Bruno Senna enjoyed his first experience of the R31 today as the team gave the Brazilian mileage on the final day of testing in Jerez.

Driver: Bruno

Chassis: R31-01

Fastest Lap: 1:21.400

Position: P5

Total laps: 68

What we learned today:

- The R31 featured a new specification of gearbox cooler, which the team evaluated with no major concerns.

- It was a day of firsts for Bruno, who tried Pirelli tyres, KERS and the adjustable rear wing for the first time. Incidentally, it was only his second ever F1 test session.

Bruno: "It was an awesome day - my first chance to drive the R31 and I'm pleased with how things went. It was very much a learning day for me. I had never used the adjustable wing or the KERS before, so I had to adapt to these. It's not easy at first, because there is a big workload and you are operating two factors that change the balance of the car, but by the end of the day it became more like second nature. I started the day pretty relaxed; gradually built up my confidence, and then by lunchtime I was feeling pretty comfortable with things. I was looking forward to doing some hard laps at the end of the day, but with the red flags and the weather, there wasn't enough time."

Alan Permane's technical programme notes

- Bruno took a sensible approach to the day, slowly building up his pace and giving good feedback to the team, and showing good speed on new tyres at the end of the morning.

- The planned programme was similar to Nick's yesterday – some set-up work, new tyre runs and long runs in the afternoon. Unfortunately the afternoon was disrupted with red flags so we didn't complete the long runs.

- We also continued with aero mapping, which has been one of the main priorities of the week, along with the tyre evaluation.

Did You Know?

The minimum weight of the car has been increased by 20kg this year to 640kg.

Nick Heidfeld got his first taste of the R31 today in Jerez and ended session at the top of the timesheets.

Driver: Nick

Chassis: R31-01

Fastest Lap: 1:20.361

Position: P1

Total laps: 86

What we learned today:

- The team evaluated a new floor upgrade. Pressure tapping and flow viz paint allowed the engineers to verify its aero characteristics.

- The team ran back-to-back tests on all four Pirelli tyre compounds for the first time. This confirmed the different degradation rates and variations in new tyre performance.

Nick: "I really enjoyed the day. It was fun driving the car, although it obviously takes time to get used to things when it's your first time in a car and working with a new team. We had a good day, without too many problems, and luckily all the changes we made to the car went in the right direction and improved things, so I was able to push harder and harder. In terms of the lap times, it's very difficult for me to compare with the other teams because we don't know the fuel levels or what the others were doing. My first impressions of the car were positive, although there are always areas where you can improve."

Eric Boullier: "Today we had the chance to give Nick time in the car and we carried out a big evaluation. Our first feelings are very positive: he worked well with the team, gave good feedback and improved the car during the day. We managed to cover 86 laps and the times are encouraging, which is also thanks to Robert and Vitaly's early feedback and the hard work of everybody in the team."

Alan Permane's technical programme notes

- The day was based around getting Nick comfortable in the car and giving him as much mileage as possible. He adapted to the car and the systems quickly.

- We played around with the set-up early on and changed a few things during the day – this included the weight distribution and the toes and cambers for the Pirelli tyres.

- Unfortunately the afternoon was disrupted by several red flags, so we were not able to complete the long runs we had planned.

Did You Know?

The rules on adjustable rear wings allow the flap to rotate away from the main plane up to a maximum distance of 50mm.

Vitaly remained in the R31 today as the team completed 65 laps in Jerez de la Frontera, Spain.

Driver: Vitaly

Chassis: R31-01

Fastest Lap: 1:22.493

Position: P9

Total laps: 65

What we learned today:

• There don't appear to be any problems with warm-up of the hard tyre compound, which the team ran for the first time today. Degradation levels looked reasonable.
• Optimisation of the KERS in conjunction with the braking system by completing some useful mapping work.

Vitaly: "We were not worried about the lap times and instead we focussed on the tyres to try and understand how they work. We also did some aero mapping in the morning and then spent a lot of time working on the brakes and the KERS. Unfortunately we lost some time with a water leak, which meant we could not do the race distance in the afternoon as we planned. After three days in the R31, I'm only just starting to feel really comfortable with the car and it was in the last two hours of the session that we found some good things with the set-up."

Eric Boullier: "Our second day in Jerez was not the easiest because we suffered with some minor technical problems. However, we still managed reasonable mileage and we have ticked off some more items on the job list. In particular, the work we did on the brakes and the KERS has been very beneficial and we are learning how to get the most from the system. For tomorrow, Nick [Heidfeld] will get his opportunity in the car and this will give us the chance for a detailed evaluation before we make any decisions."

Alan Permane's technical programme notes

• We started the day with a continuation of our aero work in the morning and carried out some constant speed runs down the straight. The focus then switched to our tyre programme and working on the brakes and KERS.
• Unfortunately we were plagued by a water leak for much of the day, which limited our running and meant we did not have the chance to complete a race distance. The issue has now been resolved.
• For tomorrow, Nick Heidfeld will be in the car, while Bruno Senna will be given some mileage on Sunday.

Did You Know?

By the time of the R31 car build, the design office had produced 9,000 technical drawings.

It's another gorgeous day here in Jerez as our second winter test continues with Vitaly behind the wheel of the R31. Today he's working on the balance of the R31 and collecting more data on some of the dry Pirelli compounds that are here this week. All being well, he will try and cover a race distance in the afternoon.

In the meantime, I thought we would delve behind the scenes and take you inside our team motorhome. So, armed with my camera, I've been taking photos of those areas that are normally off limits. As you will see, it's all very modern, quite spacious, and pretty much a home away from home. The perfect place to escape the hustle and bustle of the F1 paddock

Vitaly was back in the R31 as the team got its second winter test underway in Jerez de la Frontera, Spain.

Driver: Vitaly

Chassis: R31-01

Fastest Lap: 1:23.504

Position: P8

Total laps: 57

What we learned today:

- The team ran two of the four Pirelli tyre compounds, gathering further important data for evaluation

- Some aero runs this morning allowed the team to continue evaluating the car's aero performance on a track that has several high-speed corners.

- Vitaly was able to begin his first set-up programme in the R31.

Vitaly: "Things were much better for me today compared to Valencia and at least we managed to do quite a lot of laps. We still lost some time because the car had an oil leak in the middle of the day, but we made the most of the time on track and I managed to do some set-up work in the afternoon. At the moment it's important to understand how the tyres are working and we found there was quite a lot of degradation with the rears, and that's one of the reasons why it's difficult to find the right set-up. I also continued using the KERS and moveable wing today and that went well with no issues."

Eric Boullier: "After a difficult few days, it's good for the team to be back at the track and to have our minds focussed on developing the car. Things went pretty well, but it's early days and there is still so much for us to learn about the new car, especially at a track like Jerez with some high-speed corners. We had a small oil leak on the car in the morning, which kept us in the garage for a while, but the aero programme went well today and has taught us some useful things."

Alan Permane's technical programme notes

- We started the morning doing some aero work with a fully instrumented floor, front and rear wing.

- Vitaly lost some track time in the middle of the day with an oil leak, but we managed to get back out after lunch and completed some reasonable mileage.

- We ran with two of the four dry compounds that are available and will continue evaluating the remaining compounds over the coming days.

Did You Know?

Compared to its predecessor, the R31 has a smaller engine cover and no shark fin due to new rules preventing bodywork connecting to the rear wing.

Lotus Renault GP has revised its driver line-up for this week's test session in Jerez de la Frontera, Spain.

Vitaly will drive the R31 on Thursday and Friday, as originally scheduled. For Saturday and Sunday, the team will give mileage to Bruno Senna and will also evaluate Nick Heidfeld, who is a potential replacement for Robert Kubica as a race driver. The exact running order for the weekend will be confirmed on Friday evening.

Doctors are reasonably satisfied with the way the operation went. Tonight, Robert’s condition remains stable but serious. He has been placed into an induced coma and could be woken up in the morning.

Professor Mario Igor Rossello, Director for the Regional Centre of Hand Surgery at San Paolo Hospital in Savona: “It has been a very important and difficult operation. Robert Kubica’s right forearm was cut in two places, with significant lesions to the bones and the tendons. We did our best to rebuild the functions of the forearm. It took seven doctors, split into two teams and a total of seven hours to complete the operation. One team was the emergency task force from the hospital of San Paolo (Savona) that is normally appointed to treat this sort of injury, while the other team came from the orthopaedic department of the Santa Corona Hospital (Pietra Ligure). At the end of the operation, Robert’s hand was well vascularised and warm, which is encouraging. Following the surgery, Robert Kubica will remain under permanent monitoring overnight because his condition remains serious.”

