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Renault 2018

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#16 Rad-oh-yeah?

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Posted 26 February 2018 - 17:09

Jebiga nema 100 Njuija na ovom svetu vec samo jedan...

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#17 Rad-oh-yeah?

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Posted 27 February 2018 - 13:41


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#18 /13/Ален Шмит/

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Posted 01 March 2018 - 18:18

Reno jedini implementirao zakrilce koje usmerava vazduh ka usisu za hladnjake PJ





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#19 alpiner

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Posted 03 March 2018 - 14:28

Evo gde je problem sa motorom i šta se čeka...

Using the works Renault as a case in point, the packing under the surface has changed significantly and that's partly been facilitated by some tweaks to the power unit package. Presumably, Red Bull with its tight sidepods has been helped by the same thing.

"It's a step forward," says Renault chassis technical director Nick Chester. "The packaging is a bit better for us and there's a little more power.

"It's an evolution of what we finished the year with, so there's a few things that are going to help us performance wise. But the biggest thing was making sure we could run a season on three engines, so they've worked very hard over the winter."

That performance gain is marginal, particularly given Ferrari and, in particular, Mercedes will also have gained over the winter. In Abu Dhabi last year, the Renault power units were sacrificing about three-tenths of performance in the name of reliability that should now be available. That plus a sundry tenth probably adds up to the performance gain Chester refers to.

Late last year, Renault started to phase in its G-spec V6 engine, which featured improved combustion chamber technology. This went well, and what might be termed the 'conventional' side of the game is at least close to where Mercedes and Ferrari are. But the potential for disparity in ERS performance is greater. This is where Renault's reliability main problems lie, this is where its theoretical performance is hidden and this is at the centre of its plans for a conservative start to this season.

"It's coming. I don't want to say too much now, but we have an important development in-season that should change the energy recovery related elements"
Cyril Abiteboul on Renault's new MGU-K
At the heart of the problem is the MGU-K. The first-generation Renault MGU-K was produced in association with Italian company Magneti Marelli. Renault decided to go it alone for the second generation, which was supposed to be introduced at the start of last season. It was postponed because of reliability problems, and it remains postponed.

Abiteboul won't be drawn on when this will be ready to race, and that's maybe because he doesn't yet know. But Renault is certainly hoping to introduce that specification during this season. The first window of opportunity will be whenever the scheduled second power units come on stream for the Renault teams, but he won't commit to a timescale for the arrival of a part that, when it has run in testing, has not been reliable.

Edited by alpiner, 03 March 2018 - 14:32.

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#20 /13/Ален Шмит/

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Posted 06 March 2018 - 14:52












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#21 /13/Ален Шмит/

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Posted 08 March 2018 - 17:30

Novi prednji spojler



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#22 /13/Ален Шмит/

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Posted 08 March 2018 - 17:33

Pisao sam u Feraijevoj temi o novom izduvu za višak ulja, ovo je Renoovo rešenje



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#23 alpiner

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Posted 08 March 2018 - 23:21

To nije izduv sa RS18
Ovogodišnji ima happy angle i blizu je zadnjem krilu..



Edited by alpiner, 09 March 2018 - 10:29.

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#24 Rad-oh-yeah?

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Posted 19 March 2018 - 02:53


Renault must take fourth to earn resources boost
2018 F1 season preview

Posted on 18th March 2018, 11:58
Author Dieter Rencken / Keith Collantine

Renault was the most improved team in terms of outright performance last year. It ended the season in the thick of the fight to be ‘best of the rest’ behind Mercedes, Ferrari and Red Bull.

If it has taken a similar step in the off-season the RS18 could be quick enough to lift the team clear of the midfield scrap. That would put it in a prime position to capitalise on any trouble which might flare up between the ‘big three’ teams.

Renault’s rear wing has attracted attention

This is exactly the progress the team needs to make in the third season since Renault’s factory squad was revived.

This claims to be the fastest-growing F1 team at present. Its chassis site at Enstone in the UK has risen from 615 staff in 2016 to 750 this year. Its engine operation at Viry, which also produes the power units used by Red Bull and McLaren, has grown from 485 to 550.

