[email protected] al nuevo foro de coches.net. ¡Esperamos que os guste! :)
Si tenéis algún problema o sugerencia podéis comentarlo en este post
Los renombrados motores Renault: Mecachrome, Supertec y Playlife
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
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
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.
"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