This week's Grapevine brings you information fresh from the paddock on: Renault Follow the Plan Toyota Build on Strength

Renault Follow the Plan

Looking back on the last couple of seasons, you could be forgiven for thinking that Renault would be pleased with the progress they have made - turning the car from the unexpected dog of 2001 into the most respectable midfield runner in 2002.

On the other hand, Flavio Briatore is not noted for his patience. The aberration that the 2001 season represents simply means the challenge has been put behind schedule: coming fourth amongst the constructors in 2002 represents a satisfactory return to form, but the idea was to be competing against both Williams and McLaren on a regular basis.

Having delivered the odd shot across McLaren's bows last season, the aim of beating them in 2003 appears to be a considerably smaller step than moving the car up from seventh to fourth in the last season. However, a quick look at the points scored illustrate the point: from seventh with ten points, last season would have seen fourth place go to a team with twelve points. They are harder to come by. That Renault actually scored 23 underlines how effectively they dominated the midfield. However, McLaren's third place came with 65 points (a position held by Williams with 80 the year before), around three times the Renault total.

So, taking another place is going to require - as a crude approximation - twice the step that was made last season.

It makes sense, then, that the team has an emphasis on being organised concerning how they approach the new season. The concepts behind this car were considered in June, and finalised in July, alongside the timescales for completing core development components and an upgrade path for getting them through testing. That testing is already under way with a hybrid chassis that comprises next year's engine, gearbox and rear suspension. Initial tyre work has set Michelin up with the data they need to provide the baseline rubber for testing in January: initial feedback indicates that the revised suspension is working as predicted with the tyres.

Coming along in the wind-tunnel, the new aerodynamic package is beginning to take shape. Which is ironic, as all the directions being considered will show the car with at least a superficial similarity to the current version! Bearing in mind the statements from McLaren and Williams that revolutionary steps forward are called for to catch Ferrari, and the massive changes Renault are putting into every other aspect of their design, it seems curious that the aerodynamics are only going to see an 'evolution'.

In fact, this is a result of redesigning the aero package from first principles to match the revised shape, and discovering that the optimal solution is relatively similar to the original shape - not entirely surprising, as neither the shape of the car, nor the ideals it is reaching for, is much different to last year. So, it is safer to evolve last year's aero package, including the lessons learned this year, onto the new shape, than to risk going for the extra half percent drag reduction, and discovering a flaw in the predicted 'optimum' solution.

Rather less information is available about advances to the electronics package - arguably the dark horse of Renault's return to form, and a key component of their anticipated success. In the paddock, there is considerable admiration for the launch control system: it has effectively been worth around two places in qualifying for each driver. Every team is looking to emulate the system, just to erode the Renault start advantage. Yet, apparently, there is more to come. The launch control is still not quite perfect, but Renault are anticipating that their work with Michelin to produce bespoke tyres will give them greater control over the launch characteristics.

As much to the point, during the race, traction control plays a key part in keeping the car on the road through corners, keeping down fuel consumption under heavy acceleration, and it has a significant effect on tyre wear. Needless to say, one of the targets of the new engine was to make it more sympathetic to the needs of traction control and the gearbox, which, broadly speaking, means it has a smoother power curve, and is very responsive to the throttle.

Renault don't think they'll be a direct match for the outright power of the BMW-Williams engine, or the aerodynamics of the McLaren-Mercedes. But the design is complete, and the work for next year is now about ironing out the kinks, refining every aspect, in search of a harmonious whole. It's not expected to be enough to take on Ferrari, but it might just give Williams and McLaren something to worry about.

Toyota Build on Strength

There is talk, voiced by Ove Andersson in particular, that Toyota's early success last year was, in fact, effectively a shot in their own foot. It raised expectations, which inevitably led to disappointment when the circus returned to Europe, and the other teams got in to their stride. Which is not to say, they wouldn't do it again if the opportunity presented itself. Looking back at the opening races, the team plainly identified the points were scored as a result of two key attributes: a reliable car, and a powerful engine.

The term 'reliable car' is a bit misleading: after all, reliability is a function of both testing and preparedness. Having launched last year's car early, and putting thousands of testing miles on it, the basic package was developed to a degree where it was expected to finish race distances. As much to the point, despite their inexperience of working together, the pit crews were very used to working on the cars, and repairing them on the road, from their testing experiences the year before. Over the last year, the mistakes made, and learned from, have forged the pit crew into a tighter, more effective unit.

The new engine is expected to open a few eyes too. BMW and Ferrari might still be vying for the most powerful unit in the game, but the new evolution Toyota V10 has practically closed the gap. Getting the power down continues to be an issue - the traction control is not as hot as the front runners' - and the packaging is not as good, considering the unit is around 10% larger (and heavier) than the Ferrari V10. But for all that, not only is it a good step forward, it is expected to be a better step than any of the other mid-field teams can boast.

After the last year of working with the car, the biggest weaknesses have been identified, and should be designed out of the new model. The early January launch will give the team the same opportunity to sort out the reliability ahead of the season opener, and the new engine should again offer a solid basis to compete.

However, something that Andersson has definitely identified correctly, is the weight of expectation from the fans, and the Toyota board. When all's said and done, if Toyota don't start the season with something approximating last year's success, they will really have shot themselves in the foot this time.