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hard on “virtual
reality”: the driving
simulator enables us to
define many aspects of
the car at a very early
stage, and at
significantly reduced
costs. One of our aims
is to integrate the
simulator into the
development process
for new products, in the same way as
structural analysis, numerical aerodynamics
(CFD) and experimental aerodynamics carried
out in the wind tunnel».
Since it was launched two years ago, the T12
has received widespread praise, including
for its looks, which are reminiscent of the
old F.1 cars. Is it true that, unlike with past
models, Renault asked you not to reproduce
the current F.1 lines this time?
«Exactly: at Renault they look towards the
future, in terms of innovation, but they also
learn from the past. In 2008 the instructions
were to replicate the style of that season’s
Renault F.1 model: this was achievable, but
only by compromising on performance and
costs. The review process that resulted in the
T12 was based on identifying the essential
elements: maximum aerodynamic efficiency,
clean lines, keeping the number of necessary
appendages to a minimum, and a great deal
of time spent on getting the very best out of
the engine-transmission-electronics package.
When you invest resources in the right
direction, sooner or later you get the desired
results».
The T12 tyres are supplied by another top-
notch partner in Michelin. Do the French-
made tyres represent a valid starting point
for the Zytek engine-chassis package and
the excellent grip that distinguishes the T12?
«The Michelin tyres are definitely a factor in
the success of the championship: they provide
good grip over a number of laps and last
long enough to complete the selection
process, but they also have enough leeway to
pardon mistakes if you don’t nail your fastest
lap at the first try. The partnership between
Michelin and Renault is a long-standing one
and goes beyond mere appearances: the two
constructors invest heavily in improvements;
for example, in order to
ensure they are prepared
for future production
lines, they hold tyre
development sessions
almost every year. The
repeatability and
predictability and
reliability of the tyres
produced in the factory
in Clermont Ferrand are
all factors that contribute to the balance we
were talking about earlier, and which is vital
to the life and success of the championship».
From an engineer's point of view, what do
you think about the format of the World
Series by Renault, which is based on two
hours of free testing, two qualifying sessions
and two races. Is this the best way of
organising a race weekend for the teams
and the drivers?
«Personally I can't think of a better way, and
I wish competitions were always organised
along these lines. I used to be a race-engineer:
you prepare meticulously for the weekend,
dedicating time to make sure that you present
the car in the best possible condition, you
weigh up all the possibilities and strategies,
then… A mistake, a red flag at the wrong
moment, a puncture, another car in the way
and everything goes to waste. There’s nothing
more frustrating than seeing all your
preparations go up in smoke in the only
qualifying session or during the race when
you know that starting positions for the
second race depend on the outcome of the
first. Two qualifying sessions and two races
guarantee the same conditions for everyone,
and, especially in the case of the less
experienced drivers, a second chance».
Renault insisted on “over-designing” both
the chassis and the engines, in order
accentuate the differences between the
drivers, and draw a line as it were. They
seem to have achieved that aim.
«In ten years of designing a car like the
Formula Renault 3.5, some times more
investment is spent on the chassis and the
aerodynamics, while other times more
attention is concentrated on the engine or the
transmission, depending on the requirements
and the available budget. The evolution of the
2008 had produced a car with considerable
download, this was handled very well by the
Michelin tyres and resulted in very good grip
and hence speeds on the faster curves that
approached F.1 performance levels. High
levels of grip frequently equate to a flattening
out in performance levels: numerous drivers
separated by a few tenths of a second, so that
everything has to be absolutely perfect to stay
at the top. But the opposite is also true: an
imperfection, a tiny error, the loss of a few
hundredths of a second, and suddenly you're
back in twelfth place! Increasing engine power
and torque means shifting the point of
equilibrium, making things harder for the
drivers. Driving becomes more difficult
because it requires more skill: before, all the
drivers had to do was exploit the grip to the
maximum, but now they have to remember
that they have an instrument capable of
applying a great deal of force on the
adherence ellipse in their hands, or rather
beneath their feet. When you put your foot on
the gas the rear of the car is much more
“excitable” and you have to learn how to
gauge the way you apply thrust. The ability to
handle an unstable rear axle is an accurate
indicator of a driver's talent, because anyone
can learn to control the understeer that results
from a front end with reduced grip; but only
the very best are able to live with a neutral or
oversteering car».
With the advent of the T12 the F.1 teams are
becoming increasingly interested in WSR,
and over the last two years practically all the
drivers from the Junior programs (Red Bull,
Ferrari, Mercedes, McLaren, Lotus,
Caterham) have graduated to this category.
Do you regard this as a success, an
acknowledgement?
«To be able to contribute to the career of a
young driver always makes us proud: in fact,
80% of the drivers who competed in the 2013
F.1 season cut their teeth in a Dallara. It’s an
acknowledgement, but also a great
responsibility: as the Engineer frequently
reminds us, we should always strive to ensure
our cars are “the safest and the fastest". And
while at first sight this may seem like an
oxymoron, two apparently irreconcilable
concepts, it continues to form the basis for
great projects that that are destined to leave
their mark».
Andrea Burzoni
