Big read, but very interesting...


Barcelona, Jan 23, 2006
Test driver, Pedro de la Rosa, was at the wheel of the MP4-21 as it left the garage for the first time at 09:15 local time to complete its installation lap. Juan Pablo Montoya will take over driving duties for tomorrow, Tuesday 24th, and Wednesday 25th, with Kimi Raikkonen having his debut runs on Thursday 26th and Friday 27th January. Pedro and fellow test driver Gary Paffett will test alongside the team's race drivers in an interim MP4-20, continuing the Michelin tyre development programme, until chassis two of the new car is scheduled to hit the test track in Valencia sometime during the week commencing 13th February.

"I am really pleased to have been at the wheel of MP4-21 today" said Pedro. "The car feels good initially, but it is of course too early to really understand it's potential and we need to put a lot more laps on it. We have around 20 days of on track running before the cars leave for Bahrain on Friday 3rd March. As today is the initial shakedown, our focus will be to familiarise ourselves with the MP4-21 and the Mercedes-Benz FO 108S V8 engine, and to run the various systems checks that are required with a new car."

"Everyone at Team McLaren Mercedes is looking forward to the challenges ahead this season, and we took a major step in our preparations for 2006 today by starting to test the MP4-21 at Barcelona," commented Martin Whitmarsh, CEO Formula One, Team McLaren Mercedes. "The anticipation within the team as to how competitive the new car will be is great, particularly given the pace of our 2005 racer and the level of work that has been put into the MP4-21 project. However these are early days, we have a comprehensive programme to complete with the car over the next few weeks. This will mean hard and dedicated work from the whole team supported by our Technology Partners and Official Suppliers, including an aggressive schedule of upgrades to come on line before Bahrain."

The revised engine regulations for 2006, with the change from V10 to V8, has dominated the overall design process. Research into a direction for the MP4-21 began in August 2004, when Team McLaren Mercedes started to consider the new V8, 2.4 litre power plant, which as in 2005 has to last for two Grands Prix weekend. Designed and built from scratch, the Mercedes-Benz FO 108S V8, which ran for the first time at Silverstone on 13th September 2005 following its dyno debut on 15th June of the same year, also has to conform to the below restrictions:

V-angle of the cylinders set a 90 degrees

Use of a maximum of two inlet and exhaust valves each, previously restrictions have only covered the number of cylinders and a limit of five valves

Minimum engine weight of 95 kilograms

Maximum cylinder bore of 98 millimetres

The position of the engine's centre of gravity

Precisely defined alloys for the manufacturing of engine components

“The challenge with a brand new Formula One car is the same every year, but nevertheless there were even more intensive tasks to be dealt with this year than ever before," said Norbert Haug, Vice President, Mercedes-Benz Motorsport. "The regulations require new V8 engines with a 2.4-litre capacity, and in addition to this the need to compensate for the restriction of the aerodynamics, this took a lot of time and effort. The power reduction by more than 150 bhp put additional strain on the aerodynamic concept. The aim was to further reduce drag and maintain or even increase downforce – which with the given limitations reminded the technicians that it is possible to achieve the impossible. As a result of this complex task it was important to invest sufficient time before the final definitions were made. We are very satisfied that the new MP4-21 has had a successful debut today. Its basic data promises that we have got a good basis. Our new engine covered about 6500 kilometres on track and more than double this amount on the dynos in Brixworth and Stuttgart. Now it is our task to prepare the new car for Bahrain in six more tests with more than 20 testing days when most of the time two MP4-21s will be run following Barcelona. The aim is to continue on last year’s level of performance.”

In October of 2004, the design team began its research into revised engine systems concepts, with the new regulations providing the opportunity to develop areas such as the cooling system, air and oil consumption and fuel supply.

"The development of the Mercedes-Benz V8 engine, and its ancillary areas, has seen McLaren Racing provide a strong supporting role to Mercedes-Benz High Performance Engines, further integrating the facilities in Woking, Brixworth and Stuttgart," added Martin Whitmarsh.

Aerodynamics also received early attention, with the development programme starting as the 2005 season was getting underway in April of that year and the aero specification set in late October / early November. A key area of focus was the opportunity to exploit the smaller power unit by repackaging the rear of the car. In addition, the regulation change that stipulates the forward deflectors ahead of the reference plane must be raised by 50mm proved to be significant to the aerodynamics of MP4-21 and required innovative solutions from the Team McLaren Mercedes design team.

