Marcin Budkowski (Renault): “Boxer above our category”

Renault brought a major aerodynamic development to France. What did it consist of in detail?

In terms of chassis, we have indeed brought a new package of developments. The sidepods are narrower in order to be able to put more aerodynamic appendages on the side. We also have a new nose with a sort of Superman-style cape underneath, which is similar to that used by some of our competitors.

During free practice, we carried out various tests to measure the forces, collect technical feedback from the drivers, and evaluate the flow before validating the part on the two cars. The flat bottom also included several modifications in its rear part.

The results were not immediately convincing and given the availability of our parts, we installed it only on Nico's car (Hulkenberg. Editor’s note).

Beyond a gross improvement in performance, what are you looking for by introducing such new features?

In general, you always want more downforce, all without adding too much drag otherwise the car won't go any faster. We want stability in turns, and it’s not always pure downforce. There car is subject to a number of aerodynamic conditions, whether it be roll or yaw, or the angle of the car in relation to the flow of airflow.

The stability of the car in different conditions is more important than the support in a straight line. All of this is work in aerodynamics but also in vehicle dynamics.

Despite reliability concerns, the engine has clearly made progress this season. How can this influence the development of the chassis?

This is a two-tiered response. On the aero level, we will always look for efficiency and stability. It's not because you have more or less power that you are going to design a more or less efficient car. On the other hand, on fast circuits, where there are long straights, you have to protect your top speed because if you are too slow, you will be easy prey.

When you arrive at a circuit and work on the settings, you can't compromise your top speed too much. If you have less power, you're going to have to put less drag on the car to maintain that velocity.

Less drag means less downforce. Basically, you will opt for a less favorable aerodynamic set-up. As a result, you will be less competitive in turns, not to mention that the tires like the support to give their full potential.

Before, we were in a compromise system where we tried to protect top speed without putting the tires at too much disadvantage. Today, with engine power at the level of the best, we no longer have this kind of headache: we put in the best possible settings. And the B specification introduced in France on Daniel's car (Ricciardo. Editor’s note) was satisfactory.

On a more personal level, what assessment do you draw from your action since your arrival at enstone, last year ? Glad to be back on the other side of the barrier?

I am delighted to be at Renault. The project remains very promising. I admit that this start of the year was more difficult than I expected, but when I signed, I didn't expect it to be easy either. Sport is brutal. The strength of a team is knowing how to get back on track when things get stuck.

In my eyes, we are a team that is performing below its potential. You have to be reasonable: we are not going to look for Mercedes next year because they have a huge competitive advantage over us. We do not have the resources to catch up and surpass them.

We have the potential to get there in the future, but we have to build momentum. We must first box above our category. I want people to look at us and say to themselves: “With what they have at their disposal, they are doing a damn good job”. Today, that’s not really the case.

When we manage to do that, we create momentum that attracts new recruits, sponsors, etc. I hope this dynamic is emerging at Enstone. Afterwards, it will be a question of going for the Top 3. We are in the process of building that with a view to 2021.