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Los renombrados motores Renault: Mecachrome, Supertec y Playlife

FerrariasturFerrariastur MegaForero ✭✭✭
Supertec

Bruno Michel comenzó negociaciones con Flavio Briatore, que compró Ligier con el fin de hacerse con el suministro de motores Renault. Después de que el equipo pasó a manos de Alain Prost en 1997, Michel salió y apareció de nuevo como el gerente de la empresa de Briatore motor Supertec que vendió renombrados motores de Renault a los equipos de F1.



OCTOBER 27, 2008
Rumours suggest that Flavio Briatore's plan to put in an administrator at Renault F1 will result in the position being taken by his longtime sidekick Bruno Michel. The Swiss-based French accountant has been involved in motor racing since the early 1990s when he first became involved as an associate of Cyril de Rouvre, a sugar magnate who bought the AGS Formula 1 team and later Ligier. In December 1993 de Rouvre was arrested on charges reating to financial irregularities and Michel began dealings with Flavio Briatore, who bought Ligier in order to get hold of the Renault engine supply. Michel then became the front man because Briatore and Tom Walkinshaw wanted to play down Ligier's foreign ownership given that the team was funded by French government companies. After the team was taken over by Alain Prost in 1997, Michel departed and popped up again as the manager of Briatore's Supertec engine company which sold rebadged Renault engines to F1 teams. When that ceased its F1 involvement Michel ran Briatore's British Virgin Island-based driver management business, overseeing the careers of a strong of drivers including Fernando Alonso, Jarno Trulli and Mark Webber. he was also put in charge of the Renault Driver Development programme and later was given the role of managing the new GP2 series.
In recent times Michel has acted as a director of Briatore's Queens Park Rangers soccer team.
Briatore is spending more and more of his time on soccer although pops up in F1 occasionally. He has been in the newspapers in recent days following a falling out with QPR manager Iain Dowie, who took offence when Briatore took it on himself to name the line-up for the team to play Reading. Dowie refused to accept Briatore’s interference and was sacked. QPR has won just one of their last six league matches.




En teoría, un V10 Mecachrome es un rebadged V10 Renault, pero nuestros espías nos dicen que la nueva competencia de Super Performance Engineering - que tiene los derechos de distribución para motores Mecachrome - puede ser bastante más ambicioso que se pensó originalmente y puede ser la construcción de un motor completamente nuevo, financiado por sus clientes. SPCE está siendo liderado por Flavio Briatore, aunque es incierto en cuanto a si es dueño de todas las acciones de la firma

JULY 13, 1998
THE politics of Formula 1 engines was bubbling away at Silverstone last weekend with some mystery as to exactly what is the difference between a Mecachrome V10 and a Supertec V10. In theory a Mecachrome V10 is a rebadged Renault V10 but our spies tell us that the new Super Performance Competition Engineering - which has the distribution rights for Mecachrome engines - may be rather more ambitious than was originally thought and may be building a completely new engine, funded by its customers. SPCE is currently being fronted by Flavio Briatore although it is uncertain as to whether he owns any shares in the Amsterdam-registered firm.
There is also some doubt as to who will design the new engine although logic would suggest that Renault Sport engineers will be involved. The problem for Renault Sport is that both Bernard Dudot and Jean-Jacques His have left and their replacements do not have anywhere near the same kind of experience in building F1 engines. Renault Sport also has no budget whatsoever to fund a new engine.
At the moment Benetton and British American Racing have announced deals with Supertec. Each will be paying the company around $16m a year. Williams will run Mecachrome V10s.
Sauber's plans remain unclear at the moment although we believe that the Swiss team will run the same engines as Benetton and BAR. It remains to be seen what these will be called but plans for an all-new Malaysian-funded Sauber Petronas�V10 engine to be built by Osamu Goto's team in Switzerland seem to have faded away.
This is interesting because Sauber Petronas Engineering had done considerable preparation and design work for a new V10 engine and this work could be going to waste. It would therefore be logical to suggest that rather than relying on a weakened Renault Sport, SPCE might be better placed if it adopted the Sauber plans and used Mecachrome or another nearby facility to build the engines. The biggest problem faced by Sauber was that it was very difficult to attract foreign engineers to Switzerland because of visa problems.
The best place to open an F1 engine facility these days is in France as there is a great deal of F1 engine expertise at Renault�Sport, Peugeot Sport and Mecachrome. It is worth noting that the old Ligier factory at Magny-Cours has been empty since the departure of Prost to Paris. This could be used as an engine-assembly facility.


El motor V10 Supertec fue diseñado por Renault Sport hace tres años y es - en teoría - está siendo desarrollado por los ingenieros de Renault Sport en condiciones comerciales. El dinero para el desarrollo proviene de empresa Supertec Flavio Briatore,


JULY 12, 1999




THE Arrows team has announced plans to use Supertec V10 engines in 2000. The deal - which the team had denied it was planning - will mean that team boss Tom Walkinshaw is giving up his own engine program. This will result in a number of well-known engine designers becoming available in the weeks ahead.

Walkinshaw said that he felt it was necessary to switch engines because to be competitive a team needs to have an engine which "has been developed by a major manufacturer".

The Supertec V10 engine was designed by Renault Sport three years ago and is - in theory - being developed by Renault Sport engineers on commercial terms. The money for development is coming from Flavio Briatore's Supertec company although there has been little evidence that much has been done this year.

The 2000 engine is being called the FB02 but it is not expected to be very new.
One rumor we heard at Silverstone is that Minardi - which is likely to be a Supertec customer - may be trying to negotiate an engine deal with Ferrari.


Cuando Renault F1 regresó con Williams en 1988 Viry-Chatillon fue de nuevo a la vanguardia del desarrollo de F1 y una serie de Campeonatos Mundiales siguió hasta 1997, cuando se tomó la decisión de retirarse de la F1 y vender el equipo a Mecachrome sub-contratista. Un pequeño equipo de ingenieros de Viry-Chatillon siguio trabajando en el desarrollo del motor V10 financiado por Mecachrome que luego vendio motores a equipos como V10 Supertec.
La dirección de Renault Sport continúa diciendo que el 2001 los motores que serán utilizados por Benetton contará con una gran cantidad de innovación.



JUNE 6, 2008


There are worrying signs that Renault's lack of success in Formula 1 in recent years - and the rules changes - are finally beginning to have an effect on the team. There are reports in the investigative French newspaper Le Canard Enchaine suggesting that Renault F1 is about to announce a restructuring programme which will drastically reduce the number of staff at the engine facility in Viry-Chatillon.
The factory has been operating at Viry-Chatillon since 1969 when the old Gordini company was merged into Renault and the new facility, called the Usine Amedee Gordini, was established. It was the headquarters of the Renault Sport F1 team in the 1970s and 1980s and then switched to engine development only in the late 1980s. When Renault returned to F1 with Williams in 1988 Viry-Chatillon was again at the forefront of F1 development and a string of World Championship followed until 1997 when the decision was taken to withdraw from F1 and sell the equipment to sub-contractor Mecachrome. A small team of engineers at Viry-Chatillon continued to work on the development of the V10 engine funded by Mecachrome which then sold engines to teams as Supertec V10s. When Renault bought the Benetton F1 team in 2000 the activities in Viry-Chatillon were revived again, although Mecachrome did much of the manufacturing work, leaving Renault F1 to do the research and development. A reduction in staff at Viry-Chatillon would suggest that there is not enough work for the team at the moment, but if Renault is planning to stay in F1 in the long term there would still need to be research and development for the next generation of F1 engines in 2013.
It is also worth noting that Bob Halliwell, a key player in the manufacturing side of Renault F1 has left the team and will soon join Force India. Halliwell has been in motor racing since the 1980s when he worked at March. He was one of the original members of the Jordan team in 1991 and then followed Mike Gascoyne to Renault.
It has been expected that Gascoyne would try to get some of his old team back together again when he was hired by Force India and Halliwell's move is an indication that others may now follow.


La intención de volver a la Fórmula 1 de Renault se mantuvo sin cambios y en contacto con el desarrollo del motor de F1 a través de su participación en Mecachrome, que se hizo cargo de los viejos motores Renault.
Los motores Mecachrome - que más tarde llegó a ser conocido como V10 Supertec - resultó poco más que la evolución del motor de Renault RS9, que se introdujo en 1997.

