If you would like to take the first step into F1 aerodynamics , check out my course on Udemy. www.udemy.com/course/formula-1-aerodynamics/?referralCode=526FE430BE7CC668A2FF
Simply put: channel the air around your car. Redbull does that by disturbing the airflow and channeling the disturbed air around their car by their bodywork. They use high pressure creators (undercut sidepod) to make the air particles want to escape and also channel a way for the air particles (along the sidepod and to the diffuser) to facilitate the escape. And I would love to explain how they actually do that, but you've done that already dude. Great video👍
People should be kind since you are trying to help novices such as myself as well has build the engineering community. I have no experience with Aero, so any bit you explain helps me. I guess by big question that I keep coming back to is why th W13 was hailed as having so much DF at the end of the season last year and seemingly lost it over the winter. I realize the W13 success at the end of the year could be attributed to track specificity but it still perplexes me. Can you/have you done any comparisons between the 2 cars? Thank you.
Because Mercedes pushed to have the floor edge and diffuser throat raised. Ironic, that Mercedes basically neutered their own car with the regulations they pushed for. This isn't new, they did the same thing in 2021.
@@rolandotillit2867In 2021 the regulations changed so that high rake cars like the red bull got a big advantage while the W11(W12) was disadvantaged because of a shorter floor or something
saw your channel through f1 with geet and this is what i just wanted. the technical analysis and the explaination of the aerodynamics was what i was looking for thank you😀. you just earned a loyal subscriber
That is lovely to know, more watchlog with geet bhai upcoming. Hopefully u enjoy the channel , do check out the aero analysis playlist. Lots to unpack, take it step by step and do drop in some feedback. 😊
I have a few theories. A big one I can tell you right now is that their diffuser is much more carefully sculpted. Every other team just tries to maximize the volume of the diffuser, Red Bull sacrifices some volume in order to keep the expansion nice and smooth all the way to the beam wing. If you look at the telemetry you can see that there are cars that have more downforce than the RB19, they can accelerate harder out of mid and slow speed corners. Next because the volume is smaller, the peak downforce is less, and you can see this in their top speed. Can't have downforce without drag. Of course this is hugely simplified so I can fit it in a few sentences, and there's much more involved. The floor fences are also a huge part of the car's performance. The underbody vortices restrict airflow along the tunnels, and keep the flow attached very nicely. It's like putting your thumb on a garden hose, without your thumb over it, water flows out at a velocity dictated by the pressure gradient. If you place your thumb over the hose at just the right amount, the water flows out faster. Either side of that sweet spot, the water fails to flow as fast, or at a lower rate. The vortex generated by the floor fences is like your thumb in the garden hose analogy. It has to allow enough air in, and restrict it just enough to accelerate it. If you look at a centerline pressure plot of these cars like Nelson Phillips does here ruclips.net/video/PEVaBx_UOko/видео.html&si=EnSIkaIECMiOmarE&t=382, you see the pressure spikes at the fences, then drops off sharply.
Thank you for your great analysis. Also, would you kindly, maybe able to elaborate more how those airflows generate downforce (or lift, if it is so) or how the vortices isolate airflows at different points? I'm asking regarding vectors of forces generated, because it is not obvious from these comparison, that despite the air controlling differences how the cars should behave differently. Great work, wish you well and thank you!
Great CFD annotation and explanation and to the all the previous content! Could I ask for advice (if possible) for someone with a physical restriction, (like myself) who a has strong passion, to get into CAD design?
The Mercedes sidepods seems to make the air turn too sharply near the edge wing. Air doesn't like to turn more than 15 degrees, not in engine intakes, and not in planes or cars. That's why your typical 3 angle valve job on a cylinder head is spaced out in 15 degree steps(30/45/60). And the more angle steps and the shallower the angle for each step, the better it is for airflow. The Spec 1 AMR 22 had HORRENDOUS separation at the trailing edge of the side pod precisely because the angle change was like 60 degrees with one continuous radius. I mentioned it in the car thread on F1 technical, something to the effect of "how much separation does that make?". Yes I am public enemy #1 on that forum aka godlameroso. Now serving my second 6 month ban.
