2009 Car Profiles

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Another thread with information for 2009. Here you can find the 2009 car profiles.

All information from F1Technical.

Ferrari F60

Active: 2009 - 2009
Team: Scuderia Ferrari SpA

Designers: Mario Almondo (Director of Operations), Aldo Costa (TD), and Gilles Simon (HE)
Drivers: Felipe Massa (3), Kimi Raikkonen (4)

The F60 is the fifty fifth single-seater built by Ferrari specifically to compete in the Formula 1 World Championship. The name of the car was chosen to celebrate the Scuderia's participation in all 60 editions of the Formula 1 World Championship since 1950 to date.

The project, which goes by the internal code name of 660, represents the Scuderia's interpretation of the regulations that come into force this year, which include very many new elements. As far as the aerodynamics are concerned, these modifications are the result of the work carried out by the OWG (Overtaking Working Group,) set up by the FIA in collaboration with the teams to produce a set of rules aimed at encouraging more overtaking on track: the front wing, which has a neutral central profile, common to all, is developed mainly on its side elements and is much wider than in the past: the bodywork can no longer carry the slotted apertures that had characterised the Ferrari cars over the past few years.

Other aerodynamic devices are also significantly reduced; the rear wing is higher and narrower than in the past; the diffuser has been moved rearward. The combination of changes naturally led the initial design phase down radically different routes when it came to the side pods and protection components: the apertures have been reduced in size and moved rearward, while the upper and rear elements are larger to aid the exit of air.

The new rules regarding aerodynamics have also led to modifications to the suspension, as these elements can no longer be enclosed to the same extent. The suspension system and the whole layout of the car have been redesigned in the light of the new rules in order to achieve the correct weight distribution.

The design also takes into account two other significant changes in the 2009 regulations: the possibility of using a kinetic energy recovery system (KERS) and the reintroduction of "slick" tyres. The KERS on the F60 was designed by Ferrari in collaboration with Magneti Marelli and is centrally mounted on the engine under the rear part of the chassis; its management has involved all departments of the Gestione Sportiva. The return to tyres with no grooves is another element which is down to the work of the OWG, as is the introduction of a flap on the front wing that can be adjusted by the driver when the car is moving.

The software for managing this tool, as well as for the KERS, was designed in Maranello. The transmission has been redesigned to optimise the aerodynamic efficiency of the car. The gearbox casing is again made in carbon and is still positioned longitudinally. The gearbox is fitted with a speed shifter. There is also a new braking system, with callipers designed by Brembo. Other important rule changes for this year stem from the work of FIA and FOTA (Formula One Teams Association) aimed at producing a significant reduction in the teams' operational costs.
As far as the engine is concerned, which retains its longitudinal mounting in the F60 and continues as a load bearing structure, the rules now state that a total of eight engines may be used over the 17 Grand Prix race weekends on the calendar.

Accordingly, the maximum permitted engine speed has been reduced to 18,000 rpm and the distance target for each unit is now around 2,500 kilometres. Furthermore, modifications have been made to the inlet trumpets, the position of the injectors and the configuration of the exhausts. The changes to the regulations mean that, on the reliability front, Shell has played a fundamental role in defining the lubricants for both the engine and gearbox.

As usual, the technical partners have played an important part right from the design and development stage of the entire car. Apart from the aforementioned Shell, a significant contribution has been made by the FIAT Research Centre, especially in the use of its simulation systems and by Brembo, in the development of the braking system. As usual, great attention has been paid to the management and optimisation of the materials used, at the design stage and through quality control, aimed at maximising performance while maintaining the highest possible levels of safety.

Specifications

Chassis: Carbon-fibre and honeycomb composite structure
Differential: Ferrari longitudinal gearbox, Limited-slip differential
Gearbox Semiautomatic sequential electronically controlled gearbox - quick shift; 7 gears + Reverse
Brakes: Brembo ventilated carbon-fibre disc brakes
Suspension: Independent suspension, push-rod activated torsion springs front and rear
Weight: (with water, lubricant and driver) 605 kg
Wheels: BBS Wheels (front and rear) 13"
Kers: Kinetic energy recovery system by Ferrari in cooperation with Magneti Marelli

Engine

Designation: Type 056
Configuration: Cilinder block in cast aluminium V8 90°
Number of valves: 32, pneumatically distributed
Displacement: 2398 cc
Piston bore: 98 mm
Weight: > 95 kg
Injection: Magneti Marelli digital electronic injection
Ignition: Magneti Marelli static electronic ignition
Fuel: Shell V-Power ULG-66L/2
Lubricant: Lubricant Shell

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McLaren MP4-24 Mercedes

Active: 2009 - 2009
Team: McLaren International Ltd

Drivers: Lewis Hamilton (1), Heikki Kovalainen (2)

Aerodynamics

This year’s aerodynamic regulations were framed by the FIA and the Overtaking Working Group (helmed by Vodafone McLaren Mercedes engineering director Paddy Lowe, Ferrari’s Rory Byrne and Renault’s Pat Symonds) which met throughout 2007 in order to address the issues affecting passing in Formula 1.

The OWG’s influence can be most clearly seen around the front wing, which has been widened, and the rear wing – which is now more compact. Other factors affecting aerodynamics include the banning of ancillary appendages, the addition of driver-adjustable front-wing flaps and a heavily revised diffuser.

