Update on the return of KERS with Lotus Renault
Disappeared during the 2010 season, KERS reappears in 2011. In fact, it hadn't actually been banned by the regulations, but an agreement between the teams had led to its being set aside for a year. It makes its return as a cost-controlled hybrid development element, resuming the story where it had left off at the end of 2009.
Why the return of KERS?
If it was considered unnecessary in 2010, why are teams so eager to use it in 2011? Because things have evolved quite a bit in a year. And it is now proven that this element can be reinstalled on cars at an acceptable cost. Also, given the obvious link that this technology has with the development of hybrid and electric production models, it makes sense to see Formula 1 continue its pioneering role in development by pushing for more lightness and efficiency.
Will it be the same as in 2009?
Technical regulations limit the size of the electric motor and the duration of its use on a given lap. Limits that remain strictly identical to those defined in 2009. The KERS must not produce more than 60 KW, which is about 80 horsepower, when the driver presses the button on their steering wheel. It cannot use more than 400 Kj per lap, which represents about 6 seconds of use.
How will the KERS of the 2011 Lotus-Renault be different from that of 2009?
The base is provided by the 2009 system, but it has been completely revised to provide more competitiveness. Additionally, all aspects have been optimized, including its integration into F1. This results in a weight reduction and a redesigned package to ensure very easy assembly and disassembly. Compared to 2009, this year’s system weighs 10 kg less.
Will all teams use KERS in 2011?
In 2009, driving with the KERS always required a compromise in settings: the additional weight necessitated the removal of valuable ballast strategically placed in the chassis. As a result, it became more difficult for drivers to optimize the balance of their car, particularly for the heavier ones, who were forced to run with the minimum amount of ballast. This is why many teams abandoned the KERS. To solve this issue, the minimum weight of F1 cars was increased from 620 to 640 kg. This should encourage most teams to run with the KERS, as the gap between the additional weight and the extra power has been reduced.
Why does the regulation not allow KERS to provide more possibilities?
To reintroduce KERS at a moderate cost, there was no other choice but to revert to the 2009 systems, which also meant accepting the energy and power requirements of those systems. Furthermore, with the new engine regulations on the horizon for 2013, it makes sense for significant development to take place on KERS to accompany the change in engines.
Will KERS users have a real performance advantage?
The short answer is yes. Several factors justify that it is more interesting in 2011 than in 2009. First, the ban on refueling has made it more difficult to gain places through pit stop strategy, which adds significant importance to performance in qualifying. It is precisely during qualifying that the benefits of KERS are most appreciable because cars run with a fully charged system and derive maximum benefit on their flying lap. Additionally, at the start of races (the best opportunity to gain positions), KERS offers another significant performance gain, 10 to 20 meters at the braking point for the first corner. Despite the constraints imposed in terms of complexity and format, these significant advantages cannot be ignored.
In terms of safety, does the KERS require any usage precautions?
A large amount of energy is stored in the KERS battery, at voltages that could cause severe injuries if not handled with care. The fundamental safety guide established in 2009 by the KERS Safety Working Group remains relevant. However, Lotus-Renault GP has also reevaluated its internal safety procedures and trained the entire team to ensure maximum safety.
