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MEDIA INFORMATION 2009 - Contents

MEDIA INFORMATION 2009Contents TF109 – THE MAKING OF

Introducing the TF109Technical SpecificationsHow to Build an F1 CarQ+A with Tadashi YamashinaQ+A with John HowettQ+A with Pascal VasselonQ+A with Yoshiaki Kinoshita

TF109 - THE CASTQ+A with Jarno TrulliJarno Trulli ProfileQ+A with Timo GlockTimo Glock ProfileQ+A with Kamui Kobayashi Kamui Kobayashi Profile

TF109 – BACKGROUNDA Beginners’ GuideNew Regulations – ChassisNew Regulations - EngineWorld Tour 2009

TF109 - CREDITSHome Sweet HomeDoing Things the Toyota WayPanasonic Toyota Racing in Formula 1Team StructureAbout Toyota Motor Corporation

The Power of Partnership Welcome to Toyota F1 WorldContact the PR Team

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TF109THE MAKING OF

P R E S E N T S

MEDIA INFORMATION 2009 3

INTRODUCING THE TF109

The highly-anticipated TF109; the latest cutting-edge production from Panasonic Toyota Racing; created a buzz when its world premiere hit the internet on 15 January.

TF109 – or Toyota Formula 1 2009 to give it its full name – is hot property. The first images revealed a stunning production which combines the latest technology with a very human passion to succeed. This potent combination has been working on TF109 since October 2007.

In a departure from recent Panasonic Toyota Racing productions, TF109 takes on a new shape, dictated by the FIA, with wider front wings, narrower rear wings and fewer additional aerodynamic devices the fashion for 2009.

The script may be different but Panasonic Toyota Racing has set its usual high targets for TF109. Chairman and Team Principal Tadashi Yamashina states: “Our target this year is to fight to win the first race for Toyota in Formula 1.”

TF109 is the sequel to the successful TF108, which once again established Panasonic Toyota Racing as a major player. TF108’s roll of honour included two podiums, one front row start and, with 56, more points than in 2006 (35pts) and 2007 (13pts) combined. A Toyota was in the top 10 on the starting grid for 14 of the 18 Grands Prix, finishing in the points 12 times, with nine top-six finishes.

President John Howett says: “After eight years in Formula 1 we have gained a huge amount of knowledge and improved considerably. There are many elements of our team which are at the very highest level so the challenge now is to fill any gaps and ensure the entire organisation is performing at the very top. Then we must put all the elements together and deliver the success we are all fighting so hard for.”

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TF109 – THE MAKING OF

Jarno Trulli and Timo Glock were the critically-acclaimed co-stars of TF108 and their on-track chemistry will reach new heights in TF109, once again supported by Kamui Kobayashi playing ‘Third Driver’.

Tadashi Yamashina comments: “In my opinion Toyota has one of the best driver line-ups in Formula 1 and I am excited to see what they can do with the TF109. Both drivers proved last season that if we give them a competitive car they are capable of fighting with the best in the world, so our challenge this year is to deliver a car which will allow them to do this more often.”

For Jarno, this is his fifth full year starring with Panasonic Toyota Racing. He brings maturity and heartfelt passion to his role while co-star Timo (title winner for GP2 Series in 2007) builds on the natural talent he showed in TF108, the first leading role of his career, to give a polished performance which is the perfect compliment.

Jarno, 34, says: “I have now spent longer racing for Toyota in Formula 1 than any other driver and I have seen the huge progress that has been made since I joined in 2004. It has been a long journey and we have had ups and downs but we have never given up or lost faith.”

Timo is a relative newcomer to the role of Formula 1 leading actor, with just 22 Grands Prix on his resumé, but his adaptability and quick thinking make him the perfect candidate to tackle TF109’s technical challenge.

Timo, 26, says: “If you look back at the cars I have been racing for the last five years they have all been quite different, with the 2004 Jordan, then Champ Car, GP2 and the Toyota TF108, and I have been competitive in each of them. That shows how quickly I can adapt to a different car so I don’t have any concerns at all about adjusting to the 2009-style Formula 1 cars.”


Behind the scenes, those technical challenges required a painstaking approach from the production team. Action is the buzz word for this season so downforce is reduced and the potential for on-track cliff-hangers is the talk of the paddock. The most striking differences are changes to the front and rear wings. At 1800mm, front wings are wider and 75mm lower while rear wings are 75% narrower at 750mm. Senior General Manager Chassis Pascal Vasselon says: “This complete programme has been more demanding on our company than any previous new car project I have been involved in.”

An old favourite makes a comeback for 2009 with Bridgestone Potenza slick tyres ending a 12-year sabbatical to do their bit to spice up the show, bringing mechanical, rather than aerodynamic, sticking power.

As well as the subtle contribution of aerodynamics and star power of slick tyres, production of TF109 also focused on the commanding performance of Formula 1 engines, which must now work 50% harder. That means at least three Grands Prix, while Jarno and Timo have only eight engines each to co-star with from Australia to Abu Dhabi.

The production is complete, the trailer is rolling and premiere tickets are selling fast; so take your seat - it’s almost time for the feature presentation. TF109 is coming soon to a track near you.

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TECHNICAl SpECIFICATIONS

Overall length 4636 mmOverall height 950mmOverall width 1800mmOverall weight 605kg inc driver and camera

Monocoque Moulded carbon fibre and honeycomb construction.

Fuel tank ATL safety cell

Suspension Carbon fibre double wishbone arrangement, with carbon fibre trackrod and pushrod.

Dampers Penske

Wheels BBS forged magnesium

Tyres Bridgestone Potenza

Brakes Toyota/Brembo callipers, Brembo master cylinders, Hitco material (carbon/carbon)

Steering Toyota power-assisted steering. Toyota carbon fibre steering wheel with Toyota / Magneti Marelli instruments

Driver’s seat Carbon fibre

Restraints Takata

HANS device Hubbard-Downing

Electronics Toyota, Magneti Marelli plus McLaren Electronic Systems ECU (as required by FIA rules)

Transmission 7-speed unit plus reverse


RVX-09 TECHNICAl SpECIFICATIONS

Cylinders 8

Capacity 2,398cc

Horsepower Approximately 740bhp

Revolutions Maximum 18,000rpm (as required by FIA rules)

Valve actuation Pneumatic

Throttle actuation Hydraulic

Spark plugs DENSO

Fuel Esso

lubricants Esso

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HOW TO BuIlD AN F1 CAR

When the TF109 hits the track for the first time in pre-season testing it will represent the end of a remarkable journey from a blank sheet of paper to one of the most sophisticated racing machines on the planet.

The birth of the TF109 began in October 2007, when the 2009 Formula 1 regulations were confirmed by the FIA. Those regulations marked a significant change, so Panasonic Toyota Racing wasted no time in getting to work on the TF109 – before the TF108 had even been built.

Senior General Manager Chassis Pascal Vasselon explains: “When you have a big regulation change as with this year, then there is little to learn from the previous car because the next one will be very different. The simulation work, to estimate all the consequences of the regulation change, has to start as soon as you know about the new rules.”

The first task is relatively straightforward - establish exactly what the new regulations allow - then engineers study the implications of the rules on various performance factors to build a picture of what is required from the new car.

Pascal adds: “You initiate the concept of a new car by first questioning the car concept in terms of tyre usage and aerodynamic potential. You enter the other phases of car design as soon as you are clear about what you want to achieve in these two main performance domains. That’s what allows you to set design targets for the suspension lay-out, then the gearbox lay-out, then the monocoque.”

The first design target is to establish the basic dimensions of the new car, particularly the wheelbase. Then, finalising the monocoque design is a fundamental step. The monocoque is the foundation stone upon which the rest of the car is built and layout is determined by factors


such as engine and gearbox position, with these elements positioned to keep the centre of gravity as low as possible.

In the past, chassis and engine teams had to work closely to ensure specific deadlines for the new car were met. Now, with an engine development freeze, the power plant dimensions are already defined, freeing the engine department from time constraints.

After the monocoque design is finalised, the challenge switches to establishing initial aerodynamic and mechanical concepts, then rapidly developing and expanding these ideas, aiming to get the maximum performance available within the regulations.

Head of Aerodynamics Mark Gillan explains: “The monocoque base design is fixed several months prior to the first track running of the new car, which allows for continuous development of all the other aerodynamic areas for bolt-on assemblies throughout the year. The monocoque is the longest lead time item for the complete car so it really is quite frozen.”

Panasonic Toyota Racing’s computational fluid dynamics systems and the wind tunnel are used to test, verify and fine-tune developments, constantly making gains. Pascal reveals: “Simulation helps to prioritise different concepts according to their impact on objective performance criteria.”

Such development also requires a clear vision to ensure each team member’s work compliments that of their colleagues. Mark says: “The aero department and chassis design department liaise on a daily basis discussing forthcoming aero releases, recent test results, parts priority for future events and then any operational issues.”

This process can be as long or as short as a team chooses, but if more time and energy can be committed, car performance will improve. That was a key motivation behind the team’s decision to begin the TF109 at such an early stage and the results have been rewarding,

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as Pascal says: “When you work on a new concept like this the steps you make at the beginning are inevitably quite big, so you reach the end of every day having found something significant.”

As the new car design reaches its final stages, manufacturing begins, with monocoque construction the first task. As the biggest single chassis element and a crucial safety device, this is a lengthy process. Director Supply and Support Malcolm Boote explains: “The busiest time for the people who make the parts which go into our cars begins as the race season draws to a close. The fastest we’ve ever made a brand new monocoque from scratch was 35 days in 2004. Could we do it now? Probably not as the current monocoque is now more complicated.”

At this stage, the aerodynamics and chassis department are working closely with the various testing departments and fabrication experts to ensure the latest parts are verified and produced in time for the first test; after all, the most effective designs are those which are actually on the car. The aim is to start pre-season testing with at least one complete new car, incorporating the latest proven developments; then a new journey begins.

“From roll-out configuration to round one the car is, apart from the monocoque, almost wholly different,” says Mark. “That changes throughout the season on a race by race basis.”

So, when the TF109 was unveiled to the world on 15 January, it represented the end of a 15-month odyssey for the committed and ambitious Panasonic Toyota Racing designers, engineers, fabricators and mechanics. But as that TF109 chapter closes, so another begins; one which will see the car developed relentlessly and one which will only end on 1 November when the Abu Dhabi Grand Prix brings the curtain down on the 2009 season.



Q+A WITH TADASHI YAMASHINA, CHAIRMAN AND TEAM pRINCIpAl

What are your targets for 2009?Our target this year is to fight to win the first race for Toyota in Formula 1. When I took over as Chairman and Team Principal in 2007 I stated my task for the first year would be to observe, for the second year it would be to improve and for the third year and beyond it would be to succeed. This is my third season so it is very clear for me – I want to see us win a race. Of course at every Grand Prix weekend we try to win but unfortunately we have not been able to do so until now. For Toyota our objectives are clear at each race; we want to win and if that is not possible we want to finish on the podium. Toyota has a challenging spirit with very high ambitions so we must always aim high.

