Looks like the whole rear wing is different now, is this Spa only or could we see it again in say Russia/Mexico?
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Team: Toto Wolff (Executive Director - Business), Paddy Lowe (Executive Director - Technical), Andy Cowell (Executive Director of Mercedes AMG Powertrains), Niki Lauda (Chairman), Bob Bell (TD), Aldo Costa (ED), Geoffrey Willis (Technology Director), Ron Meadows (SD), Andrew Shovlin (CRE), Simon Cole (CTE), Matthew Dane (CM)
Drivers: Lewis Hamilton (44), Nico Rosberg (6)
Team name: Mercedes AMG F1 Petronas
According to Will Tyson more volume also means more suspension travel but he was explaining it for 13" vs 18" but it can have a small effect here too right?AMuS wrote:But the Force India engineers is something else noticed. "The drive on the front axle with an unusual amount of travel. This will help them over the curbs. Still, the car is extremely deep front. That does not really fit together."
The assumption: Mercedes, the front axle in the slow passages with any trick "pump up" without having to sacrifice in the fast on a sharp angle forward. That would be an increase of aerodynamic and mechanical grip. As long as the axes are front and rear non-networked (Fric), it is also allowed.
Are there other teams which are running hollow rims?Will Tyson wrote:Although the volume reduction is not directly linked to the suspension kinematics, a large amount of the car’s overall suspension travel would be lost. If the current suspension layout was kept, the ride would be a lot harsher and the car’s ability to ride kerbs would be affected substantially
Platinum think of it the other way.PlatinumZealot wrote:I think the big reason is to do with the tyre pressure. PV=nRT.... With a larger volume there is a smaller percent change in pressure when the tyre is squeezed. However it does not change the relationship with how tyre Pressure rises with the temperature.
Heat loss..mmmyeaaah... but it is tricky to say how much of a change. The wheels are spining so there is a centrifugal force that pushes the air away from the center of the spokes so not much up and down convection happens there. The Nusselt number is lower in the spokes. On the other hand, the edges where the spokes meet the barrel are like little tubulence generators. I am not sure how much this improves cooling from tyre to rim.. ??
