Renault: The Turbo V6 from Evolution to Evolution

The Renault V6 Turbo engine has undergone significant evolutions since Australia. In Montreal, for the Canadian Grand Prix, the Viry-Châtillon engine manufacturer explained that, for the first time, the engine was operating at 100%.

In Australia, the diamond explained that the operation of its hybrid block was around 90% of its capacity. The working group then focused on energy recovery systems. In Malaysia, it was torque control that took center stage. Renault Sport F1 also doubled down on reliability due to the extreme heat that could cause failures. The engine is then at 92% of its potential.

The Bahrain Grand Prix saw the introduction of power unit No. 2 (out of a maximum of 5 per season): developments have been made to the MGU-K (energy recovery during braking). The engine’s utilization increases to 95%.

During the private testing session in Bahrain, before the weekend in China, the engine is pushed to 100% for the first time. The men and women of Renault Sport F1 take the opportunity to diversify the modes (performance, consumption, energy…), which had hardly been possible before. The engine gains in top speed.

After a month of trials and no fewer than twenty new formulations on gasoline, Total brings the Renault engine a gain of about 2%, or nearly 15 horsepower (compared to 0.1% in 2013 with the V8). The engine is operated at 99%. The Total F1 group is working on the mass calorific value (amount of energy provided by the fuel) to have more power available within the 100 kg/h of fuel. The work focuses on the octane rating to push back the knocking of the turbo engine and thus optimize it: the direct consequence is a better compression ratio and the possibility of operating with the ideal ignition timing. Density is at the heart of the research to reduce the volume of the gasoline and achieve better integration of the fuel tank, either shorter or narrower in the chassis, as well as a reduction in the car’s mass. In the combustion chamber, the work focuses on gasoline so that it vaporizes ideally while remaining easy to pump, through the injection pump, at high temperature.

Once a fuel formulation is selected and validated by Renault Sport F1, Total produces it and places it in numbered and sealed barrels (50 or 200 liters). A sample is sent to the FIA for approval through gas chromatography. This marks the birth of an F1 fuel. It now possesses its official genetic code reference. Another sample is then sent to the federal provider responsible for flow meter calibration. A complete validation cycle of 3 to 4 weeks is necessary for each new fuel recipe. The FIA conducts random sampling during race weekends, as well as on the Top 3 cars. Engineers also have their own chromatograph at circuits to ensure at all times the fuel’s compliance with its homologation code.

If the weight of a liter of gasoline is estimated at 0.740Kg, the goal is to have the best compromise between efficiency and distance, the new challenge of Formula 1 lies in this equation. Renault’s internal combustion engine is 600hp and its MGU-K delivers 160hp, these two engines combined deliver power close to that of the V8 from the 2013 season.

In total, there are nearly 166L of liquid in the single-seater, which results in a mass of about 120kg, amounting to 17% of the car’s mass, distributed as follows: 135L of fuel, 6L of oil in the engine, 2L of oil in the gearbox, 1L in the hydraulic circuit, 0.5L in the braking system, 6L of coolant for the engine, and 6L of coolant for the batteries.

In Monaco, the launch of power unit no. 3 is decided, and reliability is increasing to approach the maximum lifespan. Finally, in Montreal, Renault announces that its engine is at its maximum potential; thanks to its reliability, the V6 turbo sends Daniel Ricciardo towards victory, while the two Mercedes suffered the failure of their MGU-K.

Article produced using information provided by Renault Sport F1.