Were you happy with the 2008 results?Of course I was happy to see such a big improvement on the previous seasons, and it was very satisfying to be back on the podium and the front row of the grid. However, we want more than this – we want to be fighting for wins and the World Championship. We had some great weekends but we must also remember the weekends where things did not go as well for us. The TF108 was generally a reliable car but still we lost quite a few points due to retirements and we cannot be happy about that. Our target is 100% reliability and we worked to develop counter-measures to move us closer to this target.

Are you optimistic about the team’s chances?I am always optimistic and I firmly believe we have a big opportunity this year. I have been impressed by the team’s work on the TF109 and we already made great progress last year due to strong team work and good communication. Formula 1 is a very difficult challenge and, unlike when you develop a road car, every two weeks you are judged in front of the whole world. But this has made the team strong and I believe we are in a good position for this season.

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Do you believe you have the right drivers to succeed?I am sure Jarno and Timo are the right drivers for us this season. In my opinion Toyota has one of the best driver line-ups in Formula 1 and I am excited to see what they can do with the TF109. Both drivers proved last season that if we give them a competitive car they are capable of fighting with the best drivers in the world, so our challenge this year is to deliver a car which will allow them to do this more often. This is our goal and we will never give up.

What about Kamui Kobayashi?I am very pleased to once again have Kamui as our third driver. He developed a lot during last year and he continues to learn and improve. I followed his progress last season in GP2 and GP2 Asia very closely; he had an exciting season, with some wins, but his results were not as good as I think he deserved. It is satisfying to have a young Japanese driver in Formula 1 with Toyota but Kamui knows he must work hard and continue improving.

It is now over two years since you joined panasonic Toyota Racing – are you enjoying the challenge?Challenge is the right word because succeeding in Formula 1 is not easy; that was clear to me very quickly after joining the team. This is a much more emotional job than anything I have experienced in the past because we experience such highs and lows together in a public environment 17 times a season. I really enjoy that aspect of Formula 1.

How emotional are you at the race track?Sometimes I am very emotional at the track and I think this surprises some of the team members. They are not familiar with seeing a Team Principal kicking things in the garage when races do not go well! But I get really involved in the racing and when we are doing well I am cheering in the garage. I think it helps motivate the team to see that their hard work is appreciated, and it shows that everyone in the team cares deeply about our performance. I hope there will be a lot more cheering in our garage this season!



Does the team have full support from Toyota in Japan?The top management at Toyota Motor Corporation has encouraged us never to give up, so always we will fight to win. Even in this current economic climate, TMC is very supportive of our team and everyone there follows our results closely. We receive many messages of support from Toyota employees and Toyota fans around the world and this motivates us to push as hard as possible to succeed. It provides positive pressure and we like that.

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Q+A WITH JOHN HOWETT, pRESIDENT

What are the team’s goals for next season?The goal for me is clear: we want to win our first race. To put ourselves in the best possible position to fight for our first victory, we need to be consistently challenging for the podium and scoring big points regularly.

Is the team ready to win?We are hungry to win and ready to win, there should be no doubt about that. The new regulations pose an extra challenge but at the same time offer an opportunity. We have everything we need to win; we have some exceptionally talented people and huge motivation to succeed so now it is down to us to actually make it happen.

How would you characterise panasonic Toyota Racing going into its eighth season of F1?I believe we are stronger than ever heading into the 2009 season. We have learned a tremendous amount over the past seven years and that has helped us become a more cohesive and consolidated team. Obviously we are much more experienced now compared to the team’s early years in Formula 1 and that means we have an ever-expanding database of knowledge to give us a better understanding of what drives track performance. We are also a team which is constantly striving to improve in every area; this organisation is hungry to win.

Is it good for Toyota to have a major regulation change?I believe the risks and opportunities associated with a major regulation change are the same for every team. There are no excuses; we have the chance to turn our potential into success if we do our job properly. But that is broadly the same every season. Overall I think the regulation change has a neutral affect when it comes to who succeeds and who doesn’t.


Are you happy with the driver line-up? We are very happy with both Jarno and Timo because they provide an ideal balance of experience and youth. It was very satisfying to see a strong spirit of co-operation between them last season and there is no doubt that played a part in driving our performance forward. We have two very quick drivers who proved clearly last year that they can qualify well, race hard, defend strongly and overtake, so we were delighted with their performances. In addition, they are fun to work with so that makes life easier for everybody.

From a commercial sense, how secure is the team’s future?Commercially this team has a strong future. The key issue is whether Formula 1 continues to deliver the value and return on investment that Toyota expects. If it remains the pinnacle of motorsport and a genuine technological challenge, then I can see a long and bright future for the team. If the sport is dumbed down too much, or too many standard components are forced into the system, Formula 1 could become just another racing series. That would leave it as only a sponsorship opportunity and I believe interest would drop rapidly. But FOTA has achieved significant cost reductions while retaining the DNA of Formula 1 and this is extremely beneficial in the current economic climate. How do the global economic problems affect the team and Formula 1 in general?The global economy affects everyone. Most sports will be affected in some form; that is inevitable when you have a global economic trend such as this. However, I believe Formula 1 is in a strong position because of its global reach. If a sport is focused on a very narrow geographical area, it will be very vulnerable in this climate but different regions are affected in different ways and to different extents so both Toyota and Formula 1 are, in my opinion, relatively less exposed to the risk. In fact, there is no reason why we should not consolidate or even continue to grow the popularity of Formula 1 in the coming years.

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How do you cope with being cost conscious without compromising performance?I think all teams are managing with fewer resources and that doesn’t apply only to Formula 1; it is happening across the board in motorsport. It is vitally important to have a detailed knowledge of what is driving costs, then you need to be able to prioritise the areas which bring value or performance. In addition, a lean company must have a culture of waste reduction and constant improvement. Happily, these are all factors which Toyota puts particular emphasis on, even in prosperous times, so I am confident we are in good shape. The basic principles of the Toyota Way will help us pass through this difficult time and emerge a stronger and more competitive organisation.

Are you happy with the cost-savings agreed in December?These are positive, decisive measures which will significantly reduce costs while retaining the DNA of Formula 1 and that was very important to Toyota. FOTA members worked hard to achieve this; there was a universal determination to make genuine progress through cooperation and constructive dialogue so we are satisfied with the process and the results. We are also delighted the FIA World Motor Sport Council acted quickly and positively to endorse the proposals.

Considering the economic situation, what is your reaction to the long-term commitments of panasonic and Denso?We have been very fortunate to enjoy tremendous support from long-term partners such as Panasonic and Denso. It is a partnership between some of the world’s great corporations. We share very similar values and a passion for cutting-edge technology. Both Panasonic and Denso provide us with some of the most advanced technology available and they make a very real contribution to our success on the track. We are delighted to extend our title partnership agreement with Panasonic, taking it up to the 10-year anniversary of our time in Formula 1. We are honoured to have such loyal partners and long may these partnerships continue. In addition to this we are also able to attract new partners and this year we are very pleased to welcome Chiemsee and RE/MAX to the team.



Q+A WITH pASCAl VASSElON, SENIOR GENERAl MANAGER CHASSIS

What are your expectations of the TF109?It is hard to make a clear prediction of how we will perform before we have been able to measure the car’s performance against our rivals on track. However, our obvious intention is to fight for Toyota’s first Grand Prix victory. We will fight to do this in 2009 but in addition we want to finish on the podium more often and break into the top three in the championship. This will not be easy and we have learned that Formula 1 is never easy, but we like to set ourselves high targets and I believe we have the potential to achieve them. Last year we returned to the podium and the front row of the grid, so the positive momentum is there and we must now take advantage of the opportunity presented by such a major regulation change.

Can you give an idea of how much work has gone into the TF109?We have worked to the maximum of our capabilities as we always do but this time it had to be special because the rule changes were so big that we had to reconsider everything. So this complete programme has been more demanding on our company than any previous new car project I have been involved in. It started earlier than ever before; as soon as the 2008 regulations were finalised in October 2007 we immediately started to work on the TF109 programme. We had an early start with significantly more resources dedicated to the new car development during the year than in previous seasons. During the season we were developing the TF109 in parallel with the TF108.

How did you balance development of the TF108 and TF109?Naturally it was a challenge all year long but I think we managed it very well. We made significant improvements to the TF108 throughout the year without ever compromising the TF109. We decided on the development schedule last winter and we have been able to stick to it, which is a credit to everyone involved. Throughout 2008 we had a lot

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of our resources focused on developing the TF109 and I hope we will see the benefit of that commitment.

What characteristics are you hoping for in the TF109?That it is quick! Of course that is our priority. In order to be competitive we will be looking for stability and wide working window, as we were when we developed the TF108. For last year’s car we targeted stability because the analysis of the shortcomings of the TF107 was that we were lacking stability and driveability, so we made a big effort on those areas for the TF108. Now for 2009 we will still put a lot of emphasis on stability but for different reasons. We expect top speeds to be similar and sometimes even faster this year but there will be less downforce; this makes stability very important. We also expect the slick tyres to generate a different front and rear grip ratio which will affect stability so that is one of the primary goals for the TF109.

How big a challenge is it to adapt to the regulation change?Obviously it has been a significant challenge because it was a very large regulation change, the biggest one since 1998 and the track width change. But I have to say it has been a really interesting and exciting experience, especially given our team’s situation. We are still a young team in Formula 1 terms and we have been playing catch-up with other teams who were more experienced in dealing with the previous regulations. Now, with these new regulations, all teams are starting from scratch. We have given full freedom to the creativity of our team members, without imposing any restrictions, and the results have been really rewarding.

How much less downforce will the 2009 cars have compared to last year?The target of the regulations was to reduce downforce by 50% on the levels we had at the time, in 2006. But since then everyone has been working hard on ways to recover the downforce; that is our job as engineers! We have recovered part of the lost downforce, not all of it by any stretch, but we have been making strong progress. Of course,



as soon as we begin running the new cars on the track you can expect all teams to make more downforce gains. It is difficult to say exactly where we will end up but we will have considerably less downforce than in 2008; that is clear.

So does that mean the cars will be slower? By how much?That is a difficult question because of the combination of many unknown factors. However, it is reasonable to predict that the 2009 cars will not be a lot slower than their predecessors. We have lost some downforce, but not as much as the original 50% figure for the simple reason that teams employ very talented people to recover this downforce. But in addition to the aerodynamic regulations, you have to consider the slick tyres, which will make the new cars faster in slow to medium speed corners thanks to better grip. So, to put it simply, we will lose some speed due to the aerodynamic regulations but we will gain some with the slicks. All in all the 2009 cars will not be significantly slower than they were in 2008.

Will it be harder to find an ideal set-up for each circuit this year, considering the number of changes?Of course, it will be a big challenge to find the set-up sweet spot because with the bodywork changes and the move to slick tyres, we are looking at a wider set-up window this year. Due a period of relatively stable regulations, in recent years it has been quite straightforward to define a narrow set-up window at each circuit. Now we have to make that set-up window wider to take into account that there are more elements which we are still learning about. One of our main tasks in pre-season testing will be to gather the information necessary to narrow this set-up window but there is no doubt we will be even busier this year in practice at each Grand Prix, defining the right set-up.