KERS

The MP4-24’s KERS device has been developed in collaboration with McLaren and Mercedes-Benz HighPerformanceEngines, which has been developing and refining the system for almost two years. The device enables the car to recover energy under braking, store the energy for a lap and release it when the driver presses a button on the steering wheel.

With a fully optimised KERS device’s output capped at 400kJ (discharging 80bhp boost for 6.7s per lap), the development team’s primary focus has already shifted to further improving the unit’s integration within the chassis in order to minimise performance loss elsewhere within the package.

An optimised KERS package can be expected to deliver a 0.3-0.5s gain per lap.

MP4-24 specifications

Chassis: McLaren moulded carbon fibre/aluminium honeycomb composite incorporating front and side impact structures. Contains integral safety fuel cell
Front suspension: Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement
Rear suspension: Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement
Suspension dampers: Koni
Electronics: McLaren Electronic Systems control units incorporating electronics for chassis, engine and data acquisition. McLaren Electronic Systems also supplies the electronic dashboard, alternator voltage control, sensors, data analysis and telemetry systems
Bodywork: One-piece engine cover and sidepod covers. Separate floor section, structural nose with integral front wing
Tyres: Bridgestone Potenza
Radio: Kenwood
Race wheels: Enkei
Brake calipers: Akebono
Brake master cylinders: Akebono
Batteries: GS Yuasa Corporation
Steering: McLaren power-assisted
Instruments: McLaren Electronic Systems

Engine

Type: Mercedes-Benz FO 108W
Capacity: 2.4 litres
Cylinders: 8
Maximum rpm: 18,000 (FIA regulatory limit for 2009)
Bank angle: 90°
Piston bore maximum; 98mm (FIA regulation)
Number of valves: 32
Fuel: Mobil High Performance Unleaded (5.75% bio fuel)
Lubricants: Mobil 1 – for higher performance, lower friction and better wear resistance
Weight: 95kg (minimum FIA regulation weight)

Transmission

Gearbox: Seven forward and one reverse
Semi-auto: Yes
Driveshafts: McLaren
Clutch: Hand-operated

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Toyota TF109

Active: 2009 - 2009
Team: Toyota Motorsports GmbH

Drivers: Jarno Trulli (9), Timo Glock (10)
Team: Tadashi Yamashina (TP), Noritoshi Arai (TD), Pascal Vasselon (General Manager Chassis)

Panasonic Toyota Racing introduced their 2009 challenger, the TF109, on January 15 at their home base in Cologne. The car is a work that started in October 2007 and the team's aim is again high. Chairman and Team Principal Tadashi Yamashina states: "Our target this year is to fight to win the first race for Toyota in Formula 1."

It is obviously a departure from its predecessor because of striking changes in the technical regulations. As a result, previous spoon shaped front wings, angel wings and chimneys are gone, in favour or a lower and wider front wing and cleaner sidepods.

TF109 specifications

Monocoque construction: Moulded carbon fibre and honeycomb construction
Fuel tank: ATL safety cell
Suspension: Carbon fibre double wishbone arrangement, with carbon fibre trackrod and pushrod
Dampers: Penske
Wheels: BBS forged magnesium
Tyres: Bridgestone Potenza
Brakes: Toyota/Brembo callipers, Brembo master cylinders, Hitco material (carbon/carbon)
Steering: Toyota power-assisted steering. Toyota carbon fibre steering wheel with Toyota / Magneti Marelli instruments
Driver's seat: Carbon fibre
Restraints: Takata
HANS device: Hubbard-Downing
Electronics: Toyota, Magneti Marelli plus McLaren Electronics Systems ECU (as required by FIA rules)
Transmission: 7-speed unit plus reverse

Dimensions

Overall length: 4636 mm
Overall height: 950 mm
Overall width: 1800 mm
Overall weight: 605 kg including driver and camera

Engine

Designation: Toyota RVX-09
Configuration: 90° V8
Capacity: 2,398cc
Horsepower: Approximately 740bhp
Revolutions: Maximum 18,000rpm (as required by FIA rules)
Valve actuation: Pneumatic
Throttle actuation: Hydraulic
Spark Plugs: DENSO
Fuel: Esso
Lubricants: Esso

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Williams FW31 Toyota

Active: 2009 - 2009
Team: Williams F1

Drivers: Nico Rosberg (16), Kazuki Nakajima (17)
Team: Frank Williams (TP), Patrick Head (DE), Sam Michael (TD), Jon Tomlinson (CA), Rod Nelson (Chief operations engineer)

The Williams-Toyota FW31 is the first major clean-sheet car design for perhaps 30 years, driven by a wholesale change in Sporting and Technical Regulations. The new Sporting Regulations are intended to increase car reliability and further reduce costs, while the changes to the Technical Regulations have three objectives – reducing the role of aerodynamics in the car’s performance, making overtaking easier and keeping lap times in check. These changes have had significant implications both on the appearance of this season’s race car and in shifting its performance baseline.

Sam Michael reflected, “The changes in the aerodynamic regulations are the most profound and will have the most impact on lap time. There are many immediate visual changes, but also many smaller reductions around the car through new regulation wording and exclusion zones. Starting at the front, the front wing end plate design has changed as the interaction with the front tyre is completely different, and important to control. There are no longer large barge boards – although we managed to squeeze a small one in. The engine cover no longer has the traditional chimneys and louvers on top for cooling, and that has forced a higher and wider exit at the rear in order to provide an effective exit for hot air. Of course the re-introduction of slick tyres is another significant change as it has an influence on the overall dynamics of the race car. Finally, of course, the introduction of KERS is another aspect to the technical picture for the year ahead.”