OCTOBER 2, 2000


When Renault announced plans to withdraw from Formula 1 in January 1997, the company chairman Louis Schweitzer said that the firm would be back "in three or four years". At the time Renault had other things to worry about. The company needed to cut costs and Schweitzer did not want to cutting jobs while being seen to spend large sums in Formula 1.
So Renault quit the sport and Schweitzer and his assistant Carlos Ghosn (now in charge of Nissan) axed thousands of jobs. The intention to return to Formula 1 remained unchanged and Renault kept in touch with F1 engine development through its involvement with Mecachrome, which took over the old Renault engines. Renault Sport kept a small group of engineers working on F1 development but quite a few of the old Renault Sport team departed. Technical Director Bernard Dudot moved to Prost Grand Prix and one or two of his colleagues from the early years at Renault Sport went into retirement. Of the younger generation engine designer Jean-Jacques His was ordered to go back into the mainstream at Renault and began working on the development of a direct injection engine in his role as Director of Strategy and Long-Term Development in Renault's Engineering Division.
Renault Sport was placed under the control of an American engineer named John Topolski, who switched across from Renault's research and development division. Topolski's main task was to design the Morane Renault MR250 aero-engine.
The Mecachrome engines - which later became known as Supertec V10s - proved little more than developments of the Renault RS9 engine, which was introduced in 1997. The Supertec engines of today are not that different to the RS9 despite what the Supertec management would like everyone to believe.
At the start of 1999 Topolski and his team were given the go-ahead and the budget to start development on a new generation Formula 1 engine. The brief was for the company to try out some wild ideas beyond the usual scope of F1 engine development to find some innovative solutions to the problems that exist. In the summer His gave up his mainstream job and returned to Renault Sport as the new technical director.
The problem for His and his colleagues is that the normally-aspirated V10 engine has been under intensive development for the last 14 years. Nowadays it is difficult for one engine company in F1 to find an advantage over another. Gradually the engines have been getting smaller and lighter and the center of gravity has been getting lower. The revs have risen and more power is being produced thanks to better combustion and lower friction but there are limits beyond which one cannot go unless new technologies are developed.
The rumors in recent months have been that the new Renault can rev to 21,000rpm. If true, this is remarkable because there are inherent torsional resonance problems with steel crankshafts above 19,000rpm. Crankshafts have to be made from either steel or cast iron.
History is dotted with such barriers. In the old Cosworth DFV days engines could not rev beyond 15,000rpm because the steel valve springs could not cope with more. That problem was solved (by Renault) with the introduction of the pneumatic valve but these are now operating at a rate of 315 times a second and cannot go faster. There are possibilities for electronically-operated valves which will get rid of the need for camshafts and allow faster valve action and will save a lot of weight. The problem for racing engines is that the computer operated actuators need to work 350 times per second if the rev ranges get up to 21,000rpm and in order to work that fast they need to be light. If the metals involved are too light the valves do not move.
The weight and size of engines could be reduced if direct injection systems could be developed for racing engines. At the moment such systems do not work well at high revs as there is not time for fuel to vaporize. This has been overcome in diesel engines by using higher pressure inside the engine but in gasoline engines the system is still not working well at high revs.
Other major issues in current F1 engine design are center of gravity, size and weight. The new Renault engine is rumored to have a 110-degree vee angle. This is appreciably wider than the current engines being raced. This lowers the center of gravity but makes the packaging much more complicated. The reason that teams have not used wide angle engines to date is that they have encountered vibration problems at certain angles which make the engines unreliable. No-one has yet solved this problem.
The size of the engines is also important and in order to build a shorter engine F1 engine makers have been looking at different configurations. Before the ban on 12-cylinder engines, Ferrari had worked with the University of Bologna to compare the relative merits of V12 and W12 layouts. The only way forward with 10-cylinder engines is to build "unbalanced" W-form engines with, for example, a bank of four cylinders flanked by two banks of three cylinders. This would have two major advantages over the current V10s as it would create an engine which would be 20% shorter and would use a shorter crankshaft and so could rev higher as torsional resonance of the crankshaft would also be reduced. But the packaging of such an engine would be very complicated and could have any number of implications on reliability.
In terms of weight, the revolution has happened. Most of the V10s are now in the 100kg range. This has been achieved through the switch from casting engine blocks to machining them, the latest computer-aided machining systems allowing for much more precision and, therefore, a lot less wastage. It is unlikely that much more progress will be made in weight-reduction as new rules being introduced next year ban the use of new composite metals in the crankshafts, camshafts, pistons, cylinder heads and cylinder blocks. There may be some weight to be gained in others area from these materials but this will not produce revolutionary weight gains.
Some think that Renault Sport engineers may have learned new tricks from the MR 250 aero-engine program but it is hard to see how development of a low-revving, four-cylinder turbocharged diesel engine can have much use for a high-revving gasoline racing engine although there may have been some knowledge gained about vibration, as this was an early problem with the MR250.
So is there really a secret or is Renault simply going to produce a state-of-the-art engine to compete with the best available today? The management of Renault Sport continues to say that the 2001 engines which will be used by Benetton will feature a lot of innovation.
They will not say more. They do not want the world to know their secrets.


Cuando Renault anunció que se retiraba de la F1 Mecachrome compró los derechos de los motores Renault V10 y acordó pagar Renault para el trabajo de desarrollo. Mecachrome motores V10 fueron utilizados en 1997 por Williams y Benetton pero en mayo de 1998 se anunció que Mecachrome había firmado un contrato de distribución exclusiva con una empresa llamada Ingeniería Concurso Súper Rendimiento que pagó Mecachrome a suministrar los mismos motores pero éstos fueron rebautizado como V10 Supertec.


DECEMBER 13, 2000


In the late 1990s there were considerable cutbacks in French military spending and competition in the aviation industry also intensified and Mecachrome decided to increase its involvement in Formula 1 to promote the company's precision engineering skills. When Renault announced it was withdrawing from F1 Mecachrome bought the rights to the Renault V10 engines and agreed to pay Renault for development work. Mecachrome V10 engines were used in 1997 by Williams and Benetton but in May 1998 it was announced that Mecachrome had signed an exclusive distribution contract with a company called Super Performance Competition Engineering which paid Mecachrome to supply the same engines but these were rebadged as Supertec V10s.
The Supertec company is owned by Flavio Briatore but in partnership with Bernie Ecclestone and Mecachrome boss Gerard Casella. In the last two years it has made a considerable amount of money supplying the old engines to Williams, Benetton, British American Racing and Arrows.
With Renault Sport buying Benetton and planning its own new engine program, Mecachrome's obvious route was to go on using the old engines. The only team needing an engine was Minardi. Flavio Briatore announced when he returned to Benetton that he was no longer involved with Supertec and so presumably Casella is now acting alone, perhaps working on the principal that he will get more exposure for less money if he runs a team. It will also enable the company to expand into composite materials and there is plenty of expertise around Aubigny-sur-Nere as it is not far from the old Ligier factory in Magny-Cours. With Prost having chosen to take his team more international Casella may have seen the chance to snap up many of Prost disaffected French sponsors. Owning a Formula 1 team is increasingly a very good investment for those who can afford it. It may be, however, that he will go into business with a financial backer such as an investment bank.
Whatever the case, it is interesting to note that a few weeks ago Casella created a completely new holding company for the Mecachrome Group, called the Societe Financiere d'Expansion Mecanique which would seem to suggest that Casella is planning to expand.
Given then relationship between Casella and Briatore one cannot help but feel that the Italian will probably be involved somehow in the deal as he must take care of his future in F1 given that at the moment he is only a Renault employee and as he discovered with the Benetton Family, an employee can be fired.


La intención de volver a la Fórmula 1 se mantuvo sin cambios y la compañía fue capaz de mantenerse al día con el desarrollo de motores de F1 a través de su participación en Mecachrome (que se había hecho cargo de los viejos motores Renault) y con Supertec, que llegó a vender los motores para Mecachrome. Renault Sport ingenieros simplemente cambiaron sus camisas.

