Fernando Alonso

Fernando, what are your feelings as you approach the first race?I am happy. The team has done a good job with the car, the R26 seems very competitive, and we are ready to go to the first race to try and score a lot of points.

Have you been pleased with how winter testing has gone?Yes, I think we have done what we needed to. The car is ready to race: it has done a lot of laps, on all types of circuits and conditions. Now is the time to measure ourselves against the others in the first race. We have done the maximum possible, so I am relaxed going into the season.

What has the change to V8 engines been like for you?In terms of driving, I haven't found any differences. I haven't changed my style at all to adapt, because I am still trying to drive right on the limit.

And what is your opinion of the new Renault V8?I think the team at Viry has done a fantastic job. We started running on the track quite late with the V8, in mid-January, but we did it with an engine that was already capable of doing race distances. It was reliable, with good performance. There have been different philosophies about how to develop the V8, and Renault's has worked well.

The tyre regulations have also changed for 2006. How have Michelin responded?Michelin has done a very good job developing the tyres for the new rules. I think they were under pressure when the rules changed, because people thought that they were not so competitive in 2004. But we are there. We have a super tyre now, it doesn't matter whether the temperatures are high or low. I think we have good performance, and good consistency. I am confident that the Michelin will still be the best tyre in Formula 1 this year.

There will also be a new qualifying format to tackle in Bahrain. What are your thoughts about it?For the drivers, it will not change too much. I think the challenge is more for the teams and engineers, finding the right strategy and working very quickly. But last year, we had one opportunity for a quick lap; now, we have at least three occasions when we have to set a lap time. The drivers always have to do the maximum though, and there will be only one lap in each part of the session when the car is in perfect conditions. So it hasn't really altered very much for our job.

Can you tell us a little about the challenges of the circuit in Bahrain?It is a unique circuit, because a lot of sand blows onto the surface from outside the circuit. This makes the feeling and driving style quite complex, because as you go into each corner, you don't know what the conditions are like or how much grip you have. The high temperatures also make life difficult for the engineers with the cooling of the car. I think there are still some unknowns for the first race.

Are you ready to go racing again after a four month break?Personally, yes. After a whole winter off, I want to see the people in the grandstands, and feel the emotion of Formula 1 again. But also because Renault are the world champions, and the whole team is very motivated because of this.

Going into the first race, is there more pressure on you because you are world champion?I don't think there is more pressure, but I am very proud to have number 1 on the car. It is the maximum you can achieve in all motorsport, one of the moments you dream about all of your career. I am excited to arrive in Bahrain with number 1 on the car, and I will be trying to enjoy this year to the maximum.

Who will be the favourites for the opening race?I think Renault are definitely up there. Honda, Ferrari, McLaren and Renault have been the four big teams in winter testing, and now we must check in the opening races. For sure, Renault are the ones to beat because we are the world champions, and I am confident we have done a good job.

Finally, do you think you can win the world championship again this year?Well, I want to! It is very difficult to win a championship, and you need a lot of things around you to have the chance. Last year, I started the season dreaming of maybe winning one race and getting regular podiums, but we won the title. In 2006, I know we have a competitive car in the R26, so my only goal is to repeat the title.

Giancarlo Fisichella

Giancarlo, 2005 was your most successful season in Formula 1 so far. Can you explain your motivation for 2006?My motivation is very high. I am very pleased to be with a great team like Renault, the world champions. Also, I know I am driving a very quick car this year. My target is to fight for the championship, and I am optimistic I can do that.

What has been the impact of the regulation changes, on the driver's role?Obviously we have had some big changes: we have lost almost 200 bhp going from the V10 to the V8, which you feel straight away. The team has done a great job with the V8 engine, and it has good power and driveability. On the chassis side, we have made a big step, and with the Michelin tyres as well. You can see that because we are back to almost the same lap-times as we were doing with last year's car.

What is the R26 like to drive, compared to its predecessor?It is very similar. Last year's car was very comfortable for the drivers, and so is the R26. In fact, I am even happier in this car. The rear is more stable under braking and in the middle of the corner. We have made a step forward on the traction too. That all means I can drive the car how I want to, and gives me even more confidence.

Tell us a little about the venue for the opening race…Bahrain is one of the new generation circuits, with excellent facilities. I have liked it ever since I drove there for the first time. There are some challenging corners and you have to attack the braking zones, which I enjoy. I didn't have much luck there last year, but I believe we will be strong in 2006.

The engineers say it is particularly demanding for the brakes?Yes, it is one of the worst circuits. The wear can be very high, especially in the race, so we need to be careful how we brake, and where, to make sure we don't have any problems – while making sure we are not costing lap-time either.

