In 1975, Renault president Bernard Hanon entrusted Gérard Larrousse with the leadership of the French manufacturer’s new racing division: Renault Sport. This division was born from the merger of Alpine and Gordini, Renault’s two historic motorsport branches. From the very beginning, an entry into Formula 1 was planned with an innovative project led by sporting director Jean Sage and centered around a revolutionary technical choice: the adoption of the turbo engine. This technology would, within a few years, radically change the face of the top tier of motorsport. Although forced induction had never been banned in Formula 1 since the inception of the World Championship in 1950, regulations stipulated that turbocharged engines could not exceed a displacement of 1500 cm³, compared to the 3000 cm³ limit for naturally aspirated engines. Renault decided to invest in this solution, convinced of its potential despite the engineering challenges.
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| RENAUALT RS01, Jaen-Pierre Jabouille Zandvoort, Dutch GP 1977 |
The design team for the new Renault RS01 Turbo consisted of key figures in French automotive engineering. Françoise Castaing was the technical director, André de Cortanze the chief designer, while Jean-Pierre Jabouille, in addition to being a driver, played a fundamental role as an engineer responsible for development. Aerodynamics were entrusted to Marcel Hubert. The RS01 featured an aluminum monocoque chassis, a common solution at the time, but its true revolution lay in the engine. The Renault-Gordini EF1 power unit was a 90° V6 with a displacement of 1496 cm³, capable of delivering 510 hp thanks to forced induction via a turbocharger. The engine was paired with a Hewland FGA 400 gearbox. The wheelbase measured 2490 mm, and the car weighed 615 kg, in compliance with regulatory limits.
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| RENAUALT RS01, Jaen-Pierre Jabouille Zandvoort, Dutch GP 1977 |
The first version of the RS01 featured a "snowplow" nose, with the main radiator positioned at the front. The heat exchangers, essential for the turbo’s operation, were placed at the end of the sidepods. Later, the nose was redesigned, abandoning the "snowplow" shape in favor of a more traditional configuration while maintaining an air intake for cooling the water radiator. One distinctive aspect of the RS01 was the absence of a conventional engine cover, leaving the V6 turbo fully exposed. This choice, though unusual, was necessary to dissipate the extreme heat generated by forced induction, significantly higher than that of the naturally aspirated engines of the era.
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| RENAUALT RS01, Jaen-Pierre Jabouille Silverstone, British GP 1977 |
The car made its racing debut at the 1977 British Grand Prix on the fast Silverstone circuit. However, the first outing was far from positive: the fragility of the turbo engine became immediately evident, with frequent turbine failures. The British, known for their sarcastic humor, nicknamed the RS01 "Yellow Teapot" due to the white smoke clouds emerging from the engine after each breakdown. In the remaining four races of the 1977 season, the car failed to finish a single race, always sidelined by technical problems. However, the relentless work of Jean-Pierre Jabouille, both as a driver and test engineer, along with Renault’s engineers, led to a gradual improvement in reliability.
RENAUALT RS01, Jaen-Pierre Jabouille
Mosport Park, Canadian GP 1977
In 1979, with reliability finally achieved, Renault secured its first turbocharged victory at the French Grand Prix, paving the way for a new era in Formula 1. By the early 1980s, all major teams adopted turbo technology, which became dominant until the end of the decade. Although the RS01 never achieved race victories, its role in Formula 1 history was crucial. This car was a milestone, the first step toward a technical revolution that would redefine the standards of competition.
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