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Q+A WITH YOSHIAKI KINOSHITA, EXECuTIVE VICE pRESIDENT

What is the impact of the extension of engine life in 2009? We got the information about the three-race engine at the beginning of November and then in the middle of December we learned about the further changes to engine life, which also came with a drop in revs to 18,000rpm. Speaking from a technical point of view we didn’t have enough time to do a perfect job. Engine development is frozen but we can still work on areas such as the air box, the exhausts and the fuel so we put a lot of energy into improving the efficiency of the engine looking towards 2009. Therefore a change of this nature did present a challenge.

Will this change have an impact on reliability?Extending engine life, even when you drop the revs by 1,000rpm, definitely creates the potential for reliability issues. At Toyota, our approach is always to aim high and last season we achieved our target of 100% engine reliability; we had no race-ending issues. Total reliability remains our target despite the change and I am confident we can do this. I want the team to have the chance to use the engine in the same aggressive way we did last season, with no compromise on performance or reliability.

Are you allowed to alter the engine as a result of this regulation change?Any changes would be for reliability purposes, so we are allowed to change elements of the engine in principle. But practically it is not as easy to make such changes in time for pre-season testing or even the first race. If you consider that design and production of a new crank shaft takes more than three months you can see that no-one has had time to react quickly by changing their engines. Time has been the most critical element and with the limited amount of testing we are allowed to do, it has made it particularly challenging.



Is there a performance impact?We don’t want this change to have any affect at all on performance; that is our goal. It is much easier to extend engine life when you use it more conservatively. For parts like pistons, by turning down the engine’s rpm to 18,000 we can make its life longer but for some parts, such as castings, that alone does not guarantee reliability. The engine is a stressed member as a structural element between chassis and gearbox, so by extending engine life by 50% you are exposing the engine to 50% more vibrations, more kerbs and so on. Whenever you have a new car you can always expect some small problems initially because it is not possible to 100% predict the loads through the engine coming from the car.

looking at the standard ECu, is this fully understood now?In Formula 1 you can never say something works perfectly and we are never content with how we are using any particular element; we are always looking for improvement. With the standard ECU, we are now able to handle it much better. We have become used to its positive aspects and also used to its limitations. It has been a very busy year working on this device, with a lot of development, and that made for quite an expensive process. This year, as the second year of the standard ECU, is where we should begin to see its advantages from a cost-cutting point of view.

How much effort has gone into KERS so far?We have deployed a lot of people on KERS because we had to cover not only electronic skills but also mechanical skills because you will have very high mechanical loads on this small device. On top of this we have a completely new area for us to be working on; the storage device. We continue to work flat-out to fine-tune our KERS so it is safe and it will provide a lap time advantage. They are our clear goals for this project.

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What has been the focus in KERS development?Producing a completely safe device is something we have been focusing on since the beginning. That means not only making the device completely safe in itself, but also training staff. We are still finalising this process. It is an ongoing activity and we are continuing to learn and improve.



TF109THE CAST

P R E S E N T S

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Q+A WITH JARNO TRullI

What are your expectations for 2009?I expect Toyota to be competitive again. Beyond that I cannot say; we will have to wait and see what the first few races hold. I am a very confident person and I am always optimistic so again this season I have high hopes, but I know from my experience that whatever I say in the winter doesn’t really count for much when the season starts – the important thing is what we do on the track. I hope I can fight for Toyota’s first victory; that is my dream. Formula 1 is extremely competitive at the moment so I expect this season to be exciting and very interesting; I am looking forward to it.

Do you believe Toyota can win a race this season?I hope we can build on the progress we showed in 2008 and challenge for the team’s first win. Formula 1 is a team game, you win and lose together, and Toyota did a very good job last year which allowed me to be competitive and fight at the front. I am full of hope for this season. You need to build strong foundations before you can win. It is like a house; you cannot start by building the roof. We have established the foundations and I believe we can build a winning team. In 2008 we made a huge improvement and took a big step in the right direction so I hope now this year we can be a top team. I am confident in my own ability so if I am given a competitive car I know I can deliver the results.

Are you happy to be racing alongside Timo Glock again?It’s great to be working with Timo again this year. We had a lot of fun last year together and we achieved a lot in terms of improving car performance. We have a good relationship and I’m sure we will build on that this year. He’s a fast driver and a nice guy so I’m looking forward to see what we can achieve this year. Timo and I are capable of delivering strong results if the car is competitive, so I hope we have the chance to fight at the front this season.

TF109 – THE CAST


What is your opinion of the new regulations?It is a big change and whenever you make a change like this, it is impossible to predict how it will affect each team. Toyota has the capability to adapt to these regulations as well or better than any other team so I am hoping it will give us a good opportunity. You can say I am cautiously optimistic. One thing is for sure, there will be bigger gaps between teams next season and bigger fluctuations in performance. It was so close last year because we had a period of quite stable rules, but always when you make a big change, the grid is spread out more, so I expect that will be the case this year.

Will the new regulations make overtaking easier?They should make overtaking easier but that would not be very difficult as it was nearly impossible in the last few years! You had to be really committed and a lot faster to attack another car; it was possible and I did several good moves last season but it was far from easy. We won’t know until we are racing in Australia if the rule change really works as they have planned but I can understand the logic and I hope it works. I really enjoy fighting on the track and it can be frustrating when you are quicker than the car in front but just cannot get past because the aero makes such a difference. Whatever happens, I do not expect overtaking will be easy because we are racing with the best drivers in the world and it can never be easy to overtake.

Are you happy with the return to slick Bridgestone potenza tyres? I am very pleased to be racing on slick tyres again because they give more feel to a driver and they are much more fun to drive with than the grooves. I am very much looking forward to trying out a new set of slicks on a flying lap in qualifying; that will be great fun!

At 34, how would you describe yourself as a driver?First of all, I don’t think in terms of age or how many Grands Prix I have competed in. They are just numbers and I am not really interested in numbers. The fact is, I love driving, I love competing and I love the

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challenge of Formula 1. This sport is the focus of my life and I am completely dedicated to it. Nowadays in Formula 1 the competition is so close and it is so difficult to get everything exactly right that you have to be totally committed if you are going to succeed. Being a fast driver is not enough now; a Formula 1 driver needs to be completely motivated and committed, and I am.

Is Formula 1 still a pleasure for you?Absolutely. I am having a lot of fun at the moment and I am really happy to be a Toyota driver in Formula 1. It is very rewarding to see the progress we have made and to feel part of such a positive change. Obviously, racing is more fun when you have a competitive car and you are fighting at the front so I enjoyed last season a lot, but it doesn’t change my motivation because I am always fighting for the best possible result, whatever that is. We are looking strong and I believe, after all the bad luck I have had in the past, I am due some pay back!

What are your remaining targets in F1?I still have plenty of things I want to achieve in Formula 1 but my dream now is to win the first race for Toyota. I have now spent longer racing for Toyota in Formula 1 than any other driver and I have seen the huge progress that has been made since I joined in 2004. It has been a long journey and we have had ups and downs but we have never given up or lost faith. It was fantastic to be back on the podium again last year, as well as leading several races, and my target is to enjoy more of those moments.

TF109 – THE CAST


JARNO TRullI pROFIlE

Role Race DriverNationality ItalianBorn 13 July 1974, in Pescara, ItalyMarital status Married to Barbara, 2 sons (Enzo and Marco)Height 1.73mWeight 60kg

In 2008, Jarno Trulli enjoyed one of his best seasons in Formula 1, playing a pivotal role in returning Panasonic Toyota Racing to the battle at the front.

The statistics tell their own story: his third place in France was the team’s first podium in over two years while in Brazil he put a Toyota on the front row of the grid for the first time in over three years. He scored points on 10 occasions on his way to a total of 31; the third highest for a Panasonic Toyota Racing driver since the team’s debut in 2002.

At 34, he is one of the most experienced drivers in Formula 1 today but his 12 seasons at the top have done nothing to dim his motivation. If anything, the 2009 vintage Jarno has even more to give, with his never-ending enthusiasm adding to an ever-increasing bank of knowledge.

Jarno’s motivation has always been sky high, as a quick look through his CV makes clear. He started his career in karts at the age of just eight, and right from the start he was a perfectionist who went on to win three CIK-FIA world championships. But it was not just the success which Jarno enjoyed which marked him out as a young driver to watch; his passion and dedication were clear from the very start. “In the end I don’t believe I chose to race a kart – I believe I was chosen because I was born with that passion,” he says.

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Sometimes, success in karting does not translate into single-seaters but there was no danger of Jarno failing to make the grade and he won the 1996 German Formula 3 Championship in his first year of car racing. That opened a door to Formula 1, with the small Minardi team, for 1997.

“My career before Formula 1 was quick and cheap because I had no money or anyone to back me financially,” Jarno jokes. “It happened quickly; I had the chance and took it. Instead of entering by the main door, I came in by the back door and I had to really work hard to make my way up through the field and get a good car.”

Jarno repaid Minardi’s faith immediately, showing impressive pace in a team which struggled at the back of the grid. He moved to Prost halfway through 1997 and was, incredibly, fighting for victory in Austria until an engine failure robbed him. “If you look back at my career, my first victory could have come in Austria in my first year but I was unlucky,” he says. “I took another path, starting from the bottom and slowly reaching the top.”

By the end of that season, it was clear Jarno was a genuine Formula 1 talent and in subsequent seasons he fought gallantly at Prost, Jordan and then Renault before finally getting a car worthy of his talents. Despite never enjoying the fastest cars on the grid, Jarno earned respect by claiming front-row starting positions and podiums; generally over-achieving considering the machinery available to him.

In 2004 he was given a more competitive Renault and duly delivered his first win with a sublime drive from pole in Monaco. He adds: “It’s a dream for any driver to win his first Grand Prix and the way I won, dominating both qualifying and the race, gave me a lot of satisfaction.”

But before the end of the season, he left Renault to join Panasonic Toyota Racing, beginning his longest stay with a team in Formula 1. As usual, in 2005 he quickly repaid his new team’s faith, delivering

TF109 – THE CAST


Toyota’s first-ever Formula 1 podium finishes and inspiring the team to a best-ever fourth place in the Constructors’ Championship.

Though 2006 and 2007 were difficult for the team, 2008 proved to be a breakthrough for everyone at Panasonic Toyota Racing. Jarno formed a formidable partnership with Timo Glock and fired the team back into the fight for podiums. This season will be Jarno’s fifth full season with Toyota and the foundations have been well and truly laid for future success.

JARNO TRullI’S CAREER AT A GlANCE

Gp debut Australia 1997Gps started 199Wins 1podiums 8pole positions 3points 214Best championship result 6th (2004)

1997 Minardi Hart / Prost Mugen: 15th (3pts)

1998 Prost Peugeot: 15th (1pt)

1999 Prost Peugeot: 11th (7pts)

2000 Jordan Mugen: 10th (6pts)

2001 Jordan Honda: 9th (12pts)

2002 Renault: 8th (9pts)

2003 Renault: 8th (33pts)

2004 Renault / Panasonic Toyota Racing: 6th (46 points)

2005 Panasonic Toyota Racing: 7th (43 points)

2006 Panasonic Toyota Racing: 12th (15pts)



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Q+A WITH TIMO GlOCK

What are your personal targets for 2009?This year I want to build on my strong first season with Toyota. That means continuing to score points regularly – at every race if possible – and finishing on the podium more often. It would be amazing to win the first race for Toyota in Formula 1. It was great to get a second place in my first full Formula 1 season but now I want to become a more regular podium finisher; I could get used to podium champagne! In terms of my own personal development, I was really happy with how things improved throughout last season; I have a fantastic working relationship with my engineers, my car crew and the whole team and I expect that to continue. As a driver I learned a lot about the team and the car and that will help me considerably when we are developing the TF109.

