lap
Energy released by MGU-K Max 4 MJ/lap
MGU-H rpm >100,000rpm
Energy recovered by MGU-H Unlimited
Weight Min 145kg
Number of Power Units permitted per driver in 2018 3 ICE/Turbo/MGUH and 2 MGUK/ES/CU
Total horsepower More than 950hp
Race Driver #27
Nico Hülkenberg joined Renault Sport Formula One Team with an impressive racing career ahead of his eye-opening Formula 1 debut in 2010. Championship titles were secured in Formula BMW, A1GP and the GP2 Series. Nico also achieved a pole position in his rookie F1 season and won at Le Mans on his debut with Porsche in 2015.
Date of Birth: 19 August 1987
Place of Birth: Emmerich am Rhein, Germany
Grands Prix Started: 135
Pole Positions: 1
Average Points: 3 (as of Abu Dhabi Grand Prix 2017)
Fastest Laps: 2
Career laps raced: 6,989
Career KM raced: 35,473
Best Finish: 4th – Belgium 2012, 2016; Korea 2013
Best Qualifying: 1st – Brazil 2010
2017 laps raced: 973
2017 KM raced: 5,021
Best Finish: 6th – Spain, Great Britain, Belgium, Abu Dhabi
Best Qualifying: 6th – Great Britain
1st Race: 2010, Bahrain Grand Prix (Grid 13th, Race 14th)
25th Race: 2012, Monaco Grand Prix (Grid 10th, Race 8th)
50th Race: 2013, Italian Grand Prix (Grid 3rd, Race 5th)
75th Race: 2014, Brazilian Grand Prix (Grid 12th, Race 8th)
100th Race: 2016, Monaco Grand Prix (Grid 5th, Race 6th)
125th Race: 2017, Great Britain Grand Prix (Grid 5th, Race 6th)
How are you looking forward to the season ahead?
It seems like a very long time since I sat in a car and raced and that is very much what I want to be doing. Certainly, when I have visited Enstone and seen everything going on with the development of the Renault R.S.18 I’m very enthused about the season ahead. Add that to the news from Viry about the development of the power unit and everything looks and sounds good; it’s all positive and there are exciting times ahead.
How well primed is The Hulk?
I’m ready to rumble. I’m feeling positive and optimistic in myself. We’re in a good position.
What could be possible in the season ahead?
We know what we want to achieve, but it’s a competitive sport and we know there are other teams out there with the same aspirations. We won’t know how good a job we’ve done with our car as everyone else has also been working hard on their car over the winter. This is what makes testing so interesting, and it’s when we’re on track that we’ll see how much progress has been made in the off-season.
How will your second season with the team be different from your first?
You want every season you contest to be better than the one before. 2017 was my first with the team, and there’s an element of learning different processes and personnel, but ultimately the goals are the same. For this year we want to build on the good position we built last season. 2017 was about bedding in, now I want to get ready to go. I get a good feeling, we have put a lot of work in over the winter and hard work usually pays off. I’m eager to get out there. Put me in the car.
How different is the team relative to where it was a year ago?
It’s bigger and there are more buildings in Enstone. The team is growing and it’s a rewarding experience to be part of this growth. The factory facilities are being improved and modernised. Everything is heading in a healthy direction and at healthy speed.
On track what differences do you expect to see?
Hopefully we’ll be battling for positions a bit further up the order. The cars will look quite similar apart from smaller shark fins and the addition of the halo. I like the look of the R.S.18 and I know everyone at Enstone and Viry has been dedicated to improving all areas of the package.
When we race, we’ll have new tyres and I’m looking forward to some softer allocations for Grands Prix. This should mean more opportunities for multi-stop races, which should make things more interesting.
How do you rate the Renault Sport Formula One Team driver line-up?
It’s strong. There’s a young, hungry and good driver who’s on the other side of the garage and he’ll keep me on my toes! Hopefully I can show him a few tricks too.
Nico was announced as a Renault Sport Formula One Team driver for 2017 in October 2016 and made his race debut for the team at the season-opening Australian Grand Prix in Melbourne.
Nico returned to Force India for a three-year spell, and after the first three races of the 2014 season he sat in third position in the Drivers’ Championship, behind the Mercedes juggernaut of Hamilton and Rosberg. He finished fifth four times that year, ending the season ninth in the standings. 2015 saw Nico finish tenth in the Drivers’ Championship. Outside of F1, Nico made his World Endurance Championship debut, driving for Porsche. Pairing Nick Tandy and Earl Bamber, Nico finished sixth in the Spa 6 Hours then the trio took victory at Le Mans in what was Nico’s debut at the iconic race. In Nico’s final season at Force India, he finished ninth in the F1 Drivers’ Championship, assisting Force India to take fourth in the Constructors’ Championship.
For 2013 Nico joined Sauber, impressing with third on the grid at the Italian Grand Prix for the Ferrari-powered C32, taking fifth in the same race. His best finish of the season was fourth in the Korean Grand Prix and he ranked tenth in the standings that year.
With Williams opting for Pastor Maldonado at the squad, Nico moved to Force India in a reserve position for 2011, driving in Friday practice sessions. He was promoted to a race seat the following year, qualifying for the season-opening Australian Grand Prix six places ahead of team-mate Paul di Resta. In that year’s Belgian Grand Prix he finished a career-best fourth. Nico looked set for glory in the season-ending Brazilian Grand Prix, however a safety car period robbed him of a 45-second lead in the race so he was eventually to finish in fifth. He closed the 2012 season in eleventh.
2010 saw Nico’s Formula 1 debut with Williams, racing alongside the highly experienced Rubens Barrichello. In his third race, the Malaysian Grand Prix, he out-qualified Rubens and he scored his first Formula 1 point in the same race. After finishing a season-best of sixth in the Hungarian Grand Prix, Nico secured pole position on a difficult damp Interlagos track, with two of his qualifying laps on slick tyres fast enough for his P1 position. His fastest qualifying lap was over a second ahead of next quickest, Sebastian Vettel. Nico ended the year 14th in the standings.
After a successful karting career, Nico’s car racing started in German Formula BMW where he dominated the 2005 season, following in the footsteps of countryman Sebastian Vettel as champion. 2006 saw a graduation to German Formula Three and a race win, but it was the second season of the A1GP series, which started late in 2006 – contested in identical Lola chassis with more than 500 horsepower from their Zytek V8 engines – when people really took notice of the rising star. Driving for A1 Team Germany, Nico claimed nine wins from the season’s 22 races, including six in a row. His emphatic performance secured Germany the crown and cemented Nico’s position as the most successful driver in A1GP history.
Two seasons in the F3 Euro Series from 2007 onwards followed, with third in the standings and four wins in his first outing, and the championship title and seven wins in the second. In 2009, Nico became one of only three drivers to win the GP2 Series in their first season, following in the footsteps of Lewis Hamilton and Nico Rosberg. He secured his crown with five wins and five other podium finishes.
Race Driver #55
Carlos Sainz joined Renault Sport Formula One Team in October 2017, ahead of the United States Grand Prix, for the remainder of the season in preparation for his first full year with the team in 2018. Carlos is no stranger to Renault having won two driver titles – Formula Renault 2.0 NEC in 2011 and Formula Renault 3.5 in 2014 – during his junior years.
He arrived in Enstone as a sought-after talent with a taste for success. He started his Formula 1 career in 2015 at Scuderia Toro Rosso.
Date of Birth: 1 September 1994
Place of Birth: Madrid, Spain
Grands Prix Started: 60
Pole Positions: 0
Average Points: 1.96 (as of Abu Dhabi 2017)
Fastest Laps: 0
Career Laps Raced: 2,993
Career KM Raced: 14,969
Best Finish: 4th, Singapore 2017
Best Qualifying: 5th, Spain 2015
2017 Laps Raced: 881 (216 with Renault Sport Formula One Team)
2017 KM Raced: 4,425 (1,036 with Renault Sport Formula One Team)
Best Finish: 4th, Singapore
Best Qualifying: 6th, Monaco
1st Race: 2015, Australian Grand Prix (Grid 7th, Race 9th)
25th Race: 2016, Monaco Grand Prix (Grid 6th, Race 8th)
50th Race: 2017 Great Britain Grand Prix (Grid 13th, Race DNF)
What’s your overall approach to the season ahead?
The general approach is to work harder every day to continue on a positive trend. For sure the main target is to take a step forward, both me as a driver and the whole team. It’s difficult to predict how big that step will be, however, I’m confident as I have been pushing hard during the winter and I know everyone at the factory are giving their very best. I´m convinced this is going to be an exciting season.
How much do you feel part of the team?
Renault is like a big family and I feel very comfortable around everyone in the team. I came to Enstone for the first time in October and since returning in January it looks like a whole new place. There are new people, new machines, new buildings and construction going on. It’s getting really big and you can see people are really pushing to get the team back to the top. Everyone at the factory buys into that, which is the only way to become number one again. As a driver, to see all this is really motivating!
You joined the team late in the 2017 season; how much more is there to come from you?
It was a positive four races with the team last season. Between Nico and myself, we helped the team get that sixth place in the Constructors’ Championship. I think it was worth it and has helped me to prepare better for the upcoming season. Now I go to testing knowing my engineers and mechanics better, gathering more knowledge on the car and being able to adjust more things to my preferences. This way I can focus on finding a strong base line to start the championship on the right foot.
What have you done in the off-season?
In December I enjoyed some rest, spent lots of time with my family and friends and planned the training camps for 2018 with my team. Since 2nd January onwards I returned to a strict training schedule and a corresponding diet to meet the demands of that. Motivation has been at the highest levels since the year started and that really helps during a thorough preparation. I also had the chance to have a go at a stage of the Monte Carlo Rally, in a New Mégane R.S. which was a real bonus!
In visual terms, the biggest change for 2018 will be the halo; what are your thoughts on it?
I think it can be an effective device. As drivers, we will have to adapt to it, 20 laps or so in testing should be enough time. The engineers will see how it affects aerodynamics. I have seen the work done in the wind tunnel back in the factory but now we need to test its behaviour on track. Visually, I don’t think the halo looks too bad once it has been integrated in the car. We will all get used to it and it will be normal fairly quickly.
The pre-season is on home ground in Spain; how are you looking forward to testing?
I´m really looking forward to it. If everything goes to plan, eight days in testing means a lot of laps. There is a lot to learn and many different set-ups to try, which is always challenging and exciting for both drivers and engineers. Nico and I follow similar directions, I see positives from that too.
What are your initial thoughts on the Renault R.S.18?
The design looks really promising. You can tell the guys have been pushing hard and doing their homework on it! There’s a lot of detail and that’s very encouraging to see. I can´t wait to jump into it and start sharing feedback with the team.
Carlos was announced as a Renault Sport Formula One Team driver for 2018 in September 2017 prior to the Singapore Grand Prix, where he took a career-best result of fourth. Before that, Carlos enjoyed eight points-scoring finishes with a notable drive to sixth in Monaco. On his Renault debut, Carlos impressed and claimed what proved to be a highly valuable seventh place in Austin, ultimately putting the team in a positive position to secure sixth place in the Constructors’ standings.
2016 was a bright year for the upcoming Spaniard, showing consistent results throughout the calendar. Five points-scoring finishes from the opening seven races put him in a good position to show-off his talent. He finished the season on 46 points with impressive drives to sixth in Spain, USA and Brazil.
2015 – Formula 1
Carlos made his Formula 1 debut in the 2015 Australian Grand Prix where he took two points courtesy of a ninth-place finish. He would go on to pick up 18 points during his rookie season with a season highlight of seventh in the USA Grand Prix.
2014 – Formula Renault 3.5 Series
Carlos switched back to Renault power in 2014 in the Formula Renault 3.5 Series, taking seven victories on his way to the title.
2013 – GP3
Carlos raced for Arden in the GP3 Series, finishing tenth.
2012 – Formula 3
2012 saw Carlos turn his hand to a number of championships, including the British Formula 3 Championship, Formula 3 Euro Series and the European Formula 3 Championship. He finished sixth in Britain despite five wins, ninth in the Euro Series and fifth in the European Formula with a win and five podiums.
2011 – Formula Renault
Carlos turned to Renault-powered machinery for the first time as he entered the Formula Renault Eurocup series for Koiranen Motorsport. Carlos impressed by finishing second and best Junior in front of Daniil Kvyat with two wins, six second places and two third places. Also that season, he competed in the Formula Renault 2.0 Northern European Cup (NEC) taking the title with ten wins to his name – beating Kvyat and Stoffel Vandoorne to top spot.
2010 – Formula BMW
Carlos’s single-seater career began in 2010 in the Formula BMW Europe Series. He topped the rookie standings with 227 points, finishing fourth in the overall leaderboard with one win and a further four podiums to his name. Carlos also raced in the Formula BMW Pacific Championship as a wildcard, where he scored three wins and another two podiums.
Third and Reserve Driver
Jack Aitken will step up his role with Renault Sport Formula One Team by becoming the team’s Third and Reserve Driver. Jack, a Renault Sport Academy member since its inception in 2016, graduates to the position after two excellent seasons in GP3 where he finished runner-up last year. The British-Korean will contest the FIA Formula 2 Championship in 2018 with ART Grand Prix alongside his duties as Third and Reserve Driver, which will require him to attend all Grands Prix.
Date of Birth: 23 September 1995
Place of Birth: London, England
How does it feel to become the team’s Third and Reserve Driver?
It feels amazing to take up the role as Third and Reserve Driver. It hasn’t quite processed yet, but I’m going to step up my involvement with the team quite a lot. Over the first Barcelona test it will start to feel real and sink in a little bit more.
How has your time with the Renault Sport Academy prepared you for the role?
I’ve spent a lot of time with the team at Enstone, which has been really beneficial. In the earlier years the focus was more on myself and what I had to do with my racing. Now I’m steadily increasing my involvement with the team through conducting simulator work and attending races and tests. I feel a lot more at home here than I did three years ago, it feels natural now, and it’s great to know the people around the factory.