April 2005 also saw initial transmission and drive train work begin and the following month, the first spec of MP4-21 was issued by the design team. By September, production had begun, with chassis manufacturing starting one month later.

Other key regulation changes include the increase in crash test loads to the rear structure by 50 per cent, leading to the development of complex composite structures to absorb the required energy. Late December saw the MP4-21 chassis complete its first FIA crash test.

On the sporting side, there is a new qualifying format and the return to tyre changes in pit stops. The latter has been a focus of the extensive winter testing schedule throughout December and January to date, with the team working alongside Michelin to develop the new compounds and constructions for 2006. By the end of the final test in December 2005, Team McLaren Mercedes had covered over 6,000kms with the Mercedes-Benz V8 engine.

"Visually MP4-21 will look very similar to MP4-20," said Jonathan Neale, Managing Director of McLaren Racing. "In addition to the tighter packaging to the rear of the car, people will notice differences to the nose area, which has been lowered, and the aero body work, such as the barge boards and deflectors. The reduction in required cooling for the V8 engine has allowed us to in turn reduce the size of air intakes, this includes apertures in the main chassis, which is beneficial to the overall aerodynamic package. There are a significant number of changes in the cars structure, geometry and aerodynamics as a consequence of 16 months of R&D innovation. At McLaren Racing, we have a strong team of 135 engineers, and all have made a vital contribution. Now the new car has been released, our primary short term focus will switch to durability testing, proving the software, the systems and the 11,500 car components, 90% of which have changed from MP4-20. In addition we have a series of engine and chassis performance packages to bring to the car for the initial races. There is a lot of work to be done."

Ferrari has the Vodafone sponsorship... does that mean they stayed with the Fez rather than Mac?

Barcelona, Jan 24, 2006
The Colombian took to the track for the first time at 09:00 for an installation lap and began his longer runs shortly after 10am, having allowed the track to warm up slightly. The cold weather of yesterday had continued, with the track only reaching 5 degrees Celsius by 12noon local time.

Juan Pablo's quickest time of the day was a 1m17.636, which was the third fastest time of the day. He put in a number of long runs, including a 21 lap stint shortly before lunchtime, followed by 16 and 19 lap runs in the afternoon.

Team McLaren Mercedes test driver Gary Paffett continued his programme of Michelin tyre work in the interim MP4-20. Gary completed 50 laps of the Spanish track, covering over 230km prior to an accident shortly before 14:00, which was as a result of the cold, low grip track. Gary was uninjured, however his MP4-20 was badly damaged and the test team pushed hard during the afternoon to get him back out on track for the final 15 minutes of the session. This time allowed Gary to take his total kilometres for the day to 265. The Englishman's fastest time of 1m17.797 put him in fourth position on the timesheets.

JUAN PABLO MONTOYA

"It was great to get my hands on the MP4-21 today in Barcelona. Actually I was at the shakedown yesterday for a few hours. Having spent some time at the McLaren Technology Centre recently I have seen the MP4-21 being built and I couldn't wait until today to see the car on track! We have had an encouraging day, it feels very similar to last year's car but a little bit better, but it is very early stages. Our focus today was similar to yesterday with Pedro, just continuing to work through all the systems checks. We were able to cover over 400 kilometres, and continue getting valuable data for the team to work on."

Ferrari has the Vodafone sponsorship... does that mean they stayed with the Fez rather than Mac?
McLaren's Vodafone deal is for 2007

Ferrari have Voda for 2006, so the car will probably remain similar with the livery - however, it may get the Martini racing treatment.

MP4-21 has gone back to the zero keel approach again too...

Super high-ressies of the MP4-21 :cool: :D

Click for larger pics:
http://www.mini2.com/forum/attachment108924.jpg (http://www.supercars.net/pitlane/pics/2002417a.jpg)
2362 x 1574

http://www.mini2.com/forum/attachment108925.jpg (http://www.supercars.net/pitlane/pics/2002417c.jpg)
2362 x 1302

...

The Honda Racing F1 Team unveiled its challenger for the 2006 Formula One season in Spain this morning with the new driver line-up of Jenson Button and Rubens Barrichello.

This marked an important milestone for Honda as it is the first Formula One car launched by a Honda works team since 1968.