Great anlaysis. Keep it up! Understandble and easily explained, it gives insight and really shows how complex aerodynamics are. I´m looking forward to part 2. btw. Vanja´s name is spelled Vanya
What if Red Bull has very stiff high speed rebound damping. When you have a strong rebound damping force, hysteresis can cause the car to jack down. Perhaps at a certain speed, the porpoising frequency is absorbed by the suspension, and the rebound damping jacks the car down onto the bump rubber. The natural damping from the bump rubber becomes the defacto suspension at a certain speed as the normal suspension collapses in response to porpoising. It was easier to do this last year, because you could run the car lower, even the technical directive mid season have no real effect because riding on the bump rubbers limits how low the chassis can go better than the suspension can. Only problem is, the new suspension ride heights, now they're affecting the driveshaft angle, and it's causing issues with driveshafts, and wheel bearings. The original Mini Cooper had rubber suspension, it was a light car, but meant to have big occupancy. If you increased the mass of such a car by 200kg worth of occupants, and luggage the suspension would not cope with that, so the Mini instead was made with rubber suspension in place of springs. Could something like this be at play in the Red Bull?
Great thought, it would certainly help the cause but I have say , I don't know in this case. But something is definitely going on, as RedBull can run much lower compared to everyone else on the grid.
@@f1aerodynamicist ruclips.net/video/45w1-lwFSzM/видео.html&si=EnSIkaIECMiOmarE&t=1321 This is what I think is happening with the floor. The innermost floor fence and the body of the car create the first throat, and the throat of the diffuser is the second throat, and the diffuser is the subsonic diffuser. This only happens at high speeds, but I believe RB's floor is designed with this in mind, attempting to achieve a "started" channel. This reduces drag, while maintaining downforce.
Thanks for the video bro, can you explain please why does it seem like there's less pressure on the rear tyres on the W14 vs the Aston and what it actually means? Thanks🙏🏿👌🏿
I've read that RB (and possibly AM) have found a loophole in the regs enabling them to create a pretty special 'trick' where their single-pillar rear wing also connects to part of the rear suspension. At speed the pillar flexes slightly and, combined with clever under-floor architecture, effectively simulates active suspension. Perhaps that's why Ferrari have also been trying to persist with a single rear wing mount. What do you think about that?
I'd would not believe such a rumor, if it was present other teams would have caught it up and reported it to the FIA by now. the amount of competitor analysis in F1 is insane
THANK YOU so much for another aerodynamics view point ! The AMR23 & W14 comparison videos help explain so much and really solidified my thoughts of just what is going on with Merc's issues ! I'm a RedBull and 100% a MAXattack fan from day one of him coming into F1. His approach was a much needed asset to the stale driving and passing F1had become. YES he made mistakes on his way to the front. Sure he was aggressive, and probably pushed the boundaries of it to the limit of what the older drivers thought it safely allowed. But as F1 grew safer its drivers grew to safe in their approach. Maybe being limited by the governing body too much as well ? But as always in F1 you need the WHOLE PACKAGE as a TEAM ,not just the driver ! Going back starting right now with it's RedBull that has managed to put it all together once again as a entire team package. Merc killed it at the start of the hybrid era. RB had it their 1st run of 4 with Vettle driving. The one off year of double defusers with Brawn. A couple runs of doubles with Ferrari and Renault (with Alonso's back2back🏆) Ferrari's big run with Schummy. Then Mclaren ,and Williams had their big runs of 🏆titles as well. The point being, the teams that get it all right and have the best driver's also, usually have a pretty good run of dominance for a period of time. As long as the regulations stay relatively stable that is. It will be intresting to see if the FIA steps in AGAIN in attempt to knock RedBull down to even things out. They screwed but also helped Merc during their run. It all depends on how much the other teams use their political power. And if viewership drops off cause all the Drive to Survive and Merc fans loose intrest and tune out. Cause they all seem to hate MAXattack & Redbull . But most of all anyone other than Lewis and Mercedes winning !!
Shub, my question is a bit more general. You go into some great analysis on the cars. But when a team comes up with a new design, ie how they decide on what the car will be like for the coming season, how do they decide? Do they go through an analysis of the competitors from the previous season, try to understand what the comp is doing and then come out with a best guess for the new year?
There is some competitor analysis done , especially when there are innovative ideas ,but the whole car is an ecosystem and it's not easy to replicate the same physics.
@@f1aerodynamicist Reminds me of my initial job in mobile hydraulics where the chief engineer had a design for a valve which wasn't bad, and spent an additional 5 yrs developing it and it really got no better. Concept was wrong, and a competitor had a different design which solved the problem in a much faster time.
