A new architecture for Renault’s 2017 engine

After a difficult 2015 season with significant performance and reliability deficits and a 2016 season marked by major progress, Renault believes that the maximum had been achieved in developing the old power unit. That is why the French engine manufacturer has opted for a completely new engine to reach a new level. The abandonment of the development token system, which limited the modifications that could be made to engines during a season, will greatly help engine manufacturers improve their engines.

The team’s director, Cyril Abiteboul, provided some insights into the architecture of this new weapon to tame the competition: « This year, we want to confirm the improvement of the engine situation. Last year was really fantastic, and we need to confirm it. We will have an entirely new architecture for the internal combustion engine, and we are also going to introduce for the first time a second generation of the energy recovery system (ERS). »

Let’s recall that the Renault engine is also supplied to its clients Red Bull and Toro Rosso, who greatly rely on its performance to compete with the rest of the field. These changes coincide with the extended partnership that exists between Renault and Infiniti. This agreement eliminates the need for outsourcing on systems outside the Renault-Nissan alliance, thanks to a transfer of technologies between the engineers of the two entities. Infiniti was previously a sponsor and partner of Red Bull.

Regarding this partnership, the Enstone team leader states: « Honestly, this is really the beginning of our relationship. Last year, it was somewhat rushed to a certain extent, even though Infiniti was already prepared because it was just a transfer of what already existed between Red Bull and Renault Sport. But for the rest, we are in the process of laying building blocks to hopefully establish a healthy foundation for the future and the next five to ten years, which is the time needed for all F1 involvements,” adds the Frenchman.

The former ERS system was quite effective, but it’s possible to get even more out of it by optimizing other aspects that surround these systems. There are numerous collateral aspects to consider, such as weight, layout, cooling requirements, and the intensity of the current you can use under certain conditions, namely specific climatic conditions. There are certain things that seem secondary, but in F1 nothing is secondary. Once you have reached the pinnacle, which is an MGU (energy recovery and generation systems) that can deliver 120 kW, you still need to think about these additional elements if you want to make your way and reach the top as a team.