What are your main duties as Third and Reserve Driver?
My main duty will be to watch and learn. The role gives me an opportunity to be closer to Nico and Carlos and learn from them, as well as observing the race team, the engineers and how everything operates. Of course, if I’m required, I’d be happy to jump in the car, but I hope it’s all fine with Nico and Carlos! At the moment, it will be about continuing my development. I will attend all the races, barring any date clashes with Formula 2.
Are you excited to work closely with Nico and Carlos?
I’ll be sitting at the debrief table with open ears. It’s vital to understand and get to know how the team is working across a race weekend. If Nico and Carlos have anything to pass on, I’ll gladly receive it. It’s more watching what they do and learning how they handle different situations.
Do you feel the skills learned with the Formula 1 team will aid your Formula 2 campaign this season?
It can be a double-edged sword, but not many drivers have been in a Formula 1 reserve role and raced in Formula 2 at the same time. It can be an extra load, so I have to learn to manage that and strike the balance. It’s going to make me a better driver, I think, so I hope to transfer that to Formula 2. There’s been a fair amount of talk about racing against George [Russell] and Lando [Norris] who are in similar roles, so there’s a good crop of British talent coming through. The new Formula 2 car will make things interesting, it’s a new challenge, which is very exciting.
What are your main objectives for 2018?
I want to be up at the front in Formula 2 and there is no reason why I can’t be up there fighting for wins and podiums. The competition will be hard – that’s normal at this level of racing – but we are confident we can be quickest and fight for wins.
Are you excited to get your chance in the Renault R.S.18?
I’m not sure when I will jump into the R.S.18, but I’ll relish the opportunity when the time comes. It’s one thing to drive a Formula 1 car and another thing to drive a current Formula 1 car, so that will be exciting. I haven’t driven a hybrid car yet, let alone one with the new regulations from 2017, so I’m really looking forward to it. I’ll test the R.S.16 in the summer, I’ll never say no to driving a Formula 1 car, it’s a date I’ll be pencilling in as soon as possible!
Third and Reserve Driver for Renault Sport Formula One Team as well as competing in the FIA Formula 2 Championship with ART Grand Prix.
Jack remained in GP3 for 2017 and switched to French outfit ART Grand Prix. He blitzed to a dominant pole position at the season-opener in Barcelona, but technical issues hampered Jack in the races. He brushed that aside by claiming back-to-back second places at the following rounds in Austria and Great Britain. In Hungary he took 31 points from a race – the first GP3 driver of the year to do so – when he won from pole and stormed to the fastest lap around the Hungaroring.
Jack added more podiums to his tally at Spa and Monza to remain in the title hunt, but he ultimately fell short of winning the championship at the penultimate round in Jerez before ending the season in Abu Dhabi with a frustrating outing. He tested Formula 1 machinery for the first time in September, getting behind the wheel of a Renault-powered E20 Formula 1 car at Jerez.
In 2016, Jack began his maiden season with the Renault Sport Academy driving for Arden International in the GP3 support series. Despite a difficult start to the year, adapting to the bigger cars and new tyres, Jack finished the season in fifth place and was the driver to beat in the second half of the season. In fact, from the final nine races, Jack failed to finish on the podium just twice, taking his first GP3 win at Spa-Francorchamps.
Jack’s breakthrough season came in 2015 as he scooped a hat-trick of championship titles. He first clinched the Pro Mazda Winterfest crown in the USA during the late winter months before storming to the Formula Renault Alps title courtesy of four wins. He capped off a memorable season by claiming the highly-competitive Formula Renault Eurocup championship with eight podiums, five of which were victories, earning him a spot with the Renault Sport Academy.
Jack’s single-seater career began in 2012 in the Dunlop Intersteps Championship with Fortec Motorsport, where he finished third in the championship. His first taste of Renault came a year later when he claimed runner-up spot in the Formula Renault NEC series. 2014 saw Jack move up to compete in the Formula Renault Eurocup, where he bagged one victory – at Hungary – on his way to seventh in the championship.
Test and Development Driver
Artem Markelov joins Renault Sport Formula One Team as the team’s Test and Development Driver. Artem, runner-up in the 2017 FIA Formula 2 Championship with Russian Time, will get his first taste of Formula 1 involvement with Renault following four years of racing in GP2 and Formula 2. In 2018, alongside his Test Driver duties, Artem will race in Formula 2 for a fifth season with Russian Time. The 23-year-old Muscovite will attend Grands Prix with the team and is planned to appear in the team’s R.S.16 and R.S.18 over the course of the year.
Date of Birth: 10 September 1994
Place of Birth: Moscow, Russia
How does it feel to join Renault Sport Formula One Team?
I’m very happy to join such a brilliant team in Renault Sport and it’s a huge honour to be announced as Test and Development Driver. My priority will be to work on the simulator and to help development of the Renault R.S.18 as best I can. I’m confident I will show good results on track for the team and I hope they will be satisfied with my work. Formula 1 is the goal, and while I’m not there yet, there are more steps to take and this is a real significant one. Renault is a really strong team, that’s has helped many drivers get into Formula 1.
What is your 2018 programme as Test Driver?
We are still in the process of finalising my 2018 programme, but it will be a season full of watching and learning and when the time comes to drive the Formula 1 car, I’ll be prepared. I will also help the team at the factory with simulator work to accelerate development of the Renault R.S.18. I will have to understand the car quickly and adapt as best I can to help both myself and the team. It’s so important to keep learning, and everyday I’ll try to learn something new and improve.
How have you been preparing over the winter for a busy year of racing?
I’ve had a busy winter making sure I’m ready to meet the demands. I’ve done a lot of biking, swimming and running and I’ve been putting the hours in across these last few months to be as best prepared as possible. 2018 will be a tough calendar for me as I’ll be balancing Test Driver duties with the team alongside a full racing season with Russian Time in the FIA Formula 2 Championship. I think there will be a lot of flying time and the need for some time management. I will do my best with it all, and I am very motivated.
What are your goals in the FIA Formula 2 Championship this season?
I want to be fighting for the championship and going one better than runner-up spot last season. The new engine, halo and chassis design will bring a new challenge for 2018 but I’m ready for it. It’s going to be a tough season and I want to score lots of points at each round, win races and the title. I think Formula 2 will be very competitive this season as there are a lot of young, talented drivers in the field. I have over 80 races under my belt in the class so I’m aiming to use that experience to be better than the competition. It’s important to limit mistakes at this level, the fewer mistakes you make the more you’ll be at the top and it’s vital to be at the top of your game.
Test and Development Driver for Renault Sport Formula One Team, alongside racing in the FIA Formula 2 Championship with Russian Time.
Artem secured his best season in single-seaters in 2017, claiming second place in the FIA Formula 2 Championship with Russian Time who were crowned Team Champions courtesy of a healthy 210-point contribution from the 23-year-old. Artem won five races last season, including at the season opener in Bahrain, the Sprint race in Austria, the Feature in Spa and back-to-back victories at the final two rounds in Jerez and Abu Dhabi.
In 2016, Artem finished his third year in the GP2 Series in 9th place taking two podiums along the way, including his first GP2 win, which came in a dramatic Monaco Feature race. From 15th on the grid, Artem played the patient game, benefitting from several safety cars, before pipping Norman Nato by 1.5s at the flag. A number of fourth and fifth places kept Artem well in the top ten of the championship, and he capped the year off with a third place at the final round in Abu Dhabi.
Artem recorded his first GP2 podium in 2015 on the way to finishing 13th in the Drivers’ standings. He took third place in the Feature race in Spa, round seven, after starting from 22nd. Fifth place finishes in the Belgium Sprint race and Monza Feature solidified the Russian’s spot in his second year of running in GP2.
2014 saw Artem make the step up from German Formula 3 to GP2 with Russian Time. He endured a tough season, acclimatising to the bigger, faster cars whilst racing in a series which ran on 11 Grand Prix circuits. His best result came in the Hungary Sprint race where he finished seventh.
Artem finished fourth in the 2011 ADAC Formel Masters with Motopark, taking one win from 23 races. 2012 saw him move to German Formula 3 with Lotus finishing 7th in his rookie year, claiming two victories in the process. A year later he finished runner-up in the same series, recording 339 points courtesy of an excellent run of results which saw him take 21 podiums from 26 races including two wins.
Renault Sport Academy
Launched in 2016 by Renault Sport Racing and Renault Sport Formula One Team, the Renault Sport Academy is tasked with discovering and nurturing young driver talent through the racing ranks, where, ultimately, Renault Sport Formula One Team aims to find drivers able to deliver the team world championship titles.
Drivers are selected on ability and potential, with the Academy able to draw upon Renault Sport Racing’s vast experience in motorsport as well as its global markets to find such talent. Mia Sharizman manages the programme and has a range of experience in motorsport including at Formula 1, Formula 2 and GP3 level.
For 2018, the Academy has retained four drivers from its 2017 intake. Jack Aitken, a member since its inception in 2016, signs for a third year, as does Sun Yue Yang. Max Fewtrell and Christian Lundgaard both impressed in their first seasons with the Academy and both remain for a second year.
The Academy is delighted to welcome three new drivers to the programme. As part of his prize for winning the highly-competitive Formula Renault Eurocup, Sacha Fenestraz has accepted a place with the Academy. Arthur Rougier, winner of the 2017 French Formula 4 Championship, is on-board for 2018, alongside Victor Martins, runner-up to Arthur in his rookie season of single-seater racing.
Four members will go wheel to wheel in the Formula Renault Eurocup in 2018 with Max, Christian, Arthur and Victor all set to contest the exciting series that races on nine Grand Prix circuits, including the streets of Monaco.
Jack, runner-up in the GP3 Series last season, will make the step up to Formula 2 this year, whilst Sacha will line-up in the European Formula 3 Championship. Sunny will continue his junior formula development in the British Formula 3 series.
The Academy was specifically created to help develop young driver talent within the environment of Renault Sport Racing. All seven members will be able to utilise the state of the art facilities at the Formula 1 team’s base in Enstone to aid their progression up the motorsport ladder. Members will be educated across all elements that are required to make it to the top of Formula 1 including physical and mental training, media and marketing support, basic engineering and being taught the core values and proud history of Renault in motorsport.
Renault has a positive track record of discovering and developing future Formula 1 talent. Robert Kubica, Lucas di Grassi, Pastor Maldonado, Heikki Kovalainen, Jérôme d’Ambrosio and Romain Grosjean are amongst some of the names to make a mark at the pinnacle of motorsport.
Cyril Abiteboul, Managing Director of Renault Sport Racing:
The Renault Sport Academy is a unique resource for Renault Sport Formula One Team as it allows us to find exciting racing drivers and develop them through the Renault Sport Racing pathway. We are looking forward to tracking the progress of Jack, Max, Christian, Sunny, Sacha, Arthur and Victor and we will be keeping contact close when they visit Enstone for their training.
All seven drivers will reap the rewards of being part of a Formula 1 team. Sessions on the simulator, as well as private Formula 1 test programmes will be critical for some of their progress and enables our engineers to understand their capabilities and plot a development plan. Attending Formula 1 test sessions and debriefs will allow the young drivers to be fully immersed in life as a racing driver and prepare them for the demands of a Grand Prix weekend.
We look forward to working hard with all seven drivers of the 2018 Academy and seeing them flourish in their respective championships.
Q&A Mia Sharizman, Director, Renault Sport Academy
What are the main objectives of the Renault Sport Academy?
The plan has always been to prepare the drivers to take on a Formula 1 seat in the future and win the team world championships. In order to achieve that, drivers have to show their talent and ability and be above the competition across junior racing categories. The immediate targets of the Academy are for drivers to fight for titles in their respective series.
What are your thoughts on the 2018 line-up?
The line-up this year shows how far we have come in a short space of time. We have made good progress and we have a strong structure in place to utilise the talent in the programme. It’s important to have a strong base of drivers at the lower levels of racing so there’s a system in place to select the best drivers to progress to higher levels of racing. We have four drivers competing in Formula Renault this season, which is positive to see and we know we have some of the best talent out there.
Has the approach changed for 2018?
The approach for this year is continuing on from last year, which focuses on a lot of off-track preparations such as simulations and physical and mental training. We want to enhance the transition between one season to the next and this year we will have a strong focus with on-track programmes, especially towards the end of the year when drivers begin to switch focus to changing championships. It’s always good to prepare drivers as much as possible during the winter, not only for this year but for next season too.
What’s in store for the 2018 members?
We have a number of training camps planned which serve an array of purposes. We are excited to announce our collaboration with Aspire in Doha, Qatar, where our drivers trained in January. We will also have a mid-season training camp in August as well as various programmes with our various partners such as Formula Medicine and Base Performance Simulators. We want the seven members to work together and build on team work, instil communication skills and discipline and build loyalty to Renault Sport Racing.
RENAULT SPORT ACADEMY DRIVERS
2017 season: Runner-up in the GP3 series with ART Grand Prix
2017 Wins: 1
2017 Podiums: 6
2018: FIA Formula 2 Championship, ART Grand Prix, Renault Sport Formula One Team Third and Reserve Driver
2017: 2nd GP3 Series
2016: 5th GP3 Series
2015: 1st Formula Renault 2.0 Alps, 1st Eurocup Formula Renault 2.0, 1st Pro Mazda Winterfest
2014: 7th Eurocup Formula Renault 2.0
2013: 2nd Formula Renault 2.0 NEC
2012: 3rd Dunlop InterSteps Championship
Jack is into his third year with the Renault Sport Academy and will contest the 2018 season with French outfit ART Grand Prix in the FIA Formula 2 Championship as well as completing Third and Reserve Driver duties for Renault Sport Formula One Team.
Since joining the Academy in 2016 on the back of a hat-trick of titles in Formula Renault Eurocup and Alps as well as ProMazda Winterfest, Jack has completed two seasons in the GP3 Series. He finished a strong fifth in 2016 with Arden International, taking an impressive six podiums from the final seven races, before clinching runners-up spot in 2017.
