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KERS layout and functionality - charging and phase

Kinetic Energy Recovery Systems, or KERS, become optional for 2009. Such systems take waste energy from the car's braking process, store it and then reuse it to temporarily boost engine power. This and the following diagram show the typical placement of the main components at the base of the fuel tank, and illustrate the system's basic functionality - a charging phase and a boost phase. In the charging phase, kinetic energy from the rear brakes (1) is captured by an electric alternator/motor (2), controlled by a central processing unit (CPU) (3), which then charges the batteries (4).

In the boost phase, the electric alternator/motor gives the stored energy back to the engine in a continuous stream when the driver presses a boost button on the steering wheel. This energy equates to around 80 horsepower and may be used for up to 6.6 seconds per lap. The location of the main KERS components at the base of the fuel tank reduces fuel capacity (typically 90-100kg in 2008) by around 15kg, enough to influence race strategy, particularly at circuits where it was previously possible to run just one stop. The system also requires additional radiators to cool the batteries. Mechanical KERS, as opposed to the electrical KERS illustrated here, work on the same principle, but use a flywheel to store and re-use the waste energy

souce F1.com

New changes

"Ferrari have had to modify the exhaust exits on the side pods of the F60, as seen at its launch at Mugello earlier this month (left diagram). In testing the length of the tailpipes has already been reduced (right diagram). Under the original text of the 2009 technical regulations the Ferrari solution was legal. That changed following a later meeting of the Technical Working Group and FIA technical delegate Charlie Whiting, in which it was it was decided that exhaust tailpipes are considered part of the bodywork. With most aerodynamic appendages outlawed for 2009, the fear was that without the change teams may come up with tailpipe shapes designed specifically to have aerodynamic benefits. This has been seen (legally) on cars in the past - for example, the Ferrari F2003 GA had tall, thin tailpipes which acted as fins to better direct airflow towards the back of the car."

As part of the aero changes designed to allow cars to be able to follow each other more closely (and hence promote overtaking), the 2009 front wing is both lower (75mm instead of 150mm) and wider (1800mm instead of 1400mm). The wing also features a universal central section (500mm), which all teams' designs must comply with this season, and a flap section that can be adjusted by the driver twice a lap over a range of six degrees.

The regulation changes for 2009 are some of the most extensive ever introduced to Formula One racing and fall into three main areas - aerodynamics, KERS and tyres. Formulated with help from the Overtaking Working Group's (OWG) engineers, the new rules aim to (1) reduce the aerodynamic sensitivity of the cars to turbulence; (2) increase overtaking opportunities; and (3) slow the cars in the very quick corners. To compensate for the loss of downforce from the aerodynamic changes, slick tyres have been brought back for the first time since 1997 to boost mechanical grip. As a result of the changes the 2009 cars appear quite different to their predecessors, with the removal of the vast majority of bargeboards (now only allowed in a very small area - see red arrow), winglets, chimneys and cooling gills leading to much cleaner looking designs. Forthcoming Technical news articles will examine each of the key areas of change in detail.

In a bid to dramatically reduce downforce levels, the 2009 technical regulations have effectively outlawed the various fins and winglets that had become a familiar feature on the sidepods of Formula One cars in recent years. But they haven't stopped Ferrari creating these innovative rear-view mirror mountings. The F60's mirrors are in a similar position to those on its predecessor, despite the new car having shorter sidepods than the F2008. Their mountings attach to the lower section of bodywork, creating a vertical turning vane similar in concept to that introduced by BMW Sauber on their F1.08 last year, a concept which was subsequently copied by most teams, including Ferrari.

source F1.com

Mr. Nick Parker

My buddy Nick who is by far the most incredible photographer i have come to meet was getting his pimp on at the Status studios and lent me this pictures he took. there will be more to come for sure stay tuned

Renault experiencing setbacks?

Word on the streets is that the French based Renault F1 team is experiencing setback with the development of their R29 that was unveiled a week back. While winter testing they seem to not have their KERS or their aerodynamics up to par with other teams they are testing with. Fernando Alonso was set to be the slowest of the 4 teams testing. This may be a result of this aggressive drive style but still a disappointment to allot of Renault and Alonso fans. Me i personally cant stand his attitude but one can't argue with the mans driving skills. And on a side note I'm not a aerodynamic wizard by any means but that front end doesn't seem like it can create down force worth shit.

SHUT THE FUCK UP of the day

Some people have the fucking nerves to treat this little prick like he is gods gift to F1 racing. His new team principle Martin Whitmarsh was quoted as saying "Lewis Hamilton has the potential to match and even beat Michael Schumacher's record of seven world championships by the time he retires". Are you fucking kidding me? Michael Schumacher? This kid has proven to be a great driver no one is questioning that but to compare a drive who barely won his first F1 championship on the last corner of the last race of the season, come on people what has this world come to? I'm the first to give credit where credit is due but to make compartments to the greatest F1 drive to ever live is just ridiculous to me. Someone needs to tell Martin Whitmarsh to SHUT THE FUCK UP

Pictures of the day

A classic that will never be forgotten over time. The Sauber C9 was a group B monster that was introduced in 1987. In 1989 with Jean-Louis Schlesser behind the wheel they won all but one race all season including the 24 hours of Le Mans, where during qualifying they recorded a top speed of 247mph