DECEMBER 22, 2000

BY JOE SAWARD



When Renault announced plans to withdraw from Formula 1 in January 1997, the company chairman Louis Schweitzer said that the firm would be back "in three or four years". There were more important things to do than extending Renault's incredible run of success in Grand Prix racing. Schweitzer was about to announce a $750m losses for 1996 and he needed to cut costs. With the French government (still Renault's biggest shareholder) to answer to he did not want to be seen to be slashing jobs while spending large sums in Grand Prix racing. Schweitzer's spin doctors were also telling him that the success in F1 was producing diminishing returns. If you win too much, success is expected and you only get publicity when you fail.
So Renault quit the sport and Schweitzer axed the vast Renault factory in Vilvoorde, Belgium. He told the French unions that they were lucky to escape with only 2750 cuts in France. And very quietly he expanded Renault production outside France. The intention to return to Formula 1 remained unchanged and the company was able to keep up with F1 engine development through its involvement with Mecachrome (which had taken over the old Renault engines) and with Supertec, which arrived to sell the engines for Mecachrome. Renault Sport engineers simply changed their shirts.
The only question that needed to be resolved was what form Renault's F1 return would take. The recent trend in F1 is for car manufacturers to buy into teams but to leave the running of the operation to the experts in Britain. Renault was expected to follow suit with Tom Walkinshaw carefully lining up Arrows as a logical choice with a deal to produce "Renault Sport" versions of the Clio at his AutoNova factory in Uddevalla, Sweden. His partner Morgan Grenfell Private Equity wanted to sell its shares in the team. The shares would be cheap. It was assumed in the F1 paddock that Renault would follow the trend. A purchase was expensive and tied up money in assets and people. A partnership was more logical. Honda, BMW and Mercedes-Benz had all followed that route. No-one thought that Renault would go it alone.
Part of the reason for this was because F1 remembered Renault's disastrous period as team owner when the company was humiliated in 1980, 1981 and 1982 by the small British teams with their Cosworth engines. Then BMW and TAG Porsche turned up and by the end of 1984 the Renault team was in disarray. A non-racing manager was brought in to sort out the mess but he failed and at the end of 1985 the team was closed down. A few months later the manager was charged with diverting funds from customer engine deals to a Swiss bank account. It was embarrassing. At the end of 1986 Renault walked. For the next two years it licked its wounds, learned from its mistakes and then returned in 1989 as an engine supplier. Two years later Renault V10s were dominant and for six years Renault picked up the Constuctors' title in addition to five Drivers' titles.
Patrick Faure, the chairman of Renault Sport, rode the success and seemed to be on course for the top job at Renault when Schweitzer retired. But after Renault quit F1 Faure was put in charge of the company's industrial vehicles division. There were new rising stars, notably Carlos Ghosn. Faure's trump card remained Renault Sport. If he could revive its success - in a high profile way - perhaps there was still hope.
This may have something to do with the decision to buy Benetton.
Whatever the motivation behind it, the decision took F1 by surprise. There was no hint that the Benetton Family was interested in selling the whole team. It had been an amazing asset and for which they had paid peanuts back in the mid-1980s. As recently as the summer of 1998 the family had rejected an offer from Ford to buy a share of the company. That was a disastrous mistake by the Benettons and led to the departure of the team's chief executive David Richards. Rocco Benetton was placed in charge but the team drifted in 1999. The $16m which Benetton invested in the team was still a cheap price to pay for the publicity generated. The problem for Benetton was that it very nearly lost the $30m from Mild Seven for the 2000 season. Early last year the Honda Racing Developments team had reached agreement with Japan Tobacco for the Mild Seven money. Fortunately for Benetton the Honda project collapsed and Japan Tobacco was convinced to continue to support the team for one more year. That deal staved off disaster but there remained a pressing need was for an engine supply which did not cost money. Paying Supertec $20m a year did not make sense and because of poor results new sponsors were difficult to find. Marconi joined the team this year with a rumored $6m, but the going rate for the space Benetton gave Marconi was around $20m.
Announcing the sale Luciano Benetton said that the decision to sell came about as a result of the rising costs of Grand Prix racing and the need to have a manufacturer behind the team. This made sense but it did not explain why the family decided to dump the entire team rather than continuing to reap the benefits of the cheap advertising in F1.
The only obvious explanation for this was that the Benettons were not comfortable with Renault's desire to put Flavio Briatore in charge at Enstone. The Benettons had dumped Briatore at the end of 1997, apparently because of his failure to keep the team successful after he lost Tom Walkinshaw and Michael Schumacher. But while Briatore had been unable to convince the Benettons of his talents, he was always able to convince the Renault Sport management that he was the best man for the job.
In the end the Benettons extracted a good deal from Renault. The $120m was about what the team was worth and the family will get another two years using the Benetton and Playlife brands on the cars. Benetton's half-yearly results revealed that the actual cash payment from Renault was only $82.4m so the other $37.6m is believed to have come in the form of free advertising for the 2000 and 2001 seasons.
The question of cost is obviously still important to Renault as it now has to answer to shareholders and Faure has made a point of stressing that being a team owner is less expensive than being an engine supplier because of the revenue from sponsorship and TV rights. Renault will have less difficulty than Benetton in raising outside sponsorship as it will be able to lean on suppliers such as Elf and Michelin. But the intention is to use the team to publicize the Renault which the company intends to move into the luxury car markets with the intention of going head-to-head with Mercedes, BMW and Jaguar.
Renault's aim is to completely change the Renault image in the next 10 years, in order to differentiate the brand from Nissan, Samsung and Dacia, which the company is rebuilding at the moment. The plan appears to be to follow the Volkswagen lead of having a group of brands aimed at different market sectors with Renault becoming the flagship marque and Nissan producing the small runabouts for which Renault is famous. In order to achieve these goals Renault is planning a completely new range of cars which will begin next year with the launch of the Vel Satis and Avantine models. These are both top-end models, the Vel Sartis being a four-door replacement for the Safrane and the Avantine being a sporty two-door coupe.
The Formula 1 program is obviously an important part of that plan and as an indication of its importance the company put its manager of the production engine design division Jean-Jacques His back to Renault Sport as technical director. His is one of the most respected engine designers in Formula 1. He has been with Renault since 1972 and was head of research and development at Renault Sport between 1984 and 1986. He then moved to Ferrari where he oversaw work on the Ferrari V6 turbo, the Indycar V8 turbo and the new 3.5-liter V12 F1 engine. In mid-1988, however, he returned to Renault Sport and then worked on the Renault V10 engines until the company withdrew from F1 at the end of 1997.


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Comentarios

  • FerrariasturFerrariastur MegaForero ✭✭✭
    Cuando Renault fue privatizada en 1996, anunció casi inmediatamente que el programa de motores de F1 sería vendido a Mecachrome. Los motores de F1 fueron vendidos a los equipos de los clientes a través de una empresa llamada Ingeniería Concurso Súper Rendimiento (SPCE), propiedad de Flavio Briatore, corriendo como V10 Supertec. Mecachrome fue pagado por SPCE y se encargó de los suministros de motores alos equipos Así, Renault mantuvo el núcleo de su equipo de ingenieros juntos y estaba listo para regresar a la F1 cuando se tomó la decisión de comprar el equipo Benetton en 2000, aunque Renault no comenzó a correr bajo su propia bandera hasta 2002.

    La noticia de que Renault acaba de anunciar un nuevo contrato de tres años con Mecachrome International, no es una sorpresa - las dos compañías han trabajado juntos por más de 30 años
    . La relación con el Renault F1 es, obviamente, la cerca, pero Mecachrome también admite que "también fabricamos componentes clave del motor para otros constructores de Fórmula 1" y la compañía enumera Ferrari y BMW, entre sus clientes.


    Such a manoeuvre would not be unprecedented. When Renault was privatised in 1996 it announced almost immediately that the F1 engine programme would be sold to Mecachrome. The F1 engines were then sold to customer teams via a company called Super Performance Competition Engineering (SPCE), owned by Flavio Briatore, and these were raced as Supertec V10s. Renault was paid to do development work, Mecachrome was paid by SPCE and it charged the teams for their engine supplies. Thus Renault kept the core of its engineering team together and was ready to return to F1 when the decision was taken to buy the Benetton team in 2000, although Renault did not begin to race under its own flag until 2002. A third party could be found to "baby-sit" the team for a period.

    The news that Renault has just announced a new three-year contract with Mecachrome International, the parent company of the original French operation, is no surprise - the two companies have worked together for more than 30 years - but it does indicate that Renault is not about to get out of the F1 business - at least not in the short term.

    While Mecachrome itself may not wish to own an F1 team, it is keen to continue its engine supply arrangements with Renault F1 (or whoever owns the team in the future) and Red Bull Racing. The relationship with Renault F1 is obviously the close but Mecachrome also admits that "we also manufacture key engine components for other Formula 1 constructors" and the company lists Ferrari and BMW amongst its customers.



    Cuando Renault Sport se retiró de la F1 al final de 1997, un pequeño equipo de ingenieros de Viry-Chatillon seguido trabajando en el desarrollo de los motores de F1. Este trabajo fue financiado por Mecachrome en 1998 y en 1999 por la empresa Supertec Flavio Briatore.


    PEOPLE: CHRISTIAN CONTZEN

    Name: Christian Contzen
    Nationality: Belgium




    When Renault Sport withdrew from F1 at the end of 1997, a small team of engineers at Viry-Chatillon continued to work on the development of the F1 engines. This work was funded by Mecachrome in 1998 and in 1999 by Flabio BriatoreSupersec company.






    Renault luego se retiró otra vez a pesar de que los motores viejos seguían corriendo bajo las insignias Mecachrome, Supertec y Playlife.



    FEBRUARY 22, 2002

    BY JOE SAWARD


    Renault comes back to Formula 1 this season with a full factory team - 100 years after the company's first major victory in automobile racing. And while victory this year may be difficult there is little doubt that the team will be more competitive than was the case in 2001.
    Competition was an important element in Renault's philosophy when the company was established by Louis, Marcel and Fernand Renault, three sons of a Paris button-maker, in 1899. Louis was the engineer and at the age of 11 designed an electric lighting system for his bedroom. At 14 he began to tinker with a Panhard engine and when he finished his military service in 1898 he built his first car in a shed at the end of the garden of the Renault family house in the Paris suburb of Billancourt. This was powered by a De Dion Bouton engine but the chassis was designed by Louis and the major innovation was that it featured a driveshaft transmission rather than the normal chain-drive system.
    In the summer of 1899 Societe Renault Freres entered cars in the Paris-Trouville race and Louis won the light car class. After that customers began to appear and in the six months that followed the brothers and their hastily assembled production team built 60 cars. The following year they built 179. Renault's early racing success was restricted to class wins in the city-to-city races but after a couple of years of success the company was strong enough to plan for its own engines and hired one of the De Dion Bouton engine designers and he produced the first Renault engine. This made it debut on the Paris-Vienna marathon at the end of June. The event was actually two events rolled into one with the Gordon Bennett Cup cars running only from Paris-Innsbruck and the rest of the entry going on to Vienna.