The 22-year-old British-Korean took one victory last year after winning from pole position in Hungary, becoming the first GP3 driver of the season to record the maximum 31 points from a race as he also clinched the fastest lap.
He managed a further five podium visits throughout the year and grabbed two pole positions to finish the championship on 141 points.
Last September, Jack became the first active Academy member to test Formula 1 machinery when he got behind the wheel of a Renault powered 2012-spec E20 Formula 1 car at Jerez.
How happy are you to be continuing with the Renault Sport Academy for a third season?
It’s always nice to continue and I think 2018 will be very exciting as I’m moving up to Formula 2 and taking another step towards Formula 1, which is the ultimate goal. I’m happy as always and it’s nice to have settled in at Enstone after a couple of years. To be here for 2018 means a lot and I’m looking forward to the start of the season.
Are you looking forward to being the senior member of the Academy?
It all comes down to the results and I need to be the senior driver in terms of showing the way and getting the results in any championship I’m in. It’s the same for the drivers who have just entered and are the youngest in the Academy so it doesn’t change too much. You want to be next in line to get into the Formula 1 car so it’s all about results.
What advice can you give to the new drivers?
Take as much advantage as you can of the chance you have got as it’s something not a lot of drivers will get to do. You have access to so much in terms of know how, resources, people who have been there and done it all and it’s a real opportunity to learn and progress.
What are your targets for 2018?
I’d like to be on the pace straight away so that means when everything falls into place we will be challenging for outright pole positions and victories. A bit of experience, especially at the level of Formula 2, does help so it will be a challenge to find some consistency and learn about the tyres and the new car. I will be aiming to keep scoring points and chip away at podiums and wins here and there. I’d like to be finishing in the top five in what will be a strong grid.
2017 season: Top rookie in the Formula Renault Eurocup with Tech 1 Racing
2017 Wins: 1
2017 Podiums: 1
2018: Formula Renault Eurocup, R-ace GP
2017: 6th (1st Rookie) Formula Renault Eurocup
2016: 1st FIA MSA British F4
2015: 11th MRF Challenge Formula 2000
After a successful rookie season in the Formula Renault Eurocup, Max is retained by the Renault Sport Academy for a second year and will compete in the Eurocup with reigning champions R-ace GP.
Following an impressive season in 2016 where he claimed the British Formula 4 Championship, Max was signed by the Academy and entered the highly-competitive Eurocup series. He lifted the rookie title driving for Tech-1 Racing, finishing the championship sixth in the overall classification.
The 18-year-old British talent recorded his first Eurocup victory at the Red Bull Ring, Austria, in July which proved to be his only podium visit of the season.
As in his British F4 championship-winning year, consistency was pivotal to Max’s 2017 success as he finished in the top ten in all but four races throughout the 23-race series. He was the rookie winner on eight occasions, amassing 164 points, 30 more than his nearest rival.
Max has set his sights on winning the 2018 Eurocup crown, with his season beginning at Paul Ricard in April.
Are you pleased to be retained by the Renault Sport Academy?
It’s a huge honour to be continuing with the Academy this year. They’ve helped me so much in a short space of time so to carry that support into this year is going to be great in helping me achieve my goal of winning the Eurocup championship.
What are the goals for 2018?
I want to keep developing and be the best driver I can be and aim for that complete package. I want to improve in all areas and I’m sure the Academy will continue to help me do that. Picking up a title is the concrete goal and will underline my intentions in racing.
What are your plans for the off-season?
We’ve already been to Qatar for some warm weather training so that was a really good way to kick-off the year. I’ll do some simulator work between now and testing and I’ll go through all the standard off-season work which we need to do.
What tips can you pass on to the new members of the Academy?
It’s important to listen to what the Academy staff members say. They’ve been in the sport a long time and it’s good to listen how they’ve progressed drivers through the ranks and all their past experiences. The facilities are excellent at Enstone, there’s everything you need.
2017 season: Double drivers’ champion in SMP F4 NEZ and Spanish F4 with MP Motorsport
2017 Wins: 17
2017 Podiums: 31
2018: Formula Renault Eurocup, MP Motorsport
2017: 1st SMP F4 NEZ, 1st Spanish F4
Christian goes into his second year with the Renault Sport Academy on the back of an impressive rookie season in single-seaters where he stormed to two Drivers’ titles.
The Danish teen clinched the SMP F4 NEZ championship in August with a round to spare before lifting the Spanish F4 crown at the final round in November. Christian will step up to the Formula Renault Eurocup in 2018 driving for MP Motorsport, the team who guided him to his championship double.
Fresh from a successful karting career, Christian, son of former rally driver Henrik, began life in single-seaters with a brace of victories in the NEZ championship in Sochi. A further ten podiums would follow – including seven wins – meaning he claimed the title in Moscow with a round to spare.
Christian also competed in the Spanish F4 series and took an impressive hat-trick of wins at the opening round in Aragon, which ultimately set the tone for what he was destined to achieve. He failed to finish on the podium just three times all season and lifted his second championship following a final round showdown at Estoril where he won the final two races of the season.
How pleased are you to be returning to the Renault Sport Academy this year?
I’m very excited to continue. I knew what I had to do last year to be retained by the Academy and I focused as much as I could on reaching my target of winning the SMP F4 NEZ Championship. Then we had another target of winning the Spanish F4 title and that has really helped me get a place in 2018, which is important and really means a lot.
How do you reflect on 2017?
We were quite strong throughout 2017. There was so much to learn from the first race to the last, especially being a rookie in single-seaters. We were strong at the beginning and I managed to build leads in both championships. I won the NEZ title with a round to spare and won the Spanish one at the final round; I was delighted to win two titles in one season.
What are your thoughts on Formula Renault?
The winter testing has been very positive. We’ve progressed through from the first test to the last and my speed got better throughout each one. Qualifying is important in Formula Renault so I need to ensure my one-lap pace is good and after that I hope to be up there and competing for podiums. It’s an interesting car to drive, I have to be one-hundred percent all the time if I want to win.
Are you excited to race on Grand Prix circuits?
I’m really looking forward to racing on Grand Prix circuits. Monaco is going to be quite an experience and different to what I’m used to, especially supporting Formula 1. It’s going to be a really big step!
2017 season: Formula Renault Eurocup Champion with Josef Kaufmann Racing
2017 Wins: 7
2017 Podiums: 17
2018: FIA European Formula 3 Championship, Carlin
2017: 1st Formula Renault Eurocup
2016: 5th Formula Renault Eurocup, 5th Formula Renault NEC
2015: 2nd French Formula 4
Sacha signed with the Renault Sport Academy after securing the 2017 Formula Renault Eurocup title following an excellent second season in the series.
Born in France but raised in Argentina, Sacha flies the flag for both nations and will race in the FIA European Formula 3 Championship in 2018 with Carlin.
Sacha’s single-seater career began in 2015 when he finished second in the French Formula 4 Championship. In 2016, Sacha graduated to the Eurocup series with Tech-1 Racing, coming fifth in the overall classification and second rookie. A standout moment came at Monaco on the Grand Prix weekend where Sacha claimed his first Eurocup victory on the streets from pole position.
In 2017, Sacha lifted the Eurocup Drivers’ title by 69.5 points courtesy of seven wins and a further ten visits to the podium. A second victory around Monaco in May further underlined Sacha’s ability. He also competed in the Macau Grand Prix in November, finishing seventh.
How much are you looking forward to joining the Renault Sport Academy?
I’m really happy to join such a big Academy. I think all the drivers in the Academy have benefitted well and I’m looking forward to getting started. European Formula 3 will be challenging, we have a lot of work to do but I’m very happy to join Renault and relishing the opportunity to have their support.
Is there anything in particular you are excited for?
I’m excited for all the training camps and all the simulator work at Enstone, which is really amazing. My dream is to be in Formula 1 one day so to already drive a simulator is very good for me. It’s going to be a nice year and I hope to do the best I can to fly the Renault colours at the top.
What’s it like to win around the streets of Monaco?
Winning in Monaco is amazing and I feel privileged to have done that twice. I like the street tracks, I did Macau in November which was also cool. Monaco, though, is great and it carries a lot of history so to win there twice on the Grand Prix weekend is very special.
What are your targets for 2018?
I try not to focus on specific targets. I will do my best and keep learning every time I go on track. I want to keep battling for front rows and podiums. I have some new circuits to learn so that will be a fresh challenge, but we will work as hard as possible to get these good results. The F3 cars are amazing, I see why Formula 1 drivers like them. They are so fast in corners and on the straights; it’s nearly a perfect car. There’s much more downforce compared to Formula Renault and very different to what I’ve been used to racing.
2017 season: French Formula 4 Champion
2017 Wins: 5
2017 Podiums: 12
2018: Formula Renault Eurocup, Fortec Motorsport
2017: 1st French Formula 4
2016: 10th French Formula 4
Reigning French F4 champion Arthur joins the Renault Sport Academy after holding his nerve to lift the 2017 title.
Arthur had to battle hard last year but did enough to hold off Victor Martins in the French championship and win by four points.
The 18-year-old recorded five victories on his way to the championship, including a hat-trick of wins at round four at Spa-Francorchamps. A further seven podiums further cemented his title charge, which he sealed at the final round at Paul Ricard with three podium finishes.
In 2016, Arthur finished tenth in French F4 but outlined his talent with a maiden victory at the final race of the season in Catalunya.
Are you looking forward to joining the Renault Sport Academy?
It’s a really good opportunity for me as it’s going to be extremely beneficial for my career. It’s a dream come true to join a French team, especially being a French driver coming from a French championship; it all adds up nicely. I’m excited to see Enstone and look around the factory and make use of the facilities they have there.
How important was it to win the French F4 title?
2017 was a really great year and it was a good battle with Victor. I learned a lot, the title was the best thing I could have and ultimately a reward for a challenging season. The level of drivers was tough so to win was just an amazing feeling.
What are your targets for 2018?
For sure my target will be to be in the top five of the Formula Renault Eurocup. I’ve learned a lot about the Formula Renault car during winter tests and the feeling was really good. There’s still a lot to learn but I think it can be a good year if I can progress and adapt myself well.
2017 season: French Formula 4 Runner-up
2017 Wins: 4
2017 Podiums: 11
2018: Formula Renault Eurocup, R-ace GP
2017: 2nd (1st Rookie) French Formula 4
Victor Martins signs with the Renault Sport Academy after an excellent rookie season in single-seaters, where he clinched the Junior Championship in French F4.
Victor, a former French champion gymnast, narrowly missed out on the Drivers’ title to fellow new Academy recruit Arthur, but nonetheless made a mark in his rookie year.
A successful karter, he won the CIK-FIA World Championship in 2016. Victor later entered as a guest driver for the Le Mans round of the French F4 championship that year and recorded two podiums.
In 2017, he entered the series for the full season, finishing on 299 points courtesy of eleven podiums, four wins and nine pole positions along the way.
How happy are you to join the Renault Sport Academy?
I’m very happy and aware of the great chance I have this year being part of a Formula 1 setup. I’m looking forward to seeing the team base at Enstone, meeting all the staff and using the facilities there. This is a childhood dream coming true and a step closer to Formula 1.
How exciting is it to be a French driver joining a French Formula 1 team?
It’s certainly an honour for me and I have great satisfaction in representing France in a French team. It’s a really excellent reward for a couple of years of hard work, starting with karting through to single-seaters in French Formula 4. I always dream of Renault, especially when I drive past the factory at Viry-Châtillon in Paris I think ‘someday I want to race for them’ and now I’m in their junior programme!
What are your goals for 2018?
I can’t wait for the season to start and I want to make sure I’m ready for the first race in Paul Ricard. My target for the 2018 season is to win the Formula Renault Eurocup. I’m really looking forward to competing in this category as it’s highly-competitive and most of the rounds are on Grand Prix circuits, which will be a fantastic experience. I need to continue my preparation in the coming months and ensure I’m ready for the challenge.
Sun Yue Yang
2017 season: Formula Renault Eurocup with JD Motorsport
2018: British Formula 3 Championship, Carlin
2017: 31st Formula Renault Eurocup
Sunny is retained by the Renault Sport Academy as he gears up for his second full season in single-seater racing.
The Chinese driver signed with the Academy in the autumn of 2016 following a positive karting career. He competed in the Formula Renault Eurocup in 2017 and also entered two rounds of the NEC series where he recorded a season-best result of fourth in Monza. Sunny also claimed further points at the third round of the NEC series at the Nürburgring.
In 2018, the 17-year-old will continue his development in racing as he embarks on a new challenge in the British Formula 3 Championship.
Are you pleased to be continuing with the Renault Sport Academy in 2018?
I’m really honoured to continue with the Renault Sport Academy for this year and I’m excited for the season to begin. I’m very much willing to work hard and really push for better results in 2018.
Are you looking forward to a new challenge in British F3?
I can’t wait to begin the season in British F3. I have already tested for seven days on different circuits around the United Kingdom. I’ve improved my brake shape and found that the F3 car is more suited to my style than Formula Renault.
What do you hope to achieve in 2018?
I’ve been working hard over the winter and I will continue with my preparations. I try not to set specific goals, but I will be giving it everything this season.
Infiniti Motor Company Ltd. is headquartered in Hong Kong with sales operations in over 50 countries. The Infiniti brand was launched in 1989. Its range of premium automobiles is currently built in manufacturing facilities in Japan, the United States, United Kingdom and China.
Infiniti design studios are located in Atsugi-Shi, near Yokohama, London, San Diego and Beijing.
Infiniti is in the middle of a major product offensive. The brand has been widely acclaimed for its iconic design and innovative driver-assistance technologies.
Energy Recovery System (ERS) co-development
The Energy Recovery System underpinning the Renault Sport Formula One Team Power Unit is developed by INFINITI in conjunction with Renault Sport Racing.
A team of hybrid specialists from the INFINITI Technical Centre in Atsugi (Japan) have moved to the Renault Sport Formula One powertrain R&D facilities in Viry-Châtillon (France) to co-develop the Power Unit’s Energy Recovery System, which incorporates two motor generator units (the MGU-H and MGU-K) and a battery.