Eric Boullier, Team Principal and Managing Director of Lotus Renault GP: “The news of Robert’s accident came as a real shock to the whole team. All of us, at Lotus Renault GP, wish him a quick recovery. We have been really impressed with the way the doctors looked after him today and we would like to thank the whole team of the Santa Corona Hospital for their professional approach and dedication. I will be traveling to Italy tomorrow, along with Vitaly Petrov, in order to see Robert and tell him that we are impatiently waiting for his return.”

Another update will be made tomorrow morning at 9h30, at the hospital, by Prof. Rossello and Daniel Morelli, Robert’s manager.

Lotus Renault GP driver, Robert Kubica, suffered an accident at high speed this morning while competing in the Ronde di Andora Rally.

The driver was airlifted to Pietra Ligure Hospital where he is currently undergoing medical checks. His co-driver is fine.

Lotus Renault GP will issue another statement as soon as more information is known about Robert's condition.

The departure of Bridgestone after 14 years in the sport ushers in a new era as Pirelli takes on the mantle of sole tyre supplier for all 12 teams in the pit lane, returning to Formula 1 for the first time since 1991.

The tyre regulations for the 2011 season are largely unaltered from those of 2010, to provide the teams with technical stability. Unless it is a wet race, teams must use two of the four dry compounds (supersoft, soft, medium, hard) at every event. Pirelli will decide in advance which two of the compounds it will bring to each race – for example, hard and soft.

One of the two compounds will be theoretically better suited to the circuit and the likely conditions, and this is known as the prime tyre. The regulations state though that at some point during the race the teams will all have to use the other tyre as well: this is known as the option tyre – even though it is compulsory to use it. The tyres will be visibly distinguishable from each other with different colours of Pirelli branding so that people can see instantly which compound is which.

The art of tyre strategy lies in working out when is the best time to use each tyre out of the allocation that every team is given. In total, each car has 11 sets of dry tyres available over the weekend – but there are strict rules governing their use.

After arriving at the circuit, drivers will receive three sets of tyres (two prime, one option) for the two free practice sessions on Friday. They must return one set of the prime specification after first practice, and the remaining two sets of prime and option after the second practice. This is to encourage drivers to complete mileage during practice, rather than saving up tyres for later in the weekend. It's a case of use it or lose it.

They are then given a further eight sets of tyres (four of each nominated compound) to use for the rest of the weekend, but one set of each specification must be handed back after Saturday morning practice, leaving the drivers with three sets of each compound for qualifying and the race.

Fast facts about 2011 tyres:

- The dry tyres have a diameter of 660 millimetres. The tread is 245 millimetres wide at the front and 325 millimetres wide at the back.

- The wet tyres have a bigger diameter of 670 millimetres, to raise the car and avoid standing water. The tread is 225 millimetres wide at the front and 325 millimetres wide at the back.

- The diameter of the intermediate tyre is slightly smaller at 665 millimetres, although the same tread widths as the wet tyre apply.

- A wet Pirelli tyre will disperse more than 60 litres of water per second when travelling at 300kph.

- Pirelli will produce 50,000 Formula 1 tyres over the course of the season, bringing around 1,800 tyres to every race.

- All the tyres are made in Pirelli's state of the art motorsport facility at Izmit, Turkey, just outside Istanbul.

- At races, Pirelli will use 15 trucks and employ around 50 people, including one engineer allocated to every team.

- Each front tyre weighs around nine kilograms. The rears, being larger, are a little heavier.

- The operating temperature of each tyre is in the region of 90 degrees Celsius. The harder the tyre compound, the longer it takes to reach peak operating temperature.

- Pirelli has completed 18,000 kilometres of private testing up to now (15,000 km in the dry and 3,000km in wet conditions.)

Q&A with Paul Hembery

Pirelli's Motorsport Director talks about the challenge of developing a brand new range of F1 tyres and how Pirelli can add to the spectacle of Formula 1.

What is the starting point for developing a new range of tyres?

PH: There's a logical process that you have to go through. You start off by defining the profile, which is the basic starting point, and then you work on the compounds and constructions. After extensive modelling and computer analysis, we find the best theoretical solutions and then confirm the results in practice by testing on a circuit. There are a huge number of different parameters to consider, but essentially you have to balance performance, durability and driveability in a very wide variety of conditions.

How different will the 2011 tyres be compared to the tyres that preceded them?

PH: The tyre regulations for 2011 are largely the same as last year, in order to provide the teams with technical stability. Having said that, our tyres have a distinct Pirelli identity with different characteristics to those of the previous supplier. We've aimed to produce a tyre that will please both drivers and spectators this year, with the objective of helping to improve everybody's enjoyment and appreciation of Formula 1 throughout the season.

How challenging is it working with 12 new teams?

PH: Working with 12 new teams is not a problem at all, but the challenge lies in working with 12 different chassis, which all have their own individual characteristics. Many motorsport championships have a single-make formula, which is obviously a much easier scenario than a championship where everyone is using different solutions to try and gain a competitive advantage. Our job is to make our tyres work well on all these different cars.

All the teams have agreed to run a similar weight distribution; has this made things easier for Pirelli?

PH: I think it's probably made things easier for the teams rather than for Pirelli, as it removes another variable for them. But it probably helps us to help them, although weight distribution is only one factor in the complex equation that makes all the cars quite different.

Can Pirelli tyres add to the excitement of Formula 1?

PH: That's a priority for us, although obviously to start off with we have a certain learning curve to climb. As time goes on, we will be in a stronger position to influence the spectacle. The future of Formula 1 depends on it being an exciting sport that people want to watch, and we believe that we can do a lot to help. We're aiming to make the steps between the compounds quite notable, in order to promote interesting tyre strategies, and of course we have the option to adjust the amount of grip if this is what people want. We're always open to every opinion, and happy to propose a variety of different solutions aimed specifically at enhancing the show.

How does Pirelli see the future of Formula 1?

PH: We're very excited about the future, as it's a fantastic opportunity for both car and tyre manufacturers to explore areas of technology that will ultimately benefit all of us as everyday road users. We want to play an active role in shaping the future development of the sport and enhancing the spectacle of Formula 1 for the public. We're committed to working closely with all of the teams in order to come up with the most relevant products to today's market.

New colours, a new name, but the people who have made this team a success remain. Here's a reminder of the team's achievements over the past thirty years…

At the end of the 2010 season, a new exciting era was announced for Enstone with the creation of Lotus Renault GP. The signing of a partnership with Group Lotus until 2017 brings Enstone the financial stability that any top Formula 1 team needs and provides a solid platform to go forward and achieve our objectives in the years ahead.

Of course, Enstone is no stranger to change. In fact, this year marks the 30th anniversary of this company competing in Formula 1 under various names. Back in 1981 it was Toleman, based just down the road from Enstone in a place called Witney, before becoming Benetton in 1986. Most recently Enstone has been the UK base for the Renault F1 Team between 2002 and 2010.

A winning team

Throughout those various guises, the Enstone team has established itself as a winning team. When Benetton took over in 1986, the team had become a race winner by the year's end. And less than a decade later, the team had won three world titles with Michael Schumacher taking back-to-back drivers' title in 1994 and 1995, while the team took the constructors' title in 1995.

Then, under the Renault banner, the success continued, as the Renault F1 Team and Fernando Alonso emerged as a dominant force. The Spaniard took seven race victories en route to the 2005 drivers' title, while the team won the constructors' world championship.

That feat was repeated in 2006 as Alonso and the team won consecutive double world titles to confirm Enstone's position among the pre-eminent teams of modern Formula 1. In fact, the only other teams to have won multiple world championships in the same period are McLaren, Ferrari and Williams – it's pretty distinguished company.

A new era

Although 2011 marks the end of the 'Renault F1 Team' era, the strong relationship with Renault continues through the supply of their championship-winning engine. Equally, the team's 2011 challenger remains a Renault chassis and is known as the R31 with significant Renault branding.

While the name above the door may have changed down the years, the people who have helped make this company a winning team remain. And everybody here at Enstone knows that the strength of any team rests in the people that make it up – we are all links in the chain.