Michael went on to explain how the changes in aerodynamic rules, which see a much reduced rear wing geometry and conversely, a considerably wider front wing profile, fw31 angle 1with the front wing flap angle adjustable by the driver in the cockpit, would be the competitive focus for all the teams for much of the year ahead. “Aerodynamics is likely to be the key to the first two thirds of the season ahead,” he said, while rating the change to slick tyres as another significant rule change for 2009. “Finding the optimum weight distribution to optimise tyre performance will also be a high priority going into 2009 and KERS will be the next contributor to race performance. “ Michael confirmed.

The introduction of Kinetic Energy Recovery Systems (KERS) in 2009 is not an obligatory element of the regulations, but may provide an opportunity for teams to gain competitive advantage. The amount of energy that can be recovered and used may increase in future regulations, but the level set for the technology’s introductory year, set against considerations of weight and reliability, make the initial advantages less than gains to be achieved through aerodynamics and mechanical dynamics.

Sam Michael contextualised this view, saying, “KERS in 2009 could be worth between 2/10ths and 3/10ths of a second per lap. However, once aero performance converges, KERS could start to become a greater performance differentiator and if the regulations give more scope to the technology, it could be worth anything up to a second a lap and it will be needed to win Grands Prix. The key decision for us with our system is to carefully balance the potential performance advantage with our ambition to improve an already strong reliability record from last season.”

Specifications

Chassis construction: Monocoque construction fabricated from carbon aramid epoxy and honeycomb composite structure, surpassing FIA impact and strength requirements
Front suspension: Carbon bre double wishbone arrangement, with composite toelink and pushrod activated springs and anti-roll bar
Rear suspension: Double wishbone and pushrod activated springs and anti-roll bar
Transmission: Williams F1 seven speed seamless sequential semi-automatic shift plus reverse gear in a aluminium maincase, gear selection electro-hydraulically actuated
Clutch: AP Carbon plate
Dampers: Williams F1
Wheels: RAYS forged magnesium
Tyres: Bridgestone Potenza, F 350mm wide, R 375mm wide
Brake system: 6 piston AP calipers all round, Carbon Industrie carbon discs and pads
Steering: Williams F1 power assisted rack and pinion
Fuel system: ATL Kevlar-reinforced rubber bladder
Electronic systems: MES
KERS: Williams Hybrid Power’s patented Magnetic Loaded Composite flywheel system
Cooling system: Marston oil, water, and gearbox radiators
Cockpit: Driver six point safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon fibre seat covered in Alcantara. Safety Devices extinguisher systems.

Dimensions

Weight: 605 kg with driver, camera and ballast
Wheelbase: 3100 mm
Length: 4800 mm
Height: 950 mm
Width: 1800 mm

Engine

Designation: Toyota 2.4L V8, 90° V angle, pneumatic valve train.
Fuel management and ignition systems: Toyota
Spark plugs: ND
Engine materials: include block and pistons in aluminium, crankshaft in steel billet, connecting rods in titanium

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ING Renault R29

Drivers: Fernando Alonso (7), Nelson Piquet Jr. (8)
Team: Bob Bell (TD), Pat Symonds (Director of engineering), Rob White (Deputy managing director - engine), Tim Densham (CD), Dirk De Beer (HA)

Following the ING Renault F1 Team’s improving performance in 2008, the new R29 is a development in design philosophy aimed at extracting maximum performance from the new aero regulations, slick Bridgestone tyres, and KERS system, whilst further developing the strong features of the R28.

With such radical rules coming into force, particularly with respect to aerodynamics, the team placed great emphasis on maximising the R29’s time in the wind tunnel, with aero development already underway by February 2008. CFD has also played a considerable role in the design of the car and has been particularly valuable in understanding the interaction of the aerodynamic package as a whole.

There has been a concerted effort to save as much weight as possible on the R29 to allow for the introduction of the KERS system. As a result, the design team has moved towards using alternative materials and construction methods, such as the carbon-titanium gearbox casing, increased use of MMC aluminium and magnesium.

Renault started the design work of the KERS system in 2007 in conjunction with Magnetti-Marelli. The system consists of a motor-generator, which is connected to the front of the engine (this charges the battery on braking and releases the energy under acceleration), a battery pack located in the chassis and a KERS control unit.

The front end of the car is dominated by the 2009 aero specification wide front wing which has a driver controlled adjustable incidence flap. This looks very different to previous years being much closer to the ground and has much greater influence on the air flow over the tyres due to its increased span. Great attention has therefore been paid to the end plates which have become much more critical devices than they have been in previous years. The front end also has a more radical front suspension layout with new geometry including inclined wishbones and higher monocoque in order to maximise the new slick tyres and improve aerodynamic efficiency.

The rear of the monocoque under the bodywork has changed considerably with the integration of the KERS system, which has taken a lot of effort to package neatly for the minimum weight. The introduction of this new technology has also influenced the car’s aero package with careful consideration paid to ensure sufficient cooling.