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    Marcel Renault and his mechanic, Vauthier, taking part in the 1903 Paris-Madrid race
    © Renault


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    Louis Renault in his workshop
    © Renault


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    Ferenc Szisz at the start of the 1906 race
    © Renault





    The race was significant in that the British made their first assault on continental racing with entries from Wolseley and Napier. The entry was huge with 118 cars assembled and speeds in the early part of the event were as high as 70mph. The small-engined Renaults could not match the pace but they proved to be far more reliable than the bigger machinery, notably over the mountain sections where one by one the opposition went out, either crashing or breaking down. This meant that when the race reached Innsbruck there was a big surprise with victory in the Gordon Bennett Cup going to Australian-born Englishman Selwyn F Edge (the only Gordon Bennett runner to make it that far). With Edge out of the way and the other main contenders having retired or been delayed Marcel Renault was the first man to make it to Vienna, 12 minutes ahead of Henri Farman's Panhard. It was a famous victory and the business boomed. Racing was catching on and the entry for the next big event, the 1903 Paris-Madrid, was an enormous 275 vehicles.
    But there would be tragedy. On the first day of racing there were a series of accidents. The number of casualties has never been fully established but there were around a dozen accidents which led to fatalities. Marcel Renault was seriously injured when he went off the road not far from Poitiers. Louis Renault was second when the race reached Bordeaux and the decision was taken to cancel the rest of the event.
    Two days later Marcel died. Louis gave up racing. In 1904 he sold a car to Gould Brokaw, an American millionaire, and this was raced without success in the US, and it was not until 1905 that Louis agreed to build another racing machine. This new device carved its place in history in 1906 when Louis's old co-driver Ferenc Szisz won the inaugural Grand Prix de l'ACF in 1906 - the event which is generally regarded as having been the first real "Grand Prix".
    For the next two years Renault was a regular player in Grand Prix events but then the French manufacturers decided not to race and Renault disappeared from Grand Prix racing for nearly 70 years. Fernand Renault died in 1908 and so Louis was left to run the firm which he built up dramatically during the inter-war years. Forced to put his factories into production for German armaments after the invasion of France in 1940, Louis was arrested by the Free French after the liberation and died in prison before he could clear his name. As a result the Renault company became national property and with the 4CV and the Dauphine models became one of the strongest car companies in the world.
    Renault avoided competition until one of its dealers Jean Redele established the Alpine tuning business and began preparing Renault products for rallying. This developed in the course of the 1950s and Alpine-tuned Dauphines later won the Tour de Corse and the Monte Carlo Rally.
    It was not until the late 1960s that Renault began to look seriously at car racing and established the Renault 8 Gordini Cup, which stimulated the growth of French motorsport. This was followed by success in the European Rally Championship in 1970 with Jean-Claude Andruet in an Alpine Renault A110 and World Championship success in 1971 with Ove Andersson, Bernard Darniche, Jean-Luc Therier and Jean-Pierre Nicolas. There would be a second World Championship in 1973 and Alpine Renault rally cars continued to do well until 1976.
    Renault's track racing was also developed with the introduction of Formula Renault in 1971 and the 2-liter sportscar program which resulted in European Championship success in 1974.
    In 1975 Renault took over Gordini and the Renault-Gordini operations were consolidated at Viry-Chatillon as Renault Sport. In 1976 Jean-Pierre Jabouille gave Renault victory in the European Formula 2 Championship and in 1978 Renault won the Le Mans 24 Hours with the Alpine Renault of Didier Pironi and Jean-Pierre Jaussaud. In January 1977 the new company admitted that it had a Formula 1 project with a turbocharged engine. The car first appeared at the British GP in July 1977 with Jabouille driving. At the time the idea of turbocharging F1 cars seemed ludicrous and "The Yellow Teapot" was the butt of F1 jokes but by 1979 Jabouille and his new team mate Rene Arnoux were increasingly competitive and at the French GP a tearful Jabouille gave the company its first victory in the F1 World Championship.
    Jabouille seriously injured his legs in a crash at the end of 1980 and his place in the team was taken in 1981 by Alain Prost who won three victories and twice finished second to end the year fifth in the World Championship with Renault third in the Constructors' title. In 1982 the team scored four wins and Renault was again third in the Constructors' title. Arnoux departed and Renault signed up Eddie Cheever to partner Prost. The 1983 season was to prove a big disappointment despite the fact that Prost won four Grands Prix. Brabham-BMW won the title and at the end of the year the old team broke up. Renault hired Patrick Tambay and Derek Warwick but neither they nor Renault's customer teams won any races and there was further restructuring for 1985. That year the Renault chassis was not very competitive but Renault collected wins thanks to customer team Lotus with Ayrton Senna winning in Portugal and Belgium and Elio de Angelis in Imola.


    [SIZE=+2]blank.gif[/SIZE]


    renault_4-rg.jpg


    Alain Prost
    © The Cahier Archive


    renault_5-rg.jpg


    Michael Schumacher, Canadian GP 1995
    © The Cahier Archive





    In August 1985 Renault announced that it was closing down its own team but would continue to supply the three customer teams until their contracts expired at the end of 1986. Senna scored another two wins for Lotus-Renault in the course of that season and at the end of the year Renault withdrew from F1 completely. Renault returned to F1 in 1988 deciding to be simply an engine supplier. The relationship with Williams proved to be enormously successful with Thierry Boutsen winning the team's first victory in the sixth race of the new partnership. The Belgian added a second victory at the end of the year although the more consistent Riccardo Patrese finished third in the World Championship despite not winning a race. Williams-Renault finished runner-up in the Constructors' title. The 1990 season was disappointing with Patrese and Boutsen winning only one race each but in 1991 the team hired Nigel Mansell to partner Patrese and by mid-season the pair were winning races. There were seven wins (Mansell taking five and Patrese two) but Mansell was beaten to the title by Ayrton Senna's McLaren-Honda. In 1992, however, there was no doubt that Renault was finally dominant. Mansell won nine victories (Patrese scored one) and the two-men finished 1-2 in the World Championship and Williams-Renault won the Constructors' title.
    After that success followed success: Alain Prost won the title in 1993 and after the death of Senna in 1994 Damon Hill challenged for the title. For 1995 Renault decided to supply Williams and Benetton and Michael Schumacher steered his Benetton-Renault to the World Championship.
    After Schumacher left Benetton to join Ferrari, Williams overshadowed Benetton with Damon Hill winning the title in 1996 and Jacques Villeneuve following suit in 1997.
    Renault then withdrew again although the old engines continued to be raced under the Mecachrome, Supertec and Playlife badges.
    At the start of 2000 Renault announced that it had bought the Benetton team and would be returning to F1 with a Renault team in 2002 to open a new chapter in Renault's racing history. On paper the team looks to be good with the Englishmen Mike Gascoyne and Steve Nielsen looking after the technical and organizational side of the team. The wide-angled Renault V10 engines, which are built by Jean-Jacques His's team in Paris, seem to be a little more powerful than last year's version. And with Jarno Trulli and Jenson Button for drivers the team is not lacking in natural speed.
    If victory this seems a little far-fetched one should remember back 100 years when no-one would have put much money on Marcel Renault winning the Paris-Vienna...


    En mayo de 1998 se anunció que Mecachrome había firmado un contrato de distribución exclusiva con una empresa llamada Ingeniería Concurso Súper Rendimiento para construir Supertec motores V10 para la temporada 1999. Estos fueron rebadged motores Mecachrome, que eran ellos mismos rebadged Renault V10 de 1997.

    En 1999, Williams, Benetton y British American Racing todos utilizan los motores, aunque Benetton decidió cambiar su nombre como "Playlife".


    In May 1998 it was announced that Mecachrome had signed an exclusive distribution contract with a company called Super Performance Competition Engineering to build Supertec V10 engines for the 1999 season. These were rebadged Mecachrome engines, which were themselves rebadged Renault V10s from 1997.

    In 1999 Williams, Benetton and BAR all used the engines, although Benetton chose to rename them as "Playlife"



    Briatore dice que habrá una serie de mejoras para los motores de este año, pero las historias de Renault Sport - donde se realiza el trabajo de desarrollo - sugieren que la compañía está teniendo problemas para retener a sus mejores funcionarios


    APRIL 19, 1999
    >
    SUPERTEC's Flavio Briatore was wanderin around the paddock in Brazil telling anyone who would listen to him that Renault's current adventures will have no effect on the F1 program, as he tried to dampen criticism of the engines he is supplying to Williams, Benetton and BAR this year.