The other thing that remains unchanged is the hunger for success and determination to see Enstone back on top of the world. Whatever this team has been called, that has remained a constant.

Genii Capital

Lotus Renault GP is now 100% owned by Genii Capital, a Luxembourg-based investment firm who acquired a majority shareholding in the team last year. Together with the backing of Group Lotus, the team now embodies Enstone's proud motorsport heritage and Genii Capital's vibrant vision for the sports' future, driven forward by a singular goal: victory in the FIA Formula 1 World Championship.

Team Principal Eric Boullier has over a decade's experience in top-line motorsport. Having

graduated in 1999, he quickly put his engineering skills to good use as he joined DAMS as a

race engineer to work on their F3000 and Le Mans programmes. By 2002 he was working for

Racing Engineering as Chief Engineer, helping the team win the World Series by Renault. A

move to management soon followed as Eric returned to DAMS in 2003 both as Managing and

Technical Director to oversee the team's activities in various categories including GP2. In

2007 he was appointed as Team Principal for A1GP Team France and led the squad to the

series title in 2008. At the start of the 2010 season, he was appointed Team Principal of the

Renault F1 Team and also took on the role of Managing Director during the season. For

2011, he heads up Lotus Renault GP determined to build on the momentum of a promising

2010 campaign.

Key details:

Date of Birth: 9 November 1973

Place of Birth: Laval

Nationality: French

Key dates:

1999 Graduates with diploma from Institut Polytechnique des Sciences Avancées

1999 - 2001 Race Engineer, Team DAMS (F3000 and Le Mans)

2002 Chief Engineer, Racing Engineering (World Series by Renault)

2003 - 2009 Managing and Technical Director, Team DAMS (GP2, GP2 Asia)

2007 - 2009 Team Principal, A1GP Team France

2009 CEO, Gravity Sport Management

2010 Team Principal and Managing Director of Renault F1 Team

2011 Team Principal and Managing Director of Lotus Renault GP

Eric in 30 seconds

What's the best looking F1 car ever?

I liked the look of the cars when the aero rules were more open and allowed lots of additions

to the bodywork. The 2005 Renault looked amazing, as did the 2007 Mclaren.

Best car you've ever worked on?

I enjoyed engineering the Cadillac works car at Le Mans. We had the might of a manufacturer

behind us and there was a lot of freedom to help with the design of the car.

Best racing memory?

My first win. It was 2002 in Valencia when I was engineering Frank Montagny in the World

Series. But I'm sure that my first win in Formula 1 will feel even more special…

Favourite track?

I have to say Suzuka because it has everything: quick corners, technical sections and an

incredible first sector. Seeing the cars on the limit there is always special.

Eric Boullier: "A great deal to be excited about"

The Team Principal and Managing Director pays tribute to the efforts behind the scenes over

the winter and looks ahead to the challenge facing the team in 2011.

Eric, the start of the 2011 season is just over a month away. How excited are you about

the year ahead?

I think there is a great deal to be excited about this year, especially as we begin an important

new era for this team. 2010 was a useful year; a time to rebuild and prepare for the future, but

at the same time everybody in the team put in an amazing amount of effort and we saw the

results of that on the racetrack. Now, with the arrival of a long-term partner in Group Lotus,

we have the financial stability to build on these strong foundations and ensure a very

competitive future. That is incredibly motivating for everybody in the team and gives us all the

belief that we can continue to compete at the sharp end of the grid with the strongest teams in

the sport. Over the last twelve months, we have all worked so hard to prepare for 2011 and

I'm incredibly proud of what we have achieved and looking forward to getting the season

underway.

The winter months building the new car are always some of the busiest of the year –

how has the factory handled the creation of the R31?

In fact, Formula 1 never stops. With the R31, work started before the R30 had even done a

single race. In 2010 we achieved a very high rate of development and the car that finished the

season was two seconds per lap quicker than the car we had at the first race. During the

winter, that same determined approach to the workload has continued, which is a testament

to the spirit and commitment of the people we have in this team. Yes, the workload is huge at

this time of year, but if we keep our heads down and maximise the winter test sessions, I'm

pretty sure we will have a strong start to 2011.

Can the team repeat last year's high development pace in 2011?

The plan is to take exactly the same approach to development this year, although our

expectation is to start the season in a much stronger position. That means we will have to be

even more creative and will look to investigate some new technical areas that we have not

examined before. But technical innovation isn't the only key to performance and over the last

12 months we have reviewed all our internal processes and left no stone unturned. Today we

can say that our overall efficiency has improved by 15%.

The team is fielding an unchanged driver line-up. How important is that stability for

taking the team forward?

Stability is important in any industry and especially in the very fast-moving Formula 1

environment, which is intensively competitive on every level. Having stability in our drivers is

one of the key elements in bringing this team back to full competitiveness. It will allow us to

capitalise on what we learned last year. The new management, the drivers, the engineers and

mechanics have all been working together for a year now and have spent that time

understanding each other. Now is the time when we can capitalise on that bond and team

spirit, which will only make us stronger.

What do you think Robert and Vitaly are capable of achieving in 2011?

Our driver line-up is still a mixture of talent, experience and youth. Robert is clearly one of our

strongest assets and we know we can rely on his speed, commitment and dedication for the

long term. As for Vitaly, he showed us at the end of last year that he understands what we

expect of him in 2011 and he was ready to commit to this. With a year's experience behind

him, he will be able to approach the new season with more confidence and is ready to help

the team raise its game. We took the risk of investing in him last year and I'm sure we will see

the benefit of that this year.

Are you confident the team can take a significant step forward and challenge for wins

in 2011?

We live to race and our goal is to win. It's the core of our philosophy. All the hard work over

the last twelve months has been focussed on delivering a big improvement for 2011, and that

means we should be more competitive than last year. Will we be stronger than our

competitors? Hard to say, but based on the efforts of everybody here, I feel we deserve it.

Technical Director

After graduating from Cambridge, James put his engineering skills to immediate use in

Formula One by joining the aero department of Benetton in 1991. A couple of years later he

moved to Larrousse as Head of Aerodynamics before returning to Enstone for a second time

with Benetton, this time as Head of Aerodynamics in the mid-1990s.

A five-year spell with Ferrari began in 2000 as James oversaw trackside aerodynamic

operations during the most successful time in the Scuderia's history. In 2005 James returned

to Enstone to join the Renault F1 Team in the role of Deputy Technical Director as the team

won back-to-back drivers' and constructors' world championships. In 2009 James moved to

his current role as Technical Director.

Key details:

Date of Birth: 21 February 1968

Place of Birth: Louth, Lincolnshire

Nationality: British

Key dates:

1991: Junior Aerodynamic Designer for Benetton F1 Team

1992: Head of Aerodynamics for Larrousse F1 Team

1994: Senior Aerodynamic Designer for Benetton F1 Team

1995: Joint Head of Aerodynamics for Benetton F1 Team

1998: Head of Aerodynamics for Benetton F1 Team

2000: Aerodynamicist responsible for Track Operations at Ferrari F1 Team

2005: Deputy Technical Director Renault F1 Team

2009: Technical Director Renault F1 Team

2010: Technical Director Lotus Renault GP

James in 30 seconds

What's the best looking F1 car ever?

The Renault F1 R25. It had a pretty livery and looked neat and aggressive from every angle. I

really liked the era of all the flicks, winglets and chimneys on the bodywork, which are no

longer allowed by the regulations.

Best car you've ever worked on?

Although I have lots of happy memories of cars from previous seasons, I only really ever care

about the one we are working on right now.

Best racing memory?

Definitely being at the Chinese Grand Prix in 2005 when the Renault F1 Team won its first

constructors' title. We came to that race and surprised everybody with the pace of our car.

Favourite track?

Suzuka – simply because of the number of amazing corners in the lap. It's one of the old

school circuits and is a real challenge for the drivers. I particularly like turn one and the 'S'

curves, which are one of the best places to appreciate the performance of an F1 car.

James Allison: "The entire concept of the R31 differs

considerably from any car this team has ever produced"

After a busy winter, the team's Technical Director talks about the challenges faced during the

design phase of the R31 and how the team has adapted to the new regulations.

