First laps in the new R29
#1
01-19-2009, 11:20 PM
First laps in the new R29
Renault officially launched its 2009 season today as the new R29 was unveiled to the world’s media at the Algarve Motor Park near Portimao in the south of Portugal.
Both the team’s race drivers, Fernando Alonso and Nelson Piquet, were on hand this morning to take the covers off their new challenger as they joined Managing Director Flavio Briatore for a photo call with the R29 in front of the team’s pit garage. They were joined by Frenchman, Romain Grosjean, who was announced as the team’s third driver for 2009, and the latest recruits from Renault’s Driver Development Programme: Davide Valsecchi from Italy, Charles Pic from France and Marco Sorensen from Denmark.
With radical revisions to the sport’s technical regulations introduced this year, the R29 incorporates a new design philosophy and looks very different from its predecessor.
Great attention has been paid to maximising the new rules and the team is optimistic about its chances for the year ahead, as Flavio Briatore explained: “We began our preparations for the R29 project early and I am proud of what the team has achieved. There are lots of new things to deal with this year, which could shake things up, but we intend to continue fighting at the front. We will now concentrate on our final preparations for the start of the season so that we can arrive in Australia hopefully fighting for the podium.”
Both Alonso and Piquet were happy to get their hands on the R29 so early in the year.
Having followed the car’s progress closely over the winter, they paid tribute to the work done by the staff in the factories in Enstone and Viry. “The team has had a very busy development programme to allow us to be ready for the first January test with the new car,” said Alonso. “Now we are all looking forward to seeing the result of all that effort on the racetrack.”
Team President Bernard Rey also confirmed the commitment of Renault to the sport ahead of the new season. “This team is the proof of the ability of the Renault Group to obtain results and success at the very highest level,” said Rey. “The team will therefore be supported by the whole Group throughout the challenges that lie ahead this year.”
After the photo call, the R29 made its track debut as Nelson kicked off the team’s winter development programme at the Algarve Motor Park. “It feels great to be in the R29, even though the weather was not great,” said Piquet after his first day in the car. “Today was all about adding miles to the car, collecting data and learning as much as we could. Hopefully the rest of the week will allow us to build on the progress we have made today.”
The car featured a fresh new livery in the colours of the team’s principal partner ING, as well as 'eye-catching' Total branding following confirmation of a new three-year technical partnership with Total Group.
"We're very pleased to continue our sponsorship and Technology Partnership with ING Renault F1 Team," said Total CEO Christophe de Margerie. “It's a great partnership for Total group to be aligned with Renault in a legacy of excellence, as well as providing a good global venue for our brand presence. For Total, another key benefit – apart from winning Formula 1 races with a truly outstanding motorsports team – is to use our on-track research and testing to develop and deliver new and more efficient products that benefit everyday drivers under the most demanding driving conditions."
The team will remain in the Algarve until Thursday to continue with its testing programme. Piquet will be in the R29 for a second day tomorrow before handing it over to Alonso for the final two days.
E.A. © CAPSIS International
Both the team’s race drivers, Fernando Alonso and Nelson Piquet, were on hand this morning to take the covers off their new challenger as they joined Managing Director Flavio Briatore for a photo call with the R29 in front of the team’s pit garage. They were joined by Frenchman, Romain Grosjean, who was announced as the team’s third driver for 2009, and the latest recruits from Renault’s Driver Development Programme: Davide Valsecchi from Italy, Charles Pic from France and Marco Sorensen from Denmark.
With radical revisions to the sport’s technical regulations introduced this year, the R29 incorporates a new design philosophy and looks very different from its predecessor.
Great attention has been paid to maximising the new rules and the team is optimistic about its chances for the year ahead, as Flavio Briatore explained: “We began our preparations for the R29 project early and I am proud of what the team has achieved. There are lots of new things to deal with this year, which could shake things up, but we intend to continue fighting at the front. We will now concentrate on our final preparations for the start of the season so that we can arrive in Australia hopefully fighting for the podium.”
