Page 1 of 1 From the outside, the R24 can be distinguished by a taller engine cover, and the rear wing, which is limited to two upper elements in order to meet the 2004 regulations. In theory, this configuration brings with it a loss of aerodynamic efficiency close to 6%. However, hard work in the windtunnel has allowed Renault to overcome this deficit: the R24 already has more downforce than the R23B.
Of course, the mechanical package includes the new 72° V10 engine. This architecture did not give any particular problems. One must conceive of an F1 car as a whole, and what is lost in one area can be gained back elsewhere. Thus, the centre of gravity may be slightly higher than in 2003 but this difference is less than 10mm.
The engine/chassis integration is extremely good. Thanks to optimised communications between Enstone and Viry-Chtillon, the overall package is very compact. This characteristic has allowed us to sculpt the bodywork exactly as we wanted to: the new 'v' angle permitted much narrower, tighter sidepods at the rear.
The suspension employs some new materials, but has retained roughly the same geometry as last season. The fuel tank is smaller than in 2003, and the wheelbase has been modified. Finally, the R24 has a 100% titanium 6-speed gearbox, as opposed to a hybrid titanium-carbon construction previously. This change came about to meet teh team's stiffness and weight targets.
Despite the major changes incorporated in the 2004 car's design, the Renault team picked up where it left off at the end of the 2003 season. Although there was no stopping Ferrari's Michael Schumacher in the opening five rounds of the championship, Renault managed to score many valuable points. In the sixth race of the season, the Monaco Grand Prix, Renault really showed their worth. Jarno Trulli took his first pole position with a dazzling hot lap in qualifying and he was followed by his team-mate Fernando Alonso. In the race, Trulli made no mistake and scored his maiden victory after 107 Grand Prix entries. Page 1 of 1
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From the outside, the R24 can be distinguished by a taller engine cover, and the rear wing, which is limited to two upper elements in order to meet the 2004 regulations. In theory, this configuration brings with it a loss of aerodynamic efficiency close to 6%. However, hard work in the windtunnel has allowed Renault to overcome this deficit: the R24 already has more downforce than the R23B.