James, tell us about the R31 and how it varies from its predecessor…

Words like 'aggressive' and 'innovative' are very much in vogue in Formula 1 at the moment,

but where the R31 is concerned we feel that those adjectives are appropriate. It's true to say

that the car has been designed in an ambitious manner and a quick glance at the layout will

confirm that its entire concept differs considerably, not just from last year's car, but from any

car this team has ever produced. Those changes represent our attempt to extract the

absolute maximum aerodynamic performance from the regulations, which have changed

quite significantly for this year, and to further develop the concept of using the exhausts to

blow the floor.

So it's fair to say the R31 is a significant step forward compared to the R30?

It is very difficult to compare the two cars in a meaningful way. 2011 is a different year with a

new set of regulations and that's why the R31 is a very different car. For example, KERS is

back this year and the car has been completely re-engineered to accommodate that system

in an efficient way. We've also chosen to change the layout of our rear suspension by opting

for a pull rod system for the first time in decades. And, as I said before, anyone can see that

the treatment we have given to some specific areas is completely new compared with

anything we have done previously. All of those things are aimed at trying to maximise the R31

under the 2011 rules.

How has the team handled the design and build phase of the new car – has it been a

relatively straightforward winter?

It's never straightforward – that's the honest answer – but it has been made particularly tricky

this year by having major additional components, such as KERS and the adjustable rear wing

to incorporate as well. Developing the wing, for example, added considerable workload in the

design and production stages, rather than simply making a refinement of the previous year's

design. It meant starting with a completely clean sheet of paper. The same was true of the

areas around our exhaust system where we had to begin from scratch.

What more can you tell us about the adjustable rear wing and how it will affect the

cars…

The straight-line speed gain from adjusting the wing will not be the same for all cars and

whoever gets the most benefit will depend on who has designed the most efficient version.

Every team will be looking for a wing that delivers the optimum compromise of downforce in

the corners, while shedding the maximum drag down the straights – the better your wing can

do that, the better your lap time will be in qualifying and the more competitive you will be in

racing conditions. In terms of how powerful it is, the gains from adjusting the rear wing will be

more significant than the gains we saw last year using f-ducts. But, like the f-duct, it's far from

straightforward aerodynamically and we've spent a great deal of time in CFD and the wind

tunnel to make sure our concept delivers the best compromise.

Where do you think the R31 will sit in the pecking order when the season gets

underway?

With every season that goes by, the professionalism of the teams that are competing

becomes even more intense. There are many teams that know how to produce a good car

and we're under no illusion about the scale of the challenge facing us in 2011. I think that last

year we perhaps exceeded the expectations of some people in the pit lane, but we certainly

didn't outperform our own expectations. While we were happy to be moving back in the right

direction, we would be frustrated if we started 2011 operating at the same performance level

we showed last year. That means we want the R31 to be competitive right from the off and in

with a chance of scoring podiums or better from the first race. Considering the tremendous

effort that has gone in at all levels to produce this car, that would be a fitting reward for all

concerned.

Lotus Renault GP Race Driver, Car No. 9

Robert Kubica is one of the most highly-rated talents in Grand Prix Racing. Having made his

debut with BMW in 2006, the 26-year-old Pole has established himself as a consistent frontrunner

and has proved his ability as a race-winning driver and championship contender.

Having raced competitively in karts since the age of ten, he moved to single-seaters in 2001,

initially competing in Formula Renault and then in Formula 3. By 2005 he was racing in the

World Series by Renault and after winning the championship he secured a test session with

the Renault F1 Team. This was to prove a springboard to Formula One as he joined BMWSauber

as third driver in 2006 before graduating to a race seat later that year. After four years

with Sauber, he joined the Renault F1 Team for 2010 and finished eighth in the drivers'

championship with three podiums. For 2011, he leads the Lotus Renault GP line-up

determined to continue fighting at the front of the grid.

Key details:

Date of birth: 7 December 1984

Place of birth: Krakow, Poland

Nationality: Polish

Key dates:

2001 - 2002: Italian and European Formula Renault

At the age of 16 Robert began competing in the European and Italian Formula Renault

championships, finishing second in the Italian series in 2002.

2003 - 2004: Formula 3 Euroseries

A part-time campaign in the Formula 3 Euroseries in 2003 saw Robert win his debut race in

the category. A second year in the series led to a seventh place championship finish and a

second place finish at the Macau Grand Prix.

2005: World Series by Renault

Racing for Epsilon Euskadi, Robert was crowned World Series by Renault champion taking

four wins and a further seven podium finishes. As reward for his efforts, he tested for the

Renault F1 Team at the end of year.

2006: Formula 1, BMW-Sauber F1 Team

As third driver for the team, Robert was called up to replace Jacques Villeneuve for the final

third of the season. He made an immediate impact on the sport and finished on the podium in

only his third Grand Prix at Monza.

2007: Formula 1, BMW-Sauber F1 Team

Robert's first full season in Formula 1 saw the young Pole regularly challenging for points with

three fourth place finishes. By the end of the year he was sixth in the drivers' championship

and helped the team secure second place in the constructors' championship.

2008: Formula 1, BMW-Sauber F1 Team

A strong start to the season put Robert in the hunt for the drivers' championship as he took

his first Grand Prix victory in the Canadian Grand Prix. He eventually ended the year in fourth

place with a total of seven podium finishes.

2009: Formula 1, BMW-Sauber F1 Team

A fourth year with BMW-Sauber was less fruitful, although a second-place finish at the

Brazilian Grand Prix was a highlight. Towards the end of the season the switch to Renault for

2010 was confirmed.

2010: Formula 1, Renault F1 Team

In the hands of Robert, the R30 ran consistently in the top ten and was often in contention for

podiums. A second place in Melbourne was followed by two further podiums in Monaco and

Spa as Robert scored 136 points to finish eighth in the drivers' championship.

Fast facts about Robert

- Macau street circuit is his favourite track

- He always gets in the car from the left side, right foot first

- Black is his favourite colour

- Away from the track his hobbies include rallying, bowling and snooker

- He doesn't drink alcohol because he doesn't like the taste

- He likes to listen to the Black Eyed Peas are on his iPod

Robert Kubica: "Ready to jump back in the car"

Robert talks about his excitement for the season and reveals his thoughts on the new

regulations.

Robert, the new season is just over a month away. How excited are you about the

challenge that awaits you?

After a long winter break you always feel ready to jump back in the car and I'm really looking

forward to this season. As well as my car having new colours, there are some big changes to

the regulations, such as the removal of double diffusers, the introduction of adjustable rear

wings and new Pirelli tyres. So there are a lot of new things to get used to before the first

race, but we will do our best to be as ready as we can for the start of the season.

This is your second season with this team. Does that make it easier to extract the

maximum from yourself and the car?

Obviously when you join a team everything is new and you have to get to know the people

and how they operate. So it's good that we don't have to worry about that this year because I

know what to expect. That will make it easier to concentrate on extracting the maximum from

the car and trying to improve performance.

How different do you think the sport will be in 2011 as a result of all the rule changes?

I think it will be quite a bit different, but I wouldn't say it will be more challenging because

taking an F1 car to the limit is always a challenge. The drivers will definitely be busier with

KERS and the adjustable rear wing, but it probably won't be any more difficult than last year

when we had to operate the f-duct. In fact, it will be good to have both hands back on the

steering wheel for a change! We will certainly have to concentrate hard during the first few

days of testing to understand the new systems, but I'm sure we will soon get used to them

and everything will become automatic.

Is the adjustable rear wing something that excites you as a driver?

I think it's clear it will create the opportunity for more overtaking, which is good for Formula 1

and the show, but we need to be careful that it does not give too much advantage to the car

behind. If we see overtaking on every lap of the race because the wing is giving too much

advantage, then I don't think this will be exciting. The other thing we have to think about is the

gear ratios because it will be a big challenge to find the ideal settings, especially for sixth and

seventh gears. Even if you find a good setting for qualifying, when you can use the wing as

much as you want, you also need to find a good compromise for the race, when its use is

restricted.

How difficult will it be to get through the workload during winter testing to be ready for

the first race?

It's never easy because the number of days we have for testing is limited, but I think there is

just enough time to be ready for Bahrain. It all depends on how well things go in the early

tests and you have to hope there are no big surprises that cost you time on track. Also, with

so many changes this year, the task facing us is bigger than in previous years and

understanding KERS, the rear wing and the new tyres will need a lot of laps. In fact, learning

about the tyres will be the most time-consuming of all because you need to run each

compound in different conditions and with different fuel loads, and there is so much to

discover. I have my fingers crossed for a good, smooth start to testing so that we can begin

performance work as soon as possible.

