With the 2009 regulations bringing so many changes, teams are inevitably investigating every avenue in a bid to find potentially beneficial loopholes. Williams have utilised this area immediately surrounding the cockpit - an area unrestricted by most bodywork regulations - to add new vertical fins,...

The RB5 is one of the most innovative and radical cars of 2009. The chassis is V-shaped (1) on top, improving the management of airflow towards the rear of the car. Both the chassis and suspension are higher than on the previous RB4, as is the position of the driver's feet. The two central pillars...

The RB5 brings pull-rod rear suspension back to Formula One for the first time in over 20 years. With the diffuser moving rearwards under the revised 2009 regulations, the pull-rod layout (2) - where the suspension rockers are pulled rather than pushed by the rod - allows for cleaner aero packaging...

Despite the restrictive aerodynamic rules for 2009, teams have adopted various approaches to the front ends of their cars. The major design difficulties to overcome have been the standardised central section of the front wing and the wing's lower position, which together risk making the nose very...

BMW Sauber launched the F1.09 with almost exactly the same front-aero package that they ran on their interim car at the end of last year. The front wing features quite a simple main profile with two flaps (the second is adjustable), large middle endplates and large box-like outer endplates, the...

Like engine suppliers Toyota's, Williams' interpretation of the revised diffuser regulations is highly innovative. Much of the diffuser's central section is actually lower than the outer sections. However, clever shaping of the rear crash structure immediately below the rear light effectively...

Toyota's diffuser makes a very interesting interpretation of the revised 2009 rules (and one that has already prompted speculation regarding its legality). By exploiting regulations that allow extra bodywork within a 150mm zone in the centre of the car, the team appear to have cleverly shaped the...

McLaren, Ferrari, Renault and BMW Sauber have all made very literal interpretations of the revised 2009 rules regarding the rear diffuser. All of the channels are the same height and length, with no difference in height between the main central section and the side channels. This contrasts with the...

As part of the package of aero changes designed to reduce downforce for 2009, the diffuser has undergone quite complex modifications. Moves to create a more standardised shape have removed the difference in height between the central and two outer sections and all three channels are now taller -...

From overhead, the clearest difference between the 2008 and 2009 designs is the increased width of the front wing, now as wide as the car itself at 1800mm. Gone are the fairings on the front suspension pick-up points (where the suspension attaches to the chassis) and the use of turning vanes is now...

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...

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'...

Even though the dimensions of the front wing's central section are now standardised, the teams have devised a variety of solutions for the rest of the wing. The shape of the nosecone is now more significant, as the designers search for ways to claw back the downforce lost under the 2009 rules....

The MP4-24's lower and wider 2009 front wing has modified the airflow around the car. During testing in Portugal the McLaren featured an evolution of the rim fairings tested by the team last year, designed to take best advantage of the change. Whereas before the front wing endplate channelled...

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...

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...

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...

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...