![]() ![]() Race preparation luxury of an exclusive, though chilly, Donington test day. To experience 1990 Formula Renault MOTOR SPORT was allowed the supreme These are greedily consumed at £125 apiece. I enquired as to the cost of the mandatory Firestone tyres and was told they account for approximately £85 each, a distinct advantage over the R5 turbo series Michelin slicks. ![]() Under such ex-VAT valuations a complete rolling chassis is constrained to £12,000 whilst the Renault engine and 5-speed transaxle are limited to £3,900 (the R25 gearbox accounts for just £530). These are a £10,000 Renault car and a Formula 3000 test day devoted to the top three in the 1990 Championship points.Ī feature of the formula is the “maximum selling price” regulation (a worthy thought from short circuit oval racing) to establish a value for major components. ![]() Additionally there are pole position and concours cash incentives, clothing (overalls and rally jackets) vouchers, plus the grand end of season awards. These direct prize and start monies amount to £82,000 alone, so the £100,000 prize money quote is conservative. ![]() He reported “Over 70 engines have already been ordered, more than 50 cars are in the course of construction and Robert Fearnall at Two Four Sports, Donington, will have discussions with the BARC about the possibilities of running qualifying races, for there seems littleĭoubt that we have more than 45 competitors turning up at each round.”Ĭompetitors are lured by the promise of sharing in £3500, awarded from 1st (£600) to 20th (£50) place in each of the sensibly contained 12 qualifying rounds every successful qualifier for a championship race grid receives £100. He is dealing with a success even before the first race (25th March, Thruxton) is staged. Renault UK liaison man for Formula Renault in 1990, Tim Jackson, knows that This in a formula that features the wings and slick tyres that drivers must experience if they are to graduate to Formula 3, and beyond. Grids should be overflowing with rivals, stimulated by the thought of predicted satellite TV coverage, sharply increased media interest. Renault 1989 Champion Neil Riddiford, and those arch Formula Ford pacesetters at Van Diemen, will be back to face revitalised opposition in 1990. The races were poorly supported and an alert 25 year old living on Silverstone’s back doorstep (Tingewick) mopped up the series with ease in a Vanĭiemen. The initial 1989 UK progress of the latest racing category to fight for public and media attention in our ridiculously crowded racing calendar was not encouraging. The 1989 season saw Renault ditch the turbocharged R18 engine and monocoque chassis in favour of the current Chamade fuel injection 1.7 litre within the cheaper charms of a tubular space frame. I soon learned that the category has changed in every important respect since that memorable 1979 session with Prost at Paul Ricard. MOTOR SPORT was privileged to drive Prost’s winning Renault-powered Formula 3 Martini a season after his Form ule Renault domination, and the emerging Champion was duly complimentary about the part played by the Renault formula in his burgeoning career. It was an evening for 200 guests (selected from suppliers to potential participants) proclaiming the advantages of a category that can claim triple World Champion Alain Prost amongst its more successful graduates. BEFORE I heard about the £100,000 prize and bonus fund, I was interested enough in the professional promotion behind the importation of single-seater Formula Renault to attend the Williams Engineering museum presentation. ![]()
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