很少有F1賽季向這一季如此令人熱切期待。調整規則的目的在讓比賽更為精采，提高超車的機會同時降低參賽花費，如此一來讓所有排名都將有戲劇性的改變。
The most significant changes relate to aerodynamics, with smaller rear wings and wider front wings which, for the first time since 1969, may be adjusted by the driver, twice per lap. This is a direct result of intensive research done last year by Formula One’s Overtaking Working Group’s into ways of generating passing opportunities.
最主要的改變在空力方面的規定，尾翼縮小、前鼻翼變寬而且車手每一圈可以做兩次角度調整。這是去年F1超車研究團隊提出增加超車機會的方法。
Hand-in-glove with that goes KERS, the Kinetic Energy Recovery Systems which can give drivers up to an additional 85 horsepower for 6.6 seconds a lap, available via a steering-wheel mounted ‘boost button’ - a sort of environmentally friendly ‘push-to-pass’ aid, if you like.
在增加超車的目的下導入了KERS系統，動能回收系統每一圈可以額外提供車手85匹馬力並維持6.6秒，經由方向盤上的"加速按鈕"釋放動力，營造出"按了就超"的方便超車環境。
Then there is the much-welcomed return to slick tyres, a ban on testing once the season has started, and the requirement that engines have to cover twice the mileage that they were allowed in 2008.
備受歡迎的光頭胎又重新出現在場上，有關測試的禁令也開始了，引擎也比須如2008賽季所規定的負荷兩倍的距離。
Engineers have thus had to adjust to fundamental changes in four key areas at once.
技師必須立刻調整四個關鍵區域的設定。
So profound are the aerodynamic changes that everyone has had to start again, almost from scratch, and there have been some highly innovative interpretations of the rules in areas such as diffuser design, in the case of Toyota and Williams, and in suspension layout, as in the case of the Red Bull RB5 which sees a Formula One car revert to rear pullrods for the first time in more than a decade. Variety is clearly still a spice of F1 life as everyone explores fresh avenues of design.
空力方面的重大改變讓所有人幾乎是重新回到起跑線上，而且已經有很多新規則下產生的高度創新設計，例如Toyota和Williams的尾部擴散器，還有紅牛的RB5賽車的後避震器總成使用拉桿是十多年間第一次出現。
KERS represents largely uncharted territory, while giving F1 a crucial green edge to its activities. The sport will once again become the invaluable crucible in which such technology is developed at a far faster and more innovative rate than could ever be the case in the road car world, and will thus be hugely beneficial in shaping the next generation of economical passenger cars.
KERS代表了一大片尚未被討論到的領域，這項運動將再次成為無法估計的艱難考驗，並推動技術發展讓使用在一般街車的可能性上升，對於下個世紀的節能運輸工具有極大的幫助。
While it offers a calculable performance advantage, KERS also presents significant problems with packaging, especially as the units so clearly affect a car’s crucial weight distribution. Then there is the issue of deploying KERS, which has an effect on a car’s handling and balance at critical times during each lap.
KERS展現了性能上的優點，也帶來了明顯的整合問題，對整部車子的配重影響很大。所以對於KERS的佈署非常重要，影響到整部賽車每一圈關鍵性的操控和平衡。
Formula One cars have a minimum weight of 605 kg, including the driver. Teams can easily build cars lighter than that these days, and the difference between the actual weight and that minimum is made up with ballast. This, naturally, is positioned at various points on the car to achieve the optimum effect. Traditionally, this has put heavier drivers at a disadvantage, as they have less ballast with which to balance out the car. With KERS the problem is exacerbated by the weight of the system, and the fact that it has to be mounted towards the rear of the car, thus complicating weight distribution.
一級方程式賽車有包含車手最小重量不能低於605公斤的限制，過去車隊可以輕易的製造出更輕的賽車，而實際車重和重量限制的差距就由壓艙物來補足。自然的，有各樣的因素限制了賽車達到最理想的效率。傳統上，較重的車手是個先天的缺點，所以技師只能用較少的壓艙物來平衡配重。加入KERS之後讓情況更加惡化，KERS必須放置在車輛的後半部，如此就牽連到整部車的重量配置。
It is far from a clear-cut issue whether KERS will be advantageous everywhere, and several teams are deferring the introduction of their systems until they feel they have their basic 2009 packages sufficiently sorted. The most aggressive, however, such as BMW Sauber, may well use it from the outset.
KERS是否是個助力現在還看不出端倪， 一些車隊延遲推出KERS系統直到他們確定2009年的套件已經完全確定了。最有衝勁的，像是BMW車隊，會在一開始就使用KERS。
“This has been a huge challenge, one which we have taken on with great drive and determination,” admits their team principal Dr Mario Theissen, arguably KERS’ greatest proponent after FIA president Max Mosley who introduced the idea. “When I look back at how far we have come in such a short space of time, it really is very impressive. Here, Formula One has taken on the role of technology accelerator for series production cars of the future."
"這一直都是很大的挑戰，但我們有優秀的車手和良好的決策來面對"，BMW領隊Dr Mario Theissen承認。Dr Mario Theissen是在FIA主席 摸死妳 提出KERS後最大的擁護者。他又說"當我回顧我們在這麼短時間內努力的成果真是讓我印象深刻，在這裡，F1扮演了未來一系列相關汽車產品科技的強大推手"。
While purists will applaud the return of slick tyres, they also present some significant challenges as far as balancing the cars are concerned. Getting rid of the grooves that have been a feature since 1997 has increased the area of the narrower front tyre by a greater percentage than the wider rear and that has had the effect of reducing understeer and increasing oversteer. Making Bridgestone’s control tyres last over long race stints will be a key factor in winning.
當老車迷熱烈歡迎光頭胎的再次出現時，也帶來了一些對車子的平衡性的挑戰。自1997年以來溝紋胎成為車子的特徵以來，現在擺脫了溝紋胎，相較於後輪而言較窄的前胎，光投胎減低了賽車的轉向不足而增加了轉向過度特性。在長距離比賽中節省Bridgestone輪胎的磨耗將成為重要的勝利因素。
Small wonder that Ferrari’s chief track engineer Luca Baldiserri was moved to comment: “We’ve never seen such a revolution in F1…” Nobody disagrees.
小小的疑惑在法拉利技師Luca Baldiserr的評論中可以看出，"我們從來沒有看過F1有過如此大的變革..."，沒有人會反對這句話。
Thus the scene is set for another gripping season in which so much will remain unpredictable until the first few races have been run. And which will welcome yet another exciting new venue when the finale is held at the bespoke Yas Marina Circuit in Abu Dhabi, in the United Arab Emirates, on November 1.
可以感覺到這將是一個戲劇性的一個賽季，在第一場比賽開跑前有如此多的變數影響著比賽。另外將迎接一個新的賽道出現在賽程表中，在阿拉伯聯合大公國 Abu Dhabi的 Yas Marina Circuit 將在11/1豋場。
Who will be crowned world champion by then is anyone’s guess, especially given the most recent rule change for the 2009 season. For the first time in Formula One history, the drivers’ title will be decided on wins alone, with points used only to settle the lesser placings.
在2009年賽制大變革之後，大家都在預測誰將是世界冠軍。今年也將是F1史上第一次以分站冠軍數目決定世界冠軍，而積分將是次要的評量標準。
It could place a whole different complexion on races, especially towards the end of the year - in 2009 winning will be everything!
如此將為比賽帶來完全不同的風貌，特別是在賽季末 - 在2009年贏得冠軍就是一切。
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