Mercedes’ returning technical director James Allison has confirmed that the key to developing the team’s 2023 W14 Formula 1 car will be improving the stability of its aerodynamic platform.
“We will try to improve the balance of the car,” he said in Baku.
“I think there’s probably no car with a perfect balance and ours is far less than perfect and we’ll try to work on that, aerodynamically and in terms of platform control, with the suspension.”
Along with predecessor Mike Elliott’s earlier comments that while the updated car expected to be seen at Imola in two races will feature revised sidepods, they won’t look like those seen on other cars , suggests that W14 will not convert. to the more conventional Red Bull body philosophy of heavily undercut sidepod.
The heart of Red Bull’s advantage in aerodynamic control appears to be the level of front anti-dive and rear anti-squat geometry built into its suspension.
With less sag and dip to accommodate, you can run lower, dramatically improving the effectiveness of the underbody as the tunnel venturis can run more with ground effect.
But combining such extreme geometry with a car that doesn’t lock up the brakes too easily is a huge challenge, and it’s Red Bull’s resolution of this difficulty that seems to be a huge factor in its current level of aerodynamic superiority.
Even if Mercedes discovered this code, the W14, as currently configured, would have to be completely redesigned to achieve this suspension, as it would affect the pickup points of the chassis suspension.
Furthermore, converting to the Red Bull’s body layout would also involve a completely different radiator placement, gearbox length and even cockpit placement. That would be totally unfeasible in-season, especially in the cost cap era.
Essentially, we can expect the W14’s aerodynamic layout to remain for the balance of the season, with developments based on controlling the car’s platform within the existing basic suspension layout.
“I don’t think any of us felt that a wholesale clean sheet renewal was a good or prosperous approach,” Allison added.
“If the rules change, you have to change them with them. But engineering is about iteration, and in all likelihood, if you screw things up, you’re… I’m going to mix metaphors horribly here, but you’re just throwing out a lot of babies with a little bathwater.” .
But it does raise some interesting questions about what Mercedes 2024 will look like.
Adopting a more Red Bull-like aerodynamic design would involve lengthy decisions on gearbox length, monocoque shape, suspension pickup points and cockpit placement, which would have to decide very soon.
Review: Understanding F1’s tech war
No other sport plays as much in the technological developments that take place from race to race and year to year. The technological war between manufacturers is as old as F1 itself and remains as fascinating and comprehensive as ever.
However, explaining the complex developments of cars is no easy task, and for new fans of the sport it can often seem daunting. In Formula 1 Technology The Engineering Explained, Steve Rendle sets out to demystify these dark arts and, supported by Giorgio Piola’s always informative drawings, does a fine job of breaking down the different components of the cars, detailing their historical evolution. technology over the years and explaining the rulebook rationale behind the changes applied to designers.
It’s presented in a way that shouldn’t deter anyone without a degree in aerodynamics, but there’s enough depth to ensure that even the most well-versed hobbyist will learn something new. – Andrew van de Burgt
Formula 1 technology Engineering explained. £55.00. www.evropublishing.com
Thanks for your comments!