What are your hopes and expectations for the year ahead?

My aim, as always, is to deliver a good and consistent performance across the year. That is

the goal for any driver. At the moment it's difficult to know just how competitive our package

will be, but the engineers have decided to go for an innovative design, which is good. Also,

we had a strong season last year and we hope to move forward again this year and be closer

to the front. That means we will have to race against teams like Ferrari, McLaren and Red

Bull, and we know this will not be easy, but we will be working hard to make sure we can be

part of that fight.

Lotus Renault GP Race Driver, Car No. 10

Vitaly Petrov enters his second season of Formula 1 determined to build on the promise

shown during his rookie season. The 26-year-old from Vyborg got his F1 break with the

Renault F1 Team off the back of a successful GP2 career, having raced in both the GP2

Series and GP2 Asia Series. He enjoyed his most successful campaign in 2009, finishing as

the GP2 Series runner-up with two victories. Prior to that he raced in European Formula

Renault, as well as various national championships in Russia. As the only Russian ever to

race in Formula 1, he carries the expectations of a nation and for 2011 has set his sights

firmly on realising the potential he showed during 2010.

Key details:

Date of birth: 8 September 1984

Place of birth: Vyborg, Russia

Nationality: Russian

Key dates:

1998 – 2001: Russian Rally Sprint and Ice Racing

Vitaly started his racing days competing in rally sprints and ice racing. He was crowned

Russian Rally Sprint champion in 2001.

2001 - 2002: Russian Lada Cup, Russian VW Polo Cup, Formula Russia 2.0

Vitaly competed in various national championships in Russia and won the Russian Lada Cup

with a 100% winning record.

2003 – 2004: Italian & European Formula Renault

A dual campaign in Italian Formula Renault and the Eurocup provided further experience in

single-seaters. He also raced in the Russian Sports Car Championship, finishing as vicechampion.

2005: Russian F1600 and Russian Sports Car Championship

Another campaign in Russian Sports Cars saw Vitaly win nine races to be crowned

champion. He also won the Russian Formula 1600 Championship.

2006: GP2 Series and Euroseries 3000

A part-time campaign in GP2 was combined with the Euroseries 3000 where Vitaly finished

third in the championship with five wins. He also raced in Italian Formula 3000, ending the

year in third place with four wins to his name.

2007: GP2 Series

Vitaly's first full year in the GP2 Series with Campos Racing brought him his first GP2 victory

in Valencia.

2008: GP2 Series and GP2 Asia Series

Again racing for Campos, Vitaly took part in the inaugural GP2 Asia Series, winning one race

and finishing third in the championship. A further victory in Valencia followed in the GP2

Series as he finished the championship in seventh place.

2009: GP2 Series and GP2 Asia Series

A fourth season in GP2 with Barwa International Addax Team proved to be Vitaly's most

successful as he finished runner-up in the GP2 Series having taken two victories during the

season.

2010: Formula 1, Renault F1 Team

Vitaly's rookie season in Formula 1 was a steep learning curve. He scored points in his fourth

race in China and achieved his best result at the Hungarian Grand Prix with a 5th place finish.

Fast facts about Vitaly

- His first ever racing car was a Lada, but first road car was Volkswagen Golf 1.2

- Away from the track he enjoys martial arts like Judo and Taekwondo

- He collects packs of playing cards from the places he has visited around the world

- After finishing his Formula 1 career he wants to be a rally driver

- His sporting hero is Mohamed Ali

- He was recently included in the top ten list of most attractive single men in Russia by

a lifestyle magazine

Vitaly Petrov: "Determined to do well and fight hard"

The 26-year-old Russian looks ahead to his second year of Formula 1 as he aims to build on

a character-building 2010 season.

Vitaly, you're entering your second season of Formula 1 as a Lotus Renault GP driver.

How does it feel?

I'm really proud to be here and I hope together we can achieve some great things. The team

has shown a lot of faith in me and it's my chance to show everybody that they were right to

believe in me.

Do you feel ready to deliver?

Everybody knows that 2010 was not that easy for me, but after a year in Formula 1 I feel

more confident and ready to face the challenge of 2011. I know what I need to change, where

I can improve and I'm determined to do well and fight hard for this team.

You're no longer a rookie and you've seen how Formula 1 works. Will that change your

approach this season?

2010 was a long season and I learned a lot, so it's natural that I will come back with more

experience and as a better driver. I now understand how difficult Formula 1 is on every level

and I know that even a small mistake can have a big impact on your weekend. My focus this

year is to make sure I put everything together, maximise all the sessions and stay

concentrated all weekend long.

What do you think about the new rule changes that have been introduced this year?

I think it's good for Formula 1 and I know that the team has been working for a long time to

make sure we get the most from the new technology on the car. For me it will be more things

to learn and adapt to because I've never used KERS before and the adjustable rear wing is

new for everyone. But I think the biggest challenge is getting used to the new tyres and a big

part of winter testing will be trying to understand them. I think this is the biggest task facing

the team.

What goals do you have in mind this season?

That's always a very difficult question to answer, especially before the start of winter testing.

And even when you start testing, it's difficult to know who is really the strongest and how you

compare. It's only when we get to the first race in Bahrain that we will find out who has done

the best job over the winter. So it's difficult for me to set objectives until we know the facts.

How have you prepared for the new season?

I went home to Russia for a holiday with my family and friends. It was a chance to simply

relax and switch off for a while. Then, I started doing some training, things like football and

even some cross-country skiing to maintain my fitness. At the start of January I moved to

England and I've been spending a lot of time in Enstone with the team. I think this is important

because it helps strengthen my relationships with the engineers, mechanics and the people

around me. By living near the factory and being there during the week, I hope that I can be as

prepared as possible for the new season.

New for this year is the creation of LRGP Academy, a system designed to bring on promising

talents and prepare them for Grand Prix racing.

For 2011, the team's reserve drivers become the first to join the programme and will have the

chance to gain Formula 1 experience in a 2009-spec Formula 1 car, the R29.

The Academy is designed to prepare drivers for the demands of Formula 1 competition both

on and off the track. Whether attending fitness camps, undergoing media training, or actually

getting behind the wheel of a Formula 1 car, it will give drivers the chance to develop a wide

range of skills while building a relationship with the team.

Lotus Renault GP Reserve Drivers

Fairuz Fauzy

Nationality: Malaysian

DOB: 24 October 1982

The 28-year-old Malaysian joins Lotus Renault GP with a wealth of motor sport experience,

including significant Formula 1 mileage gained during practice sessions in 2010. He has also

raced regularly in the GP2 Series, A1GP, and the World Series by Renault, where he finished

as championship runner-up in 2009. In addition to his Formula 1 duties, Fairuz will return to

racing this year in the GP2 series with Super Nova Racing. His car will carry significant

branding from Malaysian car manufacturer, Proton.

Q&A with Fairuz Fauzy

Fairuz, congratulations on your new role with Lotus Renault GP – how does it feel?

It's a real honour to be part of a top team that has achieved so much in the sport and it's

something any driver dreams about. It's feels especially exciting because of the new

partnership with Lotus Cars and I'm very proud to be here at the start of a new era for the

team.

Are you excited by the chance to work closely with the team's race drivers?

Yes, it's good to be working with strong drivers like Robert and Vitaly and I intend to make the

most of this opportunity to learn as much as I can. I used to race against Robert and Vitaly in

the junior categories so we know each other quite well and it's great to be in a team with

them.

How important a step is this in your career?

It's a big step for me. I never expected to be here and it's a dream to be part of such a strong

team, which is a big motivation for me. It's a good chance to continue learning about Formula

1 and to improve as a driver so that hopefully in the future I can be on the grid myself.

What other objectives do you have this year?

I will also be racing in the GP2 series and that's something I'm really excited about. I think it's

important to keep racing, to stay sharp and keep up the momentum in your career. I'm back

with the Super Nova team who I already know well because I raced with them in the GP2

Asia Series.