Both Alonso and Piquet were happy to get their hands on the R29 so early in the year.
Having followed the car’s progress closely over the winter, they paid tribute to the work done by the staff in the factories in Enstone and Viry. “The team has had a very busy development programme to allow us to be ready for the first January test with the new car,” said Alonso. “Now we are all looking forward to seeing the result of all that effort on the racetrack.”
Team President Bernard Rey also confirmed the commitment of Renault to the sport ahead of the new season. “This team is the proof of the ability of the Renault Group to obtain results and success at the very highest level,” said Rey. “The team will therefore be supported by the whole Group throughout the challenges that lie ahead this year.”
After the photo call, the R29 made its track debut as Nelson kicked off the team’s winter development programme at the Algarve Motor Park. “It feels great to be in the R29, even though the weather was not great,” said Piquet after his first day in the car. “Today was all about adding miles to the car, collecting data and learning as much as we could. Hopefully the rest of the week will allow us to build on the progress we have made today.”
The car featured a fresh new livery in the colours of the team’s principal partner ING, as well as 'eye-catching' Total branding following confirmation of a new three-year technical partnership with Total Group.
"We're very pleased to continue our sponsorship and Technology Partnership with ING Renault F1 Team," said Total CEO Christophe de Margerie. “It's a great partnership for Total group to be aligned with Renault in a legacy of excellence, as well as providing a good global venue for our brand presence. For Total, another key benefit – apart from winning Formula 1 races with a truly outstanding motorsports team – is to use our on-track research and testing to develop and deliver new and more efficient products that benefit everyday drivers under the most demanding driving conditions."
The team will remain in the Algarve until Thursday to continue with its testing programme. Piquet will be in the R29 for a second day tomorrow before handing it over to Alonso for the final two days.
E.A. © CAPSIS International
#2
01-19-2009, 11:44 PM
im still not used to these new cars. they look pretty silly to be honest. i was disappointed when these new aero regs surfaced, with this new rudimentary aero setup the cars seem to have reverted a decade or so.
i miss the width of the rear wing and all the small aero tweaks of last years cars.
i miss the width of the rear wing and all the small aero tweaks of last years cars.
#3
01-20-2009, 12:01 AM
im still not used to these new cars. they look pretty silly to be honest. i was disappointed when these new aero regs surfaced, with this new rudimentary aero setup the cars seem to have reverted a decade or so.
i miss the width of the rear wing and all the small aero tweaks of last years cars.
i miss the width of the rear wing and all the small aero tweaks of last years cars.
This year will be interesting. We'll see if these new cars with less downforce do what the governing body of F1 is intending for them to do....
#4
01-20-2009, 12:10 AM
<sigh>
i know what the idea behind the new regs is, these changes were a long time coming. and more to the point...isn't that always what the bloody FIA is trying to do??? (more overtaking more overtaking more overtaking) they have changed quali how many times now to make it more exciting?
the main idea for some time had been cutting costs as well as bringing more excitement to the sport...well, the economy as of last has hastened the implementation of cost cutting measures but the FIA doesn't seem to understand that it can't keep changing the regs every year...that is a primary factor to escalating costs. every year every team must re-tool and re-design their entire car to a new set of regs to "cut costs". if the FIA could just stick to a set of regs for a few years it would go a long way to actually cutting costs and over time could make F1 quite a bit more attractive to privateer's...especially if customer chassis is allowed (pending the resolution of the upcoming concorde agreement).
i know what the idea behind the new regs is, these changes were a long time coming. and more to the point...isn't that always what the bloody FIA is trying to do??? (more overtaking more overtaking more overtaking) they have changed quali how many times now to make it more exciting?
the main idea for some time had been cutting costs as well as bringing more excitement to the sport...well, the economy as of last has hastened the implementation of cost cutting measures but the FIA doesn't seem to understand that it can't keep changing the regs every year...that is a primary factor to escalating costs. every year every team must re-tool and re-design their entire car to a new set of regs to "cut costs". if the FIA could just stick to a set of regs for a few years it would go a long way to actually cutting costs and over time could make F1 quite a bit more attractive to privateer's...especially if customer chassis is allowed (pending the resolution of the upcoming concorde agreement).
