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Renault's James Allison on R31's aggressive design 31 Jan 2011

(L to R): Robert Kubica (POL) Lotus Renault GP; Jan Charouz (CZE) Lotus Renault GP Test Driver; Bruno Senna (BRA) Lotus Renault GP Test Driver; James Allison (GBR) Renault F1 Team Technical Director; Gerard Lopez (FRA) Genii Capital; Eric Boullier (FRA) Lotus Renault GP Team Principal; Romain Grosjean (FRA) Lotus Renault GP Test Driver; Ho-Ping Tung (CHN) Lotus Renault GP Test Driver and Vitaly Petrov (RUS) Lotus Renault GP with the new Lotus Renault GP R31. The Lotus Renault GP R31 is unveiled. Formula One Testing, Preparations, Valencia, Spain, Monday 31 January 2011. Lotus Renault GP R31 front suspension detail. Formula One Testing, Preparations, Valencia, Spain, Monday 31 January 2011. Lotus Renault GP R31 nose and front wing detail. Formula One Testing, Preparations, Valencia, Spain, Monday 31 January 2011. (L to R): Robert Kubica (POL) Lotus Renault GP; Gerard Lopez (FRA) Genii Capital; Eric Boullier (FRA) Lotus Renault GP Team Principal and Vitaly Petrov (RUS) Lotus Renault GP unveil the Lotus Renault GP R31. Formula One Testing, Preparations, Valencia, Spain, Monday 31 January 2011.

This season’s regulation changes allowed Renault technical director James Allison to rip up the team’s design history and start again. Not only have they reinstalled KERS and incorporated an adjustable rear wing, they have switched to a pull-rod suspension for the first time in decades. And the Enstone team believe their revolutionary approach is set to bring ample rewards when the season gets underway. Allison reflects on his 2011 preparations...

Q: James, tell us about the R31 and how it varies from its predecessor…
James Allison:
Words like ‘aggressive’ and ‘innovative’ are very much in vogue in Formula One at the moment, but where the R31 is concerned we feel that those adjectives are appropriate. It’s true to say that the car has been designed in an ambitious manner and a quick glance at the layout will confirm that its entire concept differs considerably, not just from last year’s car, but from any car this team has ever produced. Those changes represent our attempt to extract the absolute maximum aerodynamic performance from the regulations, which have changed quite significantly for this year, and to further develop the concept of using the exhausts to blow the floor.

Q: So it’s fair to say the R31 is a significant step forward compared to the R30?
It is very difficult to compare the two cars in a meaningful way. 2011 is a different year with a new set of regulations and that’s why the R31 is a very different car. For example, KERS is back this year and the car has been completely re-engineered to accommodate that system in an efficient way. We’ve also chosen to change the layout of our rear suspension by opting for a pull-rod system for the first time in decades. And, as I said before, anyone can see that the treatment we have given to some specific areas is completely new compared with anything we have done previously. All of those things are aimed at trying to maximise the R31 under the 2011 rules.

Q: How has the team handled the design and build phase of the new car - has it been a relatively straightforward winter?
It’s never straightforward - that’s the honest answer - but it has been made particularly tricky this year by having major additional components, such as KERS and the adjustable rear wing to incorporate as well. Developing the wing, for example, added considerable workload in the design and production stages, rather than simply making a refinement of the previous year’s design. It meant starting with a completely clean sheet of paper. The same was true of the areas around our exhaust system where we had to begin from scratch.

Q: What more can you tell us about the adjustable rear wing and how it will affect the cars…
The straight-line speed gain from adjusting the wing will not be the same for all cars and whoever gets the most benefit will depend on who has designed the most efficient version. Every team will be looking for a wing that delivers the optimum compromise of downforce in the corners, while shedding the maximum drag down the straights - the better your wing can do that, the better your lap time will be in qualifying and the more competitive you will be in racing conditions. In terms of how powerful it is, the gains from adjusting the rear wing will be more significant than the gains we saw last year using F-ducts. But, like the F-duct, it’s far from straightforward aerodynamically and we’ve spent a great deal of time in CFD and the wind tunnel to make sure our concept delivers the best compromise.

Q: Where do you think the R31 will sit in the pecking order when the season gets underway?
With every season that goes by, the professionalism of the teams that are competing becomes even more intense. There are many teams that know how to produce a good car and we’re under no illusion about the scale of the challenge facing us in 2011. I think that last year we perhaps exceeded the expectations of some people in the pit lane, but we certainly didn’t outperform our own expectations. While we were happy to be moving back in the right direction, we would be frustrated if we started 2011 operating at the same performance level we showed last year. That means we want the R31 to be competitive right from the off and in with a chance of scoring podiums or better from the first race. Considering the tremendous effort that has gone in at all levels to produce this car, that would be a fitting reward for all concerned.

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