Jan Charouz

Nationality: Czech

DOB: 17 July 1987

23-year-old Czech, Jan Charouz, continues as a reserve driver with the team in 2011 as he

builds on the experience he gained last year. Already he has established his reputation as a

top-line sports car driver having won the Le Mans Series title last year with Aston Martin

Racing, alongside his success in single-seaters. In 2006 he was crowned F3000 International

Masters Champion and last year raced in Auto GP, where he finished fourth in the standings.

For 2011, he lines up for a second season of the World Series by Renault determined to build

on a promising 2010 campaign.

Q&A with Jan Charouz

Jan, how does it feel to be confirmed a reserve driver for Lotus Renault GP?

It's great that I could stay with this team and build on the relationship that I established last

year with everyone. Of course, this year things have changed quite a bit and I think it's really

exciting that Lotus has become a partner of the team. It's such an iconic brand in Formula 1

and I think every kid dreams of driving a Lotus so I'm really happy to be part of this team.

How valuable did you find the experience of being a reserve driver last year?

I think being so close to a Formula 1 team is incredibly valuable. It's only when you have the

chance to do it that you realise how much you learn. It's about more than simply driving a

Formula 1 car because you become part of the team, learn how the guys operate and build

relationships. It helps prepare you for eventually stepping up to become a race driver.

In addition to your Formula 1 duties, what other plans do you have for 2011?

My plan is to continue racing in the World Series by Renault for a second season and

hopefully fight for wins and the title. I may also race in Auto GP again depending on my

schedule.

What do you hope to achieve this year?

I hope to improve as a driver and use the experience I gained last year to become stronger in

every aspect of my racing. It's important to get some good results this year so that I can take

another step forward in my career and move closer to achieving my ambitions in Formula 1.

Ho-Pin Tung

Nationality: Chinese

Date of birth: 4 December 1982

Having been third driver for the Renault F1 Team in 2010, Ho-Pin Tung remains part of Lotus

Renault GP's reserve driver line-up in 2011. The 28-year-old has a wealth of motorsport

experience to draw upon and has raced in the GP2 Series, A1GP and German F3, where he

was crowned champion in 2006. He got his first taste of Formula 1 in 2003 when he tested for

Williams after winning the Formula BMW Asia title, and since then has gained extra mileage

in his role with the Renault F1 Team during 2010.

Q&A with Ho-Pin Tung

Ho-Pin, you must be pleased to be part of Lotus Renault GP in 2011…

Of course, it feels great to stay with the team and be part of their future. It shows the faith

they have in me and I'll do everything I can to show that I deserve this position. I think the

team's new identity is incredibly exciting and it's special to be linked with Lotus, which is one

of the most famous brands in the history of motorsport.

How much did you learn last year by being integrated with the team?

Being inside the team at tests and races gives you a really deep understanding of how

Formula 1 works. I always enjoyed going to the engineers' meetings and listening to the

discussions because you learn a lot about the technical aspects of Formula 1. Obviously my

season was cut short when I got injured in the GP2 Series, but it was still a really important

year for me.

How important is it for a driver to be linked to a Formula 1 team these days?

It's vital because it takes you a step closer to actually racing in Formula 1. Also, being part of

a driver programme helps make you a more complete person because in Formula 1 you have

to cope with a lot of different things, as well as driving the car. There are other benefits, too,

because my role last year brought a lot of media attention, especially from China, and that

created lots of other opportunities for me. Hopefully I can continue to build on that this year.

What other plans do you have in place for 2011?

I'm still finalising my plans, but I hope to be racing somewhere in a top single-seater

championship.

Chairman Gerard Lopez

Team Principal & Managing Director: Eric Boullier

Chief Operating Officer: Patrick Louis

Technical Director: James Allison

Deputy Technical Director: Naoki Tokunaga

Chief Designer: Tim Densham

Head of Aerodynamics: Dirk De Beer

Operations Director: John Mardle

Sporting Director: Steve Nielsen

Chief Race Engineer: Alan Permane

Chief Mechanic: Gavin Hudson

Race Engineers (Kubica): Simon Rennie

Jonathan Marshall

Engine Engineer: Ricardo Penteado

Race Engineers (Petrov): Ayao Komatsu

Julien Simon-Chautemps

Engine Engineer: Julien Barbieux

New technical regulations see the arrival of adjustable rear wings in 2011, but what exactly

will it mean for Formula 1 and will it help improve the spectacle?

Of all the changes introduced by the 2011 technical regulations, perhaps the most exciting is

the arrival of the adjustable rear wing, a device designed to generate better racing and

improve the show for the fans. It's an interesting concept that presents the teams with a

significant technical challenge and is likely to be one of the major talking points of the season.

A new approach

Along with the arrival of adjustable rear wings is the departure of adjustable front wings – a

concept that never really delivered what was expected of it, as Technical Director, James

Allison, explains:

"The moveable front flap was brought in to try and assist with overtaking, but in practice it

didn't really make a difference. Instead it was used as a device to optimise car balance as the

tyres degraded and the fuel load reduced. That's why the teams voted to remove adjustable

front wings and try a new initiative with the rear wings with the intention of generating better

overtaking opportunities."

The concept

If adjustable front wings didn't help overtaking, why will adjustable rear wings fare any better?

Well, it all comes down to the different way that changing the angle of the front and rear wings

affects the overall drag of the car. If you change the angle of the front wing, you change the

car balance, but the overall drag of the car remains about the same and hence straight-line

speed is largely unaffected. However, changing the rear wing angle changes the drag of the

car, and therefore the straight-line speed dramatically.

"If you allow the rear wing to reduce its angle, you lose drag, rather like an f-duct system last

year," explains James. "So if two cars are racing each other, the car that has adjusted its rear

wing angle will be able to go faster down a straight than the car that hasn't."

A precise set of regulations

Of course, if all the cars could adjust their rear wings at the same time, there would be no

relative advantage. That's why great care has been taken devising regulations that will

genuinely encourage more overtaking. The rules therefore describe a set of circumstances

under which the wing angle can be altered.

"All the drivers will be free to reduce their rear wing angle during free practice and qualifying

as often as they like, but in a race there will be restrictions on its use," says James. "The

regulations will only allow it to be used when a chasing car is within one second of the car

ahead. So if a driver can get within this threshold time, his car will be granted permission to

use the moveable wing on one designated straight during the lap. Furthermore, the teams

and the FIA have tried to design a system that only gives just enough assistance to a trailing

car to make an overtaking manoeuvre just possible. Nobody wants to have a system that

makes overtaking a formality."

In racing conditions the system will be policed electronically by the FIA. The default setting is

for the system to be disabled, but after two laps of the Grand Prix, the system becomes

potentially enabled, assuming the cars meet the criteria defined for its use. A light will appear

automatically in the cockpit when the driver is eligible to adjust his rear wing, which can then

be activated by pressing a button on the steering wheel.

The science of adjustable wings

As for the mechanics of moveable wings, the adjustments that can be made relate to the two

elements of the wing: the main plane and the flap. While the main plane remains fixed, the

rules allow the flap to rotate away from the main plane up to a maximum distance of 50mm.

This creates a situation where the two elements of the wing stop acting in harmony and the

airflow around the wing separates from the surface of the wing. This condition of separated

flow is called a "stall" and it is accompanied by a large drop in both downforce and drag on

the car. The overall effect on straight-line speed is a bit like an f-duct, but much more

powerful.

KERS is back for 2011 after a two-year absence. But what has changed since 2009 and what

can we expect from KERS in 2011?

Having disappeared for 2010, KERS makes a return for 2011. In fact, it never actually

disappeared from the regulations, but an agreement between the teams meant it was put on

hold for a year. Now it's back as a cost-effective hybrid power tool, picking up where the sport

left off at the end of 2009.

Why is KERS back?

If it was deemed unnecessary for 2010, why are teams so keen to run it in 2011? Well, things

have changed quite a lot in the last year and it's now been demonstrated that KERS can be

reintroduced to the cars at an acceptable cost level. Equally, as a technology that has great

relevance to the development of hybrid and electric road cars, it makes sense for Formula 1

to continue pioneering the development of such technology by making them lighter and more

efficient.

Will KERS be the same as in 2009?

The technical regulations limit KERS by the size of the electric motor and the amount of time

it can run in any given lap. Those limits remain exactly the same as those defined in 2009.

KERS should not deliver power in excess of 60kW, which is equivalent to around 80

horsepower, when the driver presses a button on the steering wheel. He cannot use more

than 400kJ per lap, which equates to about seven seconds worth of use.

