FW31 TECHNICAL SPECIFICATION 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 ...
FW31 TECHNICAL SPECIFICATION
Monocoque construction fabricated from carbon aramid epoxy and honeycomb composite structure, surpassing FIA impact and strength requirements
Carbon bre double wishbone arrangement, with composite toelink and pushrod activated springs and anti-roll bar
Double wishbone and pushrod activated springs and anti-roll bar
Williams F1 seven speed seamless sequential semi-automatic shift plus reverse gear in a aluminium maincase, gear selection electro-hydraulically actuated
AP Carbon plate
RAYS forged magnesium
Bridgestone Potenza, F 350mm wide, R 375mm wide
6 piston AP calipers all round, Carbon Industrie carbon discs and pads
Williams F1 power assisted rack and pinion
ATL Kevlar-reinforced rubber bladder
Williams Hybrid Power's patented Magnetic Loaded Composite
Marston oil, water, and gearbox radiators
Driver six point safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon bre seat covered in Alcantara. Safety Devices extinguisher systems
Toyota 2.4L V8, 900 V angle, pneumatic valve train. Fuel management and ignition systems by Toyota spark plugs by ND. Engine materials include block and pistons in aluminium, crankshaft in steel billet, connecting rods in titanium
Dimensions & weight
Weight 605kg with driver, camera and ballast
Wheelbase: 3100mm / Length: 4800mm / Height: 950mm / Width: 1800mm
Kinetic Energy Recovery Systems (KERS)
From 2009 teams have the option of employing a KERS to boost their car's performance. As its name implies, a KERS recovers the (normally wasted) kinetic energy generated by the car's braking process. This energy is stored using a mechanical electrical battery and then 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 around seven seconds per lap. This could be worth several tenths of a second in terms of lap time, but the weight and packaging of the system -- and its impact on the car's weight distribution -- also have to be taken into account.
Along with slick tyres, this is the biggest area of change for 2009. Downforce will be dramatically reduced and the cars' bodywork will appear much cleaner, thanks to new dimensional regulations that eectively outlaw extraneous items such as barge boards, winglets, turning vanes and chimneys.
As well as reducing overall aero performance, the revisions are also designed to increase overtaking by making the car less susceptible to turbulence when closely following another driver. The most obvious 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 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) . Also at the back of the car, the diuser has been moved rearwards, its leading edge now level with (rather than ahead of) the rear-wheel axle line. In addition, the diuser has been made longer and higher, all changes that will reduce its ability to generate downforce.
In a move designed to boost reliability still further, rev limits will be cut from 19,000 to 18,000 rpm and drivers must now use the same 2.4-litre V8 engine for three, rather than two, consecutive events. Teams will be limited to 20 engines per season -- eight for each race driver and an additional four for testing.
After 11 seasons on grooved tyres, Formula One racing returns to slicks in 2009, as part of moves to increase the emphasis on mechanical rather than aerodynamic grip. With no grooves, grip will increase by around 20 percent, bringing a signicant performance gain. However, that gain will be oset by the vastly reduced downforce levels of the revised aerodynamic regulations (see below). The overall eect should be reduced performance 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.
From 2009 onwards testing is not allowed during the race season.