I obviously do not know the specifics of the inner structure, but the torsional stiffness of the chassis is measured from the front bulkhead. I imagine this load path would (mostly) be similar at any point of the arc plane around the central axis. So I don't think it's all about the overweight structure.ing. wrote: ↑23 Feb 2024, 20:16It’s not just the attachment point or the cover. The back-up structure needs to be designed to take loads from both pick-up points so extra weight there if they want to maintain the adjustability. Even if they choose one position, not sure monocoque can be changed without crash test.