Unfortunately, I can watch the video only tomorrow, because I'm very busy today, but what surprises me very much is the much lower pressure build up on the rear tire of the Mercedes. The W14 should therefore have less drag. Likewise, the rear wing of the Mercedes seems to work better, as there is a higher pressure on the top than on the AM, while the airflow over the sidepods look much more controlled and smooth on the AM and not really controlled on the Mercedes without any real direction and goal.
Dead on !! , So the rear tyre observation, I've spoken about this in the other dedicated CFD video on the W14. W.R.T what's happening here , more on that in part 2 , of the video. Let me know what you think once U've watched the video
Thank you for another great video!! Question. Am I right in saying (in extremely simplified terms) that Merc is essentially attempting to power up the diffusor by feeding as much air as possible to the beam wings (which would explain why their flow pattern in the rear looked so..."efficient" and clean to my eyes when riding through wet patches during the shakedown) but Red Bull and Aston are focusing on maximizing the mouse and flow structure in that region instead? And that method is simply the more effective way to go?
I think more than the philosophy it's about which philosophy is more consistent across a range of conditions . The RB way seems to be more tolerant to more dynamic conditions
if the mercedes is at this much at a disadvantage bc of "improper" sidepods, and is still this far towards the front, imagine how well the car could perform once they do put proper sidepods on. also interesting to note the pressure of the rear tire. everyone thought it would be super high causing the drag, but they are wrong
@@f1aerodynamicist so if the sidepods are a really helpful hand with downforce, do you think mercedes could try something like the 2011 mclaren sidepods but adapt it to have outwash, due to their unique small cooling package and maxmize rear airflow and just use the sidepod as a huge outwash wall?
@@f1aerodynamicist i know this is probably the work of hundreds of engineers but ill ask anyway: What kinds of sidepods with outwash do you think mercedes could uniquely adapt with their small side radiators? It would be a shame to do a similar type of sidepods to aston/redbull/everyone else with such a unique cooling package. so many interesting shapes could be done. any ideas?
@@Jay-nk6dm I won't be able to guess exactly what shape , but the good news is everything is narrow so they can definitely make wide bodywork , unlike the other way around. Also, most of the widebody you will is quite hallow with , it's wide because they want it wide aerodynamically
They haven't. The Ferrari is still faster then the Merc. They beat Merc at Bahrain even though one car blew up and pitting too early cost them in Jedda.
It would still be an off body mechanism, which might be effective but not as effective as an undercut which would specifically drive flow towards the G Line
You kind of convinced me on the aston but on the w14 your explanation seemed...... Kinda bullshit and made up due to lack of truly understanding the concept
If you would like to take the first step into F1 aerodynamics , check out my course on Udemy.
www.udemy.com/course/formula-1-aerodynamics/?referralCode=526FE430BE7CC668A2FF
Simply put: channel the air around your car. Redbull does that by disturbing the airflow and channeling the disturbed air around their car by their bodywork. They use high pressure creators (undercut sidepod) to make the air particles want to escape and also channel a way for the air particles (along the sidepod and to the diffuser) to facilitate the escape. And I would love to explain how they actually do that, but you've done that already dude. Great video👍
Thank you Ashwath
People should be kind since you are trying to help novices such as myself as well has build the engineering community. I have no experience with Aero, so any bit you explain helps me. I guess by big question that I keep coming back to is why th W13 was hailed as having so much DF at the end of the season last year and seemingly lost it over the winter. I realize the W13 success at the end of the year could be attributed to track specificity but it still perplexes me. Can you/have you done any comparisons between the 2 cars? Thank you.
Because Mercedes pushed to have the floor edge and diffuser throat raised. Ironic, that Mercedes basically neutered their own car with the regulations they pushed for. This isn't new, they did the same thing in 2021.
I realize I did see the comparison you did between the W13 & W14. Thanks.
@@rolandotillit2867In 2021 the regulations changed so that high rake cars like the red bull got a big advantage while the W11(W12) was disadvantaged because of a shorter floor or something
saw your channel through f1 with geet and this is what i just wanted. the technical analysis and the explaination of the aerodynamics was what i was looking for thank you😀. you just earned a loyal subscriber
That is lovely to know, more watchlog with geet bhai upcoming. Hopefully u enjoy the channel , do check out the aero analysis playlist. Lots to unpack, take it step by step and do drop in some feedback. 😊
@@f1aerodynamicist sure, looking forward to it🙂
This is what I want.
