RENAULT R27

   The 2007 season promises to be full of uncertainties for the Renault F1 team. After two years of success, having secured both the Drivers’ and Constructors’ Championships in consecutive seasons, the team led by Flavio Briatore must face the departure of Spanish champion Fernando Alonso in 2007, as well as increasingly aggressive rivals McLaren-Mercedes and Ferrari, both ready to challenge the French outfit. Under the guidance of the Italian manager, the group of engineers developing the new Renault R27 remains virtually unchanged from 2006: Pat Symonds (Executive Engineer), Bob Bell (Technical Director), James Allison (Deputy Technical Director), Tim Densham (Chief Designer), Martin Tolliday (Deputy Chief Designer), Tad Czapski (Technology Director), Robin Tuluie (Head of R&D), Dino Toso (Head of Aerodynamics), along with engine engineers Rob White (Engine Technical Director) and Axel Plasse (Project Manager – Engine).

RENAULT R27, Giancarlo Fisichella
Spa-Francorchamps, Belgian GP 2007 

   Aesthetically, the new Renault R27 is very similar to its predecessor, the R26, but it is fundamentally different, featuring minor aerodynamic updates and, above all, significant chassis changes. Michelin’s withdrawal forces all teams to switch to the sole supplier Bridgestone, creating difficulties for teams like Renault, whose successes had been built around the softer construction of the French tyres. Renault’s design philosophy, rearward weight distribution to enhance traction thanks to Michelin’s soft carcass, does not adapt well to the stiffer structure of the Japanese tyres, resulting in chronic understeer that engineers and drivers are never fully able to resolve throughout the season. Despite this, the R27 retains the short-wheelbase philosophy inherited from the R26, but suffers from aerodynamic instability when pushed to the limit. The philosophy of the previous car proves completely ineffective on the new R27, causing excessive front-end sliding and resulting in the tyres being completely destroyed after just a few laps.

RENAULT R27, Heikki Kovalainen
Melbourne, Australian GP 2007

   Despite its difficulties, the R27 features some interesting aerodynamic solutions, such as rear-view mirrors mounted on the outside of the sidepods, following a trend introduced by Ferrari the previous year. This solution is adopted to clean up airflow over the sidepods, directing it more effectively towards the rear of the car. Renault designers continue to focus on a very high and narrow nose to maximize airflow under the car, aiming to feed the rear diffuser with the cleanest possible air. During the season, curved fins are also used on the upper part of the nose (informally known as “ears”), designed to better manage turbulence generated by the front wheels and improve airflow towards the cockpit. The sidepods are heavily undercut in their lower section (the so-called “syringe” design), a choice intended to free up space for air flowing towards the upper part of the diffuser. However, this makes cooling the RS27 engine more critical, often forcing engineers to open large vents in the bodywork which, unfortunately, increase aerodynamic drag.

RENAULT R27, Heikki Kovalainen
Interlagos, Brazilian GP 2007

   In addition to tyre issues, the R27’s main limitation stems from incorrect correlation between data from the Enstone wind tunnel and real airflow behavior. The flows observed in scale testing do not behave in the same way once the car is on track. This leads to a car that, on paper, generates significant downforce, but in reality is aerodynamically unstable and nervous, especially through corners and over kerbs. Without the Mass Damper, the tuned mass damper used in 2006 to stabilize the nose but later declared illegal, the new R27 suffers from excessive pitching. Since the efficiency of the front wing depends to the millimeter on its distance from the ground, heavy braking generates excessive front load, suddenly making the rear too light, while under acceleration the nose lifts, allowing more air under the floor and causing sudden losses of grip.

RENAULT R27, Giancarlo Fisichella
Nürburgring, GP of Europe 2007

   The Renault RS27 engine, a 2.4-liter V8 producing around 750 horsepower at 19,000 rpm, is paired with a new seven-speed Instantaneous Gear Change (ICG) gearbox featuring seamless-shift technology (gear changes without torque interruption). This solution is becoming standard among top teams but is completely new for the French outfit. After years of blue associated with tobacco sponsor Mild Seven, the new livery returns to Renault’s classic yellow, combined with white and orange from the new sponsor ING Group. The race drivers for 2007 are Italian Giancarlo Fisichella, already with the team in 2006, and Finn Heikki Kovalainen, with Brazilians Ricardo Zonta and Nelson Piquet Jr serving as test drivers. The 2007 season proves very poor in terms of results for Renault, with only 51 points scored compared to 206 the previous year. The R27 reaches the podium only once, in Japan, where Kovalainen finishes second. Briatore immediately takes action and, taking advantage of the breakdown in relations between Alonso and McLaren’s Ron Dennis, promptly brings the Asturian driver back to the team for the 2008 season, understanding that only a driver who is not just fast but also a true technical catalyst capable of guiding the engineers’ work, such as Alonso, can restore the team’s prestige.