Which teams do you expect to see fighting for the win?The tests showed us that Honda are very strong, and McLaren have made a big step forward. We don't know about Ferrari because we haven't done much running with them, but Renault are definitely among the favourites.

In 2005, you kicked off the season with a win. More of the same in 2006?Obviously, I hope so. But honestly, that's not the most important thing. In 2006, I want to win the rest of the season as well, and start scoring a lot of points. It didn't happen for me in 2005, but this year, I want to fight for the title.

Bob Bell, Chassis Technical Director

Bob, how has the winter gone for the Renault F1 Team?It has been a tough winter, with some very demanding engineering and logistics tasks. The programme with the new car was very tight, to get it completed before Christmas. We then had to get two chassis running very early, but the strong performance in winter testing has given everybody a lot of motivation. After an intensive winter, we genuinely believe we have a strong chance of successfully defending our championships.

What have the drivers said about the new car?They are both pretty optimistic. They like the car, they find it easy to drive, to set up and to extract maximum performance from. That should mean it is a good car to race, which is the ultimate test. I think they are both ready to go out and win races, with the aim of bringing back a drivers' championship.

You have introduced a major aero upgrade for the first race. Tell us about it…We are constantly honing all areas of the aerodynamics. This package includes a new floor, modifications to the front win and nose, modified suspension components and the addition of two small chassis winglets. Altogether, that represents several tenths in lap-time.

Will the team be working to develop the R26 throughout the year?We intend to push even harder than we did for the R25, and we are gearing up for that. In concrete terms, that means developments at every race. Furthermore, we will be working with more capacity than last year. Our wind tunnel is now operating 24 hours a day, and we have made other changes to streamline our working methods. All of that means we will be able to add performance to the car even faster this year.

Do you expect the R26 to suit Bahrain?So far, we haven't seen any indication that the R26 is circuit-dependent. We have run at three very different tracks, and the car has performed well. Bahrain will represent a big test of the cooling and braking systems in particular, and we feel very comfortable with our developments in these areas.

Other front-running teams have already tested in Bahrain. Will this be a disadvantage for you?I don't think so. The testing Honda were able to do has provided Michelin with good direction on the tyres, and that will benefit all the Michelin teams. Furthermore, last year we were able to set the car up very quickly and we didn't lose running time optimising set-up. I think the R26 is even better in that area, so while the other teams have had the advantage of extra track time, I don't think it will be a critical factor.

Who will be the team's rivals?Looking at the winter testing times, and especially the long runs, then it's obvious that Renault, Honda and McLaren are right up there at the front. I am sure come Bahrain, Ferrari will be much more competitive than last year. It is hard to judge exactly how much at the moment, but you can never write them off. I think Toyota will also move further along, and show themselves to be more competitive.

Does the 2006 season mark a fresh start for the team and Formula 1?Here at Renault, we don't think so. We have maintained the momentum from winning the championships last year, and we intend to maintain an even higher level of performance in 2006. Our feeling is that the first race in Bahrain, is almost like race twenty of the 2005 season.

So are you going to Bahrain to win?The most encouraging indicator from the end of last season, was not just winning the championships, but the fact that we were clearly the strongest team at the final race. The developments we put in place then have carried through in one form or another to the R26, and as we approach Bahrain, I am confident we have the performance to challenge for the win.

Rob White, Engine Technical Director

The 2006 Bahraini Grand Prix sees the debut of new 2.4L V8 technical regulations. Is it the beginning of a new era?2006 is clearly a new beginning because all the engine manufacturers are obliged to introduce new engines at the same time. It is important to note that the new V8s are genetically very similar to their V10 predecessors when it comes to their design and technology, but of course, the different interpretations and circumstances of each manufacturer could alter the pecking order.

Do you expect major performance differences at the start of the season?It is reasonable to expect that at the beginning of a new rules cycle, the varying levels of maturity of the engines may lead to performance differences. This is likely to be followed by a period of catching up, and after that, the evolution in performance will depend on the means and efficiency of the development groups. At Renault, we are in a strong position to attack the 2006 season, with the aim of defending our titles.

Inevitably, there have already been attempts to isolate and rank the performance of the engines. How useful is this exercise?It is extraordinarily difficult to accurately determine the absolute performance of a Formula One engine, and impossible without extensive measuring equipment. Estimations and comparisons of engines in the cars should always be considered in this light: there is inevitably significant uncertainty in the results. We seek to make use of the data available to gauge our progress relative to competitors, but "engine only" comparisons are of limited real value. Ultimately, there are no championship points for engines on their own. We take a car-wide view of performance in order to optimise the race result on Sunday afternoon.