Are you confident panasonic Toyota Racing has the potential for you to achieve your ambitions?Toyota’s aim is to win and my aim is to win. I have no doubt we have the potential to achieve this target. In 2009 we will fight to win Toyota’s first Grand Prix and I am sure we have the chance to do it. Since I arrived at Toyota I have been very impressed with the knowledge, the resources and the dedication at this team. Everyone is so professional and focused on succeeding, which gives me great confidence for the future.

How have you developed as a driver since joining Toyota?I learnt a lot last year, especially when it came to developing a car and adjusting a Formula 1 car to my driving style, and vice versa. I have always had confidence in my ability and in my speed but I knew when I joined Toyota that it is not enough to be ‘only’ a very fast driver to succeed in Formula 1; you must also be very strong technically so you can appreciate the tiny changes we make to the set-up. I think it is clear to everyone that I am a quick driver; I scored 25 points and finished in the top 10 of the championship last year, ahead of several

TF109 – THE CAST


drivers who have won Grands Prix. Maybe it was not clear from the outside, but I have also developed a lot from a technical point of view and I believe I am much more capable of finding the perfect set-up and getting the best out of the car. The experience I had last year will be very helpful when we are working to get the best out of the TF109, with all the rule changes that have been made.

What is your opinion of the new regulations?It will be really interesting to see if they make overtaking easier. On paper it looks like it should be a bit easier to overtake but you never know what it will be like on the track until you are in a race situation. I think they have gone in the right direction by reducing downforce and bringing back slicks so I am excited to see what the cars feel like. I am happy that Formula 1 is returning to slick tyres because they are more fun for the driver. I have plenty of experience of slicks from Champ Cars and GP2, so I expect to be able to adapt very quickly.

Is the regulation change a big chance for Toyota?I think the big rule change is a huge opportunity for every team because we are all basically starting from scratch. I know the huge potential of our team so I am confident we will be strong with these new rules. Whenever there is such a big change, the advantage of the previous year’s top teams is reduced quite a bit. We had a competitive car in 2008 so our first challenge is to ensure we do not lose ground to the teams behind us, but our focus is in front and we want to not only close the gap but also move into the top three or four in the Constructors’ Championship. I am confident we have everything in place to do that.

You will be busy in the cockpit next year with the moveable front wing….I don’t think there is room on the steering wheel for any more buttons! We already have quite a few adjustments we can make on the steering wheel, changing things like brake balance and engine mapping, so with another option it will be even busier. But I’m sure we will all cope

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fine. Having front wing options while we are driving is an interesting concept and I am looking forward to seeing what affect it will have. I am sure it will take a little getting used to, and we have to analyse how to make the best use of it. It gives us a lot of different options when it comes to set-up and in theory it should help the drivers in the race as well when it comes to overtaking. Do you feel completely part of the team now?I have felt totally at home with the team pretty much since my first day. I have a great relationship with my race engineer, Francesco Nenci, and everyone else who works on my car, not to mention the rest of the team. It has been very easy to become completely integrated into the team and it is fun to work with them. There are some great guys here who are pushing really hard to get success and they know I am fighting to the maximum to give it to them. We really are a close team and that’s very rewarding.

How positive it is for Jarno to be your team-mate again in 2009?I have a great relationship with Jarno so I’m very pleased we will be team-mates again this year. He’s a great guy and a very talented driver so we have fun together but also I think we compliment each other well. It is really interesting to work alongside someone with all his experience in Formula 1 and I have learned a lot from him; how he develops a car, how he looks for the best set-up. Last year we worked together successfully to develop the TF108 throughout the season and we got some impressive results; I am sure we can do the same this year.

TF109 – THE CAST


TIMO GlOCK pROFIlE

Role Race driverNationality GermanBorn 18 March 1982 – Lindenfels, GermanyMarital status SingleHeight 1.69mWeight 64kg

Timo Glock well and truly arrived in Formula 1 in 2008, marking himself out as a star of the future by equalling Panasonic Toyota Racing’s best-ever result and competing closely with his experienced team-mate Jarno Trulli.

He may have made his Formula 1 debut in 2004, as a stand-in at Jordan, but he came of age last year, having arrived at Toyota as GP2 Series champion.

His elevation to full-time Formula 1 driver concluded a process which saw Timo earn a brief Grand Prix baptism thanks to success in Formula BMW and German Formula 3 before then forging his reputation in Champ Cars and GP2.

That may seem a circuitous route to the top, but in Timo’s case it proved successful. “There were several points when things looked very tough for me,” he admits. “But at every point I told myself not to give up. I fought that adversity and my reward is to be racing in Formula 1.”

Winning the GP2 title was his passport back to Formula 1, but the sport, not to mention Timo the driver, had changed significantly since his Grand Prix debut. New regulations meant the cars were quicker and Timo had a greater reputation than he enjoyed during his Jordan year. But with that came greater expectation and he showed one of his most valuable characteristics immediately upon joining.

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Ask any of the team present when Timo made his Toyota debut in Jerez on a cold December day in 2007 what their first impressions were of the new driver and the answer was unanimous: he works incredibly hard. That should be no surprise from a driver who grew up in a modest family and worked in his father’s business between race weekends during his Formula 3 days.

Those impressions were reinforced early in 2008 when Timo moved to Cologne to be close to his engineers at the factory. He explains: “I knew I had a lot of work to do because it’s not easy to adjust to a new team and a new car. It makes sense to live close to the factory because then I can spend more of my time working with the team to improve.”

His first taste of the TF108 came in January and from that moment on he set about doing the hard work necessary to compete on the same level as Jarno. He made great strides but even in the opening races of the season there was still work to do to catch up.

“I didn’t score points in the first few races; partly that was because we were still adapting the set-ups for my style and I was developing myself but there was also quite a bit of bad luck,” he says. “I had to develop myself as a driver and give my maximum to understand the TF108, adapting it to my driving style because I don’t like an understeering car.”

Ironically, it was Canada – where the TF108 was arguably at its least competitive all season – which saw the turning point for Timo in terms of results. A clever strategy and a battling drive in difficult conditions allowed Timo to lead the race briefly before holding off the Ferrari of World Championship-chasing Felipe Massa for fourth.

Despite ending in a painful accident, the German Grand Prix marked the start of a fine run of performances which made it clear to everyone that Timo was up and running in Formula 1. Immediately after that Hockenheim crash, he finished second in Hungary thanks to a prodigious performance. Now there was no doubting he has what it

TF109 – THE CAST


takes to succeed in Formula 1. “I feel I made a good step forward over the year and to be on the podium, with second place in Hungary, in my first full Formula 1 season was a perfect result,” he adds.

He rounded out the season by scoring more points than Jarno in the final eight races of the season, highlighting the fact that Panasonic Toyota Racing has one of the best driver line-ups in Formula 1 today.

TIMO GlOCK’S CAREER AT A GlANCE

Gp debut Canada 2004Gps started 22Best Gp result 2nd (2008)podiums 1Best qualifying 5thpoints 27Best championship result 10th (2008)

2000 ADAC Formula BMW Junior Cup: 1st

2001 ADAC Formula BMW: 1st

2002 German Formula 3: 3rd (Rookie of the Year)

2003 Formula 3 Euro Series: 5th (3 wins)

2004 Formula 1 – Jordan: 19th (2pts)

2005 Champ Car World Series: 8th (Rookie of the Year)

2006 GP2 Series: 4th (2 wins)

2007 GP2 Series: 1st (5 wins)

Formula 1 – BMW Sauber: Test driver

2008 Formula 1 – Panasonic Toyota Racing: 10th (25pts)

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Q+A WITH KAMuI KOBAYASHI

What are your thoughts entering your second year as third driver with panasonic Toyota Racing?I’m really pleased to be continuing with the team and I’m looking forward to the challenge of developing the TF109. It will be another busy season for me because I will be racing in GP2 Asia and the GP2 Series as well as being third driver with Toyota but I am young and I love driving racing cars so it’s no problem for me. This is an important year for me because I want to enjoy success in GP2 as this is the perfect stepping stone for a career in Formula 1. I don’t know what the future will hold but I will fight all the way this year, never giving up and always giving everything I can.

How do you find life as a Formula 1 driver?It’s great fun but it is also very tiring. I have to say, being a Formula 1 driver is not what I expected when I was a small boy because it is about more than just driving and working on the car; there are so many other tasks that I need to do. It’s obvious to me now but when I was a young boy I just assumed racing drivers spent their days only racing cars! The time you actually spend driving the car is only 5-10% of the year. The rest of the time is taken up with training, team meetings for the development of the car, PR and various other activities. These are the things that make up the overall life of a Formula 1 driver. From a private point of view, nothing much has changed for me – except I am even busier than ever! As a Formula 1 driver for Toyota and a GP2 racer, there is plenty of work to keep me busy but I enjoy it.

What are your goals as a racing driver?The biggest thing for me is that no Japanese driver has ever been a Formula 1 winner so that is my ultimate dream. I know it would make the Japanese people incredibly proud if a Japanese driver could win races in a Toyota; that would mean a lot. But before thinking about that kind of thing, my priority has to be constantly improving and eventually earning a Formula 1 race seat.

TF109 – THE CAST


What inspired you to start in motorsport?When I was very young I happened to see a TV commercial advertising karts for hire, and when I told my dad he agreed to take me along. So it started there with karting and immediately I enjoyed it so when I was in kindergarten my ambition was to be a racing driver. At that time I didn’t think about being a Formula 1 driver or whatever; I just wanted to race cars. Actually, for a while I wanted to be a stand-up comedian and joined the comedy club at school, but I soon decided that racing was what I really wanted to do.

How is life within the panasonic Toyota Racing team?It is a fantastic experience and it has really helped me develop as a driver. Working with so many experienced professionals, in all different fields, has expanded my knowledge and taught me a lot about the engineering behind a Formula 1 car. Seeing how dedicated and professional everyone is in this team really inspires me. Another benefit is that a lot of the guys at the team have worked with young drivers in the past and they are familiar with issues you face as a young driver adapting to Formula 1, so they have been really helpful.

Have Jarno and Timo helped?Having drivers like that working alongside you is very interesting and they do give me some advice, which I always try to take. I have learned quite a bit from Jarno and Timo; they have a great understanding of how to interpret the behaviour of the car and change it in the right direction. Also on the track, they know exactly when to push and when not to so there is a lot to learn from them and I am determined to do so. However, when we are working together the main discussion is about how to improve and develop the car because this is our main job.

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KAMuI KOBAYASHI pROFIlE

Nationality JapaneseBorn 13 September 1986 - Hyogo, JapanMarital status SingleHeight 1.68mWeight 57kg

Kamui Kobayashi has enjoyed a whirlwind ride since joining Panasonic Toyota Racing as third driver in 2008.