As an indication of Honda’s commitment to the new challenge and the strength of its manufacturing operation, the team delivered not one, but two identical RA106 race cars to the launch to enable Rubens and Jenson to start testing at exactly the same time. The new cars and their RA806E engines are the product of a single, unified team which combines the resources of the Honda Racing F1 Team Operations Centre in Brackley, England, Honda Racing Development’s engine base in Bracknell, England, and Honda R&D in Tochigi, Japan.

The RA106 sported its new base canvas of Honda Racing White, a colour which has been synonymous with the Honda motorsport identity since the company’s F1 debut in 1964. The rest of the livery has the more familiar feel of the Lucky Strike brand, which remains as title sponsor for the 2006 season.

Nick Fry, Chief Executive Officer
“Our target in 2006 is to challenge for race wins and we will do our utmost to achieve that objective.”

“During 2005 we put in place some important building blocks that will help us meet our targets in 2006 and beyond. We secured two of the best racing drivers in the world, we proved our ability to develop a car through the season, resulting in points for Jenson in each of the last ten races, and we gained a better understanding of the strengths of the 2004 car and the issues with our 2005 race car. Lastly, and most importantly, we have “works” team status with access to the technical resources of Honda R&D. I’m particularly proud that we have been able to deliver a new car each for Jenson and Rubens today which demonstrates the depth of our manufacturing ability and skill and determination of our people. With our new wind tunnel also coming on-stream later this year, we are ready to step up to the challenge.”

Yasuhiro Wada
President of Honda Racing Development and Management Board Member of the Honda Racing F1 Team
“The 2006 F1 season means a great deal to all of us at Honda as it marks the beginning of a new adventure and confirms an even greater commitment to F1. The launch today of the first F1 chassis since 1968 to carry the Honda name is a particularly significant moment.

“It is up to all the engineers involved in the programme, at the F1 Operations Centre in Brackley, HRD in Bracknell and Honda R&D in Japan to rise to the challenge of F1 and show the world what Honda can do as a fully integrated force. The development of a new challenging spirit and a desire to work together to challenge for wins is at the core of Honda’s philosophy. Honda has always exposed its engineers to the highest competition in racing as it uniquely prepares them for the challenges that lie ahead. We are all excited about the season to come and up for the fight!”

Geoffrey Willis, Technical Director
“The new RA106 is the product of four years of steady evolution. During this time, the team has developed a high level of technical capability which now sees it designing, manufacturing and operating at the highest level on the grid. The emphasis now is on integration and combining our design concepts and expertise to achieve a car capable of challenging for race wins.

“One of our key areas of focus has been aerodynamics, the design considerations for which were two-fold – the aero problem that we faced in 2005 and achieving a significant improvement in aerodynamic efficiency to meet the requirements of the new, smaller V8 engine and its implications on chassis design. We are pleased with the progress we have made in the wind tunnel over the winter and our data shows that we have made a good step forward. Mechanically, in keeping with the evolutionary theme we have refined our various concepts including our third generation carbon composite gearbox.

“Honda has produced a new engine to meet the challenge of Formula One’s switch from V10 to V8 power. The new RA806E is the result of a very intensive year’s work with many concepts designed and tested since the prototype first ran in May 2005. Since the latest specification started running in November 2005, the team has been encouraged by its reliability and performance.”

Car No. 11, Rubens Barrichello
“This is a very exciting day for me as it’s my first launch with a new team for six years! Honda has a fantastic heritage in motorsport and it’s great to be a part of that now. I can’t wait to drive the new car and the discussions I’ve had with our technical team indicate that we have good reason to be excited about the season ahead. I’m sure that will be confirmed when I test the car for the first time today.”

Car No. 12, Jenson Button
“I’m incredibly proud and excited to be part of the Honda Racing F1 Team and 2006 is going to be a very important year for all of us. We’ve achieved a lot in winter testing with our Concept car and I have seen first hand the huge effort in Brackley and Tochigi over the past few months. I’m confident that all the determination will be rewarded this year and I’ve done my part by working even harder on my fitness to ensure that I’m in the best possible shape for the season ahead. I can’t wait for the first race in Bahrain.”

Third Driver, Anthony Davidson
“I’m really looking forward to playing my part in what I’m sure will be a successful year for the team. It’s going to be great to be running again on Fridays at Grands Prix and I know this will really help our development throughout the year.”

More media pics..