Last year's race in Bahrain saw Renault's sole engine failure of the 2005 campaign. Have counter-measures been taken with the new engine?Last year's problem was a result of the extreme temperatures experienced at the start of the race. We diagnosed it quickly, and implemented counter-measures during 2005. It also led us to modify the specifications of the RS26 accordingly. This aspect has formed part of our preparations, and we are optimistic there will be no repeat of the same problem.

Will the team's approach to the first race weekend with the V8, be any different to previous years?There is nothing intrinsic in the change from V10 to V8 that would cause an abrupt change. Simulations are a significant resource in our preparations, and their accuracy means they are a real aid in our decision-making in many areas. Our approach to the race weekend, though, will be very similar to last season, integrating the lessons learned during 2005, the impact of new regulations such as tyre changes and a longer qualifying procedure, and the characteristics of the RS26 V8 engine.

How successful has the winter programme been?We are pleased with the development during the winter. We had favourable first impressions of the V8 from its dyno running, and these have been confirmed. The first track tests were tackled in a well-prepared manner, and there were not too many nasty surprises from running the engine in the car. For our team, the choice to only run the engine in a real 2006 car, rather than putting it on track earlier, turned out to be a good solution.

Reliability seems to have been a major objective during winter testing?We always target zero-defect reliability, but it is easier said than done. We have rigorous development and approval processes, but the RS26 is still a young engine and the margins between success and failure are slender. The first races of the season are always anxious from a reliability perspective, and the work to achieve and maintain reliability is continuous.

And finally, what about performance?It is clear that in modern Formula 1, reliability alone is not enough. It is important that the performance is competitive from the start of the season, that it is maintained throughout the race weekend, and that it is developed through the season. We judge our performance targets to be aggressive yet realistic. During the pre-season phase, we have respected our project milestones and targets. Now, we await the season to better measure ourselves against the competition to see if those targets are sound. But our aim has been to equip both our drivers with the means to win races and defend our championships.

Bahrain Tech File: Chassis

Braking:  Sakhir is a major challenge for the cars' braking systems. Along with Montreal, this is the most demanding circuit of the year in terms of brake wear. The drivers slow from over 300 kph to first or second gear on three occasions. Furthermore, between turns 4 and 13, the corners follow each other in quick succession, which means the brakes never really have time to cool down. This can cause oxidisation of the brakes, and leads us to use the largest brake ducts of the year at this circuit.

Handling:  The car must be well balanced to minimise oversteer exiting the slow corners, and to provide good braking stability, in particular for turns 10 and 13 where the drivers must begin turning in to the corner while still braking. This makes it important to find the best set-up compromise between a stable balance in the quick corners, and supple suspension in the slower sections to generate sufficient mechanical grip. To achieve this, we use bump rubbers which the car ‘sits on' at high speed when the aero loadings are highest, and which it rises from in slower speed sections, allowing the suspension to function fully and generate mechanical grip.

Tyres: Owing to the presence of sand on the track surface, the grip level of the circuit is always relatively low. This means the drivers must stick to the racing line as much as possible to keep the tyres clean. The circuit is not particularly demanding for the tyres in overall terms, but we pay close attention to the rear tyres, which do a lot of work under acceleration out of the slow corners.

Bahrain Tech File: Engine

The Bahraini Grand Prix is a very demanding race for the engines. They spend 70% of the lap at full throttle, which puts the circuit among the top 5 of the year.

In the high temperatures, the engines experience ‘acoustic offset'. This means that as the temperature rises, the revs at which the engine develops its maximum power increase – by approx. 300 rpm for every 10°C. Previously, this was compensated in part by the use of variable intake trumpets. These are no longer allowed in 2006, which means the teams must forecast more accurately the ambient temperatures in order to fit the most appropriate length of trumpets. Variable trumpets previously allowed the teams to adapt to a wider range of temperatures, but fixed trumpets must be tuned more precisely to the prevailing conditions in order to generate maximum performance.

The primary risk for the engine remains the possible ingestion of sand, which would have be catastrophic for the pistons, piston rings or valves. The team therefore pays particular attention to air filters. Although certain materials may cost performance, they remain the most effective way of protecting the engine.

Temperatures are expected to be extremely high, which means that a successful car will be one which is able to provide sufficient cooling to the engine. Although the V8 is less demanding than the V10 in this area, the lower power also means that the percentage of the lap spent at full throttle has increased. As always, the optimum cooling level will provide the best possible compromise between cooling capacity and the cost of extra cooling in terms of aerodynamic performance.