How has the team approached the RS26 project?
Rob White, Technical Director - Engine: We have tackled the project enthusiastically, with high ambitions: we are aiming to win.
Our approach at Renault is above all pragmatic, which means we are aggressive but also realistic. We need to be in a position to win, which means you need a good package: a powerful, reliable engine, and a quick, easy to drive car. We work with two priorities in mind: meeting the technical challenge of the new V8, and achieving the best possible integration of the engine in the new car.

Has the V8 design fundamentally caused the engine builders to fundamentally re-assess their work?
RW: Not at all. The fixed architecture is significantly different, but we will use similar technology. A 2006 V8 will have much more in common with last year's V10 engines, than the V8 units used in other categories or in F1 in the past. With the RS26, the V8-specific challenge was to understand and manage the internal and external vibrations, as well as the engine's other subtleties, plus to manage the changes imposed by the regulations, such as materials restrictions and the removal of variable trumpets.

What was the working philosophy of the project?
RW: We ran a prototype V8 engine very early on the dyno in order to focus our design studies, to establish our initial objectives for engine performance, and to make our basic decisions as early as possible. A successful project is one that has been managed effectively, and you cannot short-circuit any of the development phases. We planned the design, approval and production tasks in order to have a powerful, reliable engine ready for track use in January, to maximise our testing mileage. The RS26 completed a significant mileage on the test bench prior to hitting the track for the first time.

What are the main characteristics of the new engine?
RW: First of all, it is a brand new engine, that has been designed to exploit the new regulations to the maximum. However, the regulations now impose on us more parameters than in the past. There is now a minimum weight limit for the engine, of 95 kg, a fixed architecture and the centre of gravity must be within specific limits. Our goal was therefore to push to the limits of the regulations, to gain maximum advantage. However, there is no point designing an engine in isolation. We began discussions with our colleagues in Enstone from late 2004 in order to achieve optimum engine integration with the chassis, and to understand the effects of the engine change on the overall package. It was a very productive dialogue that enabled us to make a significant step
forward in this area.

Are the reliability challenges greater or less than with the V10?
RW: As always, we are aiming for zero defect, and the fact that the engine is a V8 is a single detail. That only alters the basic blocks from which we work. We had to take into account the revised engine capacity and architecture, but this is all part of our normal process.

Will the V8 engines rev higher than their V10 predecessors?
RW:I think we will continue to see F1 engines revving to very high levels and, in spite of the restrictive regulations, increasing the maximum revs will remain a core objective for the engine builders. The V8 is not a clean break in terms of technology, and the constraints we encountered with the V10 are still in place. However, the V8 is also a shorter engine, which makes its dynamics different. The new architecture, therefore, brings advantages and disadvantages. I think the maximum revs at the start of the season will be similar to those seen with the V10, and will climb progressively through the year.

Will the RS26 undergo significant development?
RW: We have established our development programme, within the framework of the two weekend engine life. Our experience with the RS25 was particularly useful, and we are already working on our developments for later in the year.

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