Merc's bouncing could be helped by skates.
Info about the RB skate which Ferrari will adopt for the next race, will Merc be adopting the same?
I don't think you can test any new parts during tyre testing, that floor was extremely likely already used before. IMHO rather than a metal skate it looks like white from light reflection.
They cant wait to get rid of this wing specAMG.Tzan wrote: ↑04 May 2022, 00:11Is this the new low downforce rear wing??
https://twitter.com/decalspotters/statu ... to-w-13%2F
the images of the merc floor earlier in the thread show they already have one.e30ernest wrote: ↑11 Apr 2022, 11:12Here you go:BaSubScribe wrote: ↑10 Apr 2022, 18:10People earlier were posting pics of Mercs floor and comparing it to Red Bull's. Can someone post a pic of Red Bull's floor for the side by side comparison?
https://i.imgur.com/pwYc0BH.jpg
Merc on the left, Red Bull on the right.
Edit: Right click and open in new tab to see full image resolution. The Merc image was rather low res compared to the Red Bull's photo, but I did enlarge the Merc's to the Bull's resolution.
If they don't know how to fix porpoising in the current chassis, it makes no sense to start developing a new one.
No, that’s not accurate. Cost cap considers every part that you put on the car and race during any session or test. If they put a new part, it will impact costs so there is a record of what parts you put on it.motobaleno wrote:apart from the (many) parts that must be homologated before use, I think that there is no such official "new" or "already used part"...parts don't needing homologation do not likey have any official recording in FIA files. So they can be discriminated only on the basis of being compliant or not with the rules...
Of course if someone shows up with an entirely b-spec car at a tyre test maybe some controversies will arise...
I don't like the sound of “several directions to improve their car".Evo2racer wrote: ↑04 May 2022, 16:03https://www.planetf1.com/news/mercedes- ... provement/
Let’s hope this is true!
🫶please Mb Amg Petronas F1 team, let’s make this a 3 team battle for the 2 world titles!
Indeed.Big Tea wrote: ↑04 May 2022, 16:18I don't like the sound of “several directions to improve their car".Evo2racer wrote: ↑04 May 2022, 16:03https://www.planetf1.com/news/mercedes- ... provement/
Let’s hope this is true!
🫶please Mb Amg Petronas F1 team, let’s make this a 3 team battle for the 2 world titles!
That makes them sound unsure after saying they know exactly what is wrong last week.
If they know what the culprit is they know which direction. 'Several directions' just sounds like it could be this or this or that or something else entirely.
They can lock the suspension to test this. Like no dampers or springs, only tyre.continuum16 wrote: ↑02 May 2022, 15:25Wind tunnel/CFD restrictions reset on June 30 I believe.chrisc90 wrote: ↑02 May 2022, 13:11I wonder if they are going to give it to midseason to see what happens. When is the next allocation of wind-tunnel time decided?
They could be looking at everyone's idea's, knocking some drawings up and then running their own simulations in the tunnel when they have much more time than anyone else. Whether this would be more beneficial than a design change and introducing ideas/upgrades along the way is another question.
Im still finding it hard that the computer runs are showing huge possibilities for the design they currently have. Surely after 4 tracks they can bring any issues between computer models and real life into line.
Maybe Russell is right with it being down to suspension setup/type which is why he's campaigning for the active ride heights.
On suspension I don’t think it is a coincidence that the two teams which are seemingly most affected by bouncing are Mercedes and Aston Martin, which share suspension components. Without going too off-topic, think it’s worth noting that Williams, for example, uses their own suspension despite the Mercedes gearbox, and doesn’t seem as affected.
I would think they have done your latter comment long ago. If they need to redesign the suspension, it might just be taking some time. It's not the work of a minute.PlatinumZealot wrote: ↑04 May 2022, 18:19They can lock the suspension to test this. Like no dampers or springs, only tyre.continuum16 wrote: ↑02 May 2022, 15:25Wind tunnel/CFD restrictions reset on June 30 I believe.chrisc90 wrote: ↑02 May 2022, 13:11I wonder if they are going to give it to midseason to see what happens. When is the next allocation of wind-tunnel time decided?
They could be looking at everyone's idea's, knocking some drawings up and then running their own simulations in the tunnel when they have much more time than anyone else. Whether this would be more beneficial than a design change and introducing ideas/upgrades along the way is another question.
Im still finding it hard that the computer runs are showing huge possibilities for the design they currently have. Surely after 4 tracks they can bring any issues between computer models and real life into line.
Maybe Russell is right with it being down to suspension setup/type which is why he's campaigning for the active ride heights.
On suspension I don’t think it is a coincidence that the two teams which are seemingly most affected by bouncing are Mercedes and Aston Martin, which share suspension components. Without going too off-topic, think it’s worth noting that Williams, for example, uses their own suspension despite the Mercedes gearbox, and doesn’t seem as affected.
If they did this and the propoising frequency shifts closer to the tyre natural frequency they can plug that into the computer to determine how much of it can be treated by suspension.
Another way i suppose is to take the suspension movement data from the track and put that on the seven post rig. Then modify the suspension from there to stop the porpoising. This is probably too easy in relative terms so indications are it's an aero problem.