Thanks Shub bro! 🙏🏻
New subscriber here!!
Thanks for the sub!. Most welcome
Me too
Thanks for you in-depth explanations. This helps us to gain a greater understanding of how each team creates its down force
Most welcome Dwayne
I have a few theories. A big one I can tell you right now is that their diffuser is much more carefully sculpted. Every other team just tries to maximize the volume of the diffuser, Red Bull sacrifices some volume in order to keep the expansion nice and smooth all the way to the beam wing. If you look at the telemetry you can see that there are cars that have more downforce than the RB19, they can accelerate harder out of mid and slow speed corners. Next because the volume is smaller, the peak downforce is less, and you can see this in their top speed. Can't have downforce without drag.
Of course this is hugely simplified so I can fit it in a few sentences, and there's much more involved.
The floor fences are also a huge part of the car's performance. The underbody vortices restrict airflow along the tunnels, and keep the flow attached very nicely.
It's like putting your thumb on a garden hose, without your thumb over it, water flows out at a velocity dictated by the pressure gradient. If you place your thumb over the hose at just the right amount, the water flows out faster. Either side of that sweet spot, the water fails to flow as fast, or at a lower rate. The vortex generated by the floor fences is like your thumb in the garden hose analogy. It has to allow enough air in, and restrict it just enough to accelerate it.
If you look at a centerline pressure plot of these cars like Nelson Phillips does here ruclips.net/video/PEVaBx_UOko/видео.html&si=EnSIkaIECMiOmarE&t=382, you see the pressure spikes at the fences, then drops off sharply.
Love the analogy and yes I'm desperately looking forward to having a glimpse of that floor ❤️
Dude, I just discovered your Chanel.. thumbs up and I am going to watch all your videos starting now!❤
Thanks for doing this!
Hahah, enjoy all of them.
Great video mate. Earned yourself a new sub. Thanks for explaining it in a way is mortals can understand too.
Haha, glad you liked it mate ☺️. And thanks for the subscription
Love,love ur channel and ur analyzes 👌👌👌
Thank you Madalin 🙃
Thank you for your great analysis. Also, would you kindly, maybe able to elaborate more how those airflows generate downforce (or lift, if it is so) or how the vortices isolate airflows at different points? I'm asking regarding vectors of forces generated, because it is not obvious from these comparison, that despite the air controlling differences how the cars should behave differently. Great work, wish you well and thank you!
Can you please share the CAD models? It would be amazing to perform some simulations on those!
Sadly, the cad models are restricted due to collaboration reasons
Great CFD annotation and explanation and to the all the previous content! Could I ask for advice (if possible) for someone with a physical restriction, (like myself) who a has strong passion, to get into CAD design?
Yeah for sure , I'd love to help 😊
@@f1aerodynamicist Unfortunately university is not accessible. Would this impact?
@@curtisboulton5410 not really... The internet is all you need
@@f1aerodynamicist There seems to be nowhere that facilitate for disability.
Can I share some aerodynamic components design?
@@curtisboulton5410 absolutely
The Mercedes sidepods seems to make the air turn too sharply near the edge wing. Air doesn't like to turn more than 15 degrees, not in engine intakes, and not in planes or cars. That's why your typical 3 angle valve job on a cylinder head is spaced out in 15 degree steps(30/45/60). And the more angle steps and the shallower the angle for each step, the better it is for airflow.
The Spec 1 AMR 22 had HORRENDOUS separation at the trailing edge of the side pod precisely because the angle change was like 60 degrees with one continuous radius. I mentioned it in the car thread on F1 technical, something to the effect of "how much separation does that make?". Yes I am public enemy #1 on that forum aka godlameroso. Now serving my second 6 month ban.
can you tell where can i find some cfd models of f1 cars for understanding please
Great anlaysis. Keep it up! Understandble and easily explained, it gives insight and really shows how complex aerodynamics are. I´m looking forward to part 2. btw. Vanja´s name is spelled Vanya
Yes , I just realised that when he recorded a video explaining some bits himself, but thanks for the shout. Vanya next time 🙂
It's spelled Vanja and pronounced Vanya :)
@@VanjaHasanovic yes Sir 🙃
What if Red Bull has very stiff high speed rebound damping. When you have a strong rebound damping force, hysteresis can cause the car to jack down. Perhaps at a certain speed, the porpoising frequency is absorbed by the suspension, and the rebound damping jacks the car down onto the bump rubber. The natural damping from the bump rubber becomes the defacto suspension at a certain speed as the normal suspension collapses in response to porpoising.