    Briatore says that there will be a series of upgrades for the engines this year but stories from Renault Sport - where development work is done - suggest that the company is having trouble holding on to its best staff as Toyota targets Renault and Peugeot, looking for engine men.
    It is significant that in recent days Benetton and BAR have both been rumored to be looking elsewhere for engines in 2000 and both teams seem happy to pay the $5m penalty clause to avoid having to use the Supertec V10 engines next season. Hopes that Renault might return in an official capacity are absurd. Renault sources say that a Formula 1 program is not even under discussion at the moment and each passing day seems to bring Renault more troubles.
    It was revealed last week that last month the European Commission's Competition Directorate raided Renault offices in Paris and Ireland, investigating claims that the company was stopping Irish dealers from selling cars to British residents, in breach of European regulations. If these allegations are proved Renault could be fined as much as 10% of its annual turnover. At the start of last year Volkswagen was forced to pay fines of $108m to the EU.
    Renault's alliance with Nissan continues to produce surprises with Nissan last week announcing 1998 losses of $296m, three times more than had been expected. The Japanese company has been forced to suspend it dividend payments for the first time. Renault executives are spearheading a cost-cutting campaign at Nissan and last week the French company said that it might sell off Nissan's truck-building business to reduce Nissan's enormous debts. Nissan has also announced that it will cut 5000 jobs in the next few month



    El equipo Benetton, tiene previsto anunciar en breve que se va a utilizar Mecachrome motores V10 de nuevo en
    1999, aunque se espera que estos seguirán siendo bautizado como reproducirLife V10 y V10 no se llama Supertec Sport. El equipo se convertirá en el tercero que se suministra motores Mecachrome aunque BAR va a tener motores bautizados como Supertec V10 Sport. Sauber también se espera que utilice los motores franceses, aunque estos tienden a ser bautizado como Sauber Petronas V10. Benetton se entiende de forma activa buscando un proveedor de motores para la temporada 2000 con un acuerdo que se espera hacerse con un importante fabricante en el próximo par de meses.
    Los motores suministrados a través Sport Supertec se cree que cuesta alrededor de un 30% más de los que procedan directamente de Mecachrome, el cargo extra presumiblemente se toma como ganancia por los dueños misteriosos de la empresa, que es administrado por Flavio Briatore. Todos los intentos de establecer exactamente quién posee la nueva compañía han fracasado a pesar de que se habla mucho en el paddock lo que sugiere que Bernie Ecclestone está de alguna manera involucrado


    JUNE 29, 1998


    THE Benetton team is expected to announce shortly that it will be using Mecachrome V10 engines again in 1999 although it is expected that these will continue to be badged as Playlife V10s and not called Supertec Sport V10s. The team will become the third to be supplied by Mecachrome engines although BAR is to have engines badged as Supertec Sport V10s. Sauber is also expected to use the French engines although these are likely to be badged as Sauber Petronas V10s. Benetton is understood to be actively looking for a new engine supplier for the 2000 season with a deal expected to be made with a major manufacturer within the next couple of months.
    The signing up of four teams will mean the need for major expansion at Mecachrome but the move from two to four supplies is logical in that the need to take on extra staff means four supplies rather than three makes more financial sense. The engines supplied via Supertec Sport are believed to be costing around 30% more than those which come directly from Mecachrome, the extra charge presumably being taken as profit by the mysterious owners of the company, which is managed by Flavio�Briatore. All attempts to establish exactly who owns the new company have failed although there is much talk in the paddock suggesting that Bernie Ecclestone is somehow involved.



    EL equipo Benetton actualmente utiliza motores V10 que fueron diseñados por Renault Sport pero son comercializados por Supertec para Mecachrome bajo la bandera Playlife
    . El próximo año se escuchan los motores tendrán un linaje bastante menos complicada, ya que se convertirá en V10 Renault una vez más como la empresa automotriz francesa se ​​prepara para volver al deporte en 2002,.

    Un gran número de los empleados de Renault Sport han estado trabajando en Mecachrome y Supertec en el último par de años y estos ingenieros se espera que regrese a Renault a tiempo completo en 2001
    .



    JUNE 19, 2000

    Benetton to use Renault engines in 2001



    THE Benetton team currently uses V10 engines which were designed by Renault Sport but are marketed by Supertec for Mecachrome under the Playlife banner. Next year we hear the engines will have a rather less complicated lineage as they will become Renault V10s once again as the French car company prepares to return to the sport in 2002 when it takes over the Enstone-based team. It remains to be seen what the specification of the engines will be next year but it is expected that they will be an all-new engine which will be made competitive and reliable in the course of 2001 so that Renault can be seen to be competitive from the moment the official Renault team appears.
    A large number of the Renault Sport staff have been working at Mecachrome and Supertec in the last couple of years and these engineers are expected to return to Renault full-time in 2001. It remains to be seen what happens next season with the second Supertec supply which is currently being used by Arrows. It may be that the old engines will continue to be supplied by Mecachrome to Arrows although Tom Walkinshaw is believed to be looking elsewhere for an engine as the 2000 units are not likely to be very competitive in 2001. The team has been linked to a variety of different deals, notably Honda, Toyota and the current Peugeot engines which are expected to be used next year with different badging


    El acuerdo reciente con Mecachrome, Renault Sport y la misteriosa empresa Supertec Sport ha llevado a especular que Williams Grand Prix Engineering no lleve Mecachrome motores V10 en 1999. Las especulaciones surgieron porque Williams insistió en que tenía un acuerdo con Renault Sport en lugar de con Mecachrome o Sport Supertec y que no iba a pagar el dinero extra que se exige por Supertec para el suministro de motores el próximo año. Entendemos que el precio de los motores ha aumentado entre el 25-30% desde que Supertec se apodero de los derechos para distribuir los motores

    JULY 6, 1998


    THE recent deal involving Mecachrome, Renault Sport and the mysterious Supertec Sport company have led to speculation that Williams Grand Prix Engineering might not be running Mecachrome V10 engines in 1999. The speculation arose because Williams insisted that it had a deal with Renault Sport rather than with Mecachrome or Supertec Sport and that it was not going to pay the extra money being demanded by Supertec for the supply of engines next year. We understand that the price of the engines has been hiked by between 25-30% since Supertec got hold of the rights to distribute the engines.
    According to our sources Williams will retain its current deal and that means that it is not very likely that Jacques Villeneuve will be keen to stay on with the team as it is unlikely to want to pay him what he thinks he is worth. In previous years Williams has always followed the policy of investing in technology rather than giving vast sums to drivers and has manufactured its own stars by providing the best machinery. We would expect, therefore, that Williams will sign up at least one driver - almost certainly Columbian Juan-Pablo Montoya. Heinz-Harald Frentzen may be retained for the sake of continuity.
    There have been rumors in recent days that BMW might try to accelerate its F1 plans to help Williams out but these seem to be completely groundless. The Munich-based car company is progressing with the program but a great deal of development is needed before the company's V10 is ready to race. BMW's director of marketing Karl-Heinz Kalbfell - who is also managing-director of BMW Motorsport Ltd. - was due to unveil plans about the F1 program at a press conference in Munich on Monday. We expect that this announcement will include the identity of the man who will be responsible for the F1 engine program. One possibility is former BMW Motorsport boss Jochen Neerpasch, who is currently working as a consultant to the ORECA-run BMW Junior Team in Formula 3000.
    We would expect to see BMW F3000 drivers Alex Muller and Dominik Swager included in the Williams-BMW testing plans next year and we would be amazed if the Belgian oil company - which has backed BMW motorsport programs for many years - was not involved.
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  • FerrariasturFerrariastur MegaForero ✭✭✭
    PLAYLIFE

    BENETTON anunció en la víspera del Gran Premio de Australia que correra con motores V10 llamados Paylife. Playlife es una empresa BenettonGroup que controla los bienes de distintas disciplinas deportivas que se están comercializando. Estos incluyen Prince, Kastle, Nordica, Killer Loop y otros deportes relacionados con los productos que antes se agrupan bajo la etiqueta Sportsystem Benetton.

    El anuncio significa que la empresa está haciendo un poco de publicidad extra para Playlife ya que el equipo ha sido capaz de vender los Mecachrome motores V10 a otro fabricante de automóviles. Los motores Mecachrome han sido designados Playlife GC37.01.


    [h=6]MARCH 9, 1998[/h]

    BENETTON announced on the eve of the Australian Grand Prix that it is to run with engines called Playlife V10s. Playlife is a Benetton�Group company which controls the various sporting goods which are being marketed. These include Prince, Kastle, Nordica, Killer Loop and other sports-related produce which used to be lumped together under the Benetton Sportsystem label.
    The announcement means that the company is getting some extra publicity for Playlife as the team has been unable to sell the Mecachrome V10 engines to another car manufacturer. The Mecachrome engines have been designated Playlife GC37.01. The deal is expected to last until the end of 1999 although Benetton may find a new engine partner for next season. In Melbourne there were already suggestions that the Ford Motor Company is not impressed with the performance of the Stewart team and that it may decide to sign a deal with Benetton for a second supply of factory Ford V10s for next year. While this may sound harsh, there is no doubt that Ford's top management expects results and Stewart's gearbox problems have seriously dented the potential for good results this year.
    In the past Ford has taken similar steps. Back in 1992 when Benetton was not delivering results, the company began to supply McLaren with identical engines in an effort to spur Benetton into action. The result was that Michael Schumacher won the 1994 title in a Benetton-Ford
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    [h=1][/h]
  • FerrariasturFerrariastur MegaForero ✭✭✭
    . Benetton se espera que abandone su oferta Mecachrome (bautizado como V10 PlayLife)

    APRIL 27, 1998


    THE Sauber Petronas team is bidding for the second supply of Mecachrome V10 engines in 1999 because it does not want to go on working with Ferrari because the engines supplied will never be able to beat the factory Ferrari units and they are very expensive. A switch to Mecachrome would give the team an engine which could have the potential to win races. The engines would be badged as Sauber Petronas V10s to continue the Malaysian presence in F1. The long-term aim is for Sauber�Petronas to build its own engines but the recent economic crisis in Asia and the astounding costs of engine-building in F1 have delayed plans for the company to have its own engines by the year 2000.
    Williams is expected to continue with Mecachrome next year as BMW is simply not ready to enter F1 until 2000. Benetton is expected to give up its Mecachrome supply (badged as Playlife V10s) next year to begin a new relationship with Ford which has realized that if it wants to win races in the short term then it must do it with a team other than Stewart. This supply could go to Sauber but British American racing also wants the engines.
    It is thought unlikely that Mecachrome would expand to three supplies because Williams has an agreement with Renault that this will not happen. It should, however, be remembered that Williams had an exclusive deal for Renault engines in 1995 but that the management at Renault Sport went back on that deal and supplied Benetton as well.
    Williams was pacified by Renault with the lucrative deal to run Renault products in the British Touring Car Championship.