INFINITI’s reputation for performance hybrid vehicles is built on its acclaimed 3.5-litre hybrid engine. The Q70 sedan, equipped with this engine, has been recognised by the Guinness Book of World Records as the fastest accelerating full hybrid car. The same hybrid system is also offered on the Q50 sports sedan.
Whilst INFINITI’s expertise in performance hybrid is being leveraged by Renault Sport Formula One Team; this collaboration will also benefit INFINITI to drive further performance from its hybrid powertrains for road cars.
INFINITI Engineering Academy
The INFINITI Engineering Academy is INFINITI’s global search for the best young engineers in the world to work across automotive and Formula One, on a 12-month unique training placement.
2018 will be the fifth successive year of this highly successful recruitment program, which provides a money-can’t-buy, life changing career opportunity for seven world-class students – one from each of the seven participating regions (USA, Canada, Mexico, Europe incl. Russia, United Arab Emirates, China and Asia & Oceania).
The seven winners will benefit from a full spectrum of engineering experiences in automotive and Formula One, learning from leading engineers both at INFINITI Motor Company and the Renault Sport Formula One Team, thanks to the technical partnership and strong collaboration between the two companies.
A key pillar of the INFINITI Engineering Academy is exploring crossover opportunities and the sharing of technology between INFINITI road car and Renault Sport Formula One Team race car projects. With this added depth of knowledge transfer and the enhanced scope for collaboration that the Renault-Nissan-Mitsubishi Alliance brings, the Academy provides an unmatched range of experiences and opportunities to the seven winners.
For more information on the INFINITI Engineering Academy or to register to be a part of the class of 2018, please visit academy.infiniti.com.
For more information, images and videos on INFINITI’s involvement in Formula One, please visit: infiniti-gp.com.
RENAULT SPORT FORMULA ONE TEAM PARTNERS
Alibaba Group’s mission is to make it easy to do business anywhere. The company aims to build the future infrastructure of commerce. It envisions that its customers will meet, work and live at Alibaba, and that it will be a company that lasts at least 102 years.
Athletic Propulsion Labs® (APL) is globally recognised as a world leader in Men’s and Women’s athletic footwear and apparel. Rooted in technology and innovation, APL has been at the forefront of performance footwear since the introduction of the Concept 1 basketball shoe featuring ground breaking Load N’ Launch® technology, designed to instantly increase vertical leap. As a result, the Concept 1 became the first shoe banned by the NBA for performance reasons by “providing an undue competitive advantage” to the wearer. In more recent years APL has expanded into the running market with similarly innovative technologies designed to increase athletic performance.
The line has continued to evolve, highlighted by its eye-catching colourways and stunning designs, seamlessly blending the fashion and performance categories and was named one of Oprah’s Favourite Things of 2016.
Co-founders Adam and Ryan Goldston are recognised as accomplished inventors with numerous U.S. and foreign patents. The brothers have been honoured at the White House as part of the Empact 100 which recognises the Top 100 Entrepreneurs in the U.S. age 35 and under. APL was also recently named “One of the Five Best New Sportswear Brands in the World” by ISPO, the international sporting goods organization in addition to being named to the 2015 Game Changers List by Men’s Fitness.
Adam and Ryan were inducted into the CFDA (Council of Fashion Designers of America) which recognises the top fashion designers in America and are the only two ever inducted from an athletic company. In addition, Adam and Ryan were selected to the Forbes 30 Under 30 class of 2016 in the Retail & Ecommerce category. This list recognises America’s top young entrepreneurs and game changers representing the countries future and present leaders.
Bell & Ross
The story of Bell & Ross began at the end of the 20th century. With a dual Franco-Swiss culture, the watchmaking brand has become a benchmark in the world of professional aviation watches. It defied all codes by designing an icon, the BR 01, inspired by the clocks in the cockpit of an airplane: a circle within a square.
Bell & Ross is an international brand with ten subsidiaries that is a known and recognized throughout the world and present in over 75 countries, through a selected network of 800 retailers and 13 exclusive boutiques.
BP is a global energy business with wide reach across the world’s energy systems. With over 70,000 employees and activities in more than 70 countries, BP finds, produces and transports oil and natural gas; trades oil, gas, products and power; manufactures and markets fuels, lubricants and petrochemicals; and produces renewable energy through its wind, biopower and biofuels businesses.
Castrol, one of the world’s leading lubricant brands, has a proud heritage of innovation and fuelling the dreams of pioneers. Our passion for performance, combined with a philosophy of working in partnership, has enabled Castrol to develop lubricants and greases that have been at the heart of numerous technological feats on land, air, sea and space for over 100 years.
Castrol is part of the BP group and serves customers and consumers in the automotive, industrial, and marine and energy sectors in over 120 countries. Our branded products are recognised globally for innovation and high performance through our commitment to premium quality and cutting-edge technology.
Estrella Galicia 0,0
Estrella Galicia 0,0 is the flagship non-alcoholic beer brand of Hijos de Rivera, a Spanish production and distribution company with a history spanning over 110 years, which is present in over 40 countries from around the world. It has a wide-ranging product portfolio that includes the beers Estrella Galicia and 1906, and Cabreiroá mineral water, but it is also a national operator in Spain for the distribution of internationally prestigious brands. The company’s growth is comfortably above average for the sector, doubling its turnover in the last five years, and with its products achieving solid positioning in the Spanish market as well as in international markets such as Brazil.
Estrella Galicia 0,0 has moved into the motor-racing world in recent years alongside Carlos Sainz and great motorcycling champions like Marc Márquez, young sportsmen with a great talent that represent the values of talent, overcoming of obstacles and hard work that identify the brand. The company has presented a solid project in the world of motor racing that will undoubtedly bring with it many celebratory toasts in the paddock with Estrella Galicia 0,0.
EURODATACAR, leader in the field of antitheft marking, protects the vehicles of more than three million vehicle owners. EURODATACAR provides its services through manufacturer dealerships. The identification number marked on the vehicle’s windows cannot be erased. This makes the sales of stolen vehicles and the falsification of their papers very costly and risky for resellers. To facilitate the identification of vehicles by the services allowed to do so (insurance companies, customs, police), EURODATACAR keeps each vehicle on its files for six years. Vehicle owners registered at EURODATACAR benefit from technical and financial assistance if their vehicle is stolen.
Genii Capital, the “Modern Merchant Company”, is a Luxembourg based Private Equity and Financial Advisory firm. It holds a minority stake in the Renault Sport Formula One Team, having previously owned and controlled the team between 2010-2015. During this time the team achieved some exceptional results, beating Mercedes and McLaren in the 2012 and 2013 seasons respectively; earning the reputation of the leading non-backed OEM team.
Today, Genii Capital continue to rely on its relationship with the team to interact with market leaders, opinion leaders, high net worth individuals, key global corporate finance players and global players in the Formula 1 community. Utilising this dynamic business environment, Genii Capital continues to support the team whilst initiating positive dialogue with the appropriate counterparties in support of Genii’s core competencies and involvement across: disruptive technology, natural resources, branding, real estate & urbanism, entertainment and sports sectors.
With more than 2,000 ad hoc flights per year, GOODWILL has, in 18 years, become a market leader in Air Charter Business. For all your requests, from one up to a hundred passengers, no matter the starting point and destination airport around the world, the GOODWILL teams are available 24/7 to find a tailor-made solution, adapted to your needs.
Infiniti Motor Company Ltd. is headquartered in Hong Kong with sales operations in over 50 countries. The Infiniti brand was launched in 1989. Its range of premium automobiles is currently built in manufacturing facilities in Japan, the United States, United Kingdom and China.
Infiniti design studios are located in Atsugi-Shi, near Yokohama, London, San Diego and Beijing.
Infiniti is in the middle of a major product offensive. The brand has been widely acclaimed for its iconic design and innovative driver-assistance technologies.
le coq sportif
le coq sportif was founded 130 years ago, in 1882, in Romilly-sur-Seine near Troyes, France’s knitwear capital. The earliest purpose was providing high-quality sport products for teams and individual athletes. Today, 90% of our textile production comes from Troyes in France, where knitting and dyes are made. It gives quality to our products, which is recognised by our consumers. le coq sportif designs its shoe and clothing collections with just as much care as its products designed for professional athletes, with the same touch of French elegance. In 2010, the brand opened a development centre and a production site in Romilly-sur-Seine in France.
le coq sportif has been marked by great moments – Bernard Hinault’s five Tour de France victories, Yannick Noah’s 1983 French Open win, and Argentina’s World Cup victory in 1986, led by Diego Maradona, which followed Italy’s win in 1982 – that have forever tied the brand to sport. Today, le coq sportif is a clothing sponsor to athletes in its historic sports: the tricolour brand provides high-performance jerseys to the Tour de France leaders, and in January 2014 it launched a deal with French tennis player Richard Gasquet. In 2015, le coq sportif also returned to top level football with the French team ASSE Saint-Etienne and the Italian team ACF Fiorentina. In 2016, le coq sportif announced its comeback to rugby with the Racing 92 team and signed contracts with a dozen top French rugby players. 2018 will be an important year, as le coq sportif will provide the official equipment to Renault Sport Formula One Team.
MAPFRE is a global insurer present on the five continents. The company does business in over 100 countries, and employs more than 37,000 people worldwide. It is the benchmark insurer in the Spanish market, has operations in practically every country in Latin America – where it is the leading multinational insurer – and is one of the 10 largest European insurance groups in terms of premium volume.
More than 37 million clients place their trust in MAPFRE, which in 2016 generated net earnings of more than 775 million euros (+9.4%) on revenues of 27.1 billion euros (+1.5%).
To find out more about MAPFRE, please visit www.mapfre.com.
Technology empowers you to adapt and grow – it helps you engage customers, empower employees, optimise operations, and reinvent products and business models. Microsoft Dynamics 365 is the next generation of intelligent business applications that enable organisations to grow, evolve and transform. It unifies CRM and ERP capabilities by delivering new purpose-built applications that work seamlessly together to help you accelerate your digital transformation to meet the changing needs of your customers and capture the new business opportunities of tomorrow.
Established in 1872, Pirelli is among the world’s top producers of tyres and suppliers of associated services, the only one pure Consumer tyre Company in the sector with a distinctive positioning in High Value tyres, products made to achieve the highest levels in terms of performance, safety, silence and road grip and characterised by high level technological content and/or customisation.
With 19 factories located in 13 countries Pirelli had a turnover of 5 billion € in 2016, and more than 12,500 points of sale in over 160 countries, a growing sales network that puts Pirelli ever closer to its customers.
The company currently supports over 460 car and motorcycle sport events in all of the five continents and has been the exclusive tyre partner to the Formula One World Championship since 2011 and with an agreement valid until the end of 2019.
All of this has grown from a strong commitment to research and development with an open and collaborative approach. Over the last three years Pirelli’s investment in R&D was 7.4 per cent of its revenues from high value products, one of the highest levels among the world’s major tyre producers.
RCI Banque S.A.
Created and wholly owned by Groupe Renault, RCI Bank and Services provides automotive financings and services for Groupe Renault customers and dealer networks around the world and for the Nissan Group principally in Europe, South America, South Korea and in the form of joint ventures in Russia and India.
RCI Bank and Services is the new commercial identity of RCI Banque as of February 2016. With over 3,300 employees in 36 countries, RCI Bank and Services financed over 1.56 million contracts (new and used vehicles) in 2016 and sold more than 3.4 million services. APAs totalled €33.3 billion in financing at end-December 2016, and pre-tax income was €912 million at end-December 2016.
Since 2012, RCI Bank and Services has been collecting retail deposits in four countries. At end-December 2016, the net amount of deposits collected came to €12.6 billion, or 33% of the company’s assets.
3D Systems provides comprehensive 3D products and services, including 3D printers, print materials, on-demand manufacturing services and digital design tools. Its ecosystem supports advanced applications from the product design shop to the factory floor to the operating room. 3D Systems’ precision healthcare capabilities include simulation, Virtual Surgical Planning, and printing of medical and dental devices as well as patient-specific surgical instruments. As the originator of 3D printing and a shaper of future 3D solutions, 3D Systems has spent its 30-year history enabling professionals and companies to optimize their designs, transform their workflows, bring innovative products to market and drive new business models.
3D Systems have enjoyed a Technical Partnership with Renault Sport Formula One Team since 1998, when the first SLA 5000 was deployed in Enstone with rapid prototyping purposes. Use of Additive Manufacturing developed rapidly to fulfil the team’s aspiration to increase the production volume for Wind Tunnel model parts and is now used in a variety of roles, including the production of casting patterns and actual car components.
Over five decades of pioneering motorsports safety and performance means Alpinestars marks 55 years at the highest levels of professional racing as the world’s premier motorsport footwear, apparel and protection company, with its sights set firmly on the future.
Continuing innovation through technology research, design and development, with state-of-the-art facilities in the US and Europe fuelling a worldwide racing development program, Alpinestars is a global force in every major motorsport series: from Formula 1, NASCAR, the World Endurance Championship and Formula E to MotoGP, motocross and the Dakar Rally. Products delivering comfort and breathability in the high stress cockpit environment, reduce driver fatigue and aid concentration.
Combined with ultra-light materials and advanced construction methods, Alpinestars’ class-leading auto technology is tested in Formula 1 to ensure it gives an advantage in the most competitively demanding environment possible. With trackside technical support and relentless product development, Alpinestars consistently delivers the world’s leading driver performance protection technology to Renault Sport Formula One Team’s drivers Nico Hülkenberg and Carlos Sainz.
One Goal. One vision.
A technological leader in high performance multipurpose machining centres. The company covers an area of approx. 81.000 m2, of which 40.000 are covered, and employs about 700 persons.
Breton has been awarded the ISO 9001 Quality Certification and the ISO 14001 Certification. In the nineties, Breton forced its way in the field of high speed numerical control machining centres, becoming in few years one of the most important manufacturers in the world. Breton’s machining centres stand out thanks to their top technological level, superior production performances, ground-breaking solutions and top quality of the product/service system offered.
