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2014 Point Standings
After China
Championship Standings:
1 Nico Rosberg 79
2 Lewis Hamilton 75
3 Fernando Alonso 41
4 Nico Hulkenberg 36
5 Sebastian Vettel 33
6 Daniel Ricciardo 24
7 Valtteri Bottas 24
8 Jenson Button 23
9 Kevin Magnussen 20
10 Sergio Perez 18
11 Felipe Massa 12
12 Kimi Raikkonen 11
13 Jean-Eric Vergne 4
14 Daniil Kyvat 4

Wins:
1 Lewis Hamilton 3
2 Nico Rosberg 1

Pole Positions:
1 Lewis Hamilton 3
2 Nico Rosberg 1

Podium Finishes
1 Nico Rosberg 4
2 Lewis Hamilton 3
T3 Jenson Button 1
T3 Kevin Magnussen 1
T3 Sebastian Vettel 1
T3 Sergio Perez 1
T3 Fernando Alonso 1

Qualifying Average
1 Lewis Hamilton 1.25
2 Nico Rosberg 2.75
3 Daniel Ricciardo 3.00
4 Fernando Alonso 6.00
5 Sebastian Vettel 7.25
T6 Kimi Raikkonen 8.75
T6 Nico Hulkenberg 8.75
T8 Kevin Magnussen 9.00
T8 Felipe Massa 9.00
T8 Valterri Bottas 9.00
T11 Jenson Button 10.00
T11 Jean-Eric Vergne 10.00
13 Daniil Kyvat 11.75
14 Sergio Perez 12.75
T15 Esteban Gutierrez 15.75
T15 Romain Grosjean 15.75
17 Adrian Sutil 16.00
18 Kamui Kobayashi 18.00
19 Jules Bianchi 19.00
20 Pastor Maldonado 19.50
21 Max Chilton 20.25
22 Marcus Ericsson 20.75

Fastest Laps:
1 Nico Rosberg 3
2 Lewis Hamilton 1

Laps Led:
1 Lewis Hamilton 164
2 Nico Rosberg 60

Retirements
1 Adrian Sutil 3
T2 Marcus Ericsson 2
T2 Pastor Maldonado 2
T2 Esteban Gutierrez 2
T2 Jean-Eric Vergne 2
T2 Romain Grosjean
T7 Jules Bianchi 1
T7 Kamui Kobayashi 1
T7 Felipe Massa 1
T7 Lewis Hamilton 1
T7 Sebastian Vettel 1
T7 Daniel Ricciardo 1

Times Advancing to Q3
T1 Nico Rosberg 4
T1 Lewis Hamilton 4
T1 Daniel Ricciardo 4
T1 Fernando Alonso 4
T5 Kevin Magnussen 3
T5 Valterri Bottas 3
T5 Nico Hulkenberg 3
T5 Felipe Massa 3
T5 Jean-Eric Vergne 2
T10 Jenson Button 2
T10 Kimi Raikkonen 2
T10 Sebastian Vettel 2
T13 Sergio Perez 1
T13 Daniil Kyvat 1
T13 Romain Grosjean 1

Manufacturer Statistics:
Constructors Championship:

1 Mercedes 154
2 Red Bull-Renault 57
3 Force India-Mercedes 54
4 Ferrari 52
5 McLaren-Mercedes 43
6 Williams-Mercedes 36
7 Toro-Rosso Renault 8
8 Lotus-Renault 0
9 Sauber-Ferrari 0
10 Marussia-Ferrari 0
11 Caterham-Renault 0

Wins:
1 Mercedes 4

Pole Positions:
1 Mercedes 4

Podium Finishes
1 Mercedes 7
2 McLaren-Mercedes 2
T3 Red Bull-Renault 1
T3 Force-India Mercedes 1
T3 Ferrari 1

Fastest Laps:
1 Mercedes 4

Laps Led:
1 Mercedes 224

Qualifying Average by Team:
Rank Constructor Average

1 Mercedes 2.00
2 Red Bull 5.12
3 Ferrari 7.37
4 Williams-Mercedes 9.00
5 McLaren-Mercedes 9.50
6 Force-India Mercedes 10.75
7 Toro-Rosso Renault 10.87
8 Sauber-Ferrari 15.87
9 Lotus-Renault 17.62
10 Caterham-Renault 19.37
11 Marussia-Ferrari 19.62

Intra-Team Performance
Qualifying
Red Bull-Renault
Daniel Ricciardo 3
Sebastian Vettel 1