The bodywork appendages, such as winglets, flicks and chimneys have now largely disappeared with the 2009 aero regulations. The surfaces are therefore much simpler and more streamlined, although the R29 still incorporates the R28-type dorsal fin and flush exhaust exits seen on previous Renault F1 cars. The 2009 rear wing is narrower and higher and reverts back to the centrally-supported single pylon design first introduced on the R26.

The four-race gearbox has a brand new carbon-titanium main case to save weight, and an improved gearshift system developed on the R28, which has also reduced weight and improves performance. The R29 therefore shares little in common with its predecessor with much of the car designed from a clean sheet of paper. This is particularly true of the aerodynamic package where efforts in the past have concentrated on evolutionary design. The technical team has risen to the challenges of this shake-up in the rules and looks forward to seeing the results of their efforts on the racetrack when the R29 makes its debut this January.

Production timeline

08/01/2008 Wind tunnel work commences on R29 in Enstone
28/03/2008 Car specification first issue
31/03/2008 Gearbox design begun
11/04/2008 Rear suspension inboard parts defined
12/04/2008 Chassis design begun
02/05/2008 Gearbox production begun
20/06/2008 Location of KERS parts defined
23/06/2008 Front suspension geometry defined
24/06/2008 Chassis surfaces finalised by aero department
18/07/2008 Rear suspension geometry defined
27/08/2008 KERS battery pack prototype assembled
09/09/2008 Chassis manufacturing begun
17/09/2008 Gearbox machining begun
26/09/2008 Bodywork defined by aero department
12/11/2008 Car mock-up assembly begun
01/12/2008 Driver fits in first mock-up chassis
01/12/2008 Dyno test of gearbox internals in Viry
09/12/2008 Dyno test of gearbox with new case in Viry
12/12/2008 First chassis assembly completed
15/12/2008 First car build started (R29-01)
22/12/2008 First car fired up in workshop
29/12/2008 R&D testing of first car begun
05/01/2009 Final wind tunnel testing completed for first race package
07/01/2009 Driver fits in actual R29 chassis completed
14/01/2009 First straight-line running of R29
19/01/2009 First circuit test of R29 and official car revelation
18/03/2009 Cars leave for first race
29/03/2009 2009 Australian Grand Prix

Specifications

Chassis: Renault R29
Construction: Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27 V8 engine installed as a fully-stressed member.
Front suspension: Carbon fibre top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. MMC aluminium uprights and machined magnesium wheels.
Rear suspension: Carbon fibre top and bottom wishbones operating angled torsion bars and transverse-mounted damper units mounted on the top of the gearbox casing. MMC aluminium uprights and machined magnesium wheels.
Transmission: Seven-speed semi-automatic carbon-titanium gearbox with reverse gear. “Quickshift” system in operation to maximise speed of gearshifts.
Fuel system: Kevlar-reinforced rubber fuel cell by ATL.
KERS: Motor generator unit driving into front of engine with batteries as an energy store.
Cooling system: Separate oil and water radiators located in the car's sidepods and cooled using airflow from the car's forward motion
Electrical: MES-Microsoft Standard Electronic Control Unit / Magnetti-Marelli KERS control unit.
Braking system: Carbon discs and pads (Hitco); calipers and mastercylinders by AP Racing.
Cockpit: Removable driver’s seat made of anatomically formed carbon composite, with six-point harness seat belt. Steering wheel integrates gear change and clutch paddles, front flap adjuster and KERS energy release controls.

Car dimensions and weight

Front track: 1450 mm
Rear track: 1400 mm
Overall length: 4800 mm
Overall height: 950 mm
Overall width: 1800 mm
Overall weight: 605 kg, with driver, cameras and ballast

Engine

Designation: Renault RS27
Capacity: 2400 cc
Architecture: 90° V8, naturally aspirated
Weight: 95 kg
Max rpm: 18,000 rpm
Fuel: Total
Oil: Total
Battery: Renault F1 Team

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BMW Sauber F1.09

Drivers: Robert Kubica (5), Nick Heidfeld (6)
Team: Mario Theissen (BMW Motorsport director), Walter Riedl (Managing Director), Willy Rampf (Technical coordinator), Markus Duesmann (HP), Christoph Zimmermann (CD), Williams Toet (HA), Beat Zehnder (TM)

As 2009 sees arguably the most significant rewrite of the F1 technical rulebook in the history of the sport, the BMW Sauber F1.09 is practically a clean sheet design. Completely redefined aerodynamics, the return of slicks and the option of fitting KERS (Kinetic Energy Recovery System) technology have literally brought the teams back to the drawing board.

During the course of 2007, the OWG (Overtaking Working Group) set out a plan to ease overtaking and decided that the best way to do this was reduce downforce. In order to have an acceptable overtaking difficulty, a car's total downforce had to be reduced by 40%. As a result, the front wing has grown in width from 1400 mm to 1800 mm, making it as broad as the car as a whole. Conversely, the rear wing's width was reduced to 750 mm and its maximum height increased.

For Willy Rampf, the man responsible for the car's concept, and Walter Riedl, responsible for the development of the new car, this project has represented a memorable challenge. “Developing a new Formula One car is always exciting, but this time there was something even more special about it. We really were starting from scratch,” says Rampf.

The combination of the return of slicks with the possible use of KERS technology places particular importance on weight distribution. “First and foremost, the switch from grooved tyres to slicks means more grip, of course, but it also moves the balance of forces further forward: removing the grooves
gives the front tyres proportionally a greater contact area and more grip than the rear tyres,” explains Rampf. Consequently, more weight has to be shifted towards the front of the car and the aero balance adjusted likewise.