How different will Lotus Renault GP's KERS be compared to the 2009 version?

Although the basis of the 2011 system comes from 2009, it has been completely reengineered

to ensure a much more competitive device. So every aspect has been optimised,

including its integration with the vehicle. That has meant removing weight and significant

repackaging to ensure it can be easily installed and removed from the car. This year's system

represents a weight saving of more than 10kg compared to 2009.

Will all teams use KERS in 2011?

In 2009 running with KERS was always a compromise because the additional weight meant

precious ballast had to be removed from the car. The knock-on effect made it harder for

drivers to optimise car balance, especially the heavier drivers who could run with the least

ballast of all. As a result, many teams preferred not to use KERS. To solve these issues, the

minimum weight of the cars has been increased from 620kg to 640kg – a move that should

encourage most teams to run with KERS since the trade-off between extra weight and extra

horsepower has been significantly reduced.

Why don't the regulations allow KERS to provide bigger gains in 2011?

In order for KERS to be reintroduced at a moderate cost level for 2011, there was little choice

but to base it on the 2009 systems, which also meant inheriting the energy and power

requirements of those systems. Also, with new engine regulations on the horizon for 2013, it

makes sense for any significant KERS developments to coincide with the introduction of new

engines.

Will cars with KERS have a clear performance advantage in 2011?

The short answer is 'yes' and there are several factors that make KERS more relevant in

2011 than it was in 2009. Firstly, the ban on refuelling has made it much more difficult to gain

positions using pit strategy, which places a higher premium on qualifying performance. And

it's during qualifying that the gains from KERS are greatest because cars can run with fully

charged systems and get the maximum benefit on a flying lap. Then, at the start of the race

(the best opportunity to gain positions), KERS offers another significant performance gain of

10 to 20 metres by the braking point for the first corner. While it comes with penalties in terms

of complexity and packaging constraints, these headline gains are difficult to ignore.

What about the safety implications of KERS?

There is a lot of energy stored in the KERS battery, which is at voltages that could cause

severe injury if not handled responsibly. The fundamental safety guidelines established in

2009 by the KERS Safety Working Group remain valid, but Lotus Renault GP has also

revaluated its internal safety procedures and retrained all staff to ensure optimum safety.

1 No double-decker diffusers

The FIA have clamped down on the rules governing the floors to prevent the use of

double-decker diffusers this year.

2 Longer wheelbase

Compared to its predecessor, the R31 has a longer wheelbase to help accommodate

the reintroduction of KERS.

3 Fixed front wing

The front wing flap can no longer be adjusted by the driver from the cockpit and

remains at a fixed angle while the car is on track.

4 Adjustable rear wing

2011 sees the arrival of adjustable rear wings, controlled by the driver from the

cockpit to aid overtaking. The rules allow the flap to rotate away from the main plane

up to a maximum distance of 50mm.

5 Pull rod suspension

There is a significant revision to the rear suspension, switching from a push rod

system to pull rod operated torsion springs. This allowed the team to make better use

of the new diffuser rules.

6 Pirelli tyres

The departure of Bridgestone after 14 seasons ushers in a new era as Pirelli takes on

the mantle of sole tyre supplier for the next three years.

7 Smaller engine cover

The R31 has a smaller engine cover and no shark fin due to new rules preventing

bodywork connecting to the rear wing.

8 KERS returns

KERS is back for 2011 as a cost-effective hybrid power tool recovering energy

normally lost under braking and reusing it as an additional power boost to the car.

9 No f-duct

The major technical innovation of 2010 is no more, since the regulations prohibit any

system, device or procedure which uses driver movement as a means of altering the

aerodynamic characteristics.

10 New steering wheel

The R31 features a new steering wheel with a revised button layout to make it easier

for the drivers to operate the multiple functions.

11 Mandated weight distribution

All the teams have agreed to run their cars in a particular weight distribution range.

That means between 45.5 and 46.5% of the car's weight must be over the front axle.

12 Improved safety

Each wheel must now be retained by two tethers (previously there was just one),

which must pass down separate legs of the suspension to give more redundancy to

the wheel retention. In addition, the zylon panels, attached to the chassis to protect

the driver's upper body, have been extended to offer protection to his legs.

The R31 in 31 numbers

0 The time taken in seconds for the gearbox of the R31 to change gear (drive is never

lost during the gearshift).

0.1 How much faster in seconds the R31 goes each lap due to the reducing weight as the

car burns fuel (not accounting for tyre degradation).

1.6 The time in seconds for the R31 to decelerate from 100 km/h to standstill.

3.0 The average time for the pit crew to change all four wheels and tyres at a pitstop.

4.9 How many seconds it takes for the R31 to reach 200 km/h from standstill.

5 The number of consecutive races each gearbox must survive before it can be

changed without suffering a five-place grid penalty.

6 This is how many hours it takes for a complete rebuild of the car at the track with 12

mechanics (assuming sub-assembly is already complete). From scratch at the factory

it would take 150 people seven days.

6.67 The number of seconds per lap that the KERS electric motor can be activated at full

power.

7 The number of gears in the R31's gearbox.

8 That's how many engines are allocated to each driver in 2011.

10 The weight of a Pirelli front tyre in kilograms.

18.5 In psi, this is the average pressure for an F1 tyre.

30 The weight of a driver's head and helmet in kilograms during maximum braking of

4.5G (that's the same as a heavy suitcase).

42 The number of revolutions per second by a tyre when the R31 is travelling at 300

km/h.

60 The amount of water dispersed in litres per second by a wet Pirelli tyre travelling at

300 km/h.

87.75 The impact energy in kilojoules that must be withstood by the nose of the car when it

is crash tested by the FIA. This is the same amount of energy as would be required to

stop a 4 tonne elephant moving towards you at 25km/h.

90 This is the operating temperature in degrees Celsius of each Pirelli tyre.

130 Measured in decibels, this is how loud the RS27-2011 engine is at full revs.

400 The amount of braking energy in kilojoules that the KERS generator can place into

the KERS battery in a single lap.

500 This is the temperature in degrees Celsius achieved by the clutch during a race.

640 Increased for this year by 20 kilograms, this is the minimum weight of the car.

900 This is the temperature in degrees Celsius of the exhaust gases when the car is on

full throttle.

1,100 In degrees Celsius, this is the temperature a brake disc can reach during the race.

1,500 This is the total number of moving parts in each RS27-2011 V8 engine.

2,500 That's how many gear changes the drivers have to make during an average Grand

Prix.

Robert set the pace on the third and final day in Valencia as the team completed its first test with the R31.

Driver: Robert

Chassis: R31-01

Fastest Lap: 1:13.144

Position: P1

Total laps: 95

What we learned today:

- The team measured the downforce produced by the car with some aero runs this morning. This involves running the car at constant speed on the straight. Everything ties up well with the wind tunnel figures.

- Initial set-up work was very productive and the team found some good directions.

- Almost all of the routine systems checks have now been completed, allowing the team to focus on performance work and tyre evaluation in Jerez next week.

Robert Kubica: "I think we can split the day into two halves because we had some problems in the morning and we only managed to do our first real run about 1:30pm. But, after we solved the issues with the car, we managed to do a bit of set-up evaluation and some tyre work. However, because of the time we lost this morning we didn't complete the laps we targeted, but it's better to get any reliability issues with the car during testing, rather than when we get to the first race in Bahrain."

James Allison: "After months of effort from the whole team, it was great to be on the track for the first time with the R31 this week. Our first three days of testing have not been without incident, but we have managed a good amount of running, proving out the reliability and functionality of all the key systems on the car notwithstanding its rather unusual layout. The first test has shown that management of the tyres this season will be absolutely critical, so it was good to have made some progress in this regard. We move on to the second pre-season test next week looking to make further progress with set-up and tyre management prior to getting the first race package together in the later tests."

Alan Permane's technical programme notes

- It was a tricky morning with some electrical gremlins on the car. We eventually got to the bottom of them, but it took us longer than expected, so we lost some track time.

- The afternoon was much more productive. We ran a set-up programme, which was the first time we had made any significant changes to the car and steadily improved the balance.

- In the latter part of the afternoon we concentrated on reliability work with some long runs and it's encouraging to have covered 95 laps.

Did You Know?

All the teams have agreed to run their cars in a particular weight distribution range this year. This means between 45.5 and 46.5% of the car's weight must be over the front axle.