Breton holds the exclusive right on the “Metalquartz” technology applied to the sector of high speed machining centres, which allows to considerably increase the machining performances. Over the time, Breton developed a full range of machining centres that satisfy all the requirements of the following industrial sectors: Aerospace, Defence, Aeronautics, Automotive, Naval, Motor Racing, Gears, Energy, Die, Automotive and Naval Modelling and Prototyping, General Manufacturing Industry.
Since 1962 DANIEL HECHTER has been the independent, conquering, exciting French player on the international ready-to-wear scene, which has made luxury affordable. Diversifying its products (men, women and children, accessories, home goods, perfumes), over the years, DANIEL HECHTER has remained the brand of open, modern people who expect their clothes to reflect a certain lifestyle. In 1998, Miltenberger Otto Aulbach GmbH acquired the company from its founder. By restructuring the collections, the current owners have continued to consolidate its success throughout the world. Today DANIEL HECHTER has spread its savoir faire to more than 65 countries through 600 own-branded boutiques and 2500 multi-brand stores.
Elysium provides interoperability solutions that allow sophisticated, high performance multi-CAD Translation, Migration and Validation, Product Data Quality Management, Engineering Change Management, and a number of other tools to achieve 3D digital model collaboration with efficiency and the highest quality. Elysium has remained a global leader in the interoperability industry for more than 30 years, and pushes the envelope of what’s possible in the world of CAD data collaboration and quality. At Renault Sport Formula One Team, the pressure to have high quality data and the fastest turnaround on engineering changes possible while collaborating with multiple divisions and suppliers using CAD, CAM and CAE is enormous to meet deadlines of every race with improvements. This is precisely where Elysium excels and performs and Elysium has been a constant reliable partner to meet this challenge among the Formula 1 team for over a decade.
GF Machining Solutions
GF Machining Solutions is the world’s leading solutions provider to the tool and mould making industry and to manufacturers of high-precision components. Its technology portfolio refers to electrical discharge machines (EDM), high-speed (HSM) and high-performance (HPM) milling machines, motor spindles, 3D Laser texturing and additive manufacturing (AM) machines, automation and tooling systems as well as customer services. With its product labels AgieCharmilles, Mikron, Liechti, System 3R and Step-Tec, GF Machining Solutions has established an enviable reputation for exceptional performance, outstanding value, ease of use, and lasting precision. The Key segments are the automotive and aerospace industry as well as the information and communication technology. GF Machining Solutions EDM and the five-axis milling machines allow Renault Sport Formula One Team engineers to push Formula One technology to its limits and to adopt radical approaches to the design, manufacture and materials of strategic car components.
Just like Renault Sport, ixell was created in 1976 and it is the premium automotive paint brand in France, with pole position in the automotive refinish market.
ixell is Groupe Renault’s premium automotive paint brand created in 1976, based in Paris, and now present in 18 countries. The ixell brand has proved its worth as an essential partner of all vehicle repair professionals. ixell offers an integrated system of products and services covering the whole range of bodywork and car repair specialist requirements.
Formula 1 enables ixell to develop the best technologies for all car paints. ixell colour technologies and tools are designed by and for colour professionals. ixell proposes a uniquely broad range of products and comprehensive expertise, from bare metal to clear coat.
Dedicated ixell field teams are specially trained to assist with advice on the best tools and working methods to enhance quality and improve productivity.
Matrix Fitness – A total solutions partner – is the commercial division of Johnson Health Tech. Matrix is comprised of a complete range of premium, commercial-grade cardiovascular and strength-training equipment for health clubs and other fitness facilities.
Renault Sport was the first commercial partner for Matrix – joining together around 12 years ago. This relationship has been retained throughout the years and continues to grow with Matrix providing fitness equipment to the team’s Technical Centre; a purpose-built sports training and sports science facility known as the Human Performance Centre (HPC).
OZ has been involved in motorsport for more than 30 years as a partner of the most prestigious teams in all kind of World competitions (F1, Rally, Le Mans, DTM, Indy). The incredible number of victories and World titles in the history of OZ represents the essence of excellence and the most reliable evidence of the quality and performance of OZ products.
OZ has been a partner of Renault Sport Formula One Team for many years, co-engineering performance wheels by using all the most advanced production technologies and materials to obtain the optimal balance between strength and elasticity, stress resistance and lightness. The result is the highly performing forged magnesium wheels that are competing today with Renault Sport Formula One Team.
PerkinElmer is a global leader committed to innovating for a healthier world. Our dedicated team of 8,000 employees worldwide are passionate about providing customers with an unmatched experience as they help solve critical issues especially impacting the diagnostics, discovery and analytical solutions markets. Our innovative detection, imaging, informatics and service capabilities, combined with deep market knowledge and expertise, help customers gain earlier and more accurate insights to improve lives and the world around us. Together, we are making a difference for the better:
• For more effective drugs: PerkinElmer technologies and expertise were instrumental in the development of 22 novel therapeutic drugs.
• For healthier babies: Our neonatal and newborn screening technologies have aided in screening over 520 million babies worldwide for a variety of life-threatening diseases, helping them get a healthier start.
• For better treatment: We touch over one million lives every year through cancer treatment with our advances in digital imaging technology.
• For a cleaner and safer environment: Our instrumentation and solutions test 289 billion gallons of water a year to provide safe drinking water for 1 billion people.
• For a safer food supply: In 2016, we analysed 220 million tons of wheat for quality within the global grain supply chain.
• For more informed scientific decisions: Deploying Spotfire licenses across more than 300 enterprises so researchers can better capture and visualize insights.
• For greater efficiencies: Our OneSource services team manages assets in over 8,000 labs around the world.
For over 20 years the F1 Team at Enstone have used PerkinElmer technologies to ensure component safety, quality and integrity. Through our technical partnership with Renault Sport Formula One Team, a dedicated PerkinElmer scientific laboratory operates within the Enstone facility; the latest PerkinElmer thermal analysis, infrared spectroscopy and imaging technologies are used to support proactive monitoring, issue prevention, reliable quality and enhanced performance of Renault Sport Formula One Team race car components.
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For over a decade, our partnership with Renault Sport Formula One Team encompasses two critical engineering disciplines; engineering simulation and advanced composite design.
Our engineering simulation tools, led by the STAR-CCM+ product, allow Renault Sport Formula One Team to discover better designs, faster. The software plays a critical role in aerodynamic development, while both STAR-CCM+ and STAR-CD are used extensively in engine design simulation solutions, providing the most reliable flow of information into the team’s design process, which in turn drives innovation and lowers development costs.
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Renault’s on-track partners
Engine supply has long been a Renault tradition, and Renault Sport Racing is proud to continue this heritage. In 2018 Renault Sport Racing will supply two teams in addition to its works team, Renault Sport Formula One Team.
The R.E.18 power unit will be supplied to Red Bull Racing and McLaren. Units supplied to Red Bull Racing will be badged as TAG Heuer, but the technology will be provided by Viry-Châtillon. The Austrian-British team has used Renault power since 2007 with unprecedented success; four double-double Drivers’ and Constructors’ Championships, 58 pole positions and 55 wins, making it one of the most successful collaborations in Formula 1 history.
McLaren Racing and Renault Sport Racing will team up for the first time in 2018. Despite a combined Formula 1 presence that stretches back to 1977, this will mark the first time that the two brands have ever collaborated. For McLaren Racing, the reason for the partnership is evident: Renault has demonstrated its ability to build championship-winning engines, for its own team as well as customer teams. For Renault Sport Racing, it provides the manufacturer with a second top-level Formula 1 team able to provide it with top-class feedback in relation to the development of its engine.
Renault: 115 years of motorsport success
Renault has long understood the value of motorsport to its brand.
Renault’s first major motorsport victory came in the 1902 Paris-Vienna race at the hands of Marcel Renault. Three Type K lightweight cars were entered alongside four smaller voiturettes to do battle against the likes of Count Zborowski’s powerful Mercedes and Henry Farman’s Panhard. The event took place on steep, twisting roads, including a tough Alpine crossing. From that point on, Renault would be a very serious contender in motorsport at all levels.
In 1906 Renault entered the first-ever Grand Prix, held over two days on public roads outside Le Mans. Renault participated with its Type AK, a lightweight chassis fitted with a 12.9-litre four-cylinder engine. In spite of searing temperatures, a track that almost melted and more than 12 hours of racing, Hungarian Ferenç Szisz won the race for Renault. Victory contributed to an increase in sales for the French manufacturer in the years following the race.
The Jazz Age and Land Speed Records
In the 1920s and 30s, Renault focused on rallying and the Land Speed record. In 1925 Renault won the Monte-Carlo Rally. Then in 1926 the 9.0 litre Renault 40CV Type NM des records was developed for speed trials, complete with a single seat, streamlined coupe bodywork and exposed wheels. It went on to achieve a 24-hour average of 107.9mph – significant speeds for a production-based car of the day.
In the 30s Renault developed the Nerva Series and continued with numerous speed record attempts on the roads of Europe and Africa. Powered by Renault’s second 8-cylinder in-line unit and inspired by aviation engineering developments, the Nervasport finished second in the 1932 Monte-Carlo Rally, just two tenths of a second behind the winner. Victory came in the 1935 Monte-Carlo Rally, the 1935 Liège-Rome-Liège race and second place, behind Bugatti, was achieved in the Morocco Rally too.
But the car turned in its most spectacular performance at the speed ring in Montlhéry. In April 1934, a specially prepared Nervasport won several endurance records in all categories. It covered more than 8,000km in 48 hours, at an average of over 100mph and a top speed of close to 125mph.The highly dynamic single-seater body designed by Marcel Riffard would influence the design of future Renault vehicles.
Shooting Stars in the 1950s
Renault recaptured the pioneering spirit of its early days in the 1950s with further attempts on the Land Speed record. After two years of wind-tunnel testing, in September 1956 Renault took the striking blue Étoile Filante (Shooting Star) to the Bonneville Salt Flats in Utah, USA. The outstanding vehicle featured a tubular, polyester-clad body and two large aircraft-like fins. It was propelled by an innovative turbine engine developing 270 hp at 28,000rpm and was equipped with the Transfluide transmission. In a nod to the aeronautics sector, it ran on kerosene and was practically vibration-free thanks to the rotation speed of the turbines. On its first run on solid ground, its developer Jean Hébert set a new land speed record, peaking at 308.85km/h.
Renault followed this remarkable speed achievement with further rallying success. It entered the petite and innovative rear-engined Dauphine in numerous events, including the Mille Miglia. It took the first four places in the 1956 event and won the Tour de Corse the same year. Two years later a Dauphine won the Monte-Carlo Rally.
The start of the Gordini partnership
In the early 60s a sportier, high-performance version of the Dauphine was produced by Amédée Gordini, who had also created Grand Prix cars under his own name. The Renault-Gordini partnership proved to be highly successful, with the classic R8 Gordini, R12 and R17 appearing in subsequent years. The R8 Gordini in particular excelled in rallies, hill-climb and racetrack meetings and proved so immensely popular that the Renault 8 Gordini Cup, a programme widely considered to be the forerunner of brand-specific championships, was created in 1966. The Renault 12 Gordini engine also powered the first Formula Renault cars, with the first Formula Renault French championship held in 1971. Many eminent drivers and champions have since cut their teeth in the formula, including Jacques Laffite; Jean Ragnotti, Alain Prost, Sebastian Vettel, Kimi Räikkönen and Lewis Hamilton.
Gordini’s facilities in Paris proved to be too small for the ambitious activities, so a new building outside the city was sought. The ideal location was found at Viry-Châtillon. The Gordini facility was inaugurated on 6 February 1969, and it was to be the launch pad for significant and lasting motor sporting success over the following decades.
Va Va Voom at Viry-Châtillon
The initial focus in Viry was a new 2-litre V6 engine, which was officially launched in January 1973. The engine soon proved to be competitive in the prestigious European 2-litre sportscar series. That was followed by a move into the FIA World Sportscar Championship with a turbocharged version of the engine.
Renault Sport was founded in 1976, and that year saw the birth of a parallel single-seater programme with the V6 engine in European F2.
Le Mans success achieved; F1 debut looms
In sportscars the turbocharged Renaults proved to be incredibly fast, securing a string of poles and fastest laps. In parallel, in 1976 Renault Sport started track testing with a 1.5-litre version of the turbo engine for competition in Formula 1. A short programme of races was scheduled for 1977.
The V6 turbocharged RS01 made its debut in the 1977 British GP in the hands of Jean-Pierre Jabouille. Nicknamed the ‘Yellow Teapot,’ the car retired from its first race, but not before it had made a big impression. Four further outings at the end of the year provided more valuable experience.
Everything came together at Le Mans in 1978 when Didier Pironi and Jean-Pierre Jaussaud scored a historic victory in an Alpine-Renault A442B powered by Renault’s turbocharged V6 engine. Another Renault came home fourth. With Le Mans success finally secured, Renault could now focus on Formula 1.
Its F1 education process continued until Jabouille earned the first points for Renault – and for any turbo engine – with fourth place in the US GP in 1978. A move to a twin-turbo set-up for the 1979 Monaco GP was one of the big breakthroughs. The team had finally begun to conquer the critical problem of turbo lag, and Jabouille duly scored the marque’s historical first win on home ground in Dijon, having started from pole.
Rallying to victory
In addition to circuit-based activities, Renault remained committed to rallying. It won the manufacturer’s title in the 1973 World Rally Championship, before Guy Fréquelin claimed the 1977 French Rally Championship with the Alpine A310 Group 5. The Renault 5 Alpine garnered further fame with Jean Ragnotti, who finished second in the 1978 Monte-Carlo Rally. Ragnotti then piloted the Renault 5 Turbo to victory in the 1981 Monte-Carlo Rally and the 1985 Tour de Corse.
