Renault: Reliability a Concern for the End of the Season
Several drivers powered by a Renault engine are facing penalties for using a 6th engine, beyond the limit of 5 set by regulations, and the diamond brand is taking things seriously, knowing that its reliability will be crucial during the last three races of the season.

Renault has struggled this season with the introduction of the 1.6L V6 Turbo hybrid engine in Formula 1. This has posed reliability problems at the start of the season, which could now again have an impact at the end of the season. Starting this weekend in Austin for the United States Grand Prix, for which Sebastian Vettel has already announced his intention not to participate in the qualifying session as he is expected to use a sixth engine, one more than the regulations allow.
The subject is taken seriously within the diamond brand, as Rémi Taffin, director of track activities at Renault Sport F1, stated in the American race’s presentation press release: « We are now approaching the last three events of the season, and reliability is starting to become a truly major concern. Everyone is slightly anxious about racing on such a demanding circuit at this time of year, with all the parts showing high mileage. To ensure that the components pass this new test without trouble, we have a particularly extensive work program ahead of us: we will need to check everything and prevent the slightest problem from arising. »
Even though many indicators will need to be checked this weekend in the United States, Taffin remains optimistic: “In most cases, we still enjoy a certain flexibility. Finally, understanding our level of performance and knowing how to make the most of it allows us to approach the American weekend with confidence.”
Things are concerning for Renault because the Circuit of the Americas is particularly demanding for the hybrid unit that equips the F1 cars throughout the lap: « The track is exceptionally demanding on the power unit, and all its components will undergo a serious examination. The power unit will indeed run at mid-range or full load in the first two sectors, while the third and final portion will focus on energy recovery and braking stability.
The internal combustion engine and the turbocharger must face one of their greatest challenges right from the start of the lap. The V6 will flirt with maximum RPM on the pit straight, while the elevation change of the first corner will subject the turbo to significant stress, as its rotational speed must increase to deliver the same power at the top of the slope. Once this obstacle is overcome, the driver heads towards turn 8 by navigating a series of fast curves reminiscent of the Esses at Suzuka as well as the Maggotts and Becketts section at Silverstone. Here too, the internal combustion engine will be pushed to its limits. The straight line on the opposite side of the track will see the cars running at full capacity for over a kilometer, with top speeds exceeding 320 km/h.
The third sector proves to be much more fragmented, but the hairpins and other tight turns will give the MGU-K the opportunity to recover energy. In each deceleration zone, the driver, by jumping on the brakes, will subject the electric generator to significant forces that will allow it to recharge the battery.