RENAULT R24

   The fourth place achieved by Renault in the 2003 season, obtained with enviable consistency of performance, projected the French manufacturer among the top Formula 1 teams of the early 2000s. The plan of Sporting Director Flavio Briatore to build a top-level team was taking shape more and more, and for the 2004 season the technical staff was once again confirmed in order to ensure stability and continuity of work. The new Renault R24 was developed under the guidance of the experienced British engineer Mike Gascoyne as Technical Director, supported by Northern Irishman Bob Bell as Deputy Technical Director. Pat Symonds, who had been with the team since the Toleman days, served as Executive Engineer, while Tim Densham and Mark Smith were respectively Chief Designer and Project Leader. Head of R&D was still Tad Czapski, recalled to the team by Briatore after his stint at Ferrari, while in the aerodynamics department, British engineer John Iley, who had moved to Ferrari, was replaced by Italian engineer Dino Toso as Head of Aerodynamics. Toso, who held a degree in Automotive Engineering and a master’s in aerodynamics and flight from Cranfield University in the UK, was no newcomer to Formula 1, having already worked at Jordan as race engineer during Damon Hill’s time and having joined Briatore’s team in 2001 alongside Gascoyne.

RENAULT R24, Fernando Alonso
Magny-Cours, French GP 2004 

   The Renault R24 was the single-seater produced by the French team, though the operational base remained at Enstone in West Oxfordshire, England, and it was driven by the two confirmed drivers from the previous season: Italian Jarno Trulli and Spaniard Fernando Alonso. Frenchman Franck Montagny and former World Champion Jacques Villeneuve served as reserve drivers, with the latter replacing Trulli in the last three races of the season after the relationship between the Italian driver and his former manager Briatore deteriorated. The new R24 featured a classic molded aluminum honeycomb and carbon fiber composite chassis, produced by Renault F1 Team and designed for maximum strength and rigidity with minimal weight. The suspension employed new materials (carbon and titanium) while retaining the push-rod configuration with torsion bars and telescopic dampers at both front and rear.

RENAULT R24, Fernando Alonso
Melbourne, Australian GP 2004

   Externally, the car was distinguished by a taller engine cover and a rear wing limited to two upper elements in compliance with 2004 regulations. In theory, this configuration resulted in an aerodynamic efficiency loss of around 6%. However, extensive wind tunnel work largely compensated for this deficit, giving the single-seater a highly sought-after aerodynamic look. The livery was slightly different from the previous two seasons, with the removal of the dark blue detail on the engine cover, while the wings were painted dark blue due to the presence of new sponsors Telefónica and i-Mode. Main sponsor Mild Seven retained its logo on the sidepods and engine cover, except at the Canadian, French, and British Grands Prix, where it was replaced by the drivers’ numbers and names.

RENAULT R24, Jarno Trulli
Nürburgring, European GP 2004

   The R24 was powered by the Renault RS24 V10, already used in 2003 after the unsuccessful RS23 with a 111° angle that had been employed in the early races of 2003 but proved prone to constant failures. The new V10, designed by Jean-Jacques His and Bernard Dudot and assembled at the French facilities in Viry-Châtillon, near Paris, was directly supervised at the races by Dudot. In its “B” version, introduced from the third race of the season, it was capable of delivering a maximum power of 900 hp at 19,000 rpm, although it was conservatively detuned by about 20 hp and 500 rpm during races to avoid failures. Both the transmission group and the gearbox, also newly conceived and built in-house by Renault using titanium, were limited to 6 gears to further reduce weight. The Renault F1 Team also developed the chassis electronics and software control systems, such as the gearbox and system connections to engine management, via a Magneti-Marelli ECU. From the outset, the car proved fast and reliable, managing to outperform both Williams and McLaren, while also being a strong challenger to the equally quick BAR Hondas. Without the tools to defeat the dominant Ferrari F2004, Renault firmly established itself as the second force in the championship, with Alonso taking a podium already in the opening race in Australia, followed by further points finishes and another podium with Trulli in Spain.

RENAULT R24, Jarno Trulli
Montréal, Canadian GP 2004

   In Monaco, Trulli secured his first Formula 1 victory, followed by further solid results. In France, Alonso finished second, while Trulli came fourth after being overtaken by Barrichello on the last lap, preventing Renault from placing both cars on the podium at their home Grand Prix. Trulli’s subsequent poor performances and Alonso’s rapid rise led Briatore to increasingly favor the Spaniard, eventually resulting in Trulli’s dismissal and his replacement by Villeneuve for the last three races. However, the Canadian failed to deliver results, struggling to adapt to the car and to regain race pace after nearly a year away from the circuits. At the end of the season, Renault scored 105 points and secured third place in the Constructors’ Championship, behind the untouchable Ferrari and the surprising BAR. Alonso showcased all his talent, finishing fourth in the Drivers’ Championship with 59 points, 13 more than his teammate Trulli, who finished sixth. The team’s first win since 1983, combined with Alonso’s class, gave Renault management strong hopes of becoming true protagonists in 2005.