Renault also ventured into rallye raids with the Paris-Dakar Rally and a privately-entered Renault 20 driven by the Marreau brothers won the 1982 edition through the deserts of Africa.
After years of hard graft, Renault’s F1 involvement began to pay dividends as it finished second in the 1983 World Championship with Alain Prost. The Frenchman had taken four wins to champion Piquet’s three, but missed the title by just two points. The same year Renault became an engine supplier for the first time, joining forces with Lotus. Supply deals were also extended to the Ligier and Tyrrell teams in subsequent seasons. In Portugal 1985 Ayrton Senna scored his first-ever GP victory with Renault power, and the Brazilian proved to be one of the stars of the season.
F1 success ensues
The works outfit was closed at the end of 1985 with focus instead directed at supplying engines to other teams. Indeed in 1986 the Senna/Lotus/Renault combination proved to the fastest on the grid, as the Brazilian took eight poles.
After a short period of absence, Renault returned to Formula 1 in 1989, but this time as an engine partner to the Williams team. In its first year of competition the new partnership won two Grands Prix, and two further wins followed in 1990. Nigel Mansell – who had used Renault power at Lotus – joined the team.
It was the start of an incredible era. By the end of 1991 the combination was the one to beat, and in 1992 Mansell proved so dominant that he secured Renault’s first World Championship by August.
Former works Renault driver Alain Prost joined Williams in 1993, and he too won the title before retiring. Further championships followed for Damon Hill in 1996 and for Jacques Villeneuve in 1997. Williams-Renault also won the Constructors’ title in 1992, 1993, 1994, 1996 and 1997.
In 1995 Renault expanded its involvement with a new collaboration with the Benetton team. Michael Schumacher won the championship in 1995, while Benetton won the Constructors’ title – ensuring that with its two partners Renault scored six straight title successes between 1992 and 1997. Between 1995 and 1997 Renault engines won 74% of Grands Prix.
Renault officially departed Formula 1 at the end of 1997. Williams, Benetton and later the new BAR team used Renault-based engines under the Supertec, Mecachrome and Playlife names, and work continued in a small development project at Viry.
Renault simultaneously continued its rally involvement throughout the nineties and the Maxi Mégane was driven to victory in the Tour de Corse in 1997.
An F1 return
Again, Renault’s official absence from F1 was to be a brief one. In early 2001 it was announced that the company had bought the Benetton team, and was to return in a full works capacity. The Renault name returned as Benetton’s engine supplier that season, and then in 2002 the team was reborn as Renault F1 Team, with the chassis department still based at Enstone, UK, while working closely with the engine division in Viry.
In 2003 Fernando Alonso gave the new team its first pole in Malaysia, and then the young Spaniard followed up with his and the team’s first win in Hungary. The following year Jarno Trulli gave Renault victory in the most prestigious race of the year in Monaco.
In 2005 Alonso was the man to beat as he won the Drivers’ title and Renault took the Constructors’ version with eight wins between Alonso and team-mate Giancarlo Fisichella.
Despite the huge change from V10 to V8 technology for 2006, the Renault F1 Team was able to sustain its momentum. A further eight wins over the season saw Renault fighting with Ferrari for both titles, but Renault’s innovation again proved victorious as it again captured both the Drivers’ and Constructors’ titles.
Supplying other teams had long been a Renault policy, and in 2007 a new partnership was formed with Red Bull Racing. The dark blue cars soon moved up the grid, and in 2010 Vettel emerged triumphant as the youngest champion in the history of the sport, while Red Bull-Renault earned the Constructors’ championship.
As Renault refocused its activities around engine supply, Vettel proved unstoppable in the World Championship, breaking all the records as he secured consecutive titles in 2011, 2012 and 2013.
Alongside Red Bull Racing, Renault supplied Lotus F1 Team, Caterham F1 Team and Williams F1 Team. Throughout the era, the V8 engine developed by 250 engineers at Viry-Châtillon dominated, taking over 40% of the available wins and a record number of pole positions.
Away from F1, Renault Sport Technologies continued to develop its range of single-make championships with Formula Renault 2000 and the Clio Cup. The Clio Super 1600 enjoyed strong success on the rally circuit, winning several international titles between 2003 and 2005.
The 2005 season brought the creation of the World Series by Renault, following a merger between Eurocup Formula Renault V6 and the World Series by Nissan. Free to the public World Series by Renault meetings combined top-class competition with on-track F1 shows and family entertainment for 11 years. The series was also a springboard for most of the stars in the current F1 field.
The start of a new adventure
In 2014, Formula 1 welcomed a radical new wave of technology with the introduction of avant-garde powertrain technology. The new Renault F1 power unit revisited a previous engine generation’s turbocharged architecture but combined it with powerful electric motors and an array of advanced energy-recovering devices that cut fuel consumption by 40% year on year while delivering comparable levels of performance and acceleration.
Renault continued to supply Red Bull Racing, sister team Scuderia Toro Rosso as well as Lotus F1 Team, but the era proved hard fought. A rethink of the corporate strategy was required, and at the end of 2015 Renault announced it would return to team ownership.
For 2016, the Renault name once again raced in F1 as a full manufacturer entry, taking charge of Enstone-based Lotus F1 Team once again. Renault Sport Formula One Team was reborn with a long-term commitment to the sport and aspirations to once more return to the top step of the podium and challenge for championships. The first challenger, the R.S.16 was the first Enstone-Viry collaboration in 10 years and soon began running for points. The team continued its strong momentum the following year, with the R.S.17 ending the season with a string of points-scoring finishes.
Renault Sport Formula One Team ended the season in sixth position with a rapid car and two hungry drivers; one step closer to reaching its target.
RENAULT STATISTICS IN F1
Chassis Engine Driver (s)
1977 Renault enters F1 for the first time with Jean-Pierre Jabouille as lead driver. The team makes its debut at the British Grand Prix. It enters a further three GPs that year. Renault RS01 1.5l V6 turbo Jean-Pierre Jabouille
1978 The team enters 14 GPs with Jabouille. It makes solid progress, qualifying third in Austria and finishing fourth in the USA GP.
Renault RS01 1.5l V6 turbo Jean-Pierre Jabouille
1979 Jean-Pierre Jabouille and René Arnoux compete in the first full season for Renault. Reliability is better and the team secures its first pole in South Africa and first win at the French Grand Prix. Renault RS01 / RS10 1.5l V6 turbo Jean-Pierre Jabouille
1980 Jabouille and Arnoux secure wins in Brazil, South Africa and Austria, and earn four pole positions.
Renault RE20 1.5l V6 turbo Jean-Pierre Jabouille
1981 Alain Prost joins Arnoux. Prost wins three GPs and finishes fourth in the championship, while Arnoux takes one win. Between them they secure six pole positions.
Renault RE20B 1.5l V6 turbo Alain Prost
1982 Prost wins the first two races of the season and Arnoux adds two further successes. The speed of the car is obvious as the RE30B starts from pole in 10 of the 16 races. Renault RE30B
1.5l V6 turbo Alain Prost
1983 Renault’s strongest season yet. The team finishes second in the championship, with Prost missing out on the title by just two points after winning four times.
Renault RE40 1.5l V6 turbo Alain Prost
1984 Renault branches out into engine supply, teaming up with Team Lotus. Between Lotus and the works team the Renault engine starts from pole on three occasions but fails to win a race. De Angelis finishes the Drivers’ championship in third and Lotus is third in the Constructors’.
Lotus 95T 1.5l V6 turbo Patrick Tambay (Renault)
Derek Warwick (Renault)
Philippe Streiff (Renault)
Elio de Angelis (Lotus)
Nigel Mansell (Lotus)
1985 In addition to Lotus, Renault also supplies engines to the Ligier team. Senna and de Angelis win three races to finish fourth and fifth in the championship. Ligier finishes sixth but the works’ team concludes the year in seventh. It is announced that Renault will refocus activities on engine supply for the following year.
Renault RE60 / RE60B 1.5l V6 turbo François Hesnault (Renault)
Patrick Tambay (Renault)
Derek Warwick (Renault)
Elio de Angelis (Lotus)
Ayrton Senna (Lotus)
Andrea de Cesaris (Ligier)
Jacques Laffite (Ligier)
1986 Renault supplies Lotus, Ligier and Tyrrell. Senna wins two races and starts from pole on eight occasions.
Tyrrell 014 1.5l V6 turbo Johnny Dumfries (Lotus)
Ayrton Senna (Lotus)
René Arnoux (Ligier)
Jacques Laffite (Ligier)
Philippe Alliot (Ligier)
Martin Brundle (Tyrrell)
Philippe Streiff (Tyrrell)
1987 No formal Renault engine activity.
1988 In June a deal is signed with Williams for the 1989 season.
1989 The Williams-Renault partnership hits the track. Thierry Boutsen wins wet races in Canada and Australia.
Williams FW12 / FW12B 3.5l V10 Thierry Boutsen
1990 Two wins and a first pole position show that the Williams-Renault partnership has potential.
Williams FW13 / FW13B 3.5l V10 Thierry Boutsen
1991 Mansell joins Patrese and the duo rack up seven wins and finish in second and third respectively in the Drivers’ championship. Williams finishes second in the Constructors’ table.
Williams FW14 3.5l V10 Nigel Mansell
1992 Williams-Renault and Nigel Mansell emerge as the dominant force. Mansell wins the first five races and secures the title at the mid-season Hungarian Grand Prix. By the end of the season, the FW14B has won 10 of the 16 GPs. Williams FW14B 3.5l V10 Nigel Mansell
1993 Prost replaces Mansell and Williams remains the team to beat. The Frenchman wins seven races, with newcomer Damon Hill winning a further three. Williams-Renault secures 24 consecutive pole positions from 1992 to 1993. Williams FW15C 3.5l V10 Alain Prost
1994 Williams-Renault secures the Constructors’ title and Hill finishes a close runner-up in the Drivers’ race to Schumacher, but the year is marked by the death of Ayrton Senna at Imola. Mansell returns to lift morale and wins one race, while Hill takes six wins. Williams FW16 / FW16B 3.5l V10 Damon Hill
1995 Renault supplies Benetton in addition to Williams and its engines win 16 of the 17 races and take 16 pole positions. Hill and Schumacher wrestle for the title, with the German emerging victorious. Benetton-Renault wins the Constructors’ title at the first attempt. Benetton B195 Williams FW17
Williams FW17B 3.5l V10 Damon Hill (Williams)
David Coulthard (Williams)
Michael Schumacher (Benetton)
Johnny Herbert (Benetton)
1996 Williams returns to winning form and Hill finally takes the title with eight wins. Newcomer Jacques Villeneuve adds another four wins to the total, while Benetton finishes third in the Constructors’ title with one win. Williams FW18
Benetton B196 3.5l V10 Damon Hill (Williams)
Jacques Villeneuve (Williams)
Jean Alesi (Benetton)
Gerhard Berger (Benetton)
1997 Villeneuve leads the Williams team following the departure of Hill and wins the championship in a dramatic finale at Jerez, having taken six victories. New team mate Frentzen scores his first win, while Gerhard Berger adds a single success for Benetton. Renault withdraws from official engine supply at the end of the year. Williams FW19
Benetton B197 3.5l V10 Jacques Villeneuve (Williams)
Heinz-Harald Frentzen (Williams)
Jean Alesi (Benetton)
Gerhard Berger (Benetton)
Alexander Wurz (Benetton)
1998 Renault does not officially compete in the championship however Mecachrome and Playlife use the basic engine model to supply Williams and Benetton respectively.
1999 The Mecachrome engine is rebadged as Supertec, and supply continues to Williams. Benetton uses Playlife for a second season.
2000 Benetton continues to use the Playlife engine while Arrows picks up the Supertec deal following Williams’ switch to BMW.
2001 The Renault name returns to F1 following the conclusion of a deal to purchase the Benetton team, but initially the chassis name is unchanged.
Benetton B201 3.0l V10 Giancarlo Fisichella
2002 Benetton is reborn as the Renault F1 Team, and the outfit shows good progress as it finishes fourth in the championship. Renault R202 3.0l V10 Jarno Trulli
2003 The team takes its first victory under the Renault name when Fernando Alonso wins from pole in Hungary. The Spaniard also takes pole in Malaysia as the team again finishes fourth in the championship.
