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Toto explains that Brackley and Brixworth worked on the suspension and aerodynamics to design a W10 that will save a lot more the tyres, réaction of the chassis more soft with the tyres. As for the PU W10 : it is an evolution with parts that are still lighter, some components have lost 1/2 kg, a more efficient ERS system and a major cooling work that allows the silhouette to be refined. It seems to me that Mercedes is relying more on the structural weight reduction in order not to increase its gasoline weight, 110 kg in 2019. The 2019 regulation weight has increased but Merco reuses it in the rear part for aerodynamics and ballast placement.
And immédiately, the first pic of RBR, RB 15
The Red Bull RB15 was unveiled.features a unique blue and red livery. Red Bull has not specified whether it will be used for only one day, as last year, or whether it will be kept, but I think, it is unlikely that these colors will remain.
Wow, these new cars are in need of some rhinoplasty.
What a huge snout ya got there Grandma....
The livery on the Force India (whatever RP stands for now) really enhances the length of the nose, almost like they were intentionally trying to emulate an ant-eater.
The livery on the Force India (whatever RP stands for now) really enhances the length of the nose, almost like they were intentionally trying to emulate an ant-eater.
All of the new cars look like they have a big schnoz IMO.
Sun, the nose seems strange because the wing is now wide and deep, Merco's design is for me the finest, the W10 is an heiress who does not deny her ancestors but I think that Merco did not want to take too high risks, it is the Master's agreed position towards the challenger who can dare everything as the philosopher Hegel describes it so well.
Expecting McL, an article by Nicolas Carpentriers of F1i Auto-Moto, we visited with him the Enstone plant later for the 3D. Alot of articles here about Renault, you think well, but this article is for me the best with a lot explanations.
"A LONG-AWAITED SINGLE-SEATER
It is an understatement to say that the Renault RS 19 is expected. The location of its launch, at the Enstone plant, owes nothing to chance. The Formula 1 car of Daniel Ricciardo and Nico Hülkenberg was designed and manufactured in the factory that the French manufacturer has been modernizing for three years. His monohull, for example, was manufactured in-house (using Breton machines), whereas until then it had been produced by a subcontractor. "We now have a high level of infrastructure, which has the best machining tools for chassis," confirms Nick Chester, the technical director in charge of the chassis. This allows us to work with tight tolerances."
The three-year reconstruction programme has been completed, the foundations have been laid, and Enstone must now produce a car that can significantly reduce the gap with the top 3, in order to be able to fight for the podiums next year and for victory in 2021.
The French team has certainly made progress every year since its return as a manufacturer (9th in 2016, then 6th in 2017 and 4th last year), but it still has to climb the highest step, the one that separates it from the three top teams. However, there is still room for improvement. While the team led by Cyril Abiteboul finished well in fourth place overall (297 points behind the third), the RS18 was only the fifth fastest car on the grid, behind the Haas, with an average deficit of 1"62 on the Mercedes and about a second on the Red Bull.
RENAULT IS BACK IN LINE
Like the Toro Rosso, the 2019 Renault gives in to the trend of raised air intakes, introduced in 2017 by Ferrari and adopted last year by Red Bull, Haas and Williams.
This drawing clears as much as possible the space under the air intake of the pontoons/sidepods (?). Called "undercut", this area fulfils a decisive aerodynamic mission. By simplifying a lot: the more air passing under this opening, the more the flow is energized and remains attached to the surface.
The hollow of the undercut deflects the air around the obstacle of the pontoon and directs it towards the back of the car. Raising the opening leaves more space for air to flow on the sides with sufficient fluidity and energy. This energized flow is used to maintain the air flow attached to the body surface and thus generate less drag, while helping the diffuser to extract air under the flat bottom.
This configuration requires the upper side impact structure, shown above in white, to be lowered. The regulation imposes two of them. In the configuration adopted by Renault, the carbon tube at the base of the pontoons/sidepods remains in place, while the other - usually installed above the air intake, as on the RS18 on the left - is lowered to become the base of the air intake, covered with a profile.
NO MORE BLOWN EXHAUST
The RS19 also stands out from its predecessor with its less inclined exhaust pipe (compare the red arrows). The concept of the blown fin, which appeared on the RS18, was therefore not retained, while the positioning of the wastegate pipes returns to a more traditional configuration, different from that retained by Haas (and probably Ferrari).
