Renault F1 R.S. 20

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Serrated floor leading edge - High res

[djos]

Chassis clearly still needs a lot of work, the McLaren’s are making much better use of the Renault PU.

[JordanMugen]

Chassis clearly still needs a lot of work, the McLaren’s are making much better use of the Renault PU.

Which parts of the lap is the Renault car deficient to the McLaren car?

Unfortunately I don't have the technical ability to extract the data from the TV telemetry and make the data overlays.

[101FlyingDutchman]

I haven’t seen it. Ricciardo was matching the MCL35 during most of the weekend until it fell apart in q3 with the yellow flag. The car has the pace

[Mclarensenna]

I haven’t seen it. Ricciardo was matching the MCL35 during most of the weekend until it fell apart in q3 with the yellow flag. The car has the pace

Ocon is no slouch. In 2018 the last time in Austria he outqualified his team mate Perez. yet he qualified nowhere .6 seconds off the pace of Ric in Q2.

Ocon here is baffled at the huge gap to Ric saying he made a clean lap.
So yes if you use Ocon as a benchmark the Renault is well behind Racing point especially and Mclaren in Qualifying pace.

Based on this i would assume Ric was just so much faster he made the Renault look much quicker than it was as it did not look like a Q3 capable car on pace alone.

But Renault has definately made a positive step form last year as Austria was 1 of their worst tracks.
It's a shame Rics engine overheated as he was looking quite strong in the race, stronger than Vettels Ferrari but being held up as it was a difficult to overtake. Lets see what happens on the rematch this weekend.

[Morteza]

In addition to the new front wing design and bargeboard additions, Renault F1
brought in Austria a new diffuser, with an additional cut in the upper flap (compare yellow arrows) and an different shape (see red arrows).

[Morteza]

Some comparison shots between old and new parts brought to Austria (via F1i.com)

[selvam_e2002]

could some one please let me know if they have any update for this week.

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1/5
The center-line cooling system layout is possibly one of Renault's Achilles' heels, not only in terms of reliability but also in terms of chassis performance. (It's just a theory) 
When one retains a concept for so long -and Enstone likes to keep the same concepts 20 seasons in a row, one can stagnate and lose ground at that area.
https://i.imgur.com/2b7WxQy.jpg
The Renault center-line cooling system (let's call it CCS) is pretty unique in the paddock. Viry made very laudable and useful efforts to lower/flatten and miniaturize the engine's intake plenum in 2018 and 2019 so that the Enstone guys can put the CCS behind the driver and above the engine... it's a cool layout and it's good for weight distribution since all that weight is placed close to the 'center' of the car...
But what about the center of gravity? Bob Bel admitted in 2018 that this system raises the CoG but he said that the aerodynamic gains it brings (thanks to narrower sidepods), compensate for that... but is it still the case? 
What about drag? is this system good for aero and especially for the rear wing? It requires that very large 'air box'/roll hoop.

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2/5
A complementary theory: Renault is stuck with this concept because they didn't ditch/develop it in time: in 2019, and the current reliability problems are possibly due to Renault's attempts to reduce the weight or the size of this system as much as possible. But maybe they went a bit too far.
 
And why no one uses this concept, even RB (2018) and Mclaren, despite all that vertical empty space that the Renault engine design offers/offered to them? Every team that uses a 'CCS' preferred a narrow and a long CCS placed 'behind' the engine and more vertically. MCL in 2019 and RB in 2018 used this free space to pass air ducts to their CCS or the compressor*. 
Mclaren in 2018 didn't use this space... because they've virtually kept the 'same' 2017 car/concept (mcl 2018 / Renault 2019= same story) but opted to put all the cooling in the sidepods.
2018:

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3/5
The Renault CCS is placed in a more 'horizontal' position because the space in there isnt unlimited, and to compensate the reduced frontal area, due to this closed angle, they make it wider... hence the distinctively thick roll-hoop, at the front, center and rear.
The other CCS form relatively thin and long triangles or rectangles, the Renault one is a wide trapeze.
Obviously the Renault monocoque has been designed 'around' the system. That's why the roll hoop is very wide and sports that big intake below the engine (and gear box cooling) intake.
 

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4/5
This could explain why Renault often uses a big rear wing. Maybe this thick 'air-box' takes-up a big amount of the RW air... could also partly explain the lack of DF efficiency (compared to MCL in 2019) and the less favorable DF/drag ratio.

*The 2020 Mclaren also features an additional air intake just behind the driver's head (James Key seems to appreciate this kind of stuff). But, unlike Renault, they use that inlet to feed the turbo/engine (turbo airbox in purple) and they use the upper inlets to to feed their CCS. It's the other way around.
And it provides thinner roll hoops, maybe at the expense of weight distribution, but not necessarily. If the car has enough ballast, it has no negative effect. 
 

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5/5
https://b.radikal.ru/b29/2002/f4/2f793d11d9a7.jpg
 
This year Renault has changed the sidepod shape and philosophy that they kept 4 seasons. But they only changed the bodywork, not the sidepod cooler shapes or angles. And thanks to this redesigned sidepods, especially the undercut, they freed up more space for a different cooling layout for the future IMO. 
But because of the freezing, they are maybe stuck with this 3 year old monocoque design.. maybe...

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Nice pic. Comparing the effects of different FW AoA levels on the rest of the car

[ScrewCaptain27]

There is a small flick-up on the side of the HALO.

Pic by motorsport.com