Mercedes W17

[Lasssept]

[tomazy]

https://i.postimg.cc/76g1d4Xw/20260124-141012.jpg

https://i.postimg.cc/G3PwJsFK/Snap-Inst ... 5658-n.jpg

It seems like the middle part of the rear front wing flap (prat under the nose) does not move when in low drag mode.

[HungarianRacer]

https://i.postimg.cc/76g1d4Xw/20260124-141012.jpg

https://i.postimg.cc/G3PwJsFK/Snap-Inst ... 5658-n.jpg

Interesting, so it seems like the the uppermost front wing flap is pivoted at the rear (opens UP like a classic DRS flap), meanwhile Ferrari has their second and third wing elements pivoted at the front, allowing the assembly to drop BACK when straight line mode is activated...

I can't imagine Mercedes not giving some thought to this area, their two forwardmost flaps are probably already so shallow that there's little drag reduction benefit to chasing the Ferrari route, although, it is still at least two leading edges generating drag vs only one with the later solution.

And then there's consideration to be given to scenarios where there's still steering angle to be applied when straight line mode is already available or when you have to do a sudden maneuver, aero balance will still need to be there (though I cannot see the FIA being generous enough to let them enable it in ANY front grip-limited situation, but we'll see...).

[gromajor]

that would mean only the third element is mobile, so more drag in straight line.
strange...

If they're running different FWs at different circuits then you'd expect a high-DF draggy wing at Barcelona, right? Which is what they're shaking-down for.

Making such a compromise made sense with fixed wings.
But now, why would they deliberately keep some additional drag on straight lines, when it's not needed, and when it can be removed just by flipping the wing?
They're the only ones to have chosen this solution so far. (We still need to see what McLaren, Williams, and Aston Martin will do)
I'd be a bit more reassured about their performance if I'd see another team do the same.
After, maybe it's a deliberate choice to limit the delta of load on the front tires when transitioning from one position to the other.

[AR3-GP]

Making such a compromise made sense with fixed wings.
But now, why would they deliberately keep some additional drag on straight lines, when it's not needed, and when it can be removed just by flipping the wing?
They're the only ones to have chosen this solution so far. (We still need to see what McLaren, Williams, and Aston Martin will do)
I'd be a bit more reassured about their performance if I'd see another team do the same.
After, maybe it's a deliberate choice to limit the delta of load on the front tires when transitioning from one position to the other.

Other possibilities:

(1) They keep slightly more load in order to keep the tires warm.

(2) The movement of the rear flap is designed to stall the two forward elements.

[AR3-GP]

[michl420]

https://i.postimg.cc/76g1d4Xw/20260124-141012.jpg

https://i.postimg.cc/G3PwJsFK/Snap-Inst ... 5658-n.jpg

[i]Interesting, so it seems like the the uppermost front wing flap is pivoted at the rear[/i] (opens UP like a classic DRS flap), meanwhile Ferrari has their second and third wing elements pivoted at the front, allowing the assembly to drop BACK when straight line mode is activated...

I can't imagine Mercedes not giving some thought to this area, their two forwardmost flaps are probably already so shallow that there's little drag reduction benefit to chasing the Ferrari route, although, it is still at least two leading edges generating drag vs only one with the later solution.

And then there's consideration to be given to scenarios where there's still steering angle to be applied when straight line mode is already available or when you have to do a sudden maneuver, aero balance will still need to be there (though I cannot see the FIA being generous enough to let them enable it in ANY front grip-limited situation, but we'll see...).

Front wing flap must rotate on its front axis (regulation).

[sucof]

I think the philosophy of the merc 1 flap solution is that the second flap is in itself quite neutral. And probably they believe that configuration results in something that is more stable aerodynamically, than rotating 2 flaps.

I am sure it is impossible to create a wing flap that is just as efficient and stable in 2 different angles. So it is always a balancing act.

[PlatinumZealot]

It's just like the DRS in that you can choose how to shed your drag. I think we will see many solutions of big flap little flap one flap two flaps.