#7
01-20-2009, 05:56 AM
im still not used to these new cars. they look pretty silly to be honest. i was disappointed when these new aero regs surfaced, with this new rudimentary aero setup the cars seem to have reverted a decade or so.
i miss the width of the rear wing and all the small aero tweaks of last years cars.
i miss the width of the rear wing and all the small aero tweaks of last years cars.
#8
01-20-2009, 05:59 AM
Renault R29 technical description
Following Renault's improving performance in 2008, the new R29 is a development in design philosophy aimed at extracting maximum performance from the new aero regulations, slick Bridgestone tyres, and KERS system, whilst further developing the strong features of the R28.
With such radical rules coming into force, particularly with respect to aerodynamics, the team placed great emphasis on maximising the R29’s time in the wind tunnel, with aero development already underway by February 2008. CFD has also played a considerable role in the design of the car and has been particularly valuable in understanding the interaction of the aerodynamic package as a whole.
There has been a concerted effort to save as much weight as possible on the R29 to allow for the introduction of the KERS system. As a result, the design team has moved towards using alternative materials and construction methods, such as the carbon-titanium gearbox casing, increased use of MMC aluminium and magnesium.
Renault started the design work of the KERS system in 2007 in conjunction with Magnetti-Marelli. The system consists of a motor-generator, which is connected to the front of the engine (this charges the battery on braking and releases the energy under acceleration), a battery pack located in the chassis and a KERS control unit.
The front end of the car is dominated by the 2009 aero specification wide front wing which has a driver controlled adjustable incidence flap.
This looks very different to previous years being much closer to the ground and has much greater influence on the air flow over the tyres due to its increased span. Great attention has therefore been paid to the end plates which have become much more critical devices than they have been in previous years. The front end also has a more radical front suspension layout with new geometry including inclined wishbones and higher monocoque in order to maximise the new slick tyres and improve aerodynamic efficiency.
The rear of the monocoque under the bodywork has changed considerably with the integration of the KERS system, which has taken a lot of effort to package neatly for the minimum weight. The introduction of this new technology has also influenced the car’s aero package with careful consideration paid to ensure sufficient cooling.
The bodywork appendages, such as winglets, flicks and chimneys have now largely disappeared with the 2009 aero regulations. The surfaces are therefore much simpler and more streamlined, although the R29 still incorporates the R28-type dorsal fin and flush exhaust exits seen on previous Renault F1 cars. The 2009 rear wing is narrower and higher and reverts back to the centrally-supported single pylon design first introduced on the R26
The four-race gearbox has a brand new carbon-titanium main case to save weight, and an improved gearshift system developed on the R28, which has also reduced weight and improves performance.
The R29 therefore shares little in common with its predecessor with much of the car designed from a clean sheet of paper. This is particularly true of the aerodynamic package where efforts in the past have concentrated on evolutionary design. The technical team has risen to the challenges of this shake-up in the rules and looks forward to seeing the results of their efforts on the racetrack.
Chassis
Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27 V8 engine 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 a torsion bar and damper units which are mounted inside the front of the monocoque. MMC aluminium uprights and machined magnesium wheels.
Rear suspension
Carbon fibre top and bottom wishbones operating angled torsion bars and transverse-mounted damper units mounted on the top of the gearbox casing. MMC aluminium uprights and machined magnesium wheels.
Transmission
Seven-speed semi-automatic carbon-titanium gearbox with reverse gear. “Quickshift” system in operation to maximise speed of gearshifts.
Fuel system
Kevlar-reinforced rubber fuel cell by ATL.
KERS
Motor generator unit driving into front of engine with batteries as an energy store.
Cooling system
Separate oil and water radiators located in the car's sidepods and cooled using airflow from the car's forward motion.
Electrical
MES-Microsoft Standard Electronic Control Unit. Magnetti-Marelli KERS control unit.