The most controversial addition to its payroll is former FIA technical and sporting co-ordinator Marcin Budkowski. His hiring last year provoked uproar among rival teams as his FIA role had given him access to privileged information about their car designs. The team has agreed Budkowski will not start work on F1 projects until the beginning of next month.

If courting controversy in this manner is a measure of how serious the team is, Renault’s aggressive approach to rear wing design also applies here. They are the only team to have canted their exhaust to the limit the regulation allows in a bid to use exhaust gases to enhance the performance of the rear wing. The FIA says it is keeping a close watch on what they’re up to.

Renault’s rear wing design also demonstrates the built-in advantage manufacturer teams enjoy at a time when power units have such a strong impact on overall car performance. “Viry and Enstone are closely knitted and on issues like that, that involves an element of power unit performance and chassis performance,” explains chief technical officer Bob Bell.
“We work very closely together to optimise and we do whatever we can do within the regulations to maximise the benefit.”

The team did not, however, choose to follow Ferrari’s lead on sidepod design. Bell’s explanation why highlights the balances that even better-funded teams need to strike in F1’s development race.

“We only have enough capacity, because of the regulations that limit the amount of wind tunnel testing and CFD you can do that limit the number of configurations we can test over the winter. We had a quick look at it but you inevitably find yourself in a position where what you think is best is what you go with and you optimise that.

“You don’t get the opportunity to test every variation in the pit lane. We think we’ve done what is best for us. What works for other people may be a different thing.”

These limitations notwithstanding, the benefit of Renault’s increased investment is being felt beyond the headcount. On the aerodynamics front both its wind tunnel and CFD supercomputer have been upgraded. A new gearbox dyno is also being installed, the team having this year joined all the other team bar Williams in switching to carbon fibre gearbox cases.

But competing on equal terms with the likes of Mercedes and Ferrari is going to require further investment. And those at the top wants to see more proof of progress first.

“We were sixth in the championship last year,” says Bell, “we need to get ourselves in a position where we can comfortably maintain, say, fourth place in the championship.”

Renault aims to displace Force India from fourth

“If you look at a team like Force India they’ve been able to achieve that. So we ought to be able to do the same job with roughly similar resources, that’s clear. And I think until we can do that, demonstrate to Renault in particular that we’re able to achieve that, they’re not going to start writing cheques for a lot more people and resources.”

In Formula One you have to pay to play, at least if you want to fight at the front. Renault must hit that fourth place target to unlock its next boost in resources.

“We have to prove ourselves at every step of the way,” Bell continues. “Once we’ve done that then we can start having a discussion about what’s it going to take to move into the top three and take on Mercedes, Ferrari, Red Bull because they are another league again in terms of resources.”

“But we are prepared for that, Renault are prepared for that and so we will expand to a point where we believe is sensible to be able to fight just outside the top three and be there. And [when] we want to make that step, that’s another discussion on resources.”

Renault didn’t achieve a two-car points finish at any race last year. For 2018 team principal Cyril Abiteboul is talking about doing it at every round. This team expects and demands another big step this season.

Edited by Rad-oh-yeah?, 19 March 2018 - 02:53.

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#25 alpiner

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Posted 25 March 2018 - 22:51

Bio dokon...



Edited by alpiner, 26 March 2018 - 07:56.

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#26 alpiner

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Posted 13 April 2018 - 09:33

Renault allows teams to unlock more engine performance

Renault has allowed all three of its F1 teams to unlock more performance in the Chinese Grand Prix after the 2018 power unit showed good reliability in the opening races of the season.
The works Enstone outfit, Red Bull Racing and McLaren are henceforth all allowed to use higher power modes for longer than was the case in Australia and Bahrain.

Despite Daniel Ricciardo's energy store failure in Bahrain Renault felt that the engine had proved itself sufficiently reliable when running more conservative modes to allow the step-up in performance.

"We are doing what we said we would be doing," Renault Sport boss Cyril Abiteboul told Motorsport.com.

"Basically we wanted to confirm reliability, which we've done so far. We have had an incident with Ricciardo, but the reason is still unknown, as we are talking.