RA106 Technical Specification

Construction Moulded carbon fibre and honeycomb composite structure that surpasses latest FIA impact and strength regulations
Front suspension Wishbone and pushrod-activated torsion springs and rockers, mechanical anti-roll bar
Rear suspension Wishbone and pushrod-activated torsion springs and rockers, mechanical anti-roll bar
Dampers Showa
Wheels BBS forged magnesium
Front: 312mm wide
Rear: 340mm wide
Tyres Michelin
Brakes Alcon
Front: 2 x 6-piston calipers
Back: 2 x 6-piston calipers
Brake discs/pads Carbon/Carbon
Steering Honda F1 power assisted Rack and Pinion
Steering wheel Honda F1 carbon fibre construction
Driver?s seat Anatomically formed carbon composite
Seat belts Six-point harness (75mm shoulder straps with HANS system)
Fuel cell ATL kevlar-reinforced rubber bladder
Fuel capacity 150 litre
Battery 3Ah Lead Acid
Instrumentation Honda F1 steering wheel dash display
Gearbox Carbon composite maincase: 7-speed unit, Honda internals
Gear selection Sequential, semi-automatic, hydraulic activation
Clutch Carbon plate
Front track 1460mm
Rear track 1420mm
Wheel base 3140mm
Overall length 4675mm
Overall height 950mm
Overall width 1800mm



Honda RA806E Technical Specification

Name Honda RA806E
Displacement 2.4 litres
Configuration V8, naturally aspirated
Vee angle 90 degrees
Maximum power Over 700 ps
Maximum revs Over 18,500 rpm
Valve train 4 valves per cylinder; pneumatic valve system
Injection system Honda PGM-FI
Throttle system Electronic hydraulically-operated system
Ignition system Honda PGM-IG

And front wing comparison

Will 2006 be a repeat of 2002??


LONDON, Jan 27 (Reuters) - Kimi Raikkonen says McLaren have an engine problem and Mercedes have a lot of work to do before the start of the Formula One season if they are to be competitive.

The Finn, runner-up to Renault's world champion Fernando Alonso last year after winning seven races, tried out the new MP4-21 for the first time at Barcelona's Circuit de Catalunya on Thursday.

He was 12th fastest out of the 14 cars on track after completing 65 laps.

"I was expecting nothing before I came, so I knew we have issues with certain stuff, but we are going to get there and there is going to be some improvement," he told the autosport.com website.

"The biggest part of the problem is the engine, but like I said, things are happening so in the coming weeks we will improve it," he added. "They (Mercedes) are not where they should be and they need to improve. On the engine side we have a lot of work to do."

McLaren said Raikkonen had spent just under two hours in the garage on Thursday as a result of cold track temperatures and was sidelined again by a minor oil leak in the gearbox.

In comments issued by the team on Thursday, the Finn was quoted as saying his first impression of the car was positive.

Raikkonen suffered several engine problems last year, repeatedly losing 10 places on the starting grid after requiring unscheduled engine changes.

The Finn also finished runner-up to Ferrari's Michael Schumacher in the 2003 championship after engine problems slowed his challenge.

Raikkonen's contract at McLaren expires at the end of this season and media speculation has talked about a move to Ferrari or Toyota. Spaniard Alonso has already signed a contract taking him from Renault to McLaren in 2007.

THE LAUNCH OF THE WILLIAMSF1 FW28


January 27, 2006, Oxford, UK. WilliamsF1 launched their 2006 season race car, the FW28,
at their headquarters near Oxford this afternoon. The FW28 is a manifestly purposeful race
car, its defining visual cue being the aggressive barbed sting on the back of the engine
cover.

The car is both a response to circumstance, including the shifting technical regulations and
the new primary partnerships the team has forged with engine supplier Cosworth and tyre
company Bridgestone, as well as being its own clear statement of intent.

Clearly the biggest transition is the shift away from 3.0l V10 motive power in favour of a 2.4l
V8, and in Williams’ case, the new partnership with Cosworth. With the associated power
losses all teams will encounter, all Formula One designers have been tackling a demand for
higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a
fundamental design parameter for the car and is reflected in many ways across the
aerodynamic strategy of the car, visible particularly in the design of the rear wing with its
decambered tips. The target in this area was to maintain downforce while shedding drag at
the wing tips.