Renault R23 3.0l V10 Jarno Trulli
2004 The team finishes third in the championship, with Trulli winning the prestigious Monaco Grand Prix. Renault R24 3.0l V10 Jarno Trulli
2005 Alonso wins seven races and at the final race in Brazil he secures the World Championship. Fisichella also wins one race and helps Renault to its first Constructors’ title. Renault R25 3.0l V10 Fernando Alonso
2006 Using the new Renault V8 engine Alonso wins seven races and takes his second championship. A win Fisichella helps Renault to successfully defend its Constructors’ title. Renault R26 2.4l V8 Fernando Alonso
2007 Renault teams up with Red Bull Racing. Engine specifications are frozen, restricting developments and performance gains. Renault R27
Red Bull RB3 2.4l V8 Heikki Kovalainen (Renault)
Giancarlo Fisichella (Renault)
Mark Webber (RBR)
David Coulthard (RBR)
2008 Alonso returns to Renault, winning two races. The team finishes the year in fourth. The Red Bull partnership ends the year strongly. Renault R28
Red Bull RB4 2.4l V8 Fernando Alonso (Renault)
Nelson Piquet (Renault)
Mark Webber (RBR)
David Coulthard (RBR)
2009 Red Bull Racing-Renault scores its first win and pole at the Chinese Grand Prix and finishes the year in second following a further five wins. Alonso takes one pole position, but does not win a race. Renault R29
Red Bull RB5 2.4l V8 Fernando Alonso (Renault)
Nelson Piquet (Renault)
Romain Grosjean (Renault)
Mark Webber (RBR)
Sebastian Vettel (RBR)
2010 Renault announces the partial sale of the team to Genii Capital but continues to compete under the Renault F1 Team banner. Red Bull emerges as the dominant team of the season, but the title goes down to the final race. Vettel is crowned champion and the team secures its first Constructors’ Championship. Renault R30
Red Bull RB6 2.4l V8 Robert Kubica (Renault)
Vitaly Petrov (Renault)
Mark Webber (RBR)
Sebastian Vettel (RBR)
2011 Renault refocuses activities around engine supply and creates Renault Sport F1. Team Lotus joins the Renault fold. Red Bull Racing wins back to back titles and Vettel becomes the youngest-ever double world champion. The Renault team competes as Lotus Renault GP following the complete sale of the team and secures two podiums. Team Lotus finishes tenth. Renault R31
Red Bull RB7
Lotus T128 2.4l V8 Vitaly Petrov (LRGP)
Nick Heidfeld (LRGP)
Bruno Senna (LRGP)
Mark Webber (RBR)
Sebastian Vettel (RBR)
Heikki Kovalainen (Lotus)
Jarno Trulli (Lotus)
Karun Chandhok (Lotus)
2012 Williams becomes Renault’s fourth team in the championship, reviving the historic partnership. Lotus is rebadged as Caterham while LRGP becomes Lotus F1 Team. Red Bull Racing wins the Drivers’ and Constructors’ titles, becoming triple double champions. Lotus and Williams both win one race apiece while Caterham finish achieve tenth in the Constructors’ Championship. Lotus E20
Red Bull RB8
Williams FW34 2.4l V8 Kimi Räikkönen (Lotus)
Romain Grosjean (Lotus)
Mark Webber (RBR)
Sebastian Vettel (RBR)
Heikki Kovalainen (Caterham)
Vitaly Petrov (Caterham)
Pastor Maldonado (Williams)
Bruno Senna (Williams)
2013 Red Bull Racing and Sebastian Vettel continue their dominance of the sport, with a fourth consecutive double-double Drivers’ and Constructors’ championship crown. Renault engines win 14 of the 19 races, with Lotus F1 Team’s Kimi Raikkonen securing victory in Australia. Williams finish the year ninth and Caterham eleventh. Lotus E21
Red Bull RB9
Williams FW35 2.4l V8 Kimi Räikkönen (Lotus)
Romain Grosjean (Lotus)
Mark Webber (RBR)
Sebastian Vettel (RBR)
Heikki Kovalainen (Caterham)
Charles Pic (Caterham)
Giedo van der Garde (Caterham)
Pastor Maldonado (Williams)
Valtteri Bottas (Williams)
2014 A new engine era is born as the V8 engines are replaced by V6 turbocharged Power Units equipped with potent energy recovery systems. Renault continues to supply Red Bull Racing and secures three wins with new recruit Daniel Ricciardo in Canada, Hungary and Belgium. Red Bull finishes second in the Constructors’ Championship. Lotus E22
Red Bull RB10
Caterham CT05 1.6l V6 Pastor Maldonado (Lotus)
Romain Grosjean (Lotus)
Daniel Ricciardo (RBR)
Sebastian Vettel (RBR)
Marcus Ericsson (Caterham)
Kamui Kobayashi (Caterham)
Andre Lotterer (Caterham)
Will Stevens (Caterham)
Giedo van der Garde (Caterham)
2015 Renault strengthens its ties with Red Bull Racing as it teams up with Red Bull junior team Scuderia Toro Rosso for the first time. At the end of the year Renault announces it has concluded a deal to take over Lotus F1 Team and re-enter Formula 1 as a works team. Red Bull RB11
STR10 1.6l V6 Daniel Ricciardo (RBR)
Daniil Kvyat (RBR)
Max Verstappen (STR)
Carlos Sainz (STR)
2016 Renault launches Renault Sport Formula One Team at the start of the season with Kevin Magnussen and Jolyon Palmer as race drivers. Plans are laid to regenerate its Enstone HQ and heavily recruit new personnel. The team ends the year in ninth. Renault continues to supply engines, now rebadged as TAG Heuer, to Red Bull Racing and wins in Spain and Malaysia. Renault R.S.16
Red Bull RB12 1.6l V6 Kevin Magnussen (Renault)
Jolyon Palmer (Renault)
Daniel Ricciardo (RBR)
Max Verstappen (RBR)
2017 Renault’s investments begin to pay dividends as it makes rapid progress up the grid. Nico Hülkenberg joins the team alongside Palmer, who is later replaced by Carlos Sainz. Ten points scoring finishes between them gives the team sixth in the Constructors’ Championship. Red Bull Racing wins three races. Renault R.S.17
Red Bull RB13
STR12 1.6l V6 Nico Hülkenberg (Renault)
Jolyon Palmer (Renault)
Carlos Sainz (Renault)
Daniel Ricciardo (RBR)
Max Verstappen (RBR)
Carlos Sainz (STR)
Daniil Kvyat (STR)
Pierre Gasly (STR)
Brendon Hartley (STR)
Tracking Enstone’s development
The cornerstone of any Formula 1 team is its factory, where each year the car is conceived and built. For Renault Sport Formula One Team the factory is the Whiteways Technical Centre, located on the site of a former quarry just outside the village of Enstone in the picturesque Oxfordshire countryside.
Whiteways has played home to a Formula 1 team in a number of guises since 1992; first Benetton, then Renault for their double-championship winning years, to Lotus F1 Team and then back into Renault ownership in 2016.
The last two years have seen major upgrades at the seven-hectare HQ to create greater capacity, improve the work areas and harness the very latest production machinery. The development of the infrastructure has been allied to a significant increase of headcount from 468 at the end of 2015, to over 650 in January 2018.
Starting with the conception of the car, the Design Office will move into new offices during spring 2018 and their designs will be developed and validated through an updated CFD supercomputer, capable of making 45 billion calculations a second, and in the wind tunnel, which was upgraded in the summer of 2017.
Once the development of a component is signed-off, it will be machined by one of over 20 CNC, EDM or GF machines, 90% of which were replaced with new equipment over the course of the last year. In particular, two new Breton machines have been installed across the last six months and are tasked with machining the chassis.
To house the Breton machines, a new building was constructed last April with the first fully installed in October. The second, meanwhile, was finalised in January. Both are used for fine tuning the chassis tubs, which can take up to five weeks of work. The advantages of having two state of the art Breton machines are its efficiency and accuracy, whilst also boasting the ability to save time by around 30% compared to the previous approach.
Amongst the other key additions to Enstone, a paint facility was installed last May, bringing spraying of the car and other compontents in house.
Once the car is complete and ready to take to the track, it will be monitored in real time in the new operations room, situated at the heart of Enstone’s base. This facility made its debut at round five of the 2017 season, the Spanish Grand Prix.
Six 85” screens, 24 work stations with double-screen 24” monitors and a high-tech intercom system mirrored to that used at the track, make up the nine-sq metre room which has made a big impression since its introduction last May, according to Head of Vehicle Performance, Chris Dyer.
“There’s a much stronger feeling of being involved and being directly connected with the track,” he said. “We have a direct link to the ops room in Viry so it’s a three-way connection between Enstone, Viry and the track.
“As well as the intercom, we have the live timings, the video feed, webcams in place to see the car and a webcam to see the engineering office at the track. All the small details boost the efficiency, and the more we can make people feel like they’re at the track, the more benefits we can get out of the facility.”
It’s a well known saying that an army marches on its stomach, and as no stone has been left unturned in the quest for performance and there’s a new staff canteen at Enstone.
2018 will see further progression including a rearrangement and reorganisation of a number of key departments, a new composites clean room and updated, environmentally-friendly LED lighting thorought the facility. A new reception area, set for completion in the spring, will showcase Renault’s proud Formula 1 history and prove an excellent first impression for visitors touring the factory.
Chief Technical Officer Bob Bell described the importance for the changes to aid both Renault’s immediate targets and the long-term goal of delivering World Championship titles back to Enstone in the future.
“There are more people, more boots on the ground, which means more capacity to increase the rate of development. Enstone has moved on a long, long way since the Renault acquisition and is following the trajectory laid out in advance and that will stretch out for more years to come.”
…AND AT VIRY-CHATILLON
Although it has been Enstone that has been the focus of extensive upgrades and development, the Viry-Châtillon site has not stood still.
UPGRADES TO ENGINE DYNO
Work is currently underway in the engine dyno department. In 2018 Viry-Châtillon will benefit from a new engine dyno that will allow:
⦁ Testing and refinement of the power unit and gearbox.
⦁ Development of the power unit with improved accuracy.
Construction of a new building is the most practical solution to accommodate a growing workforce and update current technical and working facilities. Work will start on a 4,000 sqm building dedicated to engine assembly and other logistical departments at the start of the 2018 season, due for completion in 2019. This modern and practical facility will allow us to move into the future with confidence.
RENOVATION OF EXISTING BUILDINGS
Throughout its 40-year history, the original Gordini site has undergone numerous transformations to adapt to new technologies and functions. The construction of a new building will also enable the historic facilities to be thoroughly renovated. A widespread evaluation of the updates to working and social areas is currently underway. Renovations will start in 2019.
Expansion and renovation are the short-term aims of our wider plan to achieve the best possible level of performance.
RENAULT’S MOTORSPORT ACTIVITIES
The FIA’s first fully electric racing championship is staged in city centres around the world. In its continuing role as a trailblazer, Renault is making the most of this global showcase to put the spotlight on its know-how in electrical technology.
A standard bearer of all-electric driving with the Z.E. (zero emissions) range and a key player in motorsport, Renault is playing its part in the emergence of a new type of motor racing that is more accessible and contributes to the development of electro mobility.
Renault rose to the latest challenge in winning the maiden FIA Formula E Championship in 2014/15 with the Renault e.dams team, echoing the same feat in season two, competing with its own engine/gearbox assembly and developing cutting-edge technologies that will both directly and indirectly benefit the production vehicles in the Z.E. range.
In 2017, the Renault e.dams team won a third consecutive FIA Formula E championship with its two drivers Sébastien Buemi and Nicolas Prost. The team is once again committed to the FIA Formula E championship in Season 4 with the goal of winning a fourth successive title at the season finale in July 2018. Renault will withdraw from Formula E at the end of this season to focus its resources on its ambitious Formula 1 goals.
Thierry Koskas, Groupe Renault EVP sales & marketing: “As a pioneer in EV, we have learned a tremendous amount about high-performance electric vehicles and energy management that directly benefits our EV customers. After Season 4 we will focus resources on our aggressive goals for Formula 1 and we look forward to continuing to gain benefits from motorsport racing across the Alliance with Nissan.”
Sometimes as young as 16, the drivers in the Formula Renault fields are confronted with an extremely competitive environment in which they will learn the basics of their trade: how to handle the pressure of competition while getting the most out of their single-seater. The 2.0L, 16V, 210 hp single-seater engine has been hooked up to a paddle-operated seven speed sequential gearbox.
The old adage that you need a season to learn and another to win seems to be a thing of the past. The average age of drivers breaking into Formula 1 has fallen considerably in the last few years, with the result that the apprenticeships they serve on the way up have also become shorter. Created more than 45 years ago, Formula Renault has since developed in response to the needs of drivers hailing from karting and entry-level series.
Something of a single seater academy, the Formula Renault gives drivers every opportunity to demonstrate their talents.
Renault Clio Cup
Fans love to see cars racing side by side, which is just what they get with the Clio Cups.
Following the launch of the legendary Coupe R8 Gordini in 1966, Renault Sport has continued its presence on the racetracks of Europe and the rest of the world. Sold by the hundreds since 1991, the four generations of the Clio Cup were recognized for their performance, reliability and accessibility.
Clio Cup has all the attributes of the Clio R.S. 200 EDC. The 1.6L direct injected turbo engine delivers 220hp and a constant torque of 270Nm and is hooked up to a sequential gearbox with steering wheel-mounted paddle shifts.
Renault Clio R3T Trophy
In 2018 competitors will have the choice to compete for a national trophy in four European areas: France, ALPS, Italy and Iberia.
In addition to the technical support available to every customer and the sporting equity of the Trophy, the Clio R3T will provide a good experience to the drivers for their future in rally.
Clio R3T shows off its assets with exclusive front and rear suspension systems. Featuring adjustable bumpers and a wide range of settings, every single Clio R3T driver is able to find the balance needed to be competitive on all surfaces.
Clio R.S. 200 EDC’s 1.6-litre turbo-charged engine has been given special treatment to deliver unrivalled performances. The engine block now develops 242hp and delivers 480Nm of torque. The six-speed sequential gearbox can be controlled by steering wheel-mounted paddles.
Renault Sport Team Vitality
Renault and Renault Sport Racing have joined forces with eSports powerhouses Team Vitality to form Renault Sport Team Vitality, an eSports team which will compete in a programme of motorsport-based competitions throughout 2018.
This association with Team Vitality sees Renault forge new ways to engage with an all new audience including passionate eSports fans and players who share Renault’s love of sport, competition and innovation.
The team will be spearheaded by the following players:
Philip Paschmeyer – Paschy90 (Rocket League)
Victor Locquet – Fairy Peak! (Rocket League)
Sandro Holzwarth – FreaKii (Rocket League)
Renault Sport Racing will provide the team’s players with access to its Formula 1 factory in Enstone, to train with drivers and technical staff. Team members will also have an opportunity to meet experts who are accustomed to working in the demanding environment of F1 paddocks. In exchange, Vitality will bring to the table its expertise as a multiple European and World champion in a variety of categories, to assist the new squad’s professional players on an everyday basis.
Cyril Abiteboul, Managing Director, Renault Sport Racing: “The ties that exist between motorsport and gaming are obvious. Both call for mental strength and physical fitness in a highly competitive environment. Last year’s exciting launch by FOM of the Formula 1 eSports Series has accelerated the convergence of these two worlds and created opportunities for collaboration. Our objective is to build a team for the long term that is both respected and feared by its opponents.”
RENAULT SPORT CARS – FROM THE TRACK TO THE ROAD: A UNIQUE EXPERTISE AND KNOW-HOW
A few questions for… Patrice Ratti, Managing Director, Renault Sport Cars
How was the cooperation between Renault Sport Cars and Renault Sport Racing in 2017?