Genii Business Exchange is delighted to announce the arrival of Sir Jackie Stewart, triple F1 world champion, as a partner for the years to come. Sir Jackie's mission will be to reinforce the existing commercial, technological and industrial links between the world of racing and the motor car industry, as well as Genii's core sectors including new technologies, infotainment and cleantech related industries. This is a bridge that Genii Capital is particularly keen on building with companies involved in the design of new-generation on-board telecommunications systems, lightweight braking systems and more generally advanced technologies that have a positive environmental impact.

Genii Business Exchange reached another milestone in its involvement in Formula One with the presentation of the new Lotus Renault GP R31. The B2B platform of Genii Capital is now highlighted by its eye-catching presence on the car's sidepods, which is aimed at developing its activity at the summit of motor sport to support the business development of the group's portfolio of companies.

Gérard Lopez: "The name of Jackie Stewart enjoys international renown in the world of motor sport as well as in industry. After his career as a driver, Sir Jackie became a successful entrepreneur and his business activities have been crowned with success as well as enjoying uncontested respect allied to a very active network. His action in Genii Business Exchange will help us cross an additional threshold in our mid-term plan to develop the links between our technological and sporting activities, as well as increase our global reach."

Sir Jackie Stewart: "For the last few years, the automotive world has continued to grow territorially, especially in the emerging markets like China and India. As a result, the number of drivers on the world's roads rises constantly. In the same way, Formula 1 is a sport with unparalleled global reach, helped by the arrival of new destinations from season to season. Genii Business Exchange established its reputation in the high technology markets and one of its key missions is to build bridges between the competitive racing environment and the technology industry. Now, as a partner of this group, my ambition is to help its development by using the unique platform that Formula 1 represents as a valuable marketing and communication tool. It's a fascinating challenge that I will be happy to rise to in the years ahead."

It's the final day of the Valencia test as Robert remains in the R31 to wrap things up for this week. All in all it's been an action-packed few days for LRGP with our launch on Monday and the track debut of the R31 on Tuesday.

Yesterday was very much a day for Robert to get used to his new car. With over 100 laps on the board, it was a much more satisfying day for the team than Tuesday when the car suffered with some mechanical issues. By clocking up so many miles yesterday, we managed to tick off a lot of the items on the job list and complete those all-important pre-season checks.

As for today, the programme is more focussed on tyre evaluation and getting down to some set-up work. Robert started the morning by doing low-speed aero runs, while the plan for the rest of the afternoon is focussed on longer runs to understand the tyres and get more miles on the car.

As you'd expect for Valencia in February, conditions were freezing first thing this morning, but by about midday the paddock was bathed in glorious winter sunshine. And that's great news for testing because it means we can run the car in more representative temperatures and get some useful data. Plus, some of the mechanics will come back to Enstone with a bit of a sun tan!

While Robert is in the car, Vitaly is also at the track doing some media work. Today he had a photoshoot for F1 Racing magazine, followed by a few interviews for the Russian media. Then it was time for some green screen filming with German TV – creating some stylish intro shots for their F1 coverage this season. Vitaly really enjoyed this – he actually said that one day he might like to star in a movie himself!

Robert took over the cockpit of the R31 today for the second day of the Valencia test.

Driver: Robert

Chassis: R31-01

Fastest Lap: 1:14.412

Position: P5

Total laps: 104

What we learned today:

- Robert ran with a new steering wheel design and felt happy with the new button layout, which

makes it easier to manage the heavy workload associated with KERS and the adjustable rear wing.

- Flow Viz paint was used on the car this morning allowing the team to confirm the new aero package

was working as expected.

- The team ran with supersoft, soft and medium compounds of Pirelli tyres to gather preliminary data

on the new 2011 rubber.

Robert Kubica: “It’s always difficult to judge things after just one day in the car, especially with so

many changes compared to last year. The main factor is definitely the new Pirelli tyres, which have a

big influence on how the car behaves and we ran on some of the different compounds to start getting

a feeling for them. We did have a couple of mechanical issues with the car and we couldn’t complete

the entire programme, but we still did lots of laps. This is very important because we managed to

complete a lot of the usual system and reliability checks needed with a new car and made sure there

were no overheating issues.”

James Allison: “A much more satisfying day than yesterday. Over a hundred laps today with no

significant problems. The KERS system and the DRS wing worked flawlessly and the car spent

enough time on the track for us to do some set-up work alongside the routine task list of pre-season

checks.”

Alan Permane’s technical programme notes:

- The focus of the programme was to accumulate mileage on the R31 and that went very well with

Robert covering 104 laps. This was important because we lost a lot of track time yesterday and we’ve

now completed a good amount of our system checks.

- Already we have been able to play with the set-up of the car and work on tuning the balance to

Robert’s liking. He completed both short and long runs throughout the day, which gives us some

useful data to evaluate this evening so that we can maximise our final day of testing tomorrow.

Did You Know?

Compared to its predecessor, the R31 has a longer wheelbase to help accommodate the

reintroduction of KERS.

Vitaly had the honour of giving the R31 its first run on track today as winter testing got underway in Valencia.

Driver: Vitaly Petrov

Chassis: R31-01

Fastest Lap: 1:16.351

Position: P8

Total laps: 28

What we learned today:

- Initial system checks were completed successfully

- The adjustable rear wing was monitored with a camera and pressure logging sensors, and it worked as expected.

- Temperatures across the car ran comfortably within limits.

Vitaly Petrov: "It's great to come back for the new season and try the R31 for the first time. It was not the perfect day because we had some mechanical problems and we lost a little bit of time, so we did not do many laps. But we did manage to check a lot of systems on the car, which was important for us and it looks like everything is working well. I tried KERS for the first time and it will take me a while to get used to it because it's clear the driver will be quite busy in the cockpit this year. I also tried out the Pirellis, but it was difficult for me to learn too much because we were not pushing too hard and we mostly did in and out laps."

Eric Boullier: "It's obviously exciting to be back at the track after a long winter and to see the R31 complete its first few laps. It's still very early days and the car did not run a lot today, so there was a little bit of frustration for Vitaly because he would have liked to get more miles under his belt. But this is to be expected at the first test, which is basically more of a shakedown for the car and the time to check reliability to make sure everything is working as we expected. For the remaining two days our focus will be on validating the systems and collecting data so that we can get down to performance work at the remaining tests."

James Allison: "Some mechanical niggles with the car meant that we spent more time in the garage today that we would have liked. As a consequence our day became more of a shakedown of all the new systems than an opportunity to explore performance. We learned that the car runs comfortably within our design temperature limits and we gained some useful running on both the new DCS rear wing and the KERS. The next days of testing should bring us a better idea of the performance of the car."

Alan Permane's technical programme notes:

- We had KERS fitted today and, although we did not run it a great deal the energy recovery and releasing was working fine.

- Another new aspect you have to assess with a new car is the cooling around the engine and gearbox, which is very tightly packaged on the R31.The checks we did today suggest everything is okay with this.

- Our running was limited today as we were held up with a brake line leak. Although it's a simple problem, it meant we had to remove the gearbox to solve the issue, costing us track time.

Did You Know?

- The R31 features a significant revision to the rear suspension, switching from a push rod system to pull rod operated torsion springs. This has allowed the team to make better use of the new diffuser rules.

After all the fanfare of our launch yesterday, the big moment finally arrived this morning as the R31 took to the track for the very first time.

These moments are always special for the team who have been so emotionally involved in the creation of our new baby. The R31 has been almost a year in the making and there was a great feeling of pride as she rolled out of the garage just after 10:00am this morning with Vitaly behind the wheel.

So far there has not been a massive amount of running – as is to be expected when you're working with a new car. Everybody is learning – the driver, the engineers and the mechanics. These early days are all about solving any teething problems before we get down to more performance-based work in the coming weeks.

Vitaly is in good spirits today and has big smile on his face. He's clearly enjoying getting used to his new toy. He was so excited when he got his first glimpse of the R31 late on Sunday night and proud to be the first man to take here for a spin. I'm sure you'd agree our new car looks absolutely stunning, especially the rear end, which is so neatly packaged. They say that if a car looks quick, then it usually is. And it sounds amazing too, thanks to our innovative exhaust system. It's quite distinctive and I'd say it's the best sounding car in the pit lane.