To support this strategy, a tall sidepod concept was adopted which allowed a larger undercut
and therefore smooth and efficient air flow to the rear of the car.
While designers have been forced to grapple with recouping power losses through
aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new
restriction on bodywork to the front of the car, removing the bottom parts of any forward
barge boards and, in the process, dramatically altering flow dynamics around the front of the
car. The response in the Williams design office has been to pursue a zero keel option to the
management of the front wishbones. This area of design has been one of fundamental
contention and revision across the Formula One paddock, but the zero keel solution now
clearly provides the most efficient aerodynamic solution. In addition, the team has
progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.

The revised three part qualifying format, essentially with the first two elements on low fuel
and the final session based on race fuel, has had major implications for the approach to
2006 race strategy and in turn, with the design and all-important capacity of the fuel cell.
Equally, the regulators’ decision – after a season of outlawing the practice – to re-enshrine
tyre changes has a clear line of influence over the design of the elements of the car that
respond to the changing parameters of tyre wear, fundamentally in relation to the
mechanical set-up of suspension elements and weight distribution.
If the external factors were not sufficient to keep the design office at Williams busy with the
incarnation of the FW28, the technically motivated switch to Bridgestone tyres (which the
team last raced in 2000) has demanded a complete revision of weight distribution across the
car and a re-formatting of suspension geometry in order to harmonise the dynamic
characteristics of the FW28 with the qualities of the Bridgestone tyre. Technical Director,
Sam Michael, commented, “The FW28 has been a large departure from previous Williams’
designs due in part to new aerodynamic efficiency targets, but also the mechanical
challenges of changing to Bridgestone tyres and Cosworth’s V8 engine. It has been a really
interesting car to design and I believe that will continue to be the case during its
development in 2006.”

The shift to Cosworth has been another fundamental element in the genesis of the FW28.
The development of the CA V8 has been characterised by an open and culturally convergent
philosophy between the two organisations, which has been nothing short of positive and
productive. As Tim Routsis, the Cosworth CEO reflected, “Following the dramatic shift in the
engine regulation landscape, we are approaching an immensely exciting 2006 Formula One
season with a mindset of cautious optimism. Our partnership with WilliamsF1 continues to
strengthen and the highly motivated nature of the relationship has produced extremely
encouraging results since track testing began. The CA2006 V8 was first installed in the
WilliamsF1 FW27C interim car in November last year, since when it has completed in excess
of 7,000kms of test mileage. Progress achieved so far by Williams and Cosworth validates
the expectation of the partnership enjoying a competitive campaign this season.”

Alongside the new V8 powerplant in the drivetrain design strategy has been the progression
of Williams seamless shift technology which is anticipated to come on stream in the early
part of the 2006 season. This seven-speed, continuous torque gearbox owes much of its
development progression to the joint validation work conducted on Cosworth’s dynos in
Northampton, indicative of the depth and strength of the technical partnership. Seamless
transmission can be worth up to 0.4 seconds over the course of an average racing lap.

Fundamental rule changes and new technical partnerships with Bridgestone & Cosworth
have all equated to a heady cocktail for the Williams design team to tackle. However, the
FW28 is a first design for Sam Michael’s new combination of Chief Aerodynamicist, Loic
Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the
benefit of two onsite wind tunnels dedicated to the new car from the outset.

The team has progressed the development of the FW28, together with the input from its
technical partners, with an added degree of relish over the winter. Although not openly
admitted, the extra challenge presented by the rule changes has galvanised the engineers
into a mood of positive engagement. This is, in fact, where Williams should be at its best. For
Sam Michael the objective is clear, “The FW28 has a lot resting on its shoulders as it must
re-establish Williams at the sharp end. There are many good teams in Formula One now and
how to beat them is simple – design a faster car.”
The FW28 commences its first validation runs on Tuesday 31 January in Valencia, Spain,
ahead of its race debut in Bahrain on 12 March.

Renault F1 Team launches 2006 championship campaign in
Monaco, targets aggressive defence of world titles



The Renault F1 Team today launched its 2006 world championship challenger, the
R26, in Monaco with the promise of an aggressive defence of the team’s double world
championship.
In front of world-wide media and VIP guests in Monte-Carlo, the world champion
Renault F1 Team today officially launched its 2006 championship campaign with a
clear objective: defending the world championship with an aggressive approach to the
2006 season.