It is essential for Renault Sport Cars to maintain close ties with Renault Sport Racing so that our cars continue to draw on the competition technologies that make them so powerful and unique. These are primarily links between engineers. Thus, the new cylinder head of the 1.8l turbo engine of New Mégane R.S., revealed in 2017, was designed with help from the Renault Sport Formula One Team engineers, using the calculation tools at Viry-Châtillon. We also maintain a relationship with the drivers. We couldn’t have a better ambassador for New Mégane R.S. than Nico Hülkenberg, who also added his precious expertise to the development of the car.
Will this collaboration continue in 2018?
Of course. We began this year with the launch of the Clio R.S.18, a limited production car that pays tribute to the successes of Renault in Formula 1, like we did with the Mégane and with the preceding versions of the Clio. This car is the fastest of our Clio R.S. range and borrows the colours and codes of the Renault Sport Formula One Team with stunning results! Then it was natural that Carlos Sainz, our new driver and son of two-time world rally champion, was entrusted to give the New Mégane R.S. a go during the Monte-Carlo Rally. And there is more to come… We will continue to share the Renault Sport passion!
What are the challenges for Renault Sport Cars in the upcoming years?
The tightening of anti-pollution standards in Europe will drive the sports car market towards major transformations on which our project teams are working. I am thinking in particular of electrification, which will be unavoidable in the coming years, and to 100% electric. In addition, we will continue to create vehicles for emerging countries. In any case, Renault Sport will remain the leader in handling and driving pleasure.
RENAULT SPORT CARS RANGE: THERE’S A RENAULT SPORT TO SUIT EVERYONE
The Renault Sport range is based on a three-tier structure to cover all the needs of the customer. The GT-Lines offer the sporty and distinctive design of the GT range that is characterised by engine performance and an optimised chassis, as well as a high comfort level for daily use. The R.S.’s offer the best performance and an uncompromising driving pleasure, just as good on the road as on the circuit.
Benefiting from technologies developed on the track, the R.S., GT and GT-Line are the flagships of the Renault range. Behind the wheel, hundreds of thousands of drivers form a border-free community that keeps the Renault Sport passion rolling on the roads around the world.
The Twingo GT, Clio R.S., Clio GT-Line, New Mégane R.S. Mégane GT, Mégane GT-Line, Mégane Estate GT, Sandero R.S., Sandero GT-Line and Fluence GT are the 10 Renault Sport models that make up the sport range.
Focus on Clio R.S. 200 EDC
Clio R.S. 200 EDC offers the best in Renault Sport technology for a thrilling driving experience. Thanks to its six-speed EDC dual-clutch automatic gearbox, efficiency and comfort go hand in hand. Embracing its city car looks, it can be transformed into a high-level sports car according to the wishes of the driver! With a more powerful 220hp engine, the Trophy version comes with an extra 40Nm of torque thanks to a new engine mapping, a larger turbocharger, an air intake system that reduces loss of power and a redesigned exhaust system. This version also has specific ground link systems.
Focus on New Mégane R.S.
Introduced in September 2017, New Mégane R.S. was eagerly awaited by sports driving enthusiasts. Aiming to become – like its predecessors – a benchmark in the C-segment hot hatch market, this third generation of Mégane R.S. is packed full of Renault Sport expertise and passion.
Driven by its powerful, performance-oriented design, New Renault Mégane R.S. makes no attempt to hide its motorsport pedigree, offering outstanding driving pleasure on the road and on the circuit.
⦁ A chassis combining efficiency, agility, stability and comfort, equipped with the 4CONTROL four-wheel steering system and four hydraulic bump stop shock absorbers;
⦁ A new generation 1.8-litre turbo engine, delivering 280hp and 390Nm thanks to the development work jointly carried out by engineers from Renault Sport Cars and Renault Sport Racing;
⦁ Customers can choose one of four versions, adapted to all uses, with two types of transmission available (manual or EDC gearbox) and two types of chassis (Sport or Cup);
⦁ State-of-the-art technological features, such as R.S. Vision, MULTI-SENSE or the new version of R.S. Monitor.
TECHNOLOGIES DERIVED FROM RACING FOR UNRIVALLED DRIVING PLEASURE
Resulting from the ongoing discourse between racing engineers and those in charge of production models, motorsport-derived technologies help to improve the driving pleasure, performance levels and reliability of the R.S.
Inaugurated on Clio R.S. 200 EDC and New Mégane R.S., Launch Control lets you fly off the start line like a cannon ball! Managing the level of grip available, this electronic system eliminates wheel spin by regulating the level of engine torque.
Multi Change Down
By pressing and holding down the steering wheel-mounted paddle, the driver can shift down through the gears quickly in order to enter each corner in the most suitable gear. Available on the Clio R.S., Mégane GT and the New Mégane R.S., it provides an unprecedented experience for all driving styles.
Featuring a completely revised, more user-friendly layout and offering extended functionalities, the telemetry and data acquisition system R.S. Monitor provides New Mégane R.S drivers with a new experience. There are two options for the system:
⦁ Available when ordering the vehicle, R.S. Monitor gathers and summarises information from forty or so sensors spread around the car. It is therefore possible to display a wide range of vehicle settings in real time on the R-Link 2 touchscreen tablet: acceleration, braking, steering wheel angle, operation of the 4CONTROL system, temperatures and pressures…
⦁ Unprecedented in the segment, R.S. Monitor Expert lets you film your driving sessions and then overlay telemetry data, in order to obtain superb augmented reality videos. These videos enhance the New Mégane R.S. driving experience and can be instantaneously shared on social media using applications available for iOS and Android smartphones.
Taking things even further with R.S. Monitor Expert, the recorded data can be exported to the R.S. Replay website. You can then play back your driving sessions, analyse your laps down to the very last detail and compare with other users from the Renault Sport community.
Independent steering-axis front suspension
Initially devised for the R21 Turbo Superproduction at the end of the 1980s, the independent steering-axis front suspension was given a new lease of life on the more powerful models from the R.S. range. Unlike a McPherson-strut front suspension system, the steering axis is completely independent of the damper system, thus eliminating the torque-steer issues on tight corners and improving overall stability at high speed.
Hydraulic compression stops
Developed following work done by Renault Sport on the suspension systems used in rallying, hydraulic compression stops are now used on Clio R.S and New Mégane R.S. Regardless of the conditions, they offer unrivalled road-holding for a sports car, thanks to the inclusion of a secondary damper in the main part.
U-Flex oil-control rings
Among the many innovations that have stemmed from the world of Formula 1, Renault Sport rolled out the U-Flex technology on its production models. This highly flexible, U-shaped oil-control ring adapted to the exact profile of the cylinder wall caused by changes in pressure and temperature. The innovation helps to limit friction whilst improving the efficiency of the engine lubricant.
More efficient cooling on the 1.8l Turbo engine
In order to achieve the required performances, Renault Sport’s engine specialists designed a completely new cylinder head, with a reinforced structure and more efficient cooling that dissipates heat right next to the combustion chamber. The design was entrusted to a task force made up of the best specialists from Renault Sport Cars, Renault Sport Racing and the Renault Technocentre. By using the calculation and simulation facilities at the Viry-Châtillon site, development time was slashed to just six months.
An undisputed mastery of turbo technology
Renault was a pioneer of the turbo technology that was introduced in F1 in 1977, and is present today in most of the models in the R.S and GT range. In 2014, the turbo made its return to F1 where the extra power and efficiency brought by this technology is one of the elements that has allowed for contributing to reducing emissions by 40% with comparable performance.
Renault Sport Track Days
Renault Sport also offers its customers the chance to enjoy the qualities of their R.S.’s and to perfect their driving technique on the finest circuits in the world and in the company of professional instructors! Started in France over a decade ago, “Renault Sport Passion Days” was renamed Renault Sport Track Days when it was exported. After Germany and Great Britain, the concept is now international.
Renault’s technological excellence in F1 for the benefit of all motorists
Renault’s excellence on the racetrack has already found its way into the specification of its production engines. A prime example is the latest generation of Energy engines that have benefitted from the input of skilled specialists from the world of Formula 1.
Over recent years strengthened ties have been forged between Viry-Châtillon, where Renault’s F1 powerplants are designed and developed, and the Technocentre in Guyancourt, the company’s nerve-centre of road car engineering development. In addition, even closer ties will now be forged between Les Ulis, home to Renault Sport Cars. The close collaboration that exists between the race engine specialists and their production engine colleagues, as well as the one-off projects that involve both parties, allow breakthroughs in F1 to benefit road going engines, and vice-versa.
The speed at which developments occur in F1 and the analytical skills of Renault’s race engine specialists enable the company to explore new technical solutions in extreme conditions. Competing with specialist makes on the racetrack also provides Renault, as a volume manufacturer, with a unique grasp of cutting-edge engine architectures.
This approach enables Renault to constantly improve the energy efficiency of both its race and road going engines in many different ways, including:
• Turbocharging and downsizing
• Direct fuel injection
• Friction reduction
• Shared practices
As such, Renault’s customers benefit from a level of powertrain excellence that has been honed in the exacting world of motorsport.
Renault is making a direct contribution to the emergence of electric technologies via a dual sporting and technical commitment. F1 power units now incorporate powerful electrical motors that are capable of harnessing energy lost under braking and in the exhaust. The recovered energy is stored in a battery and released on demand to boost power. In parallel, Renault’s commitment to the new Formula E Championship demonstrates Renault’s environmental strategy and commitment to “zero-emission” vehicles.
The two-pronged commitment showcases Renault’s determination to step up technological progress in electric vehicles. The technologies developed as part of our commitments will contribute to improving the performance of electric motors and the battery range.
Turbocharging enables smaller cubic capacity engines to produce greater power despite lower maximum rev limits. Energy that would otherwise be wasted as heat in the exhaust gases is recovered to drive the turbo. This energy is then used to compress the intake air (compressor) and increase the pressure inside the cylinders.
Renault stood out as the pioneer in turbocharging and downsizing in Formula 1 when it debuted the R.S.01 turbo engine in 1977. It gradually made this technology widely available in emblematic high-performance production cars in the 1980s, including the R5 Turbo, R18 Turbo, R11 Turbo and R21 2L Turbo.
Today, all the power plants that form Renault’s Energy range are turbocharged with a view to reconciling the performance and fuel efficiency of its current smaller and lighter engines. Similarly, the R.E.18 is a V6 turbo, capable of producing more bang for buck than its engine displacement would normally allow.
Direct fuel injection permits accurate control of the form and rate of the fuel spray inside the cylinders and not inside the intake manifolds, as is the case with indirect injection.
Direct fuel injection in the Renault production cars also stems from the two-way dialogue between Viry and Guyancourt in their respective bids to optimise energy efficiency while minimising fuel consumption. The latter has been cut by 40 percent with the latest generation Formula 1 engine and is down 25 percent in the case of Renault’s Energy production engines.
The Energy engine range benefits from Renault Sport Formula One Team’s expertise in friction-reducing technologies, including:
• DLC (Diamond Like Carbon) coating of cam followers
• Pressure Vapour Deposit (PVD) treatment of piston rings
• UFLEX oil control ring technology, which has been used in F1 for more than a decade. The form of the ‘U’ permits the piston ring to adapt to the exact profile of the cylinder wall to obtain the best compromise between efficiency (oil scraped off the lining to minimise consumption) and friction.
In F1, weight is public enemy number one. Low fuel consumption is clearly an advantage since it means you can carry less fuel, and that makes the car lighter and therefore faster.
Electronic control systems
When it comes to improving powertrain performance in road car technology, electronic control systems play an increasingly important role. High-performance control units, algorithms that incorporate more and more physical models, virtual sensors and so on are critical in reducing energy consumption.
F1 engines are fitted with sophisticated electronic control units that are capable of processing 5GB of data per hour to control fuel consumption, engine modes and hydraulic systems.
The principle of recovering energy by placing a turbine in the exhaust line of a reciprocating engine and transmitting this energy to the crankshaft is not new. It was even used prior to World War 2 on certain airplane engines and a mechanical form was developed for trucks. The process is known as a ‘compound’ engine.
The advantage of an electric turbo-compound solution is that it enables the released energy to be controlled in real time in order to use it when and where it is really necessary. Depending on the need of the moment, it can be transmitted to the crankshaft, employed to maintain the speed of the turbine (and thereby reduce inertia during the transient phase), or quite simply stored in the battery until required.
Again, this technology mirrors that of F1’s highly advanced power units.
In addition to sharing technologies, the pooling of systems and skills ensures real bonds between F1 and production vehicles as savoir-faire and sizing tools are pooled to optimise both road-going and F1 engines.
Renault Sport Formula One Team’s experience of high-performance engines proved beneficial when it came to designing the cooling system for Renault’s road-going turbocharged engines. An example is the transverse water flow system employed by Energy engines.
Validation processes based on a thorough understanding of engine physics are also one of Renault’s key assets. Ensuring reliability at each race is vital to success in F1, while the durability of the brand’s Energy powerplant range is recognised in quality surveys.
Last but not least, talent sharing with a view to pooling advanced skills is a vital ingredient when it comes to promoting fruitful, two-way dialogue and fostering the spirit of innovation. Philippe Coblence, who was behind the architecture of the Energy dCi 130, and Jean-Philippe Mercier, who was behind the Energy TCe blocks, are both former managers of Renault Sport F1’s engineering office and architects of the V10, then V8 powerplants, which were successful in F1 in the 1990s and 2000s.
They brought their personal expertise and exacting approach to their respective road-engine projects. Downsizing, for example, was taken to new limits thanks to technical solutions and processes brought with them from F1. Energy engines now boast an unprecedented technological package for their level of range and, compared with their predecessors, deliver combined-cycle fuel savings of up to 25 percent for the vehicles they power.
The wide variety of skills available across Renault is a major advantage that is also beneficial to Renault Sport Formula One Team. For example, the team at Viry-Châtillon makes intensive use of Renault’s materials laboratory, as well as tools like the scanning electron microscope.