The 22-year-old rising Japanese star has been on a hectic world tour, encompassing not just his third driver duties at tests and races, but also the super-competitive GP2 Asia Series and GP2 Series.

He competed in over 30 races in 2008 and notched up his fair share of success, including wins in both GP2 Asia and GP2, in just his first season in Formula 1’s feeder category. Several blistering performances have shown he has the natural talent necessary to compete with the best and as third driver for Panasonic Toyota Racing he has been able to develop his technical skills too.

Kamui played an important role in the ongoing development of the TF108, extending his own knowledge of Formula 1 set-up and practices in the process. He says: “Being able to work with so many professionals is a real benefit to me. It inspires me to want to be professional in my own work too, so it’s a really good situation to work in.”

Kamui also benefits from being a member of the Toyota Young Drivers Programme (TDP), which is run by Toyota Motor Corporation. The TDP scheme gives full support to young drivers, not only on the track but also when it comes to personal fitness regimes and lifestyle advice.

TF109 – THE CAST


For Kamui, over the past eight years the TDP scheme helped him achieve his dream of becoming a Formula 1 driver in 2008. “I’ve dreamed of being in Formula 1 ever since I was a small boy,” he says. “I passed the Toyota audition when I was 14, and have been committed to Toyota ever since. They have given me great support and encouragement since then. They help me with a lot of things, such as improving my English and helping me develop my driving and my feedback. They have been very good to me.”

Kamui showed his determination to succeed by leaving his homeland and moving to Europe for the 2004 season and now lives in Paris, where he soaks up the atmosphere of one of the world’s most cultural cities.

“There is an interesting atmosphere in Paris which I really like because of the big businessmen, the artists, the designers, all these important people who are there and give the city its character,” he says. “It is a fascinating city to spend time in.”

Kamui has progressed rapidly through the single-seater ranks in Europe and into Formula 1 after making a name for himself as a star of the future in Japanese junior racing.

With TDP support, Kamui moved to Europe in 2004 and spent two years in the Formula Renault Eurocup and Italian Formula Renault Championship, winning both crowns in 2005 - a title double only achieved previously by one other driver.

He says: “At the beginning of my career I was not thinking about Formula 1 - I just wanted to win each race. I never thought much about the future because it was far away from my situation at the time. Winning each race was my target but when I started racing single-seaters in Europe I started to dream of Formula 1. You have to work hard and be very determined to become a Formula 1 driver.”

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From there he stepped up to Formula 3, the traditional breeding ground for future Formula 1 stars, and in 2006, after taking rookie of the year honours, Panasonic Toyota Racing offered him the chance to join its winter tests.

A promising second season in the Formula 3 Euro Series saw him mount the winners’ podium and guaranteed another step up, to GP2 and the third driver’s role with Panasonic Toyota Racing, where his increasing maturity and raw speed have marked him out as a driver to watch in the near future.

KAMuI KOBAYASHI’S CAREER AT A GlANCE

1996 SL Takarazuka Tournament, Cadet: 3rd

1997 SL All Japan Cadet: 1st

1998 JAF Cup West Cadet: 1st

1999 SL All Japan Tournament (S stock, D class): 1st

2000 All Japan Junior Kart Championship

Suzuka Kart Championship: 1st

2001 All Japan Kart Championship, ICA: 1st

Asia Pacific Kart Championship, ICA

Esso Formula Toyota Racing School scholarship

2002 Kart Euro Championship

Esso Formula Toyota Series (1 race)

2003 Esso Formula Toyota Series: 2nd

2004 Formula Renault Italia: 4th (2 wins)

2005 Formula Renault Italia: 1st (6 wins)

Formula Renault Eurocup: 1st (5 wins)

2006 Formula 3 Euro Series: 8th (Rookie of the Year)

2007 Formula 3 Euro Series: 4th (1 win)

2008 GP2 Series Asia: 6th (2 wins)

GP2 Series: 16th (1 win)

Formula 1 – Panasonic Toyota Racing: Third driver

TF109 – THE CAST


TF109THE BACKGROuND

P R E S E N T S

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A BEGINNERS’ GuIDE TO F1’S NEW RulES

Front wings must be wider than in 2008. They will be 1800mm wide; the same as the outside of the front tyres. They are also lower, at 75mm compared to 150mm. This makes the front wing less vulnerable to the airflow of a car in front, with the aim of making overtaking easier.

Front wings will be adjustable. A driver will have multiple options (up to three degrees either way) and can choose an option setting once per lap, after which he must return to the baseline setting. This feature will allow a driver to compensate for front downforce lost when following another car, which should enhance his chances of overtaking. It will be regulated by the standard ECU.

Rear wings must be 75% narrower than in 2008 and 150mm higher. The rear diffuser, which assists with airflow under the car, is moved 330mm rearwards. This reduces downforce and limits the disruptive effect on the performance of a following car.

Aerodynamic add-ons, such as barge boards, turning vanes and winglets, are banned. This reduces downforce.

Bridgestone will supply slick tyres for 2009, replacing the grooved rubber used since 1998. This increases mechanical grip and will increase some cornering speeds.

Engines must last for at least three complete Grand Prix weekends, excluding Friday practice, or the driver faces a penalty. In total each driver is limited to eight engines for the season. In 2008, engines lasted for two races and the extension of engine life is designed to reduce costs.

Engine revs will be limited to 18,000rpm, down from 19,000rpm, while development of internal components is further restricted.

TF109 – BACKGROUND


Kinetic Energy Recovery Systems (KERS) can be used. The optional KERS device takes energy generated under braking and re-uses it as a power boost, limited to 400kJ per lap. This equates to around 80hp for around 6.5secs a lap.

Testing outside of a Grand Prix weekend has been banned after the first race of the season. In a further cost saving measure, wind tunnel testing is limited to 60% models with speeds of no greater than 50 metres per second.

To reduce costs, Formula 1 factories must close for a total of six weeks during the year while teams will share tyre and fuel information at Grands Prix to enhance efficiency.

In addition, manufacturers, including Toyota, have agreed to provide an engine supply to independent teams for approximately 50% of the 2008 costs.

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NEW REGulATIONS - CHASSIS

Formula 1 has initiated a major change in aerodynamic regulations for 2009 with three clear goals: to make overtaking easier; to limit the constant increase in speeds and to make the cars’ appearance cleaner.

When the sport’s top engineers met to establish the 2009 aerodynamic rules, they proposed a 50% cut on 2006 downforce levels to achieve overtaking and speed reduction targets. Advances in aerodynamic techniques in conjunction with ceaseless work from engineers have limited this reduction but downforce levels this year will nevertheless be considerably lower than in 2008.

The wide-ranging changes have significantly altered the appearance of Formula 1 cars in 2009, with the most striking difference being changes to the front and rear wings. At 1800mm, front wings are wider and 75mm lower while rear wings are 75% narrower at 750mm, with the amount of development allowed in these areas further restricted. As well as reducing downforce and hence cornering speeds, these changes are focused on increasing a driver’s chance to overtake the car in front.

Senior General Manager Chassis Pascal Vasselon explains: “The aim is to make the cars less aerodynamically-sensitive to the wake of the car in front; that is the air disturbance immediately behind a car travelling at speed.”

Another aerodynamic change sees the removal of additional devices such as barge boards, turning vanes and winglets, which contributed a significant amount of downforce. On a 2008 car, the bargeboards alone accounted for around 10% of downforce, so the adverse affect on lap time should not be underestimated, and this was a primary motivation behind the change. In addition, this change also gives the 2009 cars a cleaner, simpler appearance.



As Pascal reveals, these devices evolved out of necessity: “We worked within what we call ‘legality boxes’. These were specific areas of the car where additional downforce-generating devices were permitted. Their location was not driven purely by physics.”

A key difficulty facing drivers trying to overtake in Formula 1 is the front downforce lost when following another car, due to air disturbance. The revised wings address this to an extent but a further solution is the movable front wing. In order to recover some of that lost front downforce, a driver can change the angle of his front wing once per laps, thus generating an increase in downforce.

Pascal adds: “The team defines a baseline setting before the race and the driver then has the possibility to define which option he would like, using a switch, and with a push of a button he can enact the change. But he must always return to the baseline setting, so every second change returns the wing to its original angle.”

Another move designed, in part, to make overtaking easier is the switch to slick Bridgestone Potenza tyres. After a decade on grooved tyres, which were introduced to cut cornering speeds by reducing grip, the more traditional slick tyres are back.

Slick tyres not only increase grip around corners; they also give drivers a more consistent feel when driving on the limit. The effect on overtaking comes as a result of a slightly reduced dependence on aerodynamic grip, as Pascal says: “This changes the balance between aerodynamic performance and mechanical grip in order to limit the drop in performance suffered by the car behind.”

If a driver can rely more on mechanical grip, the negative impact of air turbulence from the car in front is reduced, theoretically making overtaking easier. On the other hand, by offering increased grip, slick tyres bring extra performance, so in some cases cornering speeds could rise slightly this year, despite the downforce reductions.

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The combined affect of the new regulations will likely see a slight increase in lap times due to the downforce reductions. On paper, the changes made to facilitate overtaking should also hit their targets, but whereas winter testing will immediately illustrate the cut in speeds, only the start of the racing season will vindicate the changes made to facilitate overtaking.



NEW REGulATIONS - ENGINE

Formula 1’s new regulations are not restricted to the chassis; far from it with two key developments introduced around the engine for 2009.

A new technology makes its debut in Formula 1 this year with the introduction of Kinetic Energy Recovery Systems (KERS). These power units re-use the energy generated by the rear wheels under braking to provide a power boost.

This year’s regulations limit the amount of energy recovered and used to the equivalent of around 80hp for 6.5secs a lap; this would theoretically mean a lap time gain of between 0.1secs and 0.3secs a lap, excluding the impact of the unit’s weight.

The choice of KERS system is open, with flywheel and battery technology on offer. Panasonic Toyota Racing will adopt a battery solution and development continues apace to produce a system which is both safe and performance-enhancing.

“We have worked a lot on KERS but always in a balanced way,” says Executive Vice President Yoshiaki Kinoshita. “In the end it is part of the car and in our team we focus on the total performance of the car so we did not just put all our effort into KERS alone; we worked on the entire package.”

While an additional power boost brings theoretically faster lap times, the additional weight of the unit potentially negates that advantage. Prior to the unveiling of the TF109, all development work was done at the team’s factory for very practical reasons. Yoshiaki Kinoshita explains: “We could do 95% of the development work on the test bench, which saves the cost of taking it to the track. It will be more useful for us to test KERS for the first time in a TF109 because this is the car the unit is designed for.”

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Safety has been a priority from the start of the team’s KERS development and dozens of team members have been trained in safe working practices around such a high-voltage device, while the unit will run on the race track only when it is proven to be safe and performance-enhancing.

The other significant development is the extension of engine life which means units must last for at least three Grand Prix weekends, excluding Friday practice, compared to two in 2008. To emphasise this change, each driver is also limited to eight engines for the whole racing season.

In order to make that reliability target more achievable, engines will be limited to a maximum of 18,000rpm; down from 19,000rpm in 2008. Thanks to the hard work of the engine department, the RVX-08 engine was 100% reliable in 2008, with no race-ending reliability issues, and that is the aim again this year with the RVX-09 unit.



