F1: The new rules and changes

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Puzzled by the many new rules witnessed in the Australian GP? We bring you a re-run of the changes for 2009.

Around 18 months ago, when the designers and engineers started to address this year's car, the manual went out of the windeow.

In an effort to spice up Formula One, to increase the possibility of overtaking and to significantly cut costs, a raft of new rules have been introduced.

They have afforded the 'backroom staff' at the various teams the chance to put their skills to the test.

Here are the new rules and changes.

AERODYNAMICS

In early 2007 the FIA set up the OWG (Overtaking Working Group) to think up ways of making F1 more attractive, or to be more precise, to identify areas where change was needed to make overtaking easier.

The principle problem lay in the massive amounts of downforce cars lost once the distance to the car in front dropped below around two seconds.

This 'dirty air' whipped up by the preceding car significantly diminished the effect of the front wing in particular, causing pronounced understeer.

As a result, changes in position were more frequently the result of strategies in the pit lane than overtaking manoeuvres out on the track.

The OWG looked into the situation and it has led to radical changes, especially as far as aerodynamics are concerned.

The front wing has grown in width from 1,400mm to 1,800mm, making it as broad as the car as a whole, while it is also fixed lower down than before.

Via the aid of a button, the flaps on the front wing can also be adjusted twice per lap - once to raise or lower, and secondly to return it to its original position - to make it easier to get up close behind the car in front.

Added to which, there is a significantly narrower, higher-mounted rear wing.

It now measures only 750mm in width and 900mm in height compared to 1,000mm wide and 800mm high in previous years, meaning cars behind will be subjected to less turbulence.

The regulations have also limited the use of air deflectors and cooling apertures to a minimum, with sidepods now higher at the front.

TYRES

A move that has delighted all the drivers is the return to slicks away from the grooves of recent years. These will deliver increased front-end grip, which encourages moving more weight to the nose of the car. A driver is also able to gain more feel of a circuit.

KERS

Or to give it its' full name, Kinetic Energy Recovery System, and one that has caused considerable consternation amongst the teams, primarily due to the cost of implementation.

The electrical device stores energy under braking, and then via the touch of another button at the driver's disposal on his steering wheel, he can provide his car with a 82bhp boost for 6.6 seconds.

It is an ingenious system, but all the teams have had their share of problems

in recent months, and only a handful - if that - will be using it in Melbourne.

The key difficulty for the teams has been in finding a way of packaging the KERS elements - the electric motor/generator, energy storage unit and control unit - as they add weight to a car, hinder aerodynamics and increase the need for cooling.

ENGINE

It was only nine years ago that teams used one engine in practice on a Friday, one for qualifying on the Saturday, and another for the race itself on a Sunday, sending costs soaring.

But to significantly reduce budgets, the life of an engine for this season will double, with each car and driver combination allowed to use just eight for the entire year.

TESTING

Again to slash costs, both the teams and the FIA agreed to a ban on extensive in-season testing from this year. Last year there were eight tests, lasting three or four days, with the season ongoing. However, teams have the opportunity to conduct eight one-day aerodynamic tests on a FIA approved straight-line or constant radius site between now and the final race of the season.