Renault technical director James Allison says the team are ot sure whether their new F-duct will work with the low-downforce set-up they are planning to use for the Italian Grand Prix.
The Monza circuit requires a low-drag configuration because of its many long straights. Allison said:
Monza is very different from all the other circuits and so we have had to prepare a bespoke package that we will not use anywhere else. Monza has such long straights and so few corners that it requires much smaller wings than any other track.
To add further complication, the F-duct is a potential alternative option for Monza. Like several other teams, we too are evaluating whether we can make the device work in the particular, low-downforce environment of Monza.
He said the team had now switched much of its focus to 2011 but still had some development parts coming for the R30 this year as part of their effort to beat Mercedes to fourth place in the constructors’ championship:
By this stage of the season any sensible team will be spending most of its time working on next year?óÔé¼Ôäós car, and we are no exception. However, we?óÔé¼Ôäóve still got a few more upgrades to come before the end of the season, although it?óÔé¼Ôäós fair to say they will not be as significant as those we were brining to the car at the start of the year.
We?óÔé¼Ôäóre currently 23 points behind Mercedes so we?óÔé¼Ôäóve got to take four points off them in each of the remaining races. We only managed to take three points out of their lead in Spa, but I?óÔé¼Ôäóm hopeful that, if we can maintain our current level of competitiveness, we can start finishing ahead of Mercedes with both our cars.
If we can achieve that, and race effectively with no reliability issues, we stand a good chance of catching them by the end of the year.
Robert Kubica said the ban on in-season testing means it’s harder for the drivers to get used to driving their cars in low-drag trim:
You have a lot of high-speed sections, like Ascari and Parabolica, plus the low-speed chicanes and it?óÔé¼Ôäós difficult to balance these sectors so the car performs well in all of them. It?óÔé¼Ôäós the quickest circuit on the calendar, which means we use a very low-downforce, low-drag configuration.
In previous years, we tested at Monza the week before the race so we could get used to the feeling of the car, which is much lighter than normal. Now, we don?óÔé¼Ôäót have that test, so it becomes a bit of a tricky weekend.
The other important factor is good mechanical grip for braking stability into the chicanes, and good traction on the exit.
The feeling is so unusual ?óÔé¼ÔÇ£ it?óÔé¼Ôäós like being at the wheel of a completely different car. At the start of the weekend, you think that the rear end is very unstable, but in fact that?óÔé¼Ôäós how it stays all the time, and you never quite find the grip and stability you?óÔé¼Ôäóre used to at other circuits.
That makes it a bigger challenge for the drivers, and I also enjoy the fact that there?óÔé¼Ôäós a lot of heavy braking, where you approach the braking points at very high speed and need to be extremely precise. It?óÔé¼Ôäós not easy to pick them up or to hit the apex of the corners.
2010 Italian Grand Prix
- Technical review: Italian Grand Prix
- Jamey Price watches the Italian Grand Prix at Monza
- Hamilton: “I could have done some passing”
- Sutil: “I was in the wrong place everywhere”
- H?â??lkenberg’s drive “his best to date”
- 2010 Italian Grand Prix – the complete F1 Fanatic race weekend review
- Who was the best driver of the Italian Grand Prix weekend? (Poll)
- Late scare with de la Rosa can’t keep Alonso from victory (Ferrari race review)
- Set-up gamble pays off for Button as Hamilton crashes (McLaren race review)
- Vettel recovers to surprise fourth after mid-race drama (Red Bull race review)