“In terms of performance objectives, there can be only one: to be fighting for the world
championship in the final races,” explained Renault F1 Team President Patrick Faure.
“We enter the year with an unchanged line-up in our management, our drivers and our
technical team. Everybody at Viry and Enstone has been working to prepare a
technical package capable of keeping us at the top. Complacency has no place at
Renault. We are focused on repeating our successes.”

For 2006, the Renault F1 Team has adapted to significant changes in the technical
regulations governing Formula 1. Teams must now run with 2.4L V8 engines (instead
of the 3L V10 used in 2005) which have been introduced in order to cap performance,
with an initial reduction in power of approximately 20%. These regulations have been
framed in order to reduce the potential for development in the medium and long term,
thus cutting costs. The change has necessitated the design and development of a
brand new engine, the RS26, by the team at Viry-Châtillon. This project has been led
since its inception in September 2004 by Léon Taillieu, under the leadership of Engine
Technical Director Rob White.

“The RS26 is a brand new engine, which has been designed to exploit the new
regulations to the maximum,” explains Rob White. “The regulations now impose many
parameters of engine design, such as a minimum weight limit, a fixed architecture and
even the centre of gravity. We have taken a pragmatic approach with the aim of
producing a winning engine. The dialogue with our colleagues on the chassis team has
been open and extensive, to produce the best possible overall package. We have
approached the V8 project with relish, and high ambitions.”

The package that has been developed around this new V8 powerplant, is the R26
chassis. The work of a team led by Chief Designer Tim Densham, and guided by
Chassis Technical Director Bob Bell, the car represents an aggressive evolution of the
championship-winning design philosophy from 2005. Although the aerodynamic
regulations have remained stable, the team has designed a brand new package to
further optimise chassis performance.

“We have worked on improving the car in every area,” reveals Bob Bell. “We have
integrated the challenges posed by the new V8 engine, and continued on our
performance development path. The most striking visual difference comes in the
smaller sidepods on the car, but the entire aerodynamic package is new. We will also
use a 7-speed gearbox, to best exploit the power and torque characteristics of the new
engine. Of course, we have also worked to maintain the positive handling
characteristics that made the car easy to drive last year. The R26 is an aggressive
statement from the team, and it says that we mean to stay on top in 2006.”

The R26 ran for the first time in Jerez, Spain on 10 January, and has since completed
over 2700 km in the hands of both race drivers. Initial indications on both performance
and reliability have been very encouraging.
The race driver line-up for the Renault F1 Team continues unchanged in 2006. The
pairing of Fernando Alonso and Giancarlo Fisichella is among the most complete on
the grid, and in the coming season, they will be supported by Finn Heikki Kovalainen as
test and third driver, after he finished runner-up in the inaugural GP2 series
championship in 2005.

World Champion Fernando Alonso will enter the season as the man to beat in Formula
1. After being crowned the sport’s youngest champion in 2005, he will hope to defend
his world title with the same blend of aggression and precision that defined his driving
last year. Although this will be his final season with the Renault F1 Team, the Spaniard
enters the new season fully focused on the challenge ahead.
“2006 is a brand new challenge for me,” comments Alonso. “Everything begins again
this year. At this stage, it doesn’t mean anything to say you can win the title – but I
certainly want to be fighting for it. Renault has the potential and the team has the
confidence that we can do it from last year. My first impressions of the car have been
very positive, and we seem to be competitive with the quickest teams. My goal is to
defend the number 1 on the nose of the R26.”

For team-mate Giancarlo Fisichella, 2006 will be a year of confirmation. After finishing
fifth in last year’s world championship, and playing a key role in Renault’s conquest of
the constructors’ title, the Italian is aiming to establish himself at the front of the field
this year, and to fight for the world title.
“It is simple for me: I am aiming for the world championship,” stated Fisichella. “This is
a team that is defending the world title and working hard to win it again, so I am looking
forward to a great season. There will be a good rivalry with Fernando. And from my
point of view, I want to score points, win races and be in the fight for the
championship.”

The final piece in the jigsaw comes in the form of an unchanged portfolio of investment,
from the team’s partners and official suppliers. In 2005, the Renault F1 Team provided
the best value for money on the Formula 1 grid, achieving a winning return on
investment for its partner companies. It is a point that Managing Director Flavio Briatore
highlights with pride, as he lays down the gauntlet for 2006.