Compared to its competitors in the 2009 season, the BMW Sauber has fairly high sidepods that slope down towards the centre of the car. It is specifically shaped around the radiators to provide sufficient cooling for the engine, its ancilliaries and the KERS components. The sidepod still features small louvers close to the car's floor to form a hot air outlet, together with the rear end of the sidepod.

The nose and front wing are fairly similar to most other cars, except the the front wing's panels are held up with a fence, rather than a simple aluminium linkage.

Mechanically, the new car features a new front and rear suspension to make optimal use of the new slick tyres. Added to that, the gearbox casing - still produced in titanium - was revised but contains an almost identical internal component setup.

Rampf and Riedl further mentioned that they have put a lot of attention to the design of the front wing. The team carefully simulated several alternatives with its 'Albert3' supercomputer before deciding and optimising the best design. Because of the total reduction in downforce, they also admitted that the new car will run with maximum downforce at a lot more circuits than in 2008. When looking back on its initial development phase, most of the work appears to have gone into the aerodynamics, the optimisation of tyre usage and the integration of KERS.

Specifications

Chassis: carbon-fibre monocoque
Suspension: upper and lower wishbones (front and rear),
inboard springs and dampers, actuated by pushrods (Sachs Race Engineering)
Brakes: six-piston brake callipers (Brembo), carbon pads and discs (Brembo, Carbone Industrie)
Transmission: G1.09 7-speed 'quick-shift' gearbox designed to last 4 races, longitudinally mounted, carbon-fibre clutch
KERS: System with energy storage in batteries, BMW Sauber F1 Team
Chassis electronics: MES
Steering wheel: BMW Sauber F1 Team
Tyres: Bridgestone Potenza
Wheels: OZ

Dimensions

Length: 4690 mm
Width: 1800 mm
Height: 1000 mm
Track width, front: 1470 mm
Track width, rear: 1410 mm
Weight: 605 kg (incl. driver, tank empty)

Engine

Type: BMW P86/8, normally aspirated V8
Bank angle: 90 degrees
Displacement: 2,400 cc
Valves: four per cylinder
Valve train: pneumatic
Engine block: aluminium
Cylinder head: aluminium
Crankshaft: steel
Oil system: dry sump lubrication
Engine management: standard ECU (MES)
Spark plugs: NGK
Pistons: aluminium
Connecting rods: titanium
Dimensions:

• Length: 518 mm
• Width: 555 mm
• Height: 595 mm (overall)

Weight: 95 kg
Maximum engine speed: 18000 rpm

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Scuderia Toro Rosso STR4 Ferrari

Team: Franz Tost (TP), Giorgio Ascanelli (TD)
Drivers: Sebastien Bourdais (11), Sébastien Buemi (12)

For a third consecutive year, Scuderia Toro Rosso’s motive power comes from a Ferrari V8, basically the same as in 2008, as a result of the engine freeze. With new rules concerning how many engines can be used, a reduction in the maximum rev limit and the need to cope with the arrival of KERS, the engine engineers still had plenty to think about while preparing for the 2009 season.

Gilles Simon, Ferrari’s Head of Engine and Electronics explains the implications: "The work of the FIA and FOTA led to several measures aimed at reducing costs in F1 and on the engine front, each driver is now allowed eight engines per season, while the maximum rev limit has been reduced. The average life of an engine therefore goes from around 1,200 to 2,500 kilometres, but how the engines are managed over the course of a race weekend is entirely down to the teams themselves."

The STR4 is also fitted with a KERS system provided by Ferrari and developed in conjunction with Magnetti-Marelli. Running and maintaining it is up to Toro Rosso, although, one additional Ferrari engineer will work on KERS within the Toro Rosso team at the race tracks.

At the launch on 8 March at Circuit de Catalunya, technical director Giorgio Ascannelli added that their STR4 is completely different from the RB5, Red Bull's 2009 car that was the basis for the STR4. No one of the team tells it in as many words, but the cars are strikingly similar because both Red Bull sponsored teams source from 'Red Bull Engineering', their common technical team based in Milton Keynes. The Italian team at Faenza did however design the engine fittings, KERS locations etc as those are all very different from the Red Bull RB5 which is powered by a Renault engine. Franz Tost meanwhile underlined the team's ambitions.

Specifications

Chassis name: STR4
Chassis material: Composite monocoque structure
Bodywork material: Carbon fibre composite
Front Suspension: Upper and lower carbon wishbones, push rod, torsion BAR springs and anti roll bars
Rear Suspension: Upper and lower carbon wishbones, pull rod, torsion BAR springs and anti roll bars
Dampers: Sachs
Steering: Scuderia Toro Rosso
Calipers: Brembo
Pads and discs: Brembo
Cooling system (radiators, heat exchangers): Scuderia Toro Rosso
Cockpit instrumentation: Scuderia Toro Rosso
Seat belts: Willans
Steering wheel: Scuderia Toro Rosso
Driver’s seat: Carbon fibre constructtion, moulded to driver’s shape
Extinguisher system: Scuderia Toro Rosso/FEV
Wheels: Advanti Racing
Fuel cell: ATL
Overall Weight: >605 kg (including driver and camera)
Gearbox: Seven-speed hydraulic
Clutch: Sachs Triple-plate pull-type
KERS: Ferrari design in conjunction with Magneti-Marelli

