Renault placed their KERS MGU and Battery underneath eh fuel tank, this was clearly to allow the packaging of the FEE. typically longer pipes are better for low revs, somewhat contrary to the needs of an engine running at 18000rpm. Then the Renault engine team lead by Rob White need to design exhaust tuning to deal with a far longer secondary pipe. With exhaust temperatures of 6-800c some clever insulation solutions are needed to keep hits heat from the fuel tank, radiators and a electronics. Problems with this solution are mainly to do with heat and engine mapping. This accelerates the flow under the floor for more mass flow and hence more downforce. The exhausts gasses follow the curved leading edge and round underneath the floor. What Renault have done in to lead the exhausts forward through the sidepods (about 1 meter) in-between the chassis and the radiators, then turn the exhaust 90-degrees to point it down towards the leading edge of the floor. Last years blown diffusers improved the expansion ratio, but not the flow ahead of the floor. Its then down to the expansion ratio of the diffuser to pull that flow through. Teams arrange bargeboards and other aero devices to build up a high pressure region ahead of the floor to ensure the greatest mass flow underneath. However LRGP have found another way, blowing the front edge of the floor.įor a diffuser to create downforce it needs as much flow to pass through the venturi as possible. With the latter solution now banned, it seemed the less effective over-blown solutions are all that’s left to race. Last years teams reintroduced the blown diffuser concept, either by blowing exhaust gasses over the top of the diffuser, or by creating an opening into the diffuser to blow inside the diffuser.

With an exhaust that exits at the front of the sidepods.

Renault have found a new solution to the blown diffuser concept.

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