{"id":460979,"date":"2006-11-01T15:00:16","date_gmt":"2006-11-01T23:00:16","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=68809"},"modified":"2024-08-19T20:55:51","modified_gmt":"2024-08-19T20:55:51","slug":"driving-for-reggie","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/driving-for-reggie\/","title":{"rendered":"Driving for \u201cReggie\u201d"},"content":{"rendered":"
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The FIA regulations governing Formula One for 1977 allowed for a 3-liter normally aspirated engine or a 1.5-liter turbo-charged engine. Both were supposed to give similar power output, but I didn\u2019t think the comparison was very fair. When Renault and Elf decided to enter the championship, they chose this unconventional turbo route, which was to prove both complex and challenging. They had been reasonably successful with their prototype and sports car engines, with the Alpine-Renaults, and wished to translate that to Formula One. However, prototype cars were allowed to have 2-liter turbo engines rather than the 1.5-liter. I remember driving a prototype car with the 1.5-liter engine fitted. My impressions were that it was a totally flawed concept. With less capacity the engine suffered delays, or turbo-lag. In a straight line it was not too bad but acceleration and deceleration in corners compromised the engines\u2019 efficiency and problems occurred. Engine development continued over a period of time in Renaults\u2019 laboratories until it was considered ready for the track. We had many other variables to overcome. Not only was the engine new, the chassis was new, and Michelin tires were new to Formula One.<\/p>\n

\"Jean-Pierre<\/a>
Jean-Pierre Jabouille<\/figcaption><\/figure>\n

In testing we were limited on time and needed to get the car running as soon as possible. I found the work hard but it was something I really enjoyed, it was very satisfying, exciting and rewarding. The car, RS01 (designed by Alpine designer Andre de Cortanze), made its debut at Silverstone for the 1977 British Grand Prix. It caused many smiles up and down the pit-lane. Some laughed, others sneered at it. Ken Tyrrell referred to it as the \u201cyellow tea-pot\u201d because the engine kept boiling over. In retrospect, it seemed ironic that Ken would eventually be a customer for the Renault turbo engine in 1985. Cooling the engine relied on two elements: the fluid in the system and the ambient air passing through the radiators. I knew the problem with the overheating was due to a very simple factor. Our engine tests were carried out in the cold and cool climatic conditions of the winter and spring months. All setups were geared to those circumstances. As soon as the weather warmed, the settings we had were compromised and the engine boiled. After only a few laps of its debut race the car did not disappoint its critics. It blew up. Despite all the initial difficulties, I was certain we were right to pursue this route. Whether we would be winning races or challenging for them after a year or maybe two, I was not too sure. We continued throughout 1977 and 1978 with development of the RS01. The penultimate race of 1978, the U.S. Grand Prix East at Watkins Glen showed me and the team the potential of the car; we finished 4th. Our hard work was being repaid. Of course, Renault had been buoyed by the Le Mans victory of 1978.<\/p>\n<\/div>\n