Dimensions
Same as Red Bull


Engine

Type: Ferrari V8 Type 056
Configuration: Cylinder block in cast aluminium V8 90°
Number of valves: 32, pneumatically distributed
Displacement: 2398 cc
Piston bore: 98 mm
Weight: > 95 kg
Injection: Magneti Marelli digital electronic injection
Ignition: Magneti Marelli static electronic ignition

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Red Bull RB5 Renault

Designer: Adrian Newey (CTO), Geoff Willis (TD), Peter Prodromou (CA), Rob Marshall (CD)
Drivers: Mark Webber (14), Sebastian Vettel (15)

2009 offers a major challenge for Red Bull and its head of design Adrian Newey. The famous designer is known to excel in difficult situations such as a major shift of regulations. When he was at Williams, the cars were aerodynamic masterpieces, while at McLaren the competition was simply blown away as the team handled the reduced thread width much better.

This time around it's no different as the rules have changed more than they ever did in Newey's Formula One career. Part of this excellence is found in the rear suspension, which re-introduces the pull rod, contrary to all other teams' designs. This particular design choice allowed for the rear suspension components to be located low to the car's floor and to have the lowest sidepod rear end of all 2009 cars. To benefit from this sloped airflow, the rear wing endplates are also extended down to the car's floor, taking part in the diffuser's downforce generation.

The front end of the car is equally different from the competition. It features high edges on each side of the nose cone to structurally strengthen the front end while at the same time keep airflow under control under yaw. The underside of the nose is rounded, allowing for the lower wishbones of the front suspension to be as long as possible with obvious benefits for the suspension geometry.

The front wing focuses on high downforce generation just ahead of the front wheels. The steep moveable flaps create downforce on the wing's outer parts. The neutral central part on the other hand attempts to stabilise airflow in between the front wheels.

Adrian Newey, Chief Technology Officer: "The idea is that the centre of the front wing is most susceptible to disturbance and this solution makes the centre very neutral, while the tips of the wide span wing are heavily loaded with this design. The lack of appendages such as winglets, barge boards and so on causes a loss of downforce, but they don’t affect the fundamental behaviour of the car. However, the behaviour will be different, because of the front wing and the diffuser, which is now moved further back and is higher. Being alongside the rear wheels, instead of in front of them, it now works in a different way. The rear wing is narrower and higher, the aim being to reduce its effect on a following car. It’s a bit like a mushroom cloud, in that the narrower and taller you make it, the less effect it has behind it."

The engine side is however less interesting due to the compulsory freeze on engine development. The year however marks the third year of Red Bull Racing’s partnership with Renault. A new limit on the number of engines per season, a lower rev limit, the complication of KERS and different aero and bodywork parameters, all of these considerations have to be taken into account.

Fabrice Lom, Renault F1’s Technical Coordinator explained: "We have eight engines per driver to last through all 17 grands prix, including Friday practice, so penalties are only incurred once any driver uses a ninth engine. On average, therefore, an engine has to last around three grands prix plus the equivalent of one extra grand prix to cover Friday’s free practice sessions. However, there is no stipulation that the engine used on a Friday must then be used for the remaining two days, so one can juggle the engines around within the eight engine limit."

"We will see a significant drop in power from all the engines on the grid, because of the rev limit being lowered from 19,000 to 18,000rpm. As the engines were designed to run at 19,000rpm, we had our work cut out to ensure they worked as effectively as possible with a thousand fewer revs per minute."

"We are allowed to make modifications to the engine aimed at incorporating the arrival of KERS as this system changes the areas on the engine which are subject to vibrational stresses. We have carried out modifications allowed within the rules to guard against an engine breaking, simply because the car uses a KERS system. The usable rev range of the engine also needs to be different to adapt to KERS, to cope with the fact that inevitably, gear ratios will be too long for the power on offer from the engine when the energy stored by KERS is not being released. The system impacts on the engine in that it affects its driveability, but operationally at the racetrack, the management of the Renault-developed KERS is entirely in the hands of Red Bull Racing."

The introduction of slick tyres did pose an interesting study for the development team. It created a "substantial mismatch" with the front tyres too strong for the rears. Hence the weight distribution had to be moved forward quite a bit to preserve the rear tyres from wearing off too quickly.

Finally there is the KERS system. Red Bull opted not to run a KERS testing device in an interim car but instead waited for the '09 car. Then after some factory problems with its own development, Red Bull decided to work with Renault on the system to keep costs under control.

Geoffrey Willis, Technical Director: "While there have been some safety concerns in early testing by a few teams, fundamentally safe operation is dependent on good design and proper procedures. F1 has learned to deal safely with a lot of potentially dangerous systems – this is just a new technology to learn to deal with. The additional challenges for KERS are to minimise the detrimental effects to chassis performance resulting from the additional weight, compromised braking stability and increased cooling requirements. The teams will judge where and when to use KERS by balancing these chassis performance penalties with the obvious gains."

