Rob White discusses the problems encountered by Renault

The debut of Renault’s power unit based on a 1.6L Turbo V6 has been challenging at Jerez de la Frontera this week, with the various teams powered by the French block – Caterham, Toro Rosso, and Red Bull – encountering recurrent electrical problems.

Rob White, deputy technical director of Renault Sport F1, addressed the situation in an interview published by the engine manufacturer and expressed confidence in resolving these issues by the next private test session, which will take place from February 19 to 23 at the Sakhir circuit in Bahrain.

The teams powered by Renault did very little running this week. What issues did you encounter?

We did not cover enough laps, and when we were able to complete a few, the level of performance was not satisfactory.

The origin of the problems is not simple to identify. It is not about a specific component or system but rather a combination of factors. Several elements are not functioning as expected, particularly in the control and use of the various subsystems of the engine installed in the car.

Let’s take the first day as an example. We experienced issues with a subsystem located in the Energy Reserve environment that did not concern either the battery or its use. It was an electronic component located in the same place as the Energy Reserve.

We then encountered problems with the pressure control systems (boost). These issues affected the engine’s associated management systems, which subsequently caused mechanical failures.

What solutions have you implemented in Jerez?

Between the first two days of testing, we, with the help of Red Bull, installed new parts to resolve the issue with the Energy Reserve. We kept this system for the remaining three days.

In parallel with the tests in Jerez, the team from Viry-Châtillon conducted simulations on test benches to investigate the problems encountered on the track and to find the appropriate solutions.

We have identified the probable cause of the main issues affecting our turbo. On Thursday evening, we implemented a system to overcome them and kept it on the three cars on the track during the last day of testing.

Why weren’t these problems identified during bench test simulations?

We thought that our initial setup provided a solid foundation from which we could build on track. Clearly, that was not the case. We had conducted numerous tests on our test platforms and encountered very few problems. We now know that there is a definite gap between our predictions and the reality on track. Consequently, our initial impressions were incomplete and incorrect.

This series of problems frustrates us a lot because it deprives us of a valuable testing session. We should have identified and partially corrected them at the factory.

Did you learn any lessons from this shortened practice session?

Absolutely, and at this stage of the season, every kilometer is crucial. We readily acknowledge that the cars, when they have been on the track, have not reached the desired performance level. We are far from what we had planned and from our objectives—this situation is partly due to the installation of systems to circumvent the issues we encountered—but any information is valuable. By facing these problems, we have diverged from our ideal setup, which explains the relatively slow times. However, the track sessions have allowed us to understand much better the challenges we need to address. We are confident that we have found a solution by Bahrain.

Did all the teams encounter the same issues?

Some issues have occurred in all the teams since the power unit is, with very few differences, identical across all the vehicles. Others, however, depend on the installation environment of the power unit. In any case, it is our duty to find a solution for each of the problems encountered.

What is your roadmap between today and the second testing session in Bahrain?

Obviously, we now have a long list for Bahrain, since we couldn’t follow the planned program in Jerez. The next step is to identify the root causes of the problems encountered, to develop solutions to strengthen our validation procedure. This way, we will be more confident when approaching the next testing session and can work under better conditions.

Are you worried about the freeze on engine development once the season has started?

The approval deadline is set for the end of February, and it is imperative that we adhere to it. Beyond that, modifications are certainly allowed, but they must receive FIA approval. Changes are therefore not forbidden but subject to the sporting regulations, and we must not be obsessed with this date.

In light of these first trials, are you still in favor of the new technical regulations?

Yes, of course. The new engine regulations represent an immense challenge but also and above all a tremendous opportunity. It will allow Formula 1 to be at the forefront of technology. We have the tools and determination needed to succeed.

In order to achieve a level of performance, we must take a more significant step than expected. It is simply intolerable not to have sufficiently mitigated the problems so that our partners can follow their testing program. We are working tirelessly to rectify this situation before Bahrain and make up for the lost time in Jerez.

[Based on the press release published by Renault Sport F1]