Formula One Feature
The 2009 FIA Formula One World Championship
March 2009

Season 2009: What's Hot and What's Not..

The return of the FIA Formula One World Championship in 2009 brings with it a raft of significant changes across the board, from the sporting and technical regulations, the teams and driver line-ups all the way through to changes to the venues. Along with the intention of adding spice to the competition, the season is equally expected to be unpredictable, ensuring an exciting championship ahead for enthusiasts and the casual observer alike.

To give an idea as to what these changes are, we've given a snapshot of some of the changes expected for this season.

Regulation changes*
Tyres: After 10 championship seasons on grooved tyres, 2009 will see the return of slicks to Formula One, a decision to help increase the emphasis on mechanical rather than aerodynamic grip. Without grooves, grip levels are expected to increase by approximately 20 percent, in turn a significant performance gain. Notwithstanding, the gain in performance will be offset by vastly reduced downforce levels of the revised aerodynamic regulations enforced from 2009. This is likely to have an overall effect as performance is compromised through high-speed corners. Drivers will still have the choice of two dry tyre compounds and will still have to use both compounds during a race.

KERS: From 2009, the Formula One teams will have the choice of using KERS to help boost the car’s performance. Formula One’s energy conservation law, KERS or the Kinetic Energy Recovery System has been introduced to help recover the (normally wasted) kinetic energy generated by the car’s braking process.

This energy is stored using a mechanical flywheel or an electrical battery and is made available to the driver, in set amounts per lap via a ‘boost button’ on the steering wheel. Under the current regulations the power gain equates to around 80 horsepower, available for approximately 6.5 seconds per lap. This could be worth several tenths of a second in terms of lap time. However, the weight and packaging of the system will ultimately impact on the car’s weight and weight distribution.

Engines: To help boost reliability, the engine rev limits will be reduced from 19,000 to 18,000 rpm. Drivers are limited to eight engines per season with teams allowed an additional four for testing purposes. Should that quota be exceeded, an engine change will cost the driver a 10-place grid penalty (or a move to the back of the grid should the change be made after qualifying) for the round.

Aerodynamic: Along with the reintroduction of slick tyres, aerodynamic change is another major area of change from 2009. Dramatically reducing downforce, the cars look noticeably different. The bodywork will be subject to new dimensional regulations that effectively forbid items such as barge boards, winglets, turning vanes and chimneys on most areas of the car.

The revisions are also designed to increase overtaking by making the car less vulnerable to the “dirty air” or turbulence generated when following another driver at close range. The most visible changes are to the front and rear wings. The front wing becomes lower (75mm from 150mm) and wider (up from 1400 to 1800mm - the same width as the car) with driver-adjustable flaps. Drivers will be allowed to make two wing adjustments per lap, altering the wing angle over a six-degree range. The rear wing becomes taller (up 150mm to bring it level with the top of the engine cover) and narrower (750mm from 1000mm).

Testing: From 2009 onwards testing will be limited to a total of 15,000 kilometres though young driver training and promotional events do not count towards this tally. There will be no testing allowed during the race season (from the week prior to the first Grand Prix until 31 December).

Safety car: The pit lane will remain open throughout any safety-car period, allowing drivers to refuel without penalty. To ensure that drivers are not tempted to speed back to the pit lane, the FIA has introduced a new software system using GPS and the cars’ standard ECU that when the safety car is deployed, each driver is given a minimum ‘back to pit’ time based on his position on track. If he arrives in the pit lane before that time the driver will be penalised.

Related:
- The season that was 2008 and looking ahead to 2009
- The 2009 FIA Formula One World Championship Calendar