Specifications

Chassis: Composite monocoque structure, designed and built in-house, carrying the Renault V8 engine as fully stressed member
Transmission: Seven-speed gearbox which is longitudinally mounted with hydraulic system for power shift for power shift clutch operation AP
Wheels: OZ-Racing. Front: 12.7in x 13in, Rear: 13.4in x 13in
Tyres: Bridgestone
Front: Aluminium alloy uprights, carbon-composite double wishbone with torsion bar springs and anti-roll bars, multimatic dampers
Rear: Aluminium
Brakes: Brembo calipers, Brembo carbon discs and pads
Electronics: FIA (mesl) Standard Control Unit
Fuel: Total Group
KERS: Renault F1/Magneti Marell

Engine

Designation: Renault RS27
Number of cylinders: 90° V8
Capacity: 2400cc
Max rpm: 18,000rpm
Number of valves: 32
Engine construction: Cylinder block Incast Aluminium
Engine management: FIA (mesl) Standard Control unit TAG310B
Oil: Total Group
Weight: FIA minimum weight of 95kg

[Ste]

Force India F1 VJM02 Mercedes

Team: Vijay Mallya (TP), Simon Roberts (CEO), Mark Smith (Design Director), Andy Stevenson (Team Manager), James Key (TD), Ian Hall (Project Leader), Simon Phillips (HA)
Drivers: Adrian Sutil (20), Giancarlo Fisichella (21)

The VJM02 marks a complete change in design philosophy, not only due to the major regulation changes. Thanks to a new partnership with Mercedes as agreed in November 2008, Force India says goodbye to Ferrari as an engine supplier and instead will have the complete drivetrain delivered by McLaren and Mercedes - including engines, gearboxes, hydraulics and KERS.

The team has also changed internally. After Mike Gascoyne left the team for being too imposing, design director Mark Smith has taken up more responsibility. Mark re-joined Force India in November 2007 to lead design and production of the VJM02. Mark has taken responsibility for the day to day running of the Design Office and Research and Development. He was assisted by technical director James Key and a small team spear-headed by 2009 project leader Ian Hall.

The new team immediately faced a stiff challenge to get the car ready in time. Most of the development was condensed into 5 months, resulting in not taking part of most winter tests due to still being in the development phase. Mark Smith explained on 1 March at the launch: "When we confirmed the partnership on 10 November 2008 we had to adapt our plans fairly significantly. It's not just a case of getting the new parts and installing them; when we changed the gearbox, it had slightly different suspension mountings and when we changed the rear suspension there was a necessary change on the front."

"Normally you would have started in August, so we have had to compress everything into five months. Everyone has really worked hard to make it work and we've got a potentially better package, so the change has been a positive rather than a negative."

The eventual car, despite its short development cycle, displayed several interesting bits during the first tests. The sidepods were shaped as tightly as possible, while most other teams tried to make the surface as smooth as they could. Just as with McLaren, the exhausts are located fairly backwards and point straight to the rear wing end plates. Having them located a bit higher above the sidepod surface immediately resolved the heat problems that several other teams had trouble coping with.

The front of the car draws immediate attention because of its high nose, in fact it's the highest of the 2009 field, yet it follows a trend to move away from the low noses that were developed in the years before. Also because of the higher nose cone, the front suspension has been redesigned with the steering arm not aligning the upper wishbone. The team is not the only one to have taken that route as it allows for the suspension and steering components to be located a bit lower inside the nose.

All in all, the new car was introduced with high aims. Team principal Vijay Mallya declared at the first test that there would have to be regular points finishes.

The VJM02 made its the track debut on 1 March at Jerez and despite some small problems ran reliably during its first public test.

Specifications

Chassis: Carbon fibre composite monocoque with Zylon legality side anti-intrusion panels.
Front suspension: Aluminium MMC uprights with carbon fibre composite wishbones, trackrod and pushrod. Inboard chassis mounted torsion springs, dampers and anti-roll bar assembly.
Rear suspension: Aluminium MMC uprights with carbon fibre composite wishbones, trackrod and pushrod. Inboard gearbox mounted torsion springs, dampers and anti-roll bar assembly.
Wheels: Forged wheels to Force India specification
Dampers: Penske

Dimensions

Wheel base: 3200mm
Front track: 1480mm
Rear track: 1420mm
Overall height: 950mm
Overall length: 4900mm
Overall weight: 605kg (with driver, by regulations)

Engine

Type: Mercedes-Benz FO 108W
Capacity: 2.4 litres
Cylinder configuration: 90° V8
Maximum rpm: 18,000 (FIA regulatory limit for 2009)
Piston bore maximum:; 98mm (FIA regulation)
Number of valves: 32
Fuel: Mobil High Performance Unleaded (5.75% bio fuel)
Lubricants: Mobil 1 – for higher performance, lower friction and better wear resistance
Weight: 95kg (minimum FIA regulation weight)
Weight: 95 kg
Maximum engine speed: 18000 rpm

Transmission

Gearbox: Semi-automatic, 7 forward and one reverse
Driveshafts: McLaren
Clutch: Hand-operated

[Jonny]

Cheers mate!!

[vagos]

VERY NICE POST THANKS M8

[Nova]

F1 technical.net is a great site..lot of good articles on the tech side..

[thanasis67]

Nice post... Thanks !!!

[Nic79]

man i hate the design of the new cars the wing looks funny, does anybody else think so?

[jkwaggener]

man i hate the design of the new cars the wing looks funny, does anybody else think so?

I really like the Ferrari, the ...ahem...McMowers (please forgive me God), and the BMW's looks. The Renault and Toyota however look like my dogs excrement (in other words....less than appealing)!