“We have a simple rule: the priority is what makes the car go faster,” concludes the
Italian. “We are proud of the efficiency of the team. Last year, Renault won the
championship with three times’ less money than some of our competitors. There is
always pressure at the start of a championship, and there is no point hiding from it.
2005 was an exceptional season for us, and we hope to do it again this year.”

For further information: http://www.renaultf1.com/en/

Engine specs


The technical specifications of the new RS26 V8 engine.

Capacity: 2400 cc
Architecture: 90deg V8
Weight: 95 kg
Spark plugs: Champion
ECU: Magneti Marelli Step 11
Fuel: Elf
Oil: Elf
Battery: Renault F1 Team

Optimum integration in the R26 chassis for improved stiffness and packaging.
Reliability of more than 1200 km for life cycle of two race weekends.

Explaining the Renault RS26 V8

- The 90? architecture imposed by the regulations, represents a change relative to the 72? V10 used by Renault in 2004 and 2005.

- For the first time, engine minimum weight and the position of the centre of gravity are specified in the rules. The regulation minimum weight limit is 95kg. Renault F1 Team has worked intensively between Enstone and Viry to integrate this new constraint. The RS26 is designed to conform with the new rules.

- There is a power loss relative to the V10 used in 2005 of approximately 20% proportional to the reduction in engine capacity. The elimination of variable trumpets degrades the power delivery and the width of the power curve. This is the starting point for 2.4L V8 performance development.

- The narrower power band and reduced power will oblige the drivers to be closer to the rev limit more of the time: according to the nature of the circuit, the average revs will be 300 or 400 rpm closer to maximum revs..

- The time spent at full throttle will also increase relative to 2005, owing to the reduced power levels combined with improved aero performance and better tyre grip.

- Vibrations are often mentioned in connection with the V8. A distinction must be made between internal and external vibrations. The first concern primarily the torsional vibrations of the engine?s internal moving parts. These are fundamental to engine development, and they can depend on factors such as the firing order. The external vibrations are partly a consequence of the internal vibrations, and can be minimised according to how the crankshaft is balanced. In the car, external vibrations are those felt by the chassis components and the driver.

- In order to use the available power in an optimum fashion, Renault will use a 7-speed gearbox for the first time.

- Had the V8 engines been used in an identical fashion to the V10, fuel consumption would have reduced proportionally to the reduced engine capacity. However, because the new engines will spend more time at higher revs and full throttle, the reduction in fuel consumption will not be so great.

Valencia - Feb 1st, 06


Valencia:
1. Alonso - Renault - 1:11.219
2. Button - Honda - 1:11.327
3. M. Schumacher - Ferrari - 1:11.831
4. Montoya - McLaren - 1:11.998
5. Barrichello - Honda - 1:12.062
6. Kovalainen - Renault - 1:12.113
7. Villeneuve - BMW Sauber - 1:12.619
8. Zonta - Toyota - 1:12.660
9. Rossi - Ferrari - 1:12.856
10. Coulthard - Red Bull - 1:12.883
11. Wurz - Williams - 1:12.925
12. Paffett - McLaren - 1:12.937
13. Webber - Williams - 1:13.050
14. Trulli - Toyota - 1:13.076
15. Kubica - BMW Sauber - 1:13.332

Valentino Rossi was the star of the show in testing at Valencia on Wednesday despite world champion Fernando Alonso ending the day fastest of all.

Rossi, who failed to complete a lap for Ferrari on the opening day of the test, managed 50 on his second attempt and set the ninth quickest lap of all in a V8-powered F2004.

The Italian's time, although not the quickest, was impressive for someone of his lack of experience and more than fast enough to establish him in such exalted company.

Crowds of locals turned up to see the new world champion once again prove the pace of the new R26.

The Spaniard was joined by Heikki Kovalainen, who was sixth fastest in the sister Renault.

Jenson Button was second fastest in the new Honda, the Englishman less than a tenth away from Alonso's pace.

Michael Schumacher was third fastest and the leading Bridgestone runner in the new Ferrari 248 F1, which is beginning to reveal some of its true pace.

Juan Pablo Montoya got into his stride for McLaren in fourth place. He was also the last of the men to break into the 1m12 barrier, as team-mate Kimi Raikkonen was sidelined with a bad cold.

Rubens Barrichello was fifth fastest in the second Honda as he concentrated on long runs.

Jacques Villeneuve produced another solid run in the new BMW F1.06 while working on set-up and new aero parts. Toyota's Ricardo Zonta was eighth.