    David Richards admitió en Barcelona que el equipo con sede en Enstone va a utilizar motores Mecachrome - bautizado como V10 PlayLife - de nuevo en 1999
    .
    Siguiendo con Mecachrome significará que en 1999 Benetton tendrán motores fiables y eficaces, aunque el rendimiento de la rebadged V10 Renault probablemente a disminuir el próximo año. A pesar de rumores en sentido contrario Renault no tiene planes para producir un motor completamente nuevo para Mecachrome.

    MAY 11, 1998



    BENETTON's alliance with the Ford Motor Company appears to be over with team boss David Richards admitting in Barcelona that the Enstone-based team will be using Mecachrome engines - badged as Playlife V10s - again in 1999. Richards has been involved in lengthy negotiations in recent weeks with Ford Motor Company bosses to discuss the possibility of Benetton getting a second supply of Ford V10 engines next year because of the disappointing performances of the Stewart�Grand Prix team so far this season. Richards travelled to Detroit in the week between the San Marino and Spanish�GPs to talk to Ford bosses but was unable to get an agreement which would see Benetton using the same engines as those supplied to Stewart.
    The decision by Ford not to supply engines to Benetton does not seem to make a great deal of sense using F1 logic. Stewart still has a long way to go before it will be able to compete with the big F1 teams and the best short-term solution is to ally with a top team and thus short-circuit the need to build up an infrastructure at Stewart. To turn down the opportunity to work with a top team like Benetton suggests that perhaps Ford has a hidden agenda in Formula 1. This is quite possible as the investment needed in F1 these days - and in the future - is now so great that car manufacturers are looking more and more at ways to protect their investment in the sport. Honda is planning to build its own team and it is quite possible that Ford may be pkaying with the same idea.
    The relationship between Ford and Cosworth may also be coming to an end as there is considerable uncertainty over what is going to happen with Cosworth Engineering in the future. Volkswagen is trying to buy Cosworth Engineering as part of its bid to win control of Rolls Royce Motor Cars, but it is not clear at the moment as to what will happen with Cosworth Racing. Ford owns the intellectual property rights to the F1 engines built by Cosworth but may lose the production facilities if Cosworth�Racing is sold to Volkswagen. This would force Ford to establish its own engine-building department in Britain. This idea was discussed last year when Ford was trying to put pressure on Cosworth to produce better engines.
    There is also a very clear increase in the number of American engineers in the Ford F1 team and this would seem to suggest that the company may have adopted the Honda idea of using F1 to train and motivate its engineers. Using such logic one can imagine a scenario in which Ford will wait until Stewart has built up a sensible infrastructure and is competitive and will then buy the team. This might explain the strange attitude towards Benetton.
    With Benetton needing to settle on an engine supply as quickly as possible Richards returned from Detroit and decided to stick with Mecachrome for one more season. "We have a two-year deal with Mecachrome," Richards said in Spain, "and we are sticking to it." He added that Benetton has no exclusivity clauses in its contracts with Mecachrome.
    Richards is now expected to continue his search for a new engine partner for Benetton for the year 2000. Sticking with Mecachrome will mean that in 1999 Benetton will have reliable and proven engines, although the performance of the rebadged Renault V10s is likely to tail off next year. Despite rumors to the contrary Renault has no plans to produce a completely new engine for Mecachrome

    El equipo tendra que pagar por sus motores este año y el V10 Mecachrome, que se ha bautizado como motor PlayLife, van a ser menos efectivos en 1999 de lo que son este año ya que el desarrollo es probable que sea limitado y el motor seguira haciendose viejo

    MARCH 30, 1998

    BENETTON boss David Richards and his technical director Pat Symmonds were recently spotted visiting Cosworth Racing in Northampton, adding to speculation that the Benetton team is discussing a switch to Ford V10 engines next year. The Ford�Motor Company management is understood to be less than happy about the performance of the Stewart team so far this season because of a series of gearbox problems which have hampered development work on the SF2 chassis. This has meant that the team is behind on its development programs and as it does not have the same scale of industrial infrastructure as some of the bigger teams it is going to be very hard for Stewart to make up the lost ground.
    The Stewart-Ford alliance was designed to be a five-year exclusive deal but it is clear that Ford management was expecting good results very quickly.
    If a deal is struck with Benetton it will not be the first time that Ford has used such tactics. In 1993 Benetton was not performing and so McLaren was used by Ford for a season to put pressure on Benetton. The result was that Benetton improved dramatically and won the 1994 World Championship.
    When asked about the visit Richards said that it was not related to engine supply but rather because the Sultan of Brunei is buying two old Benetton chassis for his private car collection but the team cannot get the Ford engines to start without the right electronic package. The visit was to negotiate over this.
    This is not a very credible story and we believe that the main thrust of the visit was to enable Richards and Symmonds to see the Cosworth facility. The team is having to pay for its engines this year and the Mecachrome V10s, which have been badged as Playlife engines, are going to be less effective in 1999 than they are this year as development is likely to be limited and the main engine will be getting old. The Ford engine is still developing and has a lot of potential.
    The top F1 teams have already begun work on the design of their 1999 cars and thus it is no surprise that Benetton is trying hard to conclude a deal so that the team's design staff can begin work


    Benetton tiene un contrato con la Ingeniería Concurso Súper Rendimiento - la empresa propiedad de Flavio Briatore, Bernie Ecclestone y Gerald Casella - para un suministro de motores en 1999 y 2000.Estos son los ex-Renault V10, que están siendo distribuidos de la Supertec V10 Sport, pero probablemente continuará a ser conocido como V1 PlayLife. La familia Benetton será la esperanza de que Renault decide regresar a la F1 en 2001, de modo que pueda convertirse en el equipo de la compañía francesa de fábrica.

    OCTOBER 26, 1998


    AS previously suggested (INSIDE F1. Issue 98.37), David Richards has left the Benetton team after only a year in charge. The boss of Prodrive is to be replaced as chief executive of the team by 29-year-old Rocco Benetton. Benetton - the youngest son of Luciano Benetton - has little experience in motor racing although he does have a degree in engineering from Boston�University. After leaving college he spent four years running an investment company in New York prior to becoming Commercial Director of the team in September last year.
    He will be supported by operations director Joan Villadelprat, marketing director David Warren and technical director Pat�Symonds who between them run the team on a day-to-day basis.
    The split between Richards and the Benetton Family appears to have come about as a result of the family's refusal to sell shares to the Ford Motor Company. Richards was understood to be pushing hard for a deal to ensure that Benetton became Ford's factory team in the year 2000. Ford wanted equity. "We could not agree on the future direction of the business," said Richards.
    Benetton has a contract with Super Performance Competition Engineering - the company owned by Flavio Briatore, Bernie Ecclestone and Gerald Casella - for a supply of engines in 1999 and 2000. These are the ex-Renault V10 engines, which are being distributed as Supertec Sport V10s but will probably continue to be known as Playlife V10s. The Benetton Family will be hoping that Renault decides to return to F1 in 2001 so that it can become the French company's factory team. This would be a logical choice for Renault although British American Racing seems to have a similar idea.
    The announcement must be seen as a setback for Ford as it means that the company will still not be associated with a top�F1 team for the next few seasons. The company's intention now appears to be to continue the development of Stewart�Grand�Prix and, probably, to buy into the operation. There may even be plans to purchase Stewart in association with Prodrive. One way or another, we expect that Richards will soon be running Stewart Grand Prix. To have left Benetton for anything less would have made little sense. Stewart is in no position to refuse Ford demands as the company could easily go to Jordan or Arrows and do a deal for equity.
    It is interesting that just a few days before the announcement of the Benetton-Richards split Stewart announced that Neil�Ressler, Ford's Vice-President of Advanced Vehicle Technology, had been appointed a non-executive director of Stewart�Grand Prix. The move gave Ford a voice on the Stewart board and Jackie Stewart said that Ressler would, "play a significant role in the ongoing development of Stewart Grand Prix".
    It is also interesting to note that Prodrive has just bought Arden International Motorsport Ltd., the Formula 3000 team which was previously owned by Christian Horner. This is expected to be used as some form of junior team for the Stewart operation
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    [h=1][/h]
  • FerrariasturFerrariastur MegaForero ✭✭✭
    Existio un motor rebautizado Playlife pero una cadena de ropa difilcimente puede ser un motorista

    En la década de 1990 las compras incluyeron una variedad de empresas que hacen productos deportivos, que fueron agrupados en una empresa llamada Benetton Sportsystem. Esta empresa fue adquirida por la compañía Benetton principal a finales de 1997 y fue reorganizada en una cadena de tiendas llamadas Playlife.

