FIA Formula One World Drivers Champions 1950 - 2008
Lewis Hamilton 2008
Kimi Räikkönen 2007
Fernando Alonso 2005-2006
Michael Schumacher 1994-1995, 2000-2004
Mika Hakkinen 1998-1999
Jacques Villeneuve 1997
Damon Hill 1996
Alain Prost 1985-1986, 1989, 1993
Nigel Mansell 1992
Ayrton Senna 1988, 1990-1991
Nelson Piquet 1981, 1983, 1987
Niki Lauda 1975, 1977, 1984
Keke Rosberg 1982
Alan Jones 1980
Jody Scheckter 1979
Mario Andretti 1978
James Hunt 1976
Emerson Fittipaldi 1972, 1974
Jackie Stewart 1969, 1971, 1973
Jochen Rindt 1970
Graham Hill 1962, 1968
Denny Hulme 1967
Jack Brabham 1959-1960, 1966
Jim Clark 1963, 1965
John Surtees 1964
Phil Hill 1961
Mike Hawthorn 1958
Juan Manuel Fangio 1951, 1954-1957
Alberto Ascari 1952-1953
Nino Farina 1950
Monday 16 February 2009
2009 season changes
2009 season changes
A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2009 Formula One season. In the case of the Sporting Regulations, the primary aims are increased reliability and further cost reductions. In the case of the technical changes, there are three main objectives - reducing the role of aerodynamics in the cars’ performance; making overtaking easier; and keeping lap times in check.TyresAfter 10 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 significant performance gain. However, that gain will be offset by the vastly reduced downforce levels of the revised aerodynamic regulations (see below). The overall effect 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.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 flywheel or an 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 just under 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.EnginesIn a move designed to boost reliability still further, rev limits will be cut from 19,000 to 18,000 rpm. Drivers will be limited to eight engines per season, with each team allowed an additional four engines for testing. Once a driver has used up his eight-engine allocation, any engine change will incur a 10-place grid penalty (or a move to the back of the grid if made after qualifying) for the event at which the change is made. Just one team - Renault - has been allowed to make performance modifications to their engine for 2009 in order to help equalise power outputs.AerodynamicsAlong 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 effectively outlaw extraneous items such as barge boards, winglets, turning vanes and chimneys on most areas of the car.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 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).Also at the back of the car, the diffuser has been moved rearwards, its leading edge now level with (rather than ahead of) the rear-wheel axle line. In addition, the diffuser has been made longer and higher, all changes that will reduce its ability to generate downforce.TestingFrom 2009 onwards testing is not allowed during the race season (from the week prior to the first Grand Prix until December 31) and is limited to 15,000 kilometres.Safety car The pit lane will now remain open throughout any safety-car period, allowing drivers to refuel without penalty. However, to ensure that drivers are not tempted to speed back to the pit lane, a new software system which employs GPS and the cars’ standard ECU has been introduced. 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 he will be penalised.
A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2009 Formula One season. In the case of the Sporting Regulations, the primary aims are increased reliability and further cost reductions. In the case of the technical changes, there are three main objectives - reducing the role of aerodynamics in the cars’ performance; making overtaking easier; and keeping lap times in check.TyresAfter 10 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 significant performance gain. However, that gain will be offset by the vastly reduced downforce levels of the revised aerodynamic regulations (see below). The overall effect 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.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 flywheel or an 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 just under 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.EnginesIn a move designed to boost reliability still further, rev limits will be cut from 19,000 to 18,000 rpm. Drivers will be limited to eight engines per season, with each team allowed an additional four engines for testing. Once a driver has used up his eight-engine allocation, any engine change will incur a 10-place grid penalty (or a move to the back of the grid if made after qualifying) for the event at which the change is made. Just one team - Renault - has been allowed to make performance modifications to their engine for 2009 in order to help equalise power outputs.AerodynamicsAlong 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 effectively outlaw extraneous items such as barge boards, winglets, turning vanes and chimneys on most areas of the car.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 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).Also at the back of the car, the diffuser has been moved rearwards, its leading edge now level with (rather than ahead of) the rear-wheel axle line. In addition, the diffuser has been made longer and higher, all changes that will reduce its ability to generate downforce.TestingFrom 2009 onwards testing is not allowed during the race season (from the week prior to the first Grand Prix until December 31) and is limited to 15,000 kilometres.Safety car The pit lane will now remain open throughout any safety-car period, allowing drivers to refuel without penalty. However, to ensure that drivers are not tempted to speed back to the pit lane, a new software system which employs GPS and the cars’ standard ECU has been introduced. 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 he will be penalised.
Mark Hughes dissects the Red Bull RB5
Bernie, Merc keen to assist Honda
Testing week in pictures
Renault sponsor ING to pull out of F1
Renault sponsor ING to pull out of F1
Renault’s main sponsor ING not extending deal with team and ending all its other F1 involvement at end of 2009.
Renault’s main sponsor ING not extending deal with team and ending all its other F1 involvement at end of 2009.
Saturday 14 February 2009
2009 Formula 1 Calendar
2009 Formula 1 Calendar
Australian Grand Prix 2009
Malaysian Grand Prix 2009
Chinese Grand Prix 2009
Bahrain Grand Prix 2009
Spanish Grand Prix 2009
Monaco Grand Prix 2009
Turkish Grand Prix 2009
British Grand Prix 2009
German Grand Prix 2009
Hungarian Grand Prix 2009
European Grand Prix 2009
Belgian Grand Prix 2009
Italian Grand Prix 2009
Singapore Grand Prix 2009
Japanese Grand Prix 2009
Brazilian Grand Prix 2009
Abu Dhabi Grand Prix 2009
2
Australian Grand Prix 2009
Malaysian Grand Prix 2009
Chinese Grand Prix 2009
Bahrain Grand Prix 2009
Spanish Grand Prix 2009
Monaco Grand Prix 2009
Turkish Grand Prix 2009
British Grand Prix 2009
German Grand Prix 2009
Hungarian Grand Prix 2009
European Grand Prix 2009
Belgian Grand Prix 2009
Italian Grand Prix 2009
Singapore Grand Prix 2009
Japanese Grand Prix 2009
Brazilian Grand Prix 2009
Abu Dhabi Grand Prix 2009
2
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