Braking system
Carbon discs and pads (Hitco); calipers and 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 and clutch paddles, front flap adjuster and KERS energy release controls.
Car dimensions and weight
Front track 1450 mm
Rear track 1400 mm
Overall length 4800 mm
Overall height 950 mm
Overall width 1800 mm
Overall weight 605 kg, with driver, cameras and ballast.
© CAPSIS International
With such radical rules coming into force, particularly with respect to aerodynamics, the team placed great emphasis on maximising the R29’s time in the wind tunnel, with aero development already underway by February 2008. CFD has also played a considerable role in the design of the car and has been particularly valuable in understanding the interaction of the aerodynamic package as a whole.
There has been a concerted effort to save as much weight as possible on the R29 to allow for the introduction of the KERS system. As a result, the design team has moved towards using alternative materials and construction methods, such as the carbon-titanium gearbox casing, increased use of MMC aluminium and magnesium.
Renault started the design work of the KERS system in 2007 in conjunction with Magnetti-Marelli. The system consists of a motor-generator, which is connected to the front of the engine (this charges the battery on braking and releases the energy under acceleration), a battery pack located in the chassis and a KERS control unit.
The front end of the car is dominated by the 2009 aero specification wide front wing which has a driver controlled adjustable incidence flap.
This looks very different to previous years being much closer to the ground and has much greater influence on the air flow over the tyres due to its increased span. Great attention has therefore been paid to the end plates which have become much more critical devices than they have been in previous years. The front end also has a more radical front suspension layout with new geometry including inclined wishbones and higher monocoque in order to maximise the new slick tyres and improve aerodynamic efficiency.
The rear of the monocoque under the bodywork has changed considerably with the integration of the KERS system, which has taken a lot of effort to package neatly for the minimum weight. The introduction of this new technology has also influenced the car’s aero package with careful consideration paid to ensure sufficient cooling.
The bodywork appendages, such as winglets, flicks and chimneys have now largely disappeared with the 2009 aero regulations. The surfaces are therefore much simpler and more streamlined, although the R29 still incorporates the R28-type dorsal fin and flush exhaust exits seen on previous Renault F1 cars. The 2009 rear wing is narrower and higher and reverts back to the centrally-supported single pylon design first introduced on the R26
The four-race gearbox has a brand new carbon-titanium main case to save weight, and an improved gearshift system developed on the R28, which has also reduced weight and improves performance.
The R29 therefore shares little in common with its predecessor with much of the car designed from a clean sheet of paper. This is particularly true of the aerodynamic package where efforts in the past have concentrated on evolutionary design. The technical team has risen to the challenges of this shake-up in the rules and looks forward to seeing the results of their efforts on the racetrack.
Chassis
Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27 V8 engine 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 a torsion bar and damper units which are mounted inside the front of the monocoque. MMC aluminium uprights and machined magnesium wheels.
Rear suspension
Carbon fibre top and bottom wishbones operating angled torsion bars and transverse-mounted damper units mounted on the top of the gearbox casing. MMC aluminium uprights and machined magnesium wheels.
Transmission
Seven-speed semi-automatic carbon-titanium gearbox with reverse gear. “Quickshift” system in operation to maximise speed of gearshifts.
Fuel system
Kevlar-reinforced rubber fuel cell by ATL.
KERS
Motor generator unit driving into front of engine with batteries as an energy store.
Cooling system
Separate oil and water radiators located in the car's sidepods and cooled using airflow from the car's forward motion.
Electrical
MES-Microsoft Standard Electronic Control Unit. Magnetti-Marelli KERS control unit.
Braking system
Carbon discs and pads (Hitco); calipers and 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 and clutch paddles, front flap adjuster and KERS energy release controls.
Car dimensions and weight
Front track 1450 mm
Rear track 1400 mm
Overall length 4800 mm
Overall height 950 mm
Overall width 1800 mm
Overall weight 605 kg, with driver, cameras and ballast.
© CAPSIS International
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