In the image above, it is also noted that the rear spoiler is supported by two pillars (see the white arrows), the design of which recalls that seen on the 2018 Ferrari (which Mercedes had tested in Russia).
Finally, we note - with the usual reservations - that the diffuser seems to have a double curvature, like the one Red Bull used from last year's Grand Prix de France (see the blue arrows).
THE FIRST REAL 2019 WING?
The illustrations show a more elaborate front wing than the one seen on the other single-seaters - although you should always be careful when using computer-generated images, which are intended less to reveal than to hide strategic details for as long as possible.
That being said, the RS19 is the first chassis presented that exploits all the possibilities of curvature offered by the technical regulation on the front wing. On the Haas and Toro Rosso, the flaps are almost flat. Here, in the outer section of the aileron, the flaps are low and very close together, then move away and bend back into the inner section (towards the nose).
This design, curved on the inside and flattening outwards, seems to try to reproduce the "outwash" effect of the previous generation of fins. Although it is no longer possible to direct the air flow to the sidewalls of the front tires, the shape of the flaps and the outward orientation of the aluminum adjusters and reinforcements suggest that Enstone aerodynamics engineers have sought to recover some of the lost outwash effect.
Another major difference is that the second element is detached from the main plan, while it is attached to it on the Haas and Toro Rosso. In this way, the aerodynamic engineers of the Losange have undoubtedly sought to better control the production of the Y250 vortex, whose role (to dispel the turbulence produced by the front wheels) has become more important since the simplification of the aileron imposed by the new regulations.
ANOTHER VENTILATION
Since the regulation prohibits front blown hubs (in an attempt to make the wake of single-seaters less disruptive to the cars that follow), engineers had to find other ways to avoid turbulence caused by wheel rotation.
Renault engineers have taken last year's internal rim (red arrow), which is more marked than on the Haas, but with other openings (white arrows).
A CERTAIN INCLINATION
The Renault maintains its very leaning trim, in the same vein as Red Bull. The larger the volume of the diffuser, the higher its extraction capacity and the support it generates. Since its height is regulated, aerodynamic engineers play on its slope to increase its volume, by changing the attitude, i. e. by raising the rear of the car. This is the path followed since 2011 by Red Bull, whose single-seaters have always been more inclined than average, their profile evoking the shape of a rake placed on the ground - hence the term rake, "rake", used in English.
It is not enough to simply tilt the plate to obtain the benefits of such a choice. Careful work on the suspensions must be done, which involves softening the rear suspensions under certain conditions. The RS18 was not perfect on this point, its unstable behaviour having disturbed Carlos Sainz.
The maintenance of the tilted attitude also suggests that Renault's aerodynamic engineers have been able, despite the new regulations, to keep on the RS19 a large part of the vortexes generated at the front of the car, which are essential for the proper functioning of such a design.
OPTIMISTIC MOOD
The most anticipated element on the Renault is under the hood, after several seasons of disappointing performance. The long-awaited 2019 engine, named "E-Tech 19", would have shown great potential on the test bench:
"The milestone reached by the engine this winter is the largest we have achieved in the era of hybrid V6s," said Renault F1 manager Cyril Abiteboul in Enstone. He develops the concept we introduced last year at Red Bull - the C specification - by pushing it further. Some elements are completely new."
This is not the first time good news has been announced about the French V6, whose 2018 model is illustrated above. It will therefore be necessary to wait for the verdict of the track to know to what extent the Losange has indeed caught up, because the leaders have not been idle during the winter.
In any case, the tightening of the rules on oil combustion during qualification should prevent its rivals from continuing to operate a route (the combustion of oil and additives) that the Viry-Châtillon engine manufacturer has always refused to take."
FERRARI SF90
After a speech as long as agreed and soporific, Camilleri let the floor open to see the SF90 go up on stage as in the ancient theatre.
The red looks darker. It seems that the exhaust is the same as on the Haas. More images later...
My impressions : this SF90 seems thinner than the SF71H, especially in the back. Like Merco, it is an evolution that integrates the 2019 rules more than a revolution.
The front wing deflectors are very flat unlike Renault, it is the Ferrari school like Alfa that was even more radical than the Scuderia. Confirmation of the same exhaust as Haas.
