Mercedes W14

[Just_a_fan]

Rear floor support on the Merc is exactly the same style as the RB18/rb19.

@danielealofan on twitter

https://i.imgur.com/yPasyZ8.jpeg

A cable stay cantilever is the lightest way to give the support they want. It also allows them to adjust the exact height of the "beam" and thus floor using a turnbuckle on the stay.

[AR3-GP]

Rear floor support on the Merc is exactly the same style as the RB18/rb19.

@danielealofan on twitter

https://i.imgur.com/yPasyZ8.jpeg

This is part of why it would have been impossible to do a back to back with the old car in the same weekend. The internals had changed too much.

[AR3-GP]

Rear floor support on the Merc is exactly the same style as the RB18/rb19.

@danielealofan on twitter

https://i.imgur.com/yPasyZ8.jpeg

A cable stay cantilever is the lightest way to give the support they want. It also allows them to adjust the exact height of the "beam" and thus floor using a turnbuckle on the stay.

The cable stay isn't really what is in question. Mercedes has been running cable stays since the beginning of last year on the W13. They even had 3 of them per side by Canada...

It's the aluminum support structure that the stay locks into, which is a different approach to what they had previously. It's the RB approach.

[Rodak]

But if there are so many benefits to an anti-dive setup, why doesn't everybody use it as default?
Can somebody explain the drawbacks (there have to be surely) of this geometry?

Usually it means you are more prone to front locking, and it probably feels odd to the drivers as the car doesn't dive when they hit the brakes. Might be ok with lewis as he usually runs a more aggressive rear bias

Since the upper and lower wishbone pivots are not parallel, there will be changes in castor on bump and rebound. Also, by moving the front upper mount up so much, camber change on bump will be positive, not negative; roll centers will also change. Having said that, F1 cars are sprung very stiffly and have little suspension movement.

[Just_a_fan]

Rear floor support on the Merc is exactly the same style as the RB18/rb19.

@danielealofan on twitter

https://i.imgur.com/yPasyZ8.jpeg

A cable stay cantilever is the lightest way to give the support they want. It also allows them to adjust the exact height of the "beam" and thus floor using a turnbuckle on the stay.

The cable stay isn't really what is in question. Mercedes has been running cable stays since the beginning of last year on the W13. They even had 3 of them per side by Canada...

It's the aluminum support structure that the stay locks into, which is a different approach to what they had previously. It's the RB approach.

The beam gives stiffness to the floor - something a simple cable can't do. Fix the floor to the beam and the beam prevents flexing along the width of the projecting floor, the cable then carried the vertical load so the beam doesn't have to be so deep. The whole is also much less bulky than a stiff simple cantilever would be. It's the Occam's Razor solution to the problem being solved at that particular place.

[EJ22B]

by looking at the old version there was always the part where to plug the new arm
this upgrade was planned before even testing

https://pbs.twimg.com/media/Fw_H6iIWcAI ... name=large

Building in modularity to a particular area that you have identified you may want to change doesn't mean it was always planned from before the beginning of the season. Let's not jump to conclusions that cannot be drawn

After seeing the amount of changes possible within the existing tub by Alpha Tauri back in 2021, i think it's safe to assume you don't even need to have modularity in the tub. One just needs to be creative about the implementation.

[Stu]

Floor fences

https://imgr1.auto-motor-und-sport.de/M ... 004445.jpg

Pushing the outwash theme hard! Huge bulge or rear suspension mounts, followed by the small fins on the chassis & floor, plus the new SIS end plate. For the suspension bulge to work they must be using coanda effect to pull air from the top of the nose down the side to feed the floor. Is this why they are using much more AoA in their front wing?

[Vanja #66]

Why do you think they kept the vents on top of the sidepod?

They already had them there on launch spec sides, so to close them off and do what AMR did would require even more work on internal flow and cooling calculations.



On another note - the mini winglet on the bottom of the mid winglet now has slots. Since it's a lot bigger now, it will undoubtedly form a vortex. Now we have to vortices forming closely and will likely merge together. By the looks of things and the amount of work that went into the mini winglet, its vortex might pull the upper one and keep it down. Downstream, the sidepod shoulder would keep it outboard and aim towards the tyre, both on straights and while cornering. It could be a really good idea or they are still trying to be too smart for their own good...

On a 3rd note...

Very interesting shaping of the undercut and floor junction, a double outwash kick. Well, the second one is hardly a kick, but it does push outwards. Could even extend fully to diffuser width, thus feeding the mouse hole with undercut air. This confirms it's a step where they completely turn away from zeropod/slimpod philosophy.

https://i.ibb.co/xMyc4mP/Mercedes-Forme ... erstag.jpg

... am I good or what

[Venturiation]

better look at the sidepod inlet from the front

[ing.]

But if there are so many benefits to an anti-dive setup, why doesn't everybody use it as default?
Can somebody explain the drawbacks (there have to be surely) of this geometry?

Usually it means you are more prone to front locking, and it probably feels odd to the drivers as the car doesn't dive when they hit the brakes. Might be ok with lewis as he usually runs a more aggressive rear bias

Since the upper and lower wishbone pivots are not parallel, there will be changes in castor on bump and rebound. Also, by moving the front upper mount up so much, camber change on bump will be positive, not negative; roll centers will also change. Having said that, F1 cars are sprung very stiffly and have little suspension movement.

+1

Also, camber gain is not as compromised as some on Twitter are making this out to be by focusing on the upper wishbone forward leg since the “effective” upper wishbone linkage inboard location is below the chassis pick-up point of the upper wishbone forward leg. This can be be determined by the intersecting a line normal to the wishbone rotation axis and going to the upper pick-up on the upright.

[GrizzleBoy]

better look at the sidepod inlet from the front


https://pbs.twimg.com/media/Fw_eoo6XgAY ... name=large
https://preview.redd.it/bbibt8od322b1.j ... f8bceeea2d
https://pbs.twimg.com/media/Fw_epJiXgAA ... name=large

The front-most floor edge with all the vertical lumps still don't make sense to me in terms of airflow. Would have expected that to be smoother now with the zero pods gone.

[NoDivergence]

better look at the sidepod inlet from the front


https://pbs.twimg.com/media/Fw_eoo6XgAY ... name=large
https://preview.redd.it/bbibt8od322b1.j ... f8bceeea2d
https://pbs.twimg.com/media/Fw_epJiXgAA ... name=large

The front-most floor edge with all the vertical lumps still don't make sense to me in terms of airflow. Would have expected that to be smoother now with the zero pods gone.

It's because those are defined by what's going on underneath

[Cs98]

Are there any changes to the floor with this new spec?

[AR3-GP]

What is this? .

[Just_a_fan]

What is this? .

https://i.postimg.cc/ZK8C3QM7/image.png

A turning vane / VG.