    [h=1]SPONSORS: BENETTON GROUP[/h] Name: Benetton Group


    In 1955 clothing salesman Luciano Benetton teamed up with younger sister Giuliana, who was making money knitting sweaters for her friends, to go into business. Legend has it that they sold Luciano's accordion and a bicycle belonging to their younger brother Carlo. With the money raised they bought a knitting machine. Giuliana made the sweaters and Luciano sold them. The business grew and they opened a factory in 1965 at Ponzano. They opened their first store in Belluno in 1968 and the following year a Benetton shop opened in Paris. Six years later there were 200 stores in Europe. Much of the success was credited to the company's efficient distribution system which helped them move with fashion trends. The success created a demand from people wanting to open Benetton stores and so they were able to adopt an unusual licensing arrangement which meant that the store owners took all the risks. In 1979 the first Benetton stores opened in America and in the mid 1980s the company was so successful that one shop was opening every day.
    In order to draw attention to the main company Benetton was looking for an unusual way to advertise its products and former racing driver Nanni Galli, who supplied the Benettons with wool, suggested Grand Prix racing. A deal was struck with fTyrrell for the 1983 season. This was quite successful but the Benettons wanted more American exposure and so switched to the Euroracing Alfa Romeo team in 1984 because Eddie Cheever was the driver. In this period Benetton opened around 600 stores in the United States.

    In May 1985 the team hit Toleman financial trouble and realising that there would be more control if the company owned a team, the Benettons bought it and changed the team's name to Benetton formula. The new team was officially launched in February 1986. That year the main Benetton company was floated although the family retains a majority shareholding through its investment subsidiary Edizione Holdings. This company began buying into other businesses including finance, insurance and ski boot maker Nordica. The company's provocative style of advertising has aided growth with interest being aroused in advertising which causes controversy.

    In the 1990s the purchases included a variety of firms making sporting goods and these were lumped together into a company called Benetton Sportsystem. This firm was bought by the main Benetton company at the end of 1997 and was reorganized into a chain of stores called Playlife.
    In recent years the company has bought heavily in the food and hotel industry, acquiring GS-Autogrill (which owns all the motorway service stations in Italy and a variety of Burger King franchises) and in August 1999 the US catering company Host Marriott Services which includes more Burger King franchises. In 2000 the Benetton Family decided to end its involvement in Formula 1 and sold the team to Renault.
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  • FondmetalFondmetal Banned ✭✭✭✭
    Interesantisimo post...5 estrellas!
    European F3000 Cosworth DFV, DFR and DFY engines, FVC and FVA's F1 DFR engines for Ligier, Tyrrell and Onyx. Customer HB F1 engines for Jordan (The first F1 car Michael Schumaker drove, the Jordan 191 was powered by an engine built by LPE. Lotus (Mika Hakkinen and Johnny Herbert and Fondmetal)

    https://www.lpengines.com/achievements.php


    botinalonso.jpg
  • FerrariasturFerrariastur MegaForero ✭✭✭
    Fondmetal escribió : »
    Interesantisimo post...5 estrellas!

    Gracias .

    Se da el caso que el mismo motor de 2000 se llama Supertec en Arrows y Playlife en Benetton

    "Supertec continued to use Mecachrome to assemble the engines that would go into the Williams and Benetton cars. Benetton did a deal with Supertech to badge the engines as Playlife".

    "Supertecs powered Williams, Benetton and BAR in 1999, and Benetton and Arrows in 2000. The Benetton team renamed the engine as Playlife"

    "Se cambió el nombre Mecachrome por Supertec para 1999 y 2000, salvo en el equipo Benetton, donde se llamaron Playlife desde 1998 como estrategia de márketing a pesar de que el motor era el mismo".
    http://es.wikipedia.org/wiki/Flavio_Briatore
    playlife.gif
    bordur.gif
    Playlife




    gc37.jpg


    Type: FB01 (Renault RS9B)
    Year: 1999
    Number of cylinders: 8
    Configuration: 71° vee, 40 valves
    Weight: 121 kg
    Capacity: 2997
    RPM: 14000
    Power: 750 bhp


    fb02.jpg





    Type: GC37-01 (Renault RS9B)
    Year: 1998, 1997 (Renault)
    Number of cylinders: 10
    Configuration: 71° vee, 40 valves
    Weight: 121 kg
    Capacity: 2997
    RPM: 14000
    Power: 750 bhp


    fb01.jpg


    Type: FB02
    Year: 2000
    Number of cylinders: 8
    Configuration: 71° vee, 40 valves
    Weight: 117 kg
    Capacity: 2998
    RPM: 15800
    Power: 780 bhp









    "Nunca llegaron a abandonar del todo el gran circo, Renault Sport seguía desarrollando motores bajo las firmas Mecachrome (Williams), Playlife (Benetton) y Supertec (Arrows y BAR); aunque eran mucho menos competitivos".

    http://dobleembrague.wordpress.com/2010/09/21/f1-motores-renault-los-mas-fiables/
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    "Quiero seguir en Ferrari y ganar el tercer título con ellos, acabar el trabajo de años" 02/09/2014
    "Vengo a Mclaren para acabar el trabajo que empecé en 2007" 11/12/2014

    "Nunca volveré a McLaren". 01/12/2010
    "Dejar Mclaren fue la mejor decisión que he tomado en mi vida". 12/09/2012

    "No pararé hasta ser campeón con Ferrari". 07/09/2011
    [h=1][/h]
  • FerrariasturFerrariastur MegaForero ✭✭✭
    INFINITI


    Red Bull Racing rebautizan sus motores



    Red Bull ha firmado un acuerdo con la marca Infiniti para que en lo sucesivo se denominen con el nombre de esta firma japonesa… pero… seguirán siendo los propulsores Renault; en el fondo nada cambia porque en realidad Infiniti forma parte del conglomerado Renault.
    http://www.f1enestadopuro.com/red-bull-denomina-los-motores-infiniti.html


    "Red Bull denomina los motores Infiniti '

    148762.jpg

    Se ha reportado por la BBC el lunes que los campeones del mundo Red Bull Racing rebautizan sus motores como "Infiniti" esta temporada, con los coches en Milton Keynes de Sebastian Vettel y Mark Webber siguen siendo impulsados por las unidades de Renault.
    En anteriores temporadas de Fórmula 1 temporadas, los motores de Renault han sido etiquetados como 'Mecachrome', 'Playlife' y 'Supertec' en Williams y Benetton, dicha idea en Red Bull para el 2011 no es diferente, siendo Infiniti la marca premium del fabricante japonés de automóviles Nissan .
    http://www.gpupdate.net/es/noticias-f1/253577/red-bull-denomina-los-motores-infiniti/


    [h=1]Red Bull utilizará motores Infiniti a partir de 2011[/h] 001_small.jpg

    El actual campeón del mundo de constructores, Red Bull Racing, renombrará sus motores Renault, pasando éstos a denominarse Infiniti, en una maniobra cuya finalidad es aumentar el presupuesto del que dispondrá el equipo para desarrollar sus monoplazas en alrededor de 8 millones de euros.

    Los motores en sí no sufrirán modificación alguna, pues Infiniti es la marca de lujo del fabricante japonés Nissan, compañía hermana de Renault. Sin embargo, esta modificación supondrá que el equipo de las bebidas energéticas obtendrá sus motores de forma gratuita, lo que les supondrá un ahorro de hasta el 5% de su presupuesto total.
    http://www.f1aldia.com/11378/red-bull-utilizara-motores-infiniti-partir-2011/val/


    [h=1]Los motores Renault de Red Bull utilizarán el nombre de Infiniti en 2011

    Por lo que parece, desde hace tiempo era una ambición personal de Ghosn, el relacionar a Nissan o Infiniti con la Fórmula 1, y parece que por fin va a ser posible, en forma demotores Renault re-bautizados como Infiniti. El hecho de utilizar motores con nombres diferentes al original no es nuevo, pero hacía años que no se veía.
    http://www.motorpasionf1.com/formula-1/los-motores-renault-de-red-bull-utilizaran-el-nombre-de-infiniti-en-2011
    [/h]
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    "Quiero seguir en Ferrari y ganar el tercer título con ellos, acabar el trabajo de años" 02/09/2014
    "Vengo a Mclaren para acabar el trabajo que empecé en 2007" 11/12/2014

    "Nunca volveré a McLaren". 01/12/2010
    "Dejar Mclaren fue la mejor decisión que he tomado en mi vida". 12/09/2012

    "No pararé hasta ser campeón con Ferrari". 07/09/2011
    [h=1][/h]
  • FerrariasturFerrariastur MegaForero ✭✭✭
    Mecachrome

    Mecachrome acordó pagar Renault para el trabajo de desarrollo con el fin de continuar la relación. Los motores de 1998 suministrados a Williams llevan el nombre Mecachrome, mientras que los motores de Benetton fueron bautizados como "Playlife".
    En 1998 la compañía de Flavio Briatore, Super Performance Engineering Competition, firmó un acuerdo de distribución con Mecachrome para la temporada 1999. Los motores se compraron y rebautizaron como Supertec. Supertecs suministra a Williams en 1999, BAR en 1999 y Arrows en 2000.
    En 2001 Renault regresó a la Fórmula Uno con la compra del equipo Benetton y los motores diseñados por Renault de nuevo llevan el nombre de Renault. La relación se mantiene sin cambios, con Renault responsable del diseño y el montaje de Mecachrome...