The air intake above the pilot's helmet is similar to that of 2014-2015. No perforated-ventilated merco style rims.
The white colour has disappeared in favour of black. Small Italian superstition, the white has never allowed the Féfé to be titled, so the tifosi will be delighted.
Now that the great war begins on Monday, I can't take it anymore.
View on the Superposed exhaust systems
The air inlets on the sides are very small, I hope they weren't too optimistic
Last edited by BKorsaire; 02-15-2019 at 06:54 AM.
Reason: Pics comment added
There is a code for 50% off the F1 TV Pro subscription if anyone is looking for ways to watch F1 without cable/satellite.
F1TV50will make a 1 year subscription only $50 but expires February 17th
I used it last year and it had some hiccups early on but was very good at the end. Sounds like they will be adding pre-season testing, F2, F3 and Porsche Supercup replays as well.
You told me that I could post this type of article based on F1 expert analysis. I hope you don't mind, it's a pleasure to share with real F1 fans and to compare our different points of view on F1, and to enrich myself with your thoughts.
Analysis under the microscope Mercedes W10, article once again by Nicolas Carpentriers de Auto-Moto. There will be one on Ferrari to avoid fan jealousy.
"MERCEDES FOLLOWS HIS OWN STAR
It will not be easy to succeed the W09 world champion. Certainly, the Ferrari SF71H was a formidable opponent, sometimes faster than her, but the Silver Arrow was, on the whole, the best machine on the 2018 grid. Faster on average by 0.2 on the Ferrari and 0.6 on the Red Bull, it won almost twice as many victories - and pole positions - as the scarlet car (eleven wins against six and thirteen poles against six).
That's why Brackley's aerodynamic engineers, lead by Mike Elliot, preferred to follow their own philosophy rather than be inspired by the trends followed by their opponents.
Thus, the Mercedes W10 does not give in to the trend of elevated pontoons, inaugurated by Ferrari in 2017, taken over by Red Bull, Haas and Williams in 2018 and followed this season by the Renault RS19 and the Toro Rosso STR14.
Instead of raising the air intakes of the pontoons as high as possible in order to clear the area below (the "undercut"), Mercedes engineers seem to have tried instead to make them as narrow as possible (compare the yellow arrows below). Rectangular in 2018, the openings are more oblong on the 2019 single-seater, but without reaching the unique proportions of last year's Sauber C37.
WHEELBASE UNCHANGED
In addition to the "traditional" pontoons, Mercedes has also retained the long wheelbase and relatively flat attitude that characterized the previous cars:
"The W10 retains the wheelbase and overall architecture of its predecessors," confirms Technical Director James Allison, "even if a keen eye will notice that the execution of this concept has been further refined: each piece has been made more compact, more slender. Each of these changes has optimized aerodynamic performance beyond what would have been possible if we had kept the physical limitations of last year's car."
As a reminder, the W09 was 3,726 metres long, compared to 3,621 metres for the Ferrari and 3,550 metres for the Red Bull. It was also the least inclined of the three single-seaters (1.25°), with the SF71H and RB14 showing a very pronounced "rake" (1.53° for the Rossa and 1.9° for the car hit by the winged Bull). From this point of view, the W10 is clearly in line with the Silver Arrows of recent seasons.
REAR SUSPENSION REVISED AND CORRECTED
While it has an undeniable family resemblance, the W10 intends to correct the defects of its ancestor, and in particular a tendency to overheat the rear tires. The W09 was struggling to keep the softest rubber in the right operating window. Brackley's designers have revised the geometry of the rear suspension (whose triangles seem to be attached at a lower height - compare the yellow arrows):
"Last year's W09 performance was a significant improvement over last year's rather idiosyncratic W08," explains Allison. We were competitive on tracks that had poisoned our lives in previous years. However, despite this progress, we were not as good as some of our opponents when it came to maintaining rear tire performance. So we've done a lot of work on suspension and aerodynamics to produce a car that's much smoother with its tires. Enough, I hope, for us to be competitive during all phases of the race and on every track on the calendar."
It should be noted that the rear suspension triangle has a different shape: the two arms merge much earlier into a single element (blue arrows). In other words, seen from above, the triangle is more of a "Y" than a "V" shape but does not go as far as the McLaren MCL33 in this respect.