It was easier to do this last year, because you could run the car lower, even the technical directive mid season have no real effect because riding on the bump rubbers limits how low the chassis can go better than the suspension can. Only problem is, the new suspension ride heights, now they're affecting the driveshaft angle, and it's causing issues with driveshafts, and wheel bearings.
The original Mini Cooper had rubber suspension, it was a light car, but meant to have big occupancy. If you increased the mass of such a car by 200kg worth of occupants, and luggage the suspension would not cope with that, so the Mini instead was made with rubber suspension in place of springs. Could something like this be at play in the Red Bull?
Great thought, it would certainly help the cause but I have say , I don't know in this case. But something is definitely going on, as RedBull can run much lower compared to everyone else on the grid.
@@f1aerodynamicist ruclips.net/video/45w1-lwFSzM/видео.html&si=EnSIkaIECMiOmarE&t=1321
This is what I think is happening with the floor. The innermost floor fence and the body of the car create the first throat, and the throat of the diffuser is the second throat, and the diffuser is the subsonic diffuser. This only happens at high speeds, but I believe RB's floor is designed with this in mind, attempting to achieve a "started" channel. This reduces drag, while maintaining downforce.
@@rolandotillit2867 woww , I was literally watching this today, good shout
Thank you for the midwing demonstration. Always wondered how effective it was. Looks a bit draggy to me where other teams negate this.
Most welcome 😁
Thanks for the video bro, can you explain please why does it seem like there's less pressure on the rear tyres on the W14 vs the Aston and what it actually means? Thanks🙏🏿👌🏿
Lovely question , the answer to this question is coming in part 2 and 3. Stay tuned
@@f1aerodynamicist splendid
I've read that RB (and possibly AM) have found a loophole in the regs enabling them to create a pretty special 'trick' where their single-pillar rear wing also connects to part of the rear suspension. At speed the pillar flexes slightly and, combined with clever under-floor architecture, effectively simulates active suspension. Perhaps that's why Ferrari have also been trying to persist with a single rear wing mount. What do you think about that?
I'd would not believe such a rumor, if it was present other teams would have caught it up and reported it to the FIA by now. the amount of competitor analysis in F1 is insane
THANK YOU so much for another aerodynamics view point ! The AMR23 & W14 comparison videos help explain so much and really solidified my thoughts of just what is going on with Merc's issues ! I'm a RedBull and 100% a MAXattack fan from day one of him coming into F1. His approach was a much needed asset to the stale driving and passing F1had become. YES he made mistakes on his way to the front. Sure he was aggressive, and probably pushed the boundaries of it to the limit of what the older drivers thought it safely allowed. But as F1 grew safer its drivers grew to safe in their approach. Maybe being limited by the governing body too much as well ? But as always in F1 you need the WHOLE PACKAGE as a TEAM ,not just the driver ! Going back starting right now with it's RedBull that has managed to put it all together once again as a entire team package. Merc killed it at the start of the hybrid era. RB had it their 1st run of 4 with Vettle driving. The one off year of double defusers with Brawn. A couple runs of doubles with Ferrari and Renault (with Alonso's back2back🏆) Ferrari's big run with Schummy. Then Mclaren ,and Williams had their big runs of 🏆titles as well.
The point being, the teams that get it all right and have the best driver's also, usually have a pretty good run of dominance for a period of time. As long as the regulations stay relatively stable that is. It will be intresting to see if the FIA steps in AGAIN in attempt to knock RedBull down to even things out. They screwed but also helped Merc during their run. It all depends on how much the other teams use their political power. And if viewership drops off cause all the Drive to Survive and Merc fans loose intrest and tune out. Cause they all seem to hate MAXattack & Redbull . But most of all anyone other than Lewis and Mercedes winning !!
How were the flow-vis lines CFD created on these models ? Can it be created in ANSYS FLUENT ?
Shub, my question is a bit more general. You go into some great analysis on the cars. But when a team comes up with a new design, ie how they decide on what the car will be like for the coming season, how do they decide? Do they go through an analysis of the competitors from the previous season, try to understand what the comp is doing and then come out with a best guess for the new year?
There is some competitor analysis done , especially when there are innovative ideas ,but the whole car is an ecosystem and it's not easy to replicate the same physics.
@@f1aerodynamicist Sounds like its a best guess based on what the chief designer and the computer programs tell them.