    Mecachrome agreed to pay Renault for the development work in order to continue the relationship. The 1998 engines supplied to Williams carried the Mecachrome name, while Benetton's engines were badged as "Playlife".
    In 1998 Flavio Briatore's company, Super Performance Competition Engineering, signed a distribution agreement with Mecachrome to begin in the 1999 season. The engines were purchased and rebadged as Supertec. Supertecs powered Williams in 1999, BAR in 1999 and Arrows in 2000.
    In 2001 Renault returned to Formula One by purchasing the Benetton team and the Renault designed engines again carried the Renault name. The relationship remains unchanged, with Renault responsible for design and Mecachrome assembly; this relationship helped Renault win a constructors' and driver's F1 championship "double-double" in 2005-2006 with Fernando Alonso.


    A mediados de 1996 Renault anunció que se retiraba de la Fórmula 1 a finales de 1997 y que había acordado vender sus motores a Mecachrome. Mecachrome pagaría entonces a Renault - que acababa de ser privatizado - para el desarrollo del motor, evitando así problemas con los accionistas acerca de la participación costosa en la Fórmula 1.
    Estos fueron utilizados en 1998 por Williams y Benetton, pero ningún equipo ganó una carrera y el desarrollo de los motores más lento. En mayo de 1998 se anunció que Mecachrome había firmado un contrato de distribución exclusiva con una compañía llamada Super Performance Engineering Competition, que era dirigida por Flavio Briatore. Esta empresa acordó pagar Mecachrome para los motores y los rebautizado como Supertec V10

    In the middle of 1996 Renault announced that it would be withdrawing from Formula 1 at the end of 1997 and that it had agreed to sell its engines to Mecachrome. Mecachrome would then pay Renault - which had just been privatized - for engine development, thus avoiding problems with shareholders about the costly involvement in Formula 1.
    These were used in 1998 by Williams and Benetton but neither team won a race and development of the engines slowed down. In May 1998 it was announced that Mecachrome had signed an exclusive distribution contract with a company called Super Performance Competition Engineering, which was managed by Flavio Briatore. This company agreed to pay Mecachrome for the engines and rebadged them as Supertec V10s.


    JANUARY 1, 1998


    BY JOE SAWARD

    No fue de extrañar cuando en febrero del año pasado se anunció que Mecachrome se haría cargo del proyecto de Renault y que correria con los motores V10 con su propio nombre. Ciertamente no había ninguna falta en el conocimiento de los motores, pero donde Mecachrome era débil era en la ingeniería de pista de los V10 y en que no había participado en la investigación y el desarrollo.
    Parte del trato acordado con Renault fue que personal de Renault Sport se uniría a Mecachrome para hacer correr los motores Renault y que se mantendría un grupo de ingenieros de Viry-Chatillon para trabajar en nuevos proyectos de desarrollo de los viejos motores.
    Jean-Yves Houe
    "La relación entre Renault y Mecachrome es complicada, pero al mismo tiempo también es muy simple. Cuando Mecachrome recibió el visto bueno de Renault para desarrollar los motores de Renault Sport se dijo claramente que como parte del acuerdo de Renault Sport retendría un grupo de tecnología y, al mismo tiempo, puso a disposición de Mecachrome algunos de su propio personal para hacer ciertas cosas que Mecachrome no estaba acostumbrado a hacer. En particular, esto implicó la ingeniería de carrera y es por eso que cuando lleguemos a la carreras usted seguira viendo las mismas caras de Renault Sport del año pasado pero ahora usando colores Mecachrome. Ellos han sido prestados a nosotros por Renault Sport.
    "Así que estamos asegurando la continuidad del uso del motor y si hay partes que muestran signos de debilidad se cambiaran haciendo los modificaciones necesarias, pero si va a haber desarrollos grandes es todavía un gran debate en este momento".



    It was thus no surprise when in February last year it was announced that Mecachrome would take over the Renault project and run the V10 engines under its own name. There was certainly no lack of knowledge of the engines but where Mecachrome was weak was that it had not looked after the on-track engineering of the V10s and had not been involved in research and development.
    Part of the deal agreed with Renault was that Renault Sport personnel would join Mecachrome to run the engines and that Renault would keep a group of engineers at Viry-Chatillon to work on new development projects on the old engines.
    "The relationship between Renault and Mecachrome is complicated but at the same time it is also very simple. When Mecachrome received the go-ahead from Renault to develop the Renault Sport engines it was clearly stated that as part of the deal Renault Sport would retain a technology group and, at the same time, put at Mecachrome's disposal some of its own personnel to do certain things which Mecachrome was not used to doing. In particular this involved the race engineering and that is why when we get to the race tracks this year you are going to see a lot of the same faces from Renault Sport last year but now they will be wearing Mecachrome colours. They have been lent to us by Renault Sport.
    "So we are assuring a continuity of the use of the engine and if there are parts which show signs of weakness we will change them and make the necessary modifications but whether there will be big developments steps is still a big debate at the moment.

    Hemos estado oyendo desde hace unos meses que el acuerdo se ha hecho con Mecachrome - pero no está claro cómo esto es posible, ya que Williams y Benetton tienen suministros de motores V10 Mecachrome en 1998 - y nuestras fuentes dicen que la oferta de la rebadged Renault V10 esta restringida sólo a ellos.
    Al final del año, sin embargo, no habría un problema, ya Renault puede decidir no invertir en un nuevo diseño del motor a menos que esté planeando volver a la F1 con su propio nombre.

    DECEMBER 8, 1997

    THE launch of British American Racing answered few questions - and left the important question of engine supply unanswered. We have been hearing for some months that a deal has been done with Mecachrome - but it is unclear how this is possible as Williams and Benetton both have Mecachrome V10 engine supplies in 1998 - and our sources say that the supply of the rebadged Renault V10s is restricted to them alone.
    The only way that BAR could get the French V10, therefore, is if either Williams or Benetton was willing to supply them. It is probably not a coincidence, therefore, that Benetton has still not confirmed the name of its engine supplier next year - despite the fact that the cars have been designed to use Mecachromes.
    It is possible that BAR does have a Mecachrome supply, although the story of how that might have come about is rather unlikely. In the midsummer there were rumors that BAT was part of a deal involving Minardi and Mecachrome. The man behind that idea was Flavio Briatore and at the time we heard a suggestion that Briatore had a deal with Mecachrome through one of his own companies rather than with Benetton.
    Flavio could, therefore, have sold the engine supply to BAT. This might also explain the dramatic falling-out between Briatore and the Benetton Family in August.
    By that time it was too late for Benetton to sign up another engine deal and so the team would have had to buy back the engines from BAT. That would have given BAT the leverage to insist that it would have engines for testing in 1998 and for racing in 1999 - as current rumors suggest is the case.
    This would leave Benetton without engines in 1999 and the reason for the delay in naming the engine for 1998 may be that the team wants to badge the V10s with the name of its new engine partner. This would guarantee that any new relationship would start off in a competitive fashion, while also giving time for a replacement engine to be built.
    If BAR is to use Mecachromes in 1999 they are certain to be badged by another company. Although the Mecachromes will be less competitive in 1999 they would launch the team at a sensible level. At the end of the year, however, there would be a problem as Renault may decide not to invest in a new engine design unless it is planning to return to F1 under its own name.
    Given the financial situation in the European car markets this is unlikely and so the logical thing for Renault to do is to sell the entire project to another manufacturer, supplying a base on which to build - in much the same way as Ferrari has done with Sauber Petronas Engineering. This would help to recoup at least some of the costs of the F1 program. From a marketing point of view the best way forward for the new team would be a deal involving Subaru - which would enable BAT to build on the successful 555 Subaru relationship in which it has been investing in rallying in the last five years.
    The alternative is to go after Honda. Jordan has an exclusive deal to use Mugen Honda engines in 1998 and 1999, and the word from Japan is that the V10s will come directly from Honda and will only be prepared by Mugen. If BAR wants a works Honda supply it must, therefore, be aiming either to overturn the Jordan deal or to do a deal with Honda for 2000 and beyond.
    Well-informed sources say that the team is pushing hard to convince Honda to supply it with engines in 1999 but that no deal is yet done.
    If BAR does get a Honda deal Benetton's supply of Mecachromes in 1999 would not be under threat but it would be better for Benetton if a new deal could be found as the Mecachromes will be fading by then. The team's chief targets appear to be Porsche and Audi. Both are known to be looking at Grand Prix racing and Benetton boss David Richards is well-connected with both companies. He was behind the Rothmans-Porsche sponsorship deal of the early 1980s. Under Wendelin Wiedeking Porsche has returned to profitability and is unable to meet the meet the demand for its Boxster and 911 models. There are plans for a sports utility vehicle so that the company will be less dependent on the volatile sportscar market. The company has a tradition of racing and enjoyed enormous success in F1 in the early 1980s, supplying its TAG-badged turbo engines to McLaren.
    In 1995 the company designed a secret V10 F1 engine at Weissach. This was the work of a young team of engineers completely different to that which produced the disastrous V12 engine in 1990.
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    "Quiero seguir en Ferrari y ganar el tercer título con ellos, acabar el trabajo de años" 02/09/2014
    "Vengo a Mclaren para acabar el trabajo que empecé en 2007" 11/12/2014

    "Nunca volveré a McLaren". 01/12/2010
    "Dejar Mclaren fue la mejor decisión que he tomado en mi vida". 12/09/2012

    "No pararé hasta ser campeón con Ferrari". 07/09/2011
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