WORlD TOuR 2009

The 2009 FIA Formula 1 World Championship calendar features several changes compared to last season, with one historic Grand Prix and one much-loved event leaving to be replaced by a spectacular new venue.

France, the birthplace of Grand Prix racing in 1906, will be without a race for only the second time since the advent of the Formula 1 World Championship. The Magny-Cours organisers cancelled the 2009 French Grand Prix for financial reasons, ending a run of 18 consecutive years of hosting the race at the track.

Canada is another venue coming to terms with losing its Grand Prix after a financial disagreement led it to be removed from the calendar. The Circuit Gilles Villeneuve in Montreal was a popular stop for teams and fans and hosted 30 Grands Prix between 1978 and 2008.

However, while those two established venues have lost their Grand Prix, a new venue in Abu Dhabi has been added to the calendar and promises to be one of the most spectacular locations of the year.

The Yas Marina Circuit, which at 5.5km features 20 corners and takes the drivers under a luxury hotel, is a purpose-built, permanent track at a new development in the United Arab Emirates. The Abu Dhabi Grand Prix has the honour of hosting the 17th and final race of the 2009 season, meaning that Brazil, for the first time since 2005, will not bring the curtain down on the season.

Elsewhere, the rotation system for Germany’s Grand Prix sees the race return to the Nürburgring this year, at a venue which is undergoing substantial redevelopment of its spectator facilities.

A similar rotation system sees the Japanese Grand Prix move away from Fuji Speedway after two successful events. It will once again be

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held at Suzuka after improvements were made to bring it back up to Formula 1 standard.

The Chinese Grand Prix has an unusually early slot on the 2009 calendar, part of a double-header with Bahrain in April while Silverstone is scheduled to host the British Grand Prix for the final time before handing over that honour to Donington Park in 2010.

The success of Formula 1’s first-ever night race sees the Singapore Grand Prix retain its evening start time while the races in Australia and Malaysia will start at 5pm local time to accommodate television viewers in Europe.

FIA Formula 1 World Championship calendar 2009

29 Mar Australian Grand Prix Albert Park05 Apr Malaysian Grand Prix Sepang International Circuit19 Apr Chinese Grand Prix Shanghai International Circuit26 Apr Bahrain Grand Prix Bahrain International Circuit10 May Spanish Grand Prix Circuit de Catalunya24 May Monaco Grand Prix Monte Carlo07 Jun Turkish Grand Prix Istanbul Park21 Jun British Grand Prix Silverstone Circuit12 Jul German Grand Prix Nürburgring26 Jul Hungarian Grand Prix Hungaroring23 Aug European Grand Prix Valencia Street Circuit30 Aug Belgian Grand Prix Circuit de Spa-Francorchamps13 Sep Italian Grand Prix Autodromo di Monza27 Sep Singapore Grand Prix Marina Bay Circuit04 Oct Japanese Grand Prix Suzuka Circuit18 Oct Brazilian Grand Prix Autodromo Jose Carlos Pace01 Nov Abu Dhabi Grand Prix Yas Marina Circuit



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P R E S E N T S

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HOME SWEET HOME

The 2009 season marks 30 years since Toyota moved its European motorsport operation to Cologne, Germany.

In that time, Toyota has competed in World Rally, Le Mans and now Formula 1, and it has never lost the belief that Cologne is the right place to be. As Toyota Motorsport President John Howett says: “There is no doubt about it; being based in Cologne is an asset.”

Toyota Team Europe relocated from Brussels to Cologne in 1979. Despite Cologne being distant from the traditional heartlands of rallying, the team joined the new Toyota Allee concept, which saw Toyota’s manufacturing, financial and administrative headquarters in Germany centred in one location; on the outskirts of the city in the Marsdorf suburb.

“The decision to move from Brussels came as a result of Toyota taking ownership of Toyota Team Europe,” adds John Howett. “For the European base of Toyota’s motorsport activities it was logical that we should have a purpose-built facility rather than the rented premises in Brussels which were used previously. Therefore it made sense to join the Toyota Allee concept, with plenty of scope for expansion when that became necessary.”

Formula 1’s traditional heartland lies in England and this presented Toyota Motorsport with a major challenge in bucking this trend and establishing a base elsewhere in Europe when the decision to go Grand Prix racing was made in 1999.

Expanding the Cologne factory into a purpose-built Formula 1 technical centre was one thing, but finding experienced staff to complement the talent already within the team was considered by many to be a major hurdle.

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Happily, Cologne has proved to be the ideal city to attract potential new team members; its friendly attitude and superb transport links allow new team members to settle quickly while never being too far away from home.

“The people are hard-working, friendly and welcoming,” adds John Howett. “Cologne is also quite a green city, with a lot of parks and open spaces so you see a lot of people enjoying the outdoors in the city, especially in the summer. Culturally the people here seem to spend more time eating and drinking outside and I think that is one of the reasons why the people of Cologne seem more outgoing.”

Staff were recruited from across the motorsport world; eventually reaching around 650 and bringing the number of nationalities at the team to over 30. That has provided a strong mix between loyal Toyota men from the rally days, experienced and talented newcomers and locals with much-sought-after skills.

“Formula 1 is a global industry so we have brought a lot of staff to Cologne simply because you need a varied mix of people and it is never possible to source a whole team from one region,” says John Howett. “But we have also recruited a lot of staff from the Cologne region and we have found some really good workers here. This region has some very well qualified people to work in our company, particularly when it comes to fabrication and engineering, and this is a real advantage of our location.”

Sourcing suppliers was a more complex task. By its very nature, top-level motorsport requires highly specialized components and materials; therefore Toyota Motorsport has painstakingly built up a dedicated base of suppliers, with around 50% in Germany itself.

Motorsport is a short-term industry in many ways, with the emphasis clearly on performance at the next race over and above potential benefits in the coming years. Toyota Motorsport adopted a long-term

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view by investing time and energy in developing its supplier base and supporting these companies to adapt to the extreme demands of Formula 1.

“What we set out to do was to have short-term pain for longer-term benefit,” says Director of Supply, Malcolm Boote. “The easier short-term option would have been to simply use the established supplier base, which was mostly in the UK, and joined in the annual capacity fight, with numerous teams from different areas of motorsport all fighting for capacity at the same peak times of the year.”

Despite the additional difficulty of developing this supplier base, and associated issues with companies inexperienced in the demands of motorsport, a long-term strategy has paid off and Toyota Motorsport enjoys priority status with many, and is the only motorsport customer of 30-40%, of these suppliers. “Having a competitive supplier base means we can choose what is best for us,” adds Malcolm Boote. “We are now in a position to select the best options, out of a qualified supplier pool.”

Toyota is a responsible citizen wherever it is in the world and this is true too in Cologne. Over 15,000m² of plants grow on the factory roofs to improve air quality; a new long-distance heating system has cut CO2 emissions by 1million kg a year; used oil and fuel is recycled; energy generated on the engine dynos is reused and a dedicated environmental officer ensures many, many other schemes make a real difference to the company’s environmental impact.

Panasonic Toyota Racing is unique in Formula 1 as the only team based completely in Germany, and when it comes to staff, suppliers and satisfaction, it is reaping the benefits. The challenge in its 30th year in Cologne is to bring the success that everyone at the Marsdorf technical centre is striving so hard for.

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DOING THINGS THE TOYOTA WAY

Whenever Panasonic Toyota Racing produces a new car, it does so with dedication, passion and expertise. But the team has another weapon in its arsenal, with the ever-increasing use of Toyota Way methodology.

The Toyota Way is a set of workplace principles which all Toyota employees are encouraged to adopt and learn from. At Panasonic Toyota Racing, the Toyota Way is used throughout the factory to improve efficiency, solve problems and achieve ambitious targets.

Problem solving is a core Toyota Way skill that is directly relevant to Formula 1 and the building of a new car, which inevitably brings with it a series of small operational issues. Communication is the key to solving most problems, not to mention improving performance and efficiency, and this is encouraged in day-to-day operations at the factory.

Without good communication, problems are only highlighted at the final stage of the design and build process, which could mean in the workshop, the garage or even on the track itself. But clear communication prevents this, and that is the aim at Panasonic Toyota Racing.

As the TF109 took shape, morning and evening meetings between engineers, designers, mechanics, production specialists and purchasers addressed any issues immediately so quick decisions could be taken, and solutions implemented. This is in line with the Toyota Way principle of Genchi Genbutsu, or going to the source.

This highlights an important aspect of Toyota Way thinking; even the most brilliant people are unable to predict or envisage every possible consequence of a decision. However, a clear communication flow and a culture of empowering all employees ensure all relevant people

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are involved; greatly increasing the chances that a potential problem is solved before it becomes an issue. This not only reduces waste in terms of time and resources, but ultimately improves performance.

Processes can be improved in all aspects of the team’s operations, and that includes at the track. For example, a Toyota Way expert visits tests to encourage efficient working methods; more important than ever now testing mileage is strictly limited.

At the test track, the Toyota Production System (TPS) has ensured great improvements have been made in the way the team conducts its programme, and once again communication is a key factor. With huge time pressures and hectic programmes to complete, efficiency is vital. But if communication gaps force team members at the track to telephone colleagues back at the factory to clarify instructions, valuable time is wasted at both ends. Waste, or muda in Toyota Way terminology, is counter-productive.

TPS methodology is also used at the factory, encouraging efficiency and reducing waste in production processes. By reconsidering and evaluating every aspect of production, Panasonic Toyota Racing has been able to reduce cylinder head production from a 67-day process to just 14, while analysis of pit stops resulted in average stops of 1.5secs less.

Communication is valuable both on a small and large scale, and that is where another Toyota Way cornerstone - hoshin kanri – comes in. Toyota instinctively sets itself challenging targets but these targets can only be met if everyone within the team is working towards the same goal, so individual departments set their own hoshin goals in order to contribute to the organisation’s overall targets. This keeps the team focused on the main objectives.

In order to meet or exceed these targets, team members are encouraged to use Toyota Business Practice (TBP); a problem-

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solving technique which formulates a structure to address and meet challenging situations or aims. By breaking down a situation and pin-pointing the areas to improve, team members can utilise TBP to achieve significant improvements. The common-sense TBP principles are learned relatively quickly and very soon a team member can apply them to day-to-day issues.

Regular TBP competitions help team members sharpen their skills, not to mention improve processes throughout the factory. TBP projects submitted just as the TF109 was being assembled for the first time provided solutions to reduce the lead time of front wishbone suspension parts and front wing elements in the composite department; reduce costs by using carbon fibre more intelligently and ensure more efficient preparation in laminating a front wing end plate.

As a passionate and ambitious team, everyone at Panasonic Toyota Racing aims to continuously improve the factors in his or her control – the kaizen principle – and the Toyota Way gives them a unique practical advantage in the world of Formula 1.

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pANASONIC TOYOTA RACING IN FORMulA 1

Panasonic Toyota Racing has come a long way since January 1999, when Hiroshi Okuda, then president of Toyota Motor Corporation, announced the bold decision to enter the FIA Formula 1 World Championship.

In keeping with Toyota’s challenging spirit, which has seen the company expand across the globe and promote the use of hybrid technology, the Formula 1 team was to be started from scratch.

