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Magny-Cours - the technical requirements 21 Jun 2008

Fernando Alonso (ESP) Renault R28.
Formula One World Championship, Rd 8, French Grand Prix, Practice Day, Magny-Cours, France, Friday, 20 June 2008 Fernando Alonso (ESP) Renault R28.
Formula One World Championship, Rd 8, French Grand Prix, Practice Day, Magny-Cours, France, Friday, 20 June 2008 Nelson Piquet Jr. (BRA) Renault R28.
Formula One World Championship, Rd 8, French Grand Prix, Practice Day, Magny-Cours, France, Friday, 20 June 2008 Nelson Piquet Jr. (BRA) Renault R28.
Formula One World Championship, Rd 8, French Grand Prix, Practice Day, Magny-Cours, France, Friday, 20 June 2008

The Grand Prix circuit in Magny-Cours includes an interesting variety of challenges for drivers and cars alike: three high-speed corners at the start of the lap; a very slow hairpin at Adelaide; two enjoyable high-speed chicanes; and more changes of gradient than the flattening eye of television shows. As always, the ideal set-up will be about finding the right compromise to achieve optimum performance at every point of the circuit. Here Renault describe how they plan to get the most out of the R28…

Downforce:
Magny-Cours demands a much higher level of downforce than used in Canada, which required a low-medium set-up. Magny-Cours demands a medium-high configuration to ensure the cars are competitive through the high-speed corners such as Turn Three, and the chicanes at Turns Six/Seven and 11/12. While it is tempting to reduce wing levels in order to gain straight-line speed to try overtaking into the Adelaide hairpin, this is rarely a feasible solution: the back straight is preceded by the high-speed Turn Three, and while reduced downforce would allow greater top speed, it would have a detrimental effect through this corner, costing speed and also making it more difficult to follow a competitor closely. It is something of a Catch-22 situation, and we consequently prefer to maintain our high downforce set-up to achieve the optimum lap-time.

Suspension:
Magny-Cours is renowned as an exceptionally smooth circuit, which allows the teams to run lower ride heights and stiffer suspension settings to improve aerodynamic performance. This also has the added benefit of making the car more responsive in the high-speed changes of direction required through the two quick chicanes. As ever, though, a good compromise must be found because the circuit also includes a number of very slow corners, where softer settings would offer better grip, and the correct balance must be struck between performance in the high and low-speed corners.

Tyres:
Magny-Cours is a circuit that is particularly temperature-sensitive, and something as seemingly insignificant as a few minutes of cloud cover can have a drastic impact on track temperatures - and thus grip levels. Bridgestone will be bringing the 'soft' and 'medium' tyre compounds from the 2008 range to this race, and as always, successful management of both tyre types will be key to a successful race strategy.

Transmission:
The cars are generally short and closely-geared at Magny-Cours, in order to optimize performance on the exit of the slow corners. The team will pay particular attention to performance from 0 to 250 km/h, as this will ensure strong performance through the slower parts of the circuit - which in turn determine top speeds on the straights. The transmission can also come under severe strain from riding the kerbs, which the drivers do on several occasions, and particularly at the end of the lap. In qualifying, it is necessary to use the kerbs to gain lap-time but we may ask the drivers to be more cautious in race conditions, to preserve the reliability of the engine and transmission.

Engine:
Magny-Cours is not a particularly severe circuit in terms of engine performance. The V8 will spend around 63 percent of the lap at full throttle - slightly above the season average, but nevertheless a normal value. A torquey engine is always an asset at this circuit, as it will ensure the car exits strongly from the slow corners; equally, we will look to ensure power delivery is as smooth and linear as possible, so that chassis balance is not disrupted when the drivers are using partial to full throttle in the chicanes, or through Turn Three.