[pami x]

fantastic technical info on the cars thanks

[conquydo07]

I want to know Dimensions of Ferrari F60, Mc Laren Mecerdes MP4-24.

Please help me !!!

Thanks

[jkwaggener]

I want to know Dimensions of Ferrari F60, Mc Laren Mecerdes MP4-24.

Please help me !!!

Thanks

Copied from above:

Dimensions

Length: 4690 mm
Width: 1800 mm
Height: 1000 mm
Track width, front: 1470 mm
Track width, rear: 1410 mm
Weight: 605 kg (incl. driver, tank empty)

[conquydo07]

Copied from above:
Dimensions

Length: 4690 mm
Width: 1800 mm
Height: 1000 mm
Track width, front: 1470 mm
Track width, rear: 1410 mm
Weight: 605 kg (incl. driver, tank empty)

Is above Dimensions of Ferrari F60 , McLaren MP4-24 and BMW Sauber F1.09 ???

I don't think all same .

Please help me ???

[kidracr29]

awesome tech information

[Ste]

Is above Dimensions of Ferrari F60 , McLaren MP4-24 and BMW Sauber F1.09 ???

I don't think all same .

Please help me ???

Why don't you just read the posts above? They contain all of the dimensions for each car.

[Ste]

Brawn BGP001 Mercedes

Designer: Ross Brawn (TP), Nick Fry (CEO), Jorg Zander (DTD), Loïc Bigois (HA)
Drivers: Jenson Button (22), Rubens Barrichello (23)

Despite its very late arrival in the testing scene, the BGP001 immediately proved quick and reliable. In all the winter tests that Brawn GP came in action they dominated the field and showed strong and consistent pace both in short as well as in longer runs.

The new car was initially developed by Honda Racing F1 under the lead of Ross Brawn. Brawn signed up for the team after leaving Ferrari in the hope to get Honda back to the forefront, rather than running completely at the back. Hence development started early on and 2008 development was marginal compared to the 2009 effort.

When Honda then decided to leave F1, the car was mostly done but the team could keep on working on Honda's costs until Brawn eventually took over. By that time, a deal with Mercedes was done for the engines. A gearbox was also offered but the team decided to continue with its in-house carbon fibre cased solution.

As it appeared in testing, it immediately looked well developed and it quickly proved fast and reliable. After the first test, the team was delighted with the performance and the reliability of the track, probably helped by the fact that the team initially didn't plan a KERS system. While Honda had developed a flywheel solution in cooperation with Flybrid, Brawn GP does not have plans to run it in the BGP 001. The solution was however track-tested and is reported to be an all-mechanic solution fixed on the frontal side of the engine.

The first Brawn GP car features an interesting front wing with a decked element and a double endplate. The latter is a combination of 2 parallel panels to efficiently direct air away from the front wheels while also complying with the minimum surface regulations in this area. The wing is attached to a very low and wide nose cone that helps to keep the centre of gravity low - as ballast fitted in the nose will be lower to the ground.

To help airflow from the front wing and in between the front wheels, the steering arm of the front suspension has been positioned in line with the lower frontal wishbone. This particular design again adds for a lower centre of gravity as the steering components can all be lowered.

Ahead of the splitter is another interesting solution which was also tested by Williams. There, an upward curved panel is fixed to catch air and push it up, generating downforce in the process. Because of its similarities in function, this element is already called the 'snow plough'. All airflow under the horizontal splitter goes under the car and ends up creating downforce in the rear diffuser.

The sidepods on their behalf are tightly designed with small air inlets and a heavy undercut to reduce drag. No doubt the decision to not run KERS will have helped the engineers to push a little further as the car will have a lower need for cooling or electronic ancillaries.

Finally the car's rear end is marked by a more conventional rear wing. Low to the ground, the diffuser sports a closed and curved section in the middle, exploiting a loophole in the regulations which allows - or so was the intention - only straight, vertical elements to guide the airflow coming from under the car's floor.

Specifications

Chassis construction: Moulded carbon fibre and honeycomb composite structure
Suspension: Wishbone and pushrod activated torsion springs and rockers
Dampers: Sachs
Wheels: BBS forged magnesium
Tyres: Bridgestone Potenza
Brakes: Brembo calipers
Brake discs/pads: Carbon/Carbon
Steering: Power assisted rack and pinion
Steering wheel: Carbon fibre construction
Electronics: FIA standard ECU and FIA homologated electronic and electrical system

Dimensions

Overall length: 4700mm
Overall height: 950mm
Overall width: 1800mm

Engine

Type: Mercedes-Benz FO 108W
Capacity: 2.4 litres
Cylinder configuration: 90° V8
Maximum rpm: 18,000 (FIA regulatory limit for 2009)
Piston bore maximum:; 98mm (FIA regulation)
Number of valves: 32
Fuel: Mobil High Performance Unleaded (5.75% bio fuel)
Lubricants: Mobil 1 – for higher performance, lower friction and better wear resistance
Weight: 95kg (minimum FIA regulation weight)

Transmission

Gearbox: Seven speed unit with carbon composite maincase
Gear selection: Sequential, semi-automatic, hydraulic activation
Clutch: Carbon plate

[Ste]

I've added above:

• Red Bull
• Toro Rosso
• Force India

and Brawn GP at the bottom. Above this post.