Unlike other manufacturers, which have bought existing teams or entered as engine suppliers, Toyota took on the challenge of designing and building its entire Formula 1 car under one roof.

Toyota Motorsport in Cologne, Germany was chosen as the base and the challenge was on to upgrade the facilities from World Rally Championship and Le Mans standards to those required for Formula 1.

In 2001 Mika Salo joined the fledgling team to develop Toyota’s first Formula 1 prototype, the TF101, alongside Allan McNish in preparation for a race debut the following year. The 2002 Australian Grand Prix was a milestone in the history of the company as Mika earned sixth place and an impressive point in Toyota’s very first Grand Prix start, with the TF102.

Olivier Panis and Cristiano da Matta joined the team in 2003, and at Silverstone that year Panasonic Toyota Racing led a Grand Prix for the first time, with the Brazilian earning the honour in the British Grand Prix. The young team soon proved its potential and both Olivier and Cristiano qualified as high as third during the course of the campaign.


The 2004 season saw Panasonic Toyota Racing continue to learn from experience and lay the foundations for future success. Jarno Trulli came into the team for the last two races and was joined by Ralf Schumacher from the start of 2005.

With two experienced, Grand Prix-winning drivers on board the team continued to make good progress. Jarno scored the team’s first podium when he finished second in the second race of 2005 in Malaysia, repeating that result next time out in Bahrain. He was also third in Spain, while Ralf added another third in Hungary and took a popular pole position on home ground in Japan. Panasonic Toyota Racing finished the season in an encouraging fourth place in the Constructors’ Championship.

The team hoped to build on that performance in 2006 but, despite Ralf’s hard-earned third place in Australia, it proved to be a challenging season. A B-spec car was a step forward in terms of performance and helped the team end the season stronger than at the start, finishing with 35 points.

Hopes were high that 2007 would see an improvement but despite familiar qualifying pace from Jarno, who qualified in the top 10 on 14 occasions, points proved hard to come by for both drivers. Jarno drove a superb race at Indianapolis to claim sixth place while Ralf’s best result was also sixth, after a vintage drive in Hungary. The team finished with 13 points and a determination to improve significantly in 2008.

That was achieved in some style, with the new driver pairing of Jarno and Timo Glock inspiring the team to its second-best Formula 1 points tally. A more stable car was the cornerstone of an impressive season with saw the twin targets of a podium return and a significant points improvement both comfortably achieved.

Jarno scored an emotional third place at Magny-Cours while Timo’s steady improvement over the first half of the season reached a climax

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when he took second in Hungary. Those results helped the team target fourth place in the Constructors’ Championship, but a late flurry by Renault restricted Toyota to a still-promising fifth.

pANASONIC TOYOTA RACING STATISTICS

Grands prix 123podiums 8pole positions 2Fastest laps 1points 219

2008 Constructors’ Champ. 5th (56 points)Drivers’ Champ. 9th - Jarno Trulli (31pts) 10th - Timo Glock (25pts)

2007Constructors’ Champ. 6th (13 points)Drivers Champ. 13th - Jarno Trulli (8pts) 15th - Ralf Schumacher (5pts)

2006Constructors’ Champ. 6th (35 points)Drivers’Champ. 10th - Ralf Schumacher (20pts) 12th - Jarno Trulli (15pts)

2005 Constructors’ Champ. 4th (88 points)Drivers’Champ. 6th - Ralf Schumacher (45pts) 7th - Jarno Trulli (43pts)

2004Constructors’ Champ. 8th (9 points)Drivers’Champ. 14th - Olivier Panis (6pts) 17th - Cristiano da Matta (3pts)

2003 Constructors’ Champ. 8th (16 points)Drivers’Champ. 13th - Cristiano da Matta (10pts) 15th - Olivier Panis (6pts)

2002Constructors’ Champ. 10th (2 points)Drivers’Champ. 17th - Mika Salo (2pts) 19th - Allan McNish (0pts)

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TEAM STRuCTuRE

Tadashi Yamashina – Chairman and Team principalBorn: 8 May 1951, Yachimata, Japan1977-1998 Toyota Motor Corporation (TMC)1998-2001 TMC, General Manager of Vehicle Evaluation & Engineering Division 22001-2003 Toyota Technical Center USA, President2003-2006 Toyota Technical Center USA, Managing Officer2006-2007 TMC, motorsport technology R&D and business activities. Toyota Motorsport, Vice Chairman2007-present Toyota Motorsport, Chairman and Team Principal

John Howett – presidentBorn: 26 July 1952, Crowborough, England1977-1980 Toyota Team Europe, Co-ordination of rally team’s service and preparation operations alongside Ove Andersson1980-1991 Toyota GB, After-Sales 1991-2001 Toyota Motor Marketing Europe (TMME), After Sales, Marketing Division, supervising Product Management, Research and Brand 2001-2002 TMME, Vice-President for Toyota/Lexus Sales & Marketing2002-2003 TMME, Vice-President in charge of after-sales activities2003-present Toyota Motorsport, President

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Yoshiaki Kinoshita – Executive Vice-president Born: 10 March 1956, Japan1978-1989 TMC, Engine R&D Engineer1989-1995 TMC, World Rally Championship and Le Mans programmes 1996-2001 Toyota Racing Development, Vice President Champ Car 2004-present TMC, General Manager Motor Sports Division 2005-present Toyota Motorsport, Executive Vice President

Noritoshi Arai – Director Technical CoordinationBorn: 17 August 1954, Osaka, Japan1979-1987 TMC, Chassis Design Engineer1987-1990 TMC, based in Brussels1990-1994 TMC, Motor Sports Division, Le Mans1994-2002 TMC, Development of first Supra GT 2002-2004 TMC, Formula 1 project 2004-2006 Toyota Motorsport, Senior Executive Co-ordinator Chassis 2006-present Toyota Motorsport, Director Technical Co-ordination Chassis

pascal Vasselon – Senior General Manager ChassisBorn: 20 March 1963, Firminy, France1982-1985 L’Ecole Nationale Superieure de L’Aeronautique et de l’Espace 1985-1988 Renault Sport and Renault, vehicle model making and suspension development 1988-1991 Michelin, Head of Vehicle Dynamic Group 1991-1994 Michelin, Advanced Research1994-2000 Michelin, Head of Circuit Activities 2000-2004 Michelin, F1 Director2005-2006 Toyota Motorsport, Head of R&D Chassis 2006-present Toyota Motorsport, Senior General Manager Chassis

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Dieter Gass – Chief Engineer Race and Test Born: 20 March 1963, Giessen, Germany1994-1995 Bugatti, Le Mans project, Technical Coordinator 1995-1997 Audi Super Touring project, Team Coordinator and Race Engineer1998-1999 Audi Super Touring project, Technical Project Manager 1999-2000 Audi Le Mans project, Technical Coordinator 2000-2001 Audi Le Mans and ALMS, Race Engineer2001-2002 Toyota Motorsport, Test Engineer 2002 Toyota Motorsport, Race Engineer 2002-2004 Toyota Motorsport, Chief Race Engineer 2005-present Toyota Motorsport, Chief Engineer Race & Test

Jens Marquardt – Team Manager Born: 20 May 1967, Sindelfingen, Germany1993-1995 Daimler-Benz, Engineer1996-1998 Ilmor Engineering, Development Engineer1999-2000 Ilmor Engineering, trackside support for CART programme 2000-2003 Toyota Motorsport, Engine Application Engineer2003-2006 Toyota Motorsport, Group Leader Engine Track Test Engineering2006-2008 Toyota Motorsport, Manager Engine Customer Supply2008-present Team Manager

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TOYOTA MOTOR CORpORATION HISTORY

The roots of Toyota stretch back to 1890, when Sakichi Toyoda invented a power loom. Over the following decades he built up a successful business, expanding in the 1920s.

In September 1933, Sakichi’s son Kiichiro set up a new arm of the company to manufacture cars. The first production car was the AA, a 62bhp 3.4-litre saloon, which went on sale in 1936. Later that year the company made its first export shipment when the G1 trucks were exported to China.

In August 1937, the Toyota Motor Corporation was born. The family was superstitious and replaced the ‘d’ with a ‘t’, because that required eight brush strokes, and eight was a lucky number. A year later the production facility in Koromo – later dubbed Toyota City – was opened. The business soon began to flourish, and quickly expanded with divisions established for machine tools, steel supply and auto parts.

Truck production continued during and after World War II, while car production resumed in 1947. After encountering financial problems in its sales channels, a key development was the setting-up of Toyota Motor Sales in 1950. That year the company experienced its one and only strike. Labour and management emerged firmly committed to the principles of mutual trust and dependence, and that corporate philosophy guides Toyota’s growth today.

In the 1950s, Toyota began to focus on developing its own models rather than produce cars under licence.The company took its first crucial steps in America in 1957 and a key development was the first overseas production facility in Brazil in 1958. Growth continued and Toyota produced its 1,000,000th car in 1962, while the launch of the first Corolla model in 1966 was another major landmark.


Toyota has continued to expand globally in recent decades and notable landmarks include developing manufacturing in the United States and UK in 1992, and in France in 2001. In 1999, Toyota reached the 100,000,000 mark.

Toyota currently has 12 plants plus manufacturing subsidiaries and affiliates in Japan, along with 53 overseas manufacturing companies in 27 countries and regions. The company markets vehicles in 170 countries and regions and employs 300,000 people. It produces some 9.49million vehicles annually.

Well over 30million Corollas have been built through 10 generations of the model, making it the best-selling car in history. Toyota has also been a leader in the move to hybrid technology, notably with the successful Prius model, which had sold over 1million units by May 2008, emphasising the long-term commitment to an environmentally-friendly future.

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TOYOTA MOTOR CORpORATION pROFIlE

Established 1937Combined global sales: 9.366million units in 2007300,000 employees in the Toyota groupGlobal production in 27 countries

Toyota Motor Corporation (TMC) offers a full range of models, from small cars to large trucks. Global sales of Toyota and Lexus brands, combined with those of Daihatsu and Hino, totalled 9.366million units in 2007. Vehicles are marketed and sold in 170 countries.

In addition to the 12 assembly plants, a number of manufacturing subsidiaries and affiliates the company owns and operates in Japan, Toyota has 53 manufacturing companies in 27 countries producing Lexus and Toyota-brand vehicles and components. Toyota currently employs some 300,000 people worldwide.

With the Toyota Production System (TPS), TMC has revolutionised both the car and manufacturing industries. Applying the principles of ‘Build Quality into the Process’ and ‘Just-In-Time Manufacturing’, Toyota introduced new standards of quality in automotive manufacturing and continues to lead the world today.

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THE pOWER OF pARTNERSHIpTITlE pARTNER

panasonic

Panasonic Corporation is one of the world’s largest manufacturers of consumer electronics, ranked 5th on the Fortune 500 Electronics & Electrical Equipment Index.

The company was founded in 1918 by Konosuke Matsushita and has grown from just 3 employees to about 306,000 people worldwide.

Based in Osaka, Japan, the company recorded consolidated net sales of 9.07 trillion yen (US$90.52 billion) for the year ended March 31, 2008. Panasonic comprises of 556 companies. It manufactures and markets over 15,000 products.