David Coulthard took over from Christian Klien at Red Bull to go tenth ahead of Alex Wurz in the interim Williams-Cosworth FW27C. Team-mate Mark Webber was 13th as he put more miles on the new FW28.

Gary Paffett was 12th for McLaren, Jarno Trulli 14th after a spin while BMW's tester Robert Kubica brought up the rear.

Gooo Rossi!!!

Question;

Did Valentino leave Honda for Yamaha because he had a Ferrari 'deal' in his pocket, and Honda wouldn't allow one of their riders to test with a conflicting F1 team ?

Maybe this F1 thing dates back further than we know and is now only becoming known to be as serious an effort as it actually is ???

Learning form the best...

http://pix.crash.net/view/82655.jpg

:D

I would say there is a high possibility Mark... I know Doohan tested with Williams a few years ago and buried the car into the wall - I think it was Catalunya.

I think it stems from him winning the 2003 or 2004 Race of Champions.

Todd

Question;

Did Valentino leave Honda for Yamaha because he had a Ferrari 'deal' in his pocket, and Honda wouldn't allow one of their riders to test with a conflicting F1 team ?

Maybe this F1 thing dates back further than we know and is now only becoming known to be as serious an effort as it actually is ???
hmm.. good question - not thought of it like that before.

Juan Pablo Montoya got into his stride for McLaren in fourth place. He was also the last of the men to break into the 1m12 barrier, as team-mate Kimi Raikkonen was sidelined with a bad cold.


Im still in belief that MM is just playing with the rest of the field. All these quotes about unreliability are all a smokescreen!!
MERCEDES POWER!!

I'd love to believe that Nick, I really would :p

Based on the last 5 or 6 years of Mercedes with McLaren tho, and my confidence falters :p


That, and the article that surfaced last Friday saying that Mercedes were in talks about taking the engine back to boards with about a month to go before Bahrain...

I'd love to believe that Nick, I really would :p

Based on the last 5 or 6 years of Mercedes with McLaren tho, and my confidence falters :p


That, and the article that surfaced last Friday saying that Mercedes were in talks about taking the engine back to boards with about a month to go before Bahrain...

All a smokescreen...:hmph:






i hope

Me too :p

Learning form the best...

http://pix.crash.net/view/82655.jpg

:D

I would say there is a high possibility Mark... I know Doohan tested with Williams a few years ago and buried the car into the wall - I think it was Catalunya.

I think it stems from him winning the 2003 or 2004 Race of Champions.

Todd


Toddles,

Mick tested as a ciggie co cross promo in the off season to gain some publicity for
Rothmans....I think the sponsoring parent comapany was the same for Mick's 500 GP Honda as it was for Williams in those days.

Mick's good at stuffing promo cars into the scenery....Targa Tassie....

That is correct - at the time Williams were sponsored by Winfield, as was Mitsubishi... I think - Tomi Makinen also drove at the same event... with more success thatn Doohan.

As for Targa.... that was massive! Apparantly someone built a 'sky car' based on that CLK55 AMG F1 he stacked at Targa...

(Sky car is one that is created out of thin air - new body, old engine and drive train - rebuilt to look like the original one, but it was too damaged to repair)

Renault F1 team blog:

http://blog.renaultf1.com/

Rossi Lines up another ride in the Ferrari
http://guestbook.eurosordi.it/public/img-1128459176.jpg

Sooooo realistic Nick :p

Officially official...

:(


Belgian Grand Prix called off
There will be no Belgian Grand Prix this season, the FIA announced on Wednesday. The race has been called off to allow time for the completion of extensive improvement work to facilities at the Spa-Francorchamps circuit.
Ralf Schumacher (GER) Toyota TF105 Formula One World Championship, Rd16, Belgian Grand Prix, Race, Spa Francorchamps, Belgium, 11 September 2005Belgium’s National Sporting Authority, the RACB, wrote to the governing body to notify them of the withdrawal of the event from the 2006 FIA Formula One World Championship.

The FIA hope the race, which was scheduled for September 17, will return to the calendar from 2007 onwards. Its cancellation means the 2006 season will now feature 18 races, with a three-week break in September between the Italian and Chinese Grands Prix.

Since the inception of the Formula One world championship in 1950, the Belgian Grand Prix has featured on the calendar almost every year, the only exceptions being 1957, 1959, 1969, and 1971.