@@domtoni4567 exactly !!
@@f1aerodynamicist Reminds me of my initial job in mobile hydraulics where the chief engineer had a design for a valve which wasn't bad, and spent an additional 5 yrs developing it and it really got no better. Concept was wrong, and a competitor had a different design which solved the problem in a much faster time.
@@f1aerodynamicist That says why each car is so different. A real skill to understand the best flow patterns.
Unfortunately, I can watch the video only tomorrow, because I'm very busy today, but what surprises me very much is the much lower pressure build up on the rear tire of the Mercedes. The W14 should therefore have less drag. Likewise, the rear wing of the Mercedes seems to work better, as there is a higher pressure on the top than on the AM, while the airflow over the sidepods look much more controlled and smooth on the AM and not really controlled on the Mercedes without any real direction and goal.
Dead on !! , So the rear tyre observation, I've spoken about this in the other dedicated CFD video on the W14. W.R.T what's happening here , more on that in part 2 , of the video. Let me know what you think once U've watched the video
Thank you for another great video!! Question. Am I right in saying (in extremely simplified terms) that Merc is essentially attempting to power up the diffusor by feeding as much air as possible to the beam wings (which would explain why their flow pattern in the rear looked so..."efficient" and clean to my eyes when riding through wet patches during the shakedown) but Red Bull and Aston are focusing on maximizing the mouse and flow structure in that region instead? And that method is simply the more effective way to go?
I think more than the philosophy it's about which philosophy is more consistent across a range of conditions . The RB way seems to be more tolerant to more dynamic conditions
@@f1aerodynamicist Very good point. Thank you for the answer!
i would love to see the comparision between the redbull and ferraris philosophy
Will try mate, thanks for the suggestion
@F1 Aerodynamicist cheers mate , i love your work
Ignore the hate by ignorant redditors who are here to bring you down. You know what you're doing.
Thank you mate
The w14 has a lot less high pressure air on the front face of the rear tyre looking at it. Would this reduce it's drag?
Thats what I thought initially , more on this in PART 2. Do checkout the other independent W14 Video I made.
@@f1aerodynamicist I'm looking forward to it.
Main takeaway is that the driver in the W14 is left looking embarrassed/angry with that bright red face!
Ouch 😔
if the mercedes is at this much at a disadvantage bc of "improper" sidepods, and is still this far towards the front, imagine how well the car could perform once they do put proper sidepods on. also interesting to note the pressure of the rear tire. everyone thought it would be super high causing the drag, but they are wrong
Yup, although I still think the underfloor performance is a big unknown and more on the rear tyre drag in part 2
@@f1aerodynamicist so if the sidepods are a really helpful hand with downforce, do you think mercedes could try something like the 2011 mclaren sidepods but adapt it to have outwash, due to their unique small cooling package and maxmize rear airflow and just use the sidepod as a huge outwash wall?
@@Jay-nk6dm I think merc will go to some form of an undercut wide sidepod with their own flavour, I don't expect them to blatantly copy redbull
@@f1aerodynamicist i know this is probably the work of hundreds of engineers but ill ask anyway: What kinds of sidepods with outwash do you think mercedes could uniquely adapt with their small side radiators? It would be a shame to do a similar type of sidepods to aston/redbull/everyone else with such a unique cooling package. so many interesting shapes could be done. any ideas?
@@Jay-nk6dm I won't be able to guess exactly what shape , but the good news is everything is narrow so they can definitely make wide bodywork , unlike the other way around. Also, most of the widebody you will is quite hallow with , it's wide because they want it wide aerodynamically
Ferrari is a failure how did they do slower car than mercedes
F1 is relative !! And sometimes others just do a better job
@F1 Aerodynamicist could you please do one for ferrari vs redbull. Thanks
They haven't. The Ferrari is still faster then the Merc. They beat Merc at Bahrain even though one car blew up and pitting too early cost them in Jedda.
I wonder if it’s possible to run that mid wing and still have a defined g line where the downwash from the mid wing feeds into the g line.
Good thought 🤔, #merc on twitter
It would still be an off body mechanism, which might be effective but not as effective as an undercut which would specifically drive flow towards the G Line
You kind of convinced me on the aston but on the w14 your explanation seemed...... Kinda bullshit and made up due to lack of truly understanding the concept
Let's just say , other than the merc engineers nobody really does. I'd like to hear your perspective on the merc concept.