Panasonic is synonymous with innovation, quality, performance and reliability. Products sold under the Panasonic name cover a very broad range including: audio/visual entertainment products, computers, semiconductors, telecommunications, industrial solutions, professional broadcast equipment, home appliances, automotive electronics and other electronic and consumer products. Panasonic, as one of the world’s premier technology companies, devotes vast resources in its global research laboratories and production divisions to successfully create and implement cutting edge technologies of the future.

Panasonic was the biggest applicant of patents ranked by “The World Intellectual Property Organization Patent Cooperation Treaty” for its 2,100 patents submitted in 2007.

In its vision for the 21st century, Panasonic targets not only a ubiquitous networking society but also coexisting with the global environment. Panasonic sees its responsibility not just limited to growing its sales


numbers and production facilities, but also to caring about the environment in order to sustain life for future generations.

The Panasonic Toyota Racing team stands for a partnership of two highly recognized Japanese brands that are not only committed to continuous improvement of products and technologies but also to innovations demonstrating thought leadership in its respective markets.

www.panasonic.euwww.f1.panasonic.com

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OFFICIAl pARTNER

Denso

The DENSO Corporation is a leading supplier of advanced automotive technologies, systems and components to all major automakers around the world. Founded in 1949, we have 186 consolidated subsidiaries and employ 119,000 people in 32 countries. As the second largest Original Equipment (OE) manufacturer we supply all of the world’s leading automotive manufacturers. This exceptional OE expertise has also been leveraged to bring a variety of fast-moving quality programmes to the global automotive aftermarket. DENSO consistently invests more than 8% of consolidated net sales in R&D, bringing a steady flow of world first technologies to market. Consolidated global sales for the year ended March 2008 totalled USD 40.2 billion. DENSO supports the Panasonic Toyota Racing team with market leading quality spark plugs, alternators, radiators and oil coolers.

www.globaldenso.comwww.denso-europe.comwww.denso.co.jp

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OFFICIAl & TECHNICAl pARTNERS

Bridgestone

Bridgestone Corporation, with its headquarters in Tokyo, is the world’s largest manufacturer of rubber products and tyres for cars, motorcycles, agricultural, industrial and mining vehicles, airplanes, trucks and buses. Well-known brands, including Bridgestone and Firestone, herald the company’s strong presence in the tyre markets worldwide. Bridgestone’s diversified operations include business in automotive parts, industrial goods, chemical products, and sporting goods. Bridgestone and Firestone products are sold in more than 150 nations and territories around the world. www.bridgestone.comwww.bridgestonemotorsport.com

EMC

EMC Corporation is the world leader in products, services, and solutions for information storage and its management. Toyota’s information is the foundation of their Formula 1 activities. To win races and support advanced car development, Toyota Motorsport needed a partner to guarantee the velocity, speed, and scalability of their IT-infrastructure according to the changing rules of Formula 1. EMC and Toyota Motorsport have developed an innovative infrastructure that enables Toyota to use the information captured during each race to improve performance. www.emc.com

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KDDI

KDDI is the only Japanese information and communication company that comprehensively provides all communications services, from fixed to mobile. KDDI is aggressively working towards realisation of the coming Ubiquitous Network Society through its ability to develop leading edge fixed and mobile communications networks and services to support them and through the ability to carry out technical R&D at a level unsurpassed anywhere. www.kddi.com/english

World Food programme

The ALJ Group (Abdul Latif Jameel Co. Ltd) is the largest independent Toyota distributor in the world and is the market leader in providing innovative sales and leasing services in Saudi Arabia. For the 2009 season, the ALJ Group has chosen to promote the World Food Programme to raise awareness of the vital work they provide. WFP is the United Nations frontline agency in the fight against global hunger. Its operations aim to: save lives in refugee crises and other emergencies; improve nutrition and quality of life of the world’s most vulnerable people; enable development by helping people build assets that benefit them directly and promoting the self-reliance of poor people and communities. www.alj.com


OFFICIAl SupplIERS

Alpinestars

One goal, one vision. Since 1963, Alpinestars dedication to innovation has lead to the production of a world class range of racing apparel and footwear. Alpinestars established its reputation through its range of technical safety clothing in world championship motorcycle racing and now, four decades later, highly specialized research and development teams based in both the United States (Los Angeles) and Europe (Italy) create unrivalled safety clothing, footwear and gloves. Worn by the best motorsport athletes, the Alpinestars “Astar” logo can be seen in NASCAR, AMA Supercross, the X Games, World Superbikes, MotoGP and in Formula 1 where Alpinestars works with Panasonic Toyota Racing to further develop its products in the most technologically advanced form of motor racing on the planet: Formula 1. www.alpinestars.com

Chiemsee

Chiemsee is now over 25 years old, yet one thing will never change: the passion for board sports, for travelling, for meeting new people and experiencing a whole diversity of cultures. Chiemsee loves whatever gives the opportunity to explore the world and broaden horizons. Chiemsee stands for more than just fun, waves, powder snow, parties and adrenalin - Chiemsee is created by people who actually think about the motivation behind the thrill, who believe in the lifestyle and its way of experiencing the world! Since 1982, Chiemsee’s goal has been to introduce its vision, its passion for board sports and a free and active lifestyle, to a broad public. Chiemsee functional wear fulfils the highest standards, using only the most innovative, high-quality materials that ensure maximum performance and comfort.www.chiemsee.com

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Dassault Systèmes

As a world leader in 3D and Product Lifecycle Management (PLM) solutions, Dassault Systèmes brings value to more than 100,000 customers in 80 countries. A pioneer in the 3D software market since 1981, Dassault Systèmes develops and markets PLM application software and services that support industrial processes and provide a 3D vision of the entire lifecycle of products from conception to maintenance to recycling. The Dassault Systèmes portfolio consists of CATIA for designing the virtual product – SolidWorks for 3D mechanical design– DELMIA for virtual production – SIMULIA for virtual testing – ENOVIA for global collaborative lifecycle management, and 3DVIA for online 3D lifelike experiences. Dassault Systèmes is listed on the Nasdaq (DASTY) and Euronext Paris (#13065, DSY.PA) stock exchanges. CATIA, DELMIA, ENOVIA, SIMULIA and SolidWorks are registered trademarks of Dassault Systèmes or its subsidiaries in the US and/or other countries. www.3ds.com

KTC

KTC is the largest manufacturer of automotive hand tools in Japan with reputation of innovation, high quality, and reliability. Since its establishment in 1950, KTC has been closely working with Toyota by supplying general and special hand tools to Toyota and adopting TPS (Toyota Production System). KTC provides “state-of-the-art” NEPROS Brand Hand Tools and KTC Brand Special Tools with full technical support and contributes to the development of Toyota’s Formula 1 activities. www.kyototool.co.jp


Magneti Marelli Motorsport

Magneti Marelli is an international company committed to the design and production of hi-tech systems and components for the automotive sector. With its 46 production facilities (56 production units), nine R&D centres and 27 application centres in 18 countries, 28,000 employees and a turnover of 5 billion Euros in 2007, the group supplies all the leading carmakers in Europe, North and South America and the Far East. The business areas include: powertrain, lighting, electronic systems, suspensions and shock absorber systems, exhaust systems, aftermarket parts & services, plastic modules and components, motorsport. www.magnetimarelli.com

MAN – Nutzfahrzeuge AG

Based in Munich, Germany, the MAN Nutzfahrzeuge Group is the largest company in the MAN Group and one of the leading international providers of efficient commercial vehicles and transport solutions. In fiscal year 2007 the company, with some 36,000 employees, generated a turnover of EUR10.4 billion with sales of over 93,000 trucks and over 7,300 buses and bus chassis of the MAN and NEOPLAN brands. NEOPLAN is the premium brand for luxury coaches and sponsors the Panasonic- toyota Starliner. This coach features the latest safety technology like the active damping system CDS and the fascinating “Sharp Cut”-Design. It has been awarded the title “Coach of the Year” in 2006. The new MAN TGX and TGS truck ranges are “Truck of the Year 2008”. MAN is the first commercial vehicle manufacturer worldwide to have already received this international award for the seventh time.www.man-mn.com

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RE/MAX

RE/MAX is the number one in the world and the fastest growing real estate franchising network in Europe. RE/MAX is a global real estate franchising system operating in more than 65 countries, now in its 35th year of consecutive growth. RE/MAX has more than 7,000 independently owned offices with over 120,000 member sales associates globally. RE/MAX in Europe is represented by over 10,000 sales associates in more than 1,700 independently owned and operated offices across 36 European countries.www.remax-europe.com

Würth

The core business of the Würth Group is the global trade in fastening and assembly technology, which is implemented through an international network of Group companies. A range of over 100,000 products for industry and the trades makes us a competent supplier of solutions for every kind of fixing problem. Würth is the right contact when you require screws, screw accessories, dowels, chemical products, furniture and construction fittings, tools, machines, installation materials, automotive hardware as well as storage and retrieval systems. Daily contact through our sales network of over 250 branch offices in Germany and over 30,000 sales representatives worldwide guarantees that we remain close to our customers and can thus provide competent advice and fast delivery. All over the world, more than 2.9 million customers trust in the products and service of Würth. Competence, quality and closeness to the customer build the foundation of our activities. Würth stands for good, solid and lasting product quality. www.wuerth.com


pREFERRED SupplIERS

Takata

Takata, founded in 1933, has established itself as a premiere automotive safety system supplier. Takata supplies the highest quality leading edge technology products such as seat belts, airbag modules, steering wheels, safety electronics and child restraint systems to virtually every vehicle manufacturer in every region of the world. The company has 46 major production plants in 17 countries. Takata develops, manufactures and markets products tailored to the local requirements of the diverse regions it serves. Takata is driven by the vision of zero fatalities from automotive accidents. In the drive to protect human life, Takata uses advanced technology and a host of safety devices to protect people in the vehicle as well as around it. www.takata.com


www.toyota-f1-world.com is the official media and partner website for Panasonic Toyota Racing, which features all the latest media material, free of rights and free of charge.

The site is first with all the official news from the team, but it also includes in-depth interviews with drivers and key personnel as well as video and text features.

Text features and exclusive interviews are also available on www.toyota-f1-world.com, along with press releases from every day of every race and test. You can also stay up to date with all the latest statistics from the 2009 season by clicking on the Racepad link.

To illustrate our season, we also provide a large selection of copyright-free, high-resolution images from all races and selected tests and special events. These can be found in the Image Library, along with abstract, artistic and studio shots of the team, ensuring we can provide for all editorial needs.

Registration is required for www.toyota-f1-world.com, please click on the ‘apply for access’ link on the home page.

WELCOME TO TOYOTA F1 WORLD

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CONTACT THE PR TEAM

Fernanda Villas-BôasManager PR & CommunicationEmail: fernanda.villas@toyota-f1-comTel: +49 2234 1823 1662

Thomas VillettePR Group LeaderEmail: [email protected] Tel: +49 2234 1823 1632

Alastair MoffittCommunications CoordinatorEmail: [email protected]: +49 2234 1823 6439

lena SiepCommunications CoordinatorEmail: [email protected]: +49 2234 1823 1660

For General Inquiries:Email: [email protected] Tel: +49 2234 1823 444

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