Technical analysis of the Williams FW31

Having already run a 2009 wing and diffuser package as well as their flywheel-based KERS system in winter testing, the team are ahead on their development for 2009, hence their car appears simple, but very well detailed.

It strikes similar design chords with other cars seen so far, but with a striking nose treatment and shapely sidepods.

The most immediate feature when looking at the new car is the pelican-billed nosecone. The bulged undernose shape sits above the FIA-mandated central wing section which, along with the two strakes along the side of the nose, encourages low air pressure under the nose to add downforce.

Beneath the new nose is the front wing, which is quite well developed as to be expected from one of the first teams to run a '09 wing package.

The wing's outer spans drop either side of the FIA central template section and kick up noticeably at their tips. This step between the different wing heights is separated by a fence under the wing, which keeps the pressure different between the two sides.

As with most of their cars, Williams use a single element flap that is adjustable, with the six degrees of movement marked with white lines on the endplate. These sleek endplates finish the front wing package, with a lateral plate to send flow around the wheels. Mounted to the endplate is a cascade element to add more downforce.

While the nose grabs the attention, the sidepods are a logical take on the demands of the new rules. Following BMW Sauber's interim car, Williams take the shoulder line high before sweeping in over the exhaust\cooling outlet to form a very tight coke bottle shape. Cooling at the end of the sidepod is allowed by a narrow exit that tapers out at the floor, aided by another exit above the gearbox.

Teams appear to be split on the adoption of pod wings: Williams have decided to fit their mounting to the axe head on the floor, in close proximity to the small bargeboard. As with McLaren, the splitter beneath the nose features a T-shaped lip to direct the airflow above and below the floor.

One unusual feature of the car is the top body's airbox inlet. Last year, Williams aped Ferrari's design and split the inlet between feeding the airbox and the hydraulics' cooler.

This year Williams have made the top inlet just an engine airbox feed, and now cool the hydraulics via two small scoops inlet into the top of the engine cover.

Williams are well known to have their own KERS technology using flywheels to store the energy,the flywheel mated to a second motor\generator (MGU). When the primary MGU charges the system under braking, the second MGU acts as a motor to put this energy by spinning up the flywheel.

When being used as a power boost, the two MGUs reverse their functions: the second MGU generating power from the flywheel and sending it to the primary MGU to power the rear wheels.