The Williams FW31 was created to tackle the technical revolution of 2009 and is remembered as a masterpiece of engineering that, unfortunately, failed to achieve the results it truly deserved. The engineers of the British team based in Grove, Oxfordshire, managed to exploit the regulatory loophole that allowed Brawn GP, Toyota, and Williams to start the championship with the much-discussed “double diffuser.” In addition to this aerodynamic “trick,” Williams also developed a highly unconventional KERS (Kinetic Energy Recovery System). While rival teams used lithium battery-based systems, which were heavy and prone to overheating, Williams opted for a carbon-fiber mechanical flywheel that used braking energy to spin at extremely high speeds (60,000–100,000 rpm) inside a vacuum-sealed container, storing kinetic energy. The conversion efficiency was exceptionally high (around 80%), and there was no performance loss caused by battery charge/discharge cycles. Moreover, it was a much lighter solution than the conventional one, although it was never raced due to packaging and weight distribution issues.
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| WILLIAMS FW31, Nico Rosberg Silverstone, British GP 2009 |
The Williams technical staff in 2009 represented a blend of the team’s historic old guard and a new generation of engineers striving to bring the team back to the glory days of the 1990s. Despite financial resources being significantly lower than those of giants such as Ferrari or Toyota, the Grove-based group demonstrated superior intellectual responsiveness. At the top of the organization were still Frank Williams and Patrick Head who, although no longer directly involved in the car’s design, acted as supervisors for every single project. Australian Sam Michael (Technical Director) led the entire project and was often placed under pressure due to inconsistent results. Ed Wood (Chief Designer) was responsible for structural design and successfully accomplished the difficult task of integrating the complex double diffuser system into a very compact rear end. Jon Tomlinson (Chief Aerodynamicist) was the man who physically mapped the FW31’s airflow and, together with Enrico Balbo (Double Diffuser Concept Lead), was one of the main architects behind the double diffuser itself. Also worthy of mention are Clive Cooper (Head of Design - Composites and Structures), Christopher Brawn (Head of Design - Suspension, Steering, Brakes), and Mark Loasby (Head of Design - Systems). Regarding electronics, Williams placed its trust in the young Ian Foley (Head of Williams Hybrid Power), the engineer attempting to introduce an almost aerospace-derived technology into Formula 1: the aforementioned flywheel-based kinetic energy recovery system. On the pit wall, Xevi Pujolar played a crucial role as race engineer, capable of extracting the maximum performance from the FW31 by finding the perfect setup to rapidly warm up the slick tires, one of Williams’ greatest strengths in 2009, especially during qualifying laps.
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| WILLIAMS FW31, Nico Rosberg Istanbul Park, Turkish GP 2009 |
The aerodynamics of the Williams FW31 are a perfect example of how ingenuity can transform a radical rule change into a competitive advantage. The beating heart of the FW31 was its rear diffuser. While the regulations specified precise dimensions for the diffuser’s height and width, Williams (together with Brawn and Toyota) exploited a hole in the flat floor to channel airflow into a second upper channel, creating a much larger low-pressure area underneath the car. Thanks to this insight, the FW31 almost instantly recovered the aerodynamic downforce lost under the new regulations, guaranteeing exceptional stability through high-speed corners. The nose was high and slim in order to allow the cleanest possible airflow toward the central section of the car. The front wing featured endplates designed to direct airflow outward around the front wheels (outwash), reducing the drag generated by the tires. The sidepods featured a very clean central section thanks to the internal arrangement of the radiators, allowing the bodywork to taper rapidly toward the rear end and creating the classic “Coca-Cola bottle” shape.
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| WILLIAMS FW31, Nico Rosberg Nürburgring, German GP 2009 |
Diving into the technical core of the Williams FW31, we find a car attempting to balance traditional mechanical architecture with cutting-edge technological solutions, some of which ultimately proved too far ahead of their time. The power unit was the reliable Toyota RVX-09 V8, capable of producing around 755 horsepower, although it was less efficient in terms of fuel consumption and cooling compared to Mercedes and Ferrari engines. The need for larger radiators significantly complicated the aerodynamic packaging at the rear. Williams designed its own gearbox in-house: an extremely compact 7-speed sequential transmission made from cast aluminum, specifically created to leave room for the double diffuser channels. The suspension layout followed a classic double wishbone configuration with push-rod actuation both at the front and rear, but highly compact rotary dampers were experimented with to free up aerodynamic space in the nose and, above all, to maintain stability under pitch movements. The FW31 was inherently very fast, often the second or third quickest car on outright pace, but a series of factors prevented it from translating that speed into results. Despite its outstanding aerodynamic efficiency, Williams’ relatively limited budget did not allow the team to develop the package at the same pace as the top teams. When Ferrari and Red Bull copied the double diffuser from mid-season onward, the FW31’s aerodynamic advantage was neutralized by the superior computational power and budgets of its rivals, turning the car into a midfield contender.
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| WILLIAMS FW31, Nico Rosberg Montecarlo, Monaco GP 2009 |
The two race drivers were German Nico Rosberg and Japanese driver Kazuki Nakajima. Rosberg in particular delivered highly impressive performances, fully exploiting the car’s greatest strength: one-lap qualifying pace. Thanks to the efficiency of the double diffuser and an aerodynamic balance that quickly brought the slick tires up to temperature, the FW31 was consistently present in the final stages of qualifying. On several occasions, such as during practice sessions or the early phases of qualifying, Rosberg posted pole-position-caliber lap times, proving that the car had all the potential needed to challenge the front-runners. In races, however, the car proved extremely solid but rarely dominant. Despite its aerodynamic excellence, the lack of KERS, which could provide an additional boost of around 80 horsepower for 6/7 seconds per lap, made the car vulnerable during overtaking situations. Nevertheless, Rosberg managed to establish an impressive consistency record, scoring points in eight consecutive races (from the Chinese Grand Prix to the Hungarian Grand Prix), in addition to scoring points in the opening two races of the season and at the Japanese Grand Prix. Nakajima’s poor performances, failing to score a single point throughout the season, prevented the historic British team from achieving anything better than seventh place in the Constructors’ Championship. In summary, the Williams FW31 symbolizes an era in which the Grove-based team was still capable of outperforming automotive giants through brilliant technical ideas, despite lacking the financial support necessary to consistently compete at the top of the standings.
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