From the seaside town of Houlgate in Normandy - not far from the D-Day beaches - His won a place to study engineering at the famous Ecole Centrale des Arts et Manufactures in Paris. He then spent a year at the more specialist Ecole Nationale Superieure du Petrole et des Moteurs, graduating at the end of 1972 and immediately joining Renault to work in the engine research & development center at Rueil Malmaison, in the suburbs of Paris.

Initialy he worked in the calculation and analysis departments, before moving on to an in-depth study of diesel engines. In 1976 he was put in charge of the development of Renault diesel engines. Five years later he was promoted to head the New Projects department of the R&D center.

In 1984, however, when Jean-Pierre Boudy quit Renault to join the new Peugeot Sport, the search for a replacement arrived at His's door and he was soon installed at the Renault Sport factory at Viry-Chatillon, doing the R&D work for Bernard Dudot's team.

At the end of 1985 Renault Sport pulled out of Grand Prix racing, deciding to supply only customer engines in 1986. His was approached by Ferrari and accepted the role as manager of the competition engine department at Maranello. He oversaw work on the Ferrari V6 turbo, the Indycar V8 turbo and a new 3.5-liter V12 for F1.

In mid-1988, however, Renault Sport was given the go-ahead to build a new V10 engine for F1 and Dudot set about getting his men back together again. His rejoined Renault in July 1988 just three months before the RS1 ran for the first time in the back of a Williams at Paul Ricard in October 1988. The program enjoyed enormous success with Williams and Benetton in the 1990s but at the end of the 1997 season Renault Sport withdrew for Grand Prix racing.

His stayed on with the company and was promoted soon afterwards to become head of engine design for the entire Renault company but he returned to Renault Sport in 2000 as technical director for the company's renewed assault in F1. He was appointed managing-director of Renault Sport in 2002 but in February 2003 he was replaced in the role by Flavio Briatore. He left Renault in mid-2003 and joined Ferrari's sister company Maserati.

http://www.youtube.com/watch?v=8pyC9s7x_vM

http://www.youtube.com/watch?v=neRQrdM7XTA

http://www.youtube.com/watch?v=4gNakCOjgn0

According to Jean-Jacques His, responsible for the Ferrari engines, the engine 458 after 9.000rpm continues to gain power to the 10,000, is limited to 9,000 for reliability, to pass the 10,000 would have to have rods in titanium.

The system was tested MultiAir but works well as a high speed and the advantages were mainly the level of torque at low.

Those who know Jean-Jacques His (the King of the turbo), knows that he is a most creative engineers, he was the one which began the era of turbo in F1, it is expected that he now responsible for future Ferrari engines, is improving models (458 Scuderia and GTO), on titanium connecting rods, turbo.



We can expect even with the complicated and expensive system of pneumatic valves, has introduced technology that His about 20 years in F1.

 

Even thou this is a great promo for shell gas, this is a great interview and great find. I really love and hate this type of great stuff of the 458. I love to hear new stuff and angles of the car because I love it and I am very inclined to buy one. And Hate all new news or articles because I really dont need any new news I already love this car

By the way the part of the :

"Those who know Jean-Jacques His (the King of the turbo), knows that he is a most creative engineers, he was the one which began the era of turbo in F1, it is expected that he now responsible for future Ferrari engines, is improving models (458 Scuderia and GTO), on titanium connecting rods, turbo."