"Whether it was chassis or engine related, we're still unsure of the root cause. It was an electrical issue, which obviously impacted the energy store.

"Apart from that, ICE-wise and ERS, it's pretty OK. We are obviously pushing the envelope in terms of usage and operation of the engine.

"It's starting to have some impact, in particular on a track like this, which has a certain sensitivity to energy management."

Abiteboul stressed that all teams had the same operating parameters.

"Absolutely, it's always been out philosophy to do that before any type of regulation, and in addition to that we now have the regulation, so there is anyway no choice!

"And we are very transparent in that respect."

Renault plans to make another step when the second round of power units comes on stream, with a major MGU-K upgrade among the items in the pipeline.

"As far as hardware is concerned if we are sticking to our plan, it's for power unit number two, which is not coming for a while. For the time being it's more energy related.

"We'll have some more stuff coming from the ICE, and also with the fuel a bit later, depending on the teams, as we're not using the same fuel obviously."

Abiteboul also confirmed that there was no engine malfunction during Max Verstappen's qualifying crash in Bahrain, which the Dutchman blamed on a 150bhp power surge.

"The engine has done exactly what the throttle was asking, it was very clear. It's a determinist thing, cause and consequence, when you press on the throttle, something is happening to the engine.

"The engine has reacted in exactly the same way that it was supposed to react."


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#27 staneC

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Posted 14 April 2018 - 07:48

Renault za sada odlučan u Kini. Možda se jim posreči da budu najbolji 'Renault' u kvalifikacojama.
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#28 4_Webber

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Posted 14 April 2018 - 08:09

Reno promenio MGU-H na oba bolida pres kvalifikacije
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#29 alpiner

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Posted 14 April 2018 - 19:17

Au lebtijebem ovo i dalje gadno škripi


Ponadao sam se da su bar pouzdanost sredili do kraja. 

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#30 Rad-oh-yeah?

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Posted 18 April 2018 - 12:32

Red Bull win confirmed belief in Renault's engine
Tuesday, 17 April 2018
By Chris Medland / Image by Red Bull Content Pool


Daniel Ricciardo's victory in the Chinese Grand Prix was confirmation of Renault's belief that it had a power unit capable of beating Mercedes and Ferrari in a straight fight this season.

Red Bull has picked up no more than three victories in a year since the V6 turbo power units were introduced, with Mercedes dominating since 2014 and Ferrari finally challenging it on outright pace last year. There were signs of the power gap closing toward the end of 2017, and Renault managing director Cyril Abiteboul says he knew the power unit had race-winning potential from preseason testing this winter.

"It's good because personally I really see that as confirmation of something I could feel since the Barcelona tests frankly," Abiteboul told RACER. "I could feel that the engine was a race-winning engine in normal conditions but it's good to get that confirmation. And it's confirmation also on a track where we have a very long straight which is quite power-sensitive and we're in the mix.

"So it's great, but it doesn't remove the fact that we need to continue to work on the qualifying performance and competitiveness. We brought a little bit to China and actually Bahrain in terms of qualifying performance. It's a little bit, but it's not enough to cause a problem really to Ferrari and Mercedes."

And Abiteboul admits there is still plenty of work for Renault to do before the next race in Azerbaijan, having suffered an unexpected turbo failure on Ricciardo's car during final practice in Shanghai.

"Also there is the problem of reliability that we had on Saturday. Frankly that was a bit of... a shock is maybe too strong a word but that is certainly something we were not expecting. Last year we knew the problems, we knew the weaknesses, but we are not supposed to have those types of things [this year].

"So we are going to have a deep look to understand if it's an isolated problem of quality of parts – because we have a number of suppliers – and also see if there is any connection between the battery problem we had last week and the turbo problem that we had this week which happened to be on the same car.

"We need to also see if there is any similarity with the problem we experienced on the McLaren which had the turbo failure during the winter test, but that was due to a lubrification problem on the McLaren chassis. So we need to connect all of that to see if we can very quickly find a conclusion because that's really the priority I want to give to the team."

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