Mercedes
Lewis Hamilton 3
Nico Rosberg 1

Ferrari
Fernando Alonso 3
Kimi Raikkonen 1

Lotus-Renault
Romain Grosjean 4
Pastor Maldonado 0

McLaren-Mercedes
Jenson Button 2
Kevin Magnussen 2

Force India-Mercedes
Nico Hulkenberg 3
Sergio Perez 1

Sauber-Ferrari
Esteban Gutierrez 2
Adrian Sutil 2

Toro Rosso-Renault
Daniil Kyvat 1
Jean-Eric Vergne 3

Williams-Mercedes
Valtteri Bottas 1
Felipe Massa 3

Marussia-Ferrari
Jules Bianchi 3
Max Chilton 1

Caterham-Renault
Marcus Ericcson 0
Kamui Kobayashi 4

Race Performance
Red Bull-Renault
Daniel Ricciardo 2
Sebastian Vettel 2

Mercedes
Lewis Hamilton 3
Nico Rosberg 1

Ferrari
Fernando Alonso 4
Kimi Raikkonen 0

Lotus-Renault
Romain Grosjean 3
Pastor Maldonado 1

McLaren-Mercedes
Jenson Button 3
Kevin Magnussen 1

Force India-Mercedes
Nico Hulkenberg 3
Sergio Perez 1

Sauber-Ferrari
Esteban Gutierrez 1
Adrian Sutil 1

Toro Rosso-Renault
Daniil Kyvat 3
Jean-Eric Vergne 1

Williams-Mercedes
Valtteri Bottas 2
Felipe Massa 2

Marussia-Ferrari
Jules Bianchi 1
Max Chilton 3

Caterham-Renault
Marcus Ericsson 0
Kamui Kobayashi 3
Preview to the Australian Grand Prix

Renault
Wednesday, March 13, 2013

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Preview to the Australian Grand Prix

LENGTH (KM) AVERAGE SPEED (KM/H) TOP SPEED (KM/H) % OF LAP AT FULL THROTTLE FUEL CONSUMPTION (LITRES PER LAP) FUEL CONSUMPTION (LITRES PER 100KM)
5.303 210 312 62 2.5 67

Albert Park: three corners in detail
Turn 3

After the quick flick of turn 2, the cars build up to 300kph, but this 90° right hander is taken at 90kph so engine braking on entry is crucial. There also needs to be good engine pick-up on the exit, as this immediately leads into a quick left-right flick: if the driver misses the exit the rhythm is compromised. The fuelling at the exit of the T3 is therefore key and there must be appropriate fuel in the combustion chamber to ensure the engine can produce the power needed. It also needs to be ignited quickly so the quantity has to be completely correct.

Turns 11 & 12
This double corner is the fastest turn on the circuit, taken at 225kph with the speed largely carried through. After exiting turn 11 there are two quick downshifts to fifth gear, but the driver will still be very aggressive on the throttle application. This sustained momentum, coupled with the left hand turn generates g-forces of up to 3.5g through turn 11. That sort of g-force pushes everything to the right for a short duration, including fuel and lubricants. The engine still needs to respond to the driver’s demand, despite this heavy load. It needs to produce a lot of torque aggressively, but still has to be precise in its delivery to go through turn 12 and get back up to speed on the run down to turn 13.

Turns 15 & 16
Turns 15 and 16 are linked as an extended chicane but the tendency is to brake too late into 15, which messes up 16. Engineers will work on giving a good balance by delivering the right level of overrun support into 15; ultimately keeping the engine torque stable when the driver is off-throttle and on the brakes. If the overrun support is correct, the rear of the car is stabilized without too much push so the driver does not struggle to turn in. The exit of turn 16 is tricky as the driver is not at full throttle until fourth gear, instead dancing and hovering around in third as he tries to get the power down.

Remi Taffin, Renault Sport F1 Head of Track Operations

Australia will be a stern test for everyone. The average speed round the circuit is towards the top of the table, particularly the quick section at the back that requires good top end speed. The corners are however medium speed so the circuit characteristic and resultant engine requirements will be similar to Valencia, with good drivability and responsiveness through the whole rev range required. These short bursts of acceleration greatly increase fuel consumption while placing the internals under intense pressure. Albert Park actually has one of the highest consumption rates per kilometer, so the starting fuel load is one of the heaviest of the year. With the added challenge of the low grip, delivering good stability and response will really make a difference to the overall lap time.
This short winter break has actually been one of the busiest we have had in a long time. With this being the last season of the V8 engines, we are progressively migrating across to develop the V6 power unit. Naturally this puts the onus on providing a turnkey V8 service trackside and at the factory. With this in mind, we have worked hard to completely optimize our service and reliability. What we will see in 2013 is actually an evolution of the structures and changes put in place last year. This then allows us to be responsive enough to incorporate and positively influence developments throughout the year. Even with this being the final year of the V8s there are still areas to exploit and it is our aim to maximize every opportunity we have. We feel comfortable going into the season; we’ve covered a lot of miles with each of our teams and are looking forward to a positive and successful year for everyone.

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