AGAINST THE CURRENT
At the front, too, the W10 cultivates its uniqueness. Unlike all the other single-seaters revealed so far, the Mercedes' front spoiler is equipped with side wings whose ends are curved inwards and not outwards. Would it be to direct the air inside the front wheels?
This seems strange if we want to recover some of the lost outwash effect. The design is all the more difficult to understand since the curvature of the flaps and the positioning of the reinforcements indicate a desire to continue to direct the air flow outwards... Perhaps this unusual curvature makes it possible to reduce the turbulence caused by the rotation of the front wheels by means of an original and unprecedented interaction between the two sides of the drift, or between the drift and the adjuster? Mystery and gum ball at this stage.
As on the Renault, the second part is clearly separated from the main plane, which is not the case on the Red Bull, Toro Rosso and Haas (the position of the infrared camera measuring the temperature of the tyre tread, which can only be fixed on the lateral drift, can also be recorded).
It should also be noted that the 2019 Mercedes retains the pivot that enhances the attachment of the suspension triangle to the front wheel (while it has disappeared on the STR14 and RB15).
OPTIMIZED INTEGRATION
The engine hood of the W10 has thinned and become more fluid. The pontoons being thinner, less curved, the transition to the middle of the hood is smoother (compare the yellow lines).
This refinement was made possible not only by reducing the size of the radiators, but also by structural modifications under the hood:
"We have changed the engine cooling architecture, which should benefit the aerodynamics and efficiency of the powertrain - a win-win for both the V6 and the chassis," says Andy Cowell, father of the hybrid star V6s. As you know, it is at the heart of the combustion engine that fuel is converted into heat in the combustion chamber and into energy at the crankshaft. We have made progress on combustion efficiency and l4ERS. The combination of turbocharger and MGU-H, converter, battery and MGU-K: the entire system works more efficiently and contributes to a better deployment of energy during the race."
EFFICIENCY ABOVE ALL
The perfect integration of the engine into the chassis remains one of the team's strengths, unrivalled since the introduction of hybrid thrusters. The increase in the fuel allocation allowed by the regulation will not be exploited by the team, which does not see any decisive advantage:
"With regard to the 110 kg of fuel allowance, if you have an efficient engine and airplane and are willing to relieve the throttle from time to time, then you can start the race with less than 110 kg," says Cowell. Every time you remove 5 kg from an F1, you gain two tenths of a second: so the incentive is strong to start the race a little lighter."
The arrangement of the various components is even more compact at the rear of the car (in the so-called "Coca-Cola bottle" area), judging by the clear space in the flat bottom area between the engine hood and the rear wheel - a crucial section for aerodynamic performance.
It is also observed that parallel notches at the edge of the flat bottom have been made (in addition to the traditional oblique notches), which is a first at Brackley. However, we are still a long way from the long cuts seen in most competitors last year, and at Red Bull in particular this year. As more turbulent air will flow over and under the flat bottom (due to restrictions on the front fin and reduced bargeboard size), the sides of the flat bottom will likely be an intense development area.
FERRARI AND McLAREN INSPIRATION
At the rear of Lewis Hamilton and Valtteri Bottas' single-seater, there is a double fin pillar, similar to the one tested last year in Russia and based on a design designed by Ferrari. A fairly prominent "T-wing" (shown in yellow) attaches to the engine hood stop, while being supported by two thin pylons. A kind of "monkey seat" appears (marked in red).
The two appendages help to keep the air flow attached to the underside of the aileron and, probably also, to maintain a connection with the upward air flow emerging from the diffuser (in order to amplify the "upwash", the upward expansion of air generated by the diffuser).
The rear spoiler daggerboards are more sophisticated than those seen on the computer graphics. They have cuts (see the blue arrows), which are reminiscent of those introduced by McLaren in 2017, and which many stables had taken over last year. The Red Bull RB15 has taken up the idea of cutting, but with a single notch (compare the blue arrows).
As we can see, even though competition has come closer last year than ever before since the beginning of the hybrid era, Mercedes has decided to keep the recipes that have made it successful. And thanks to which the Silver Arrows have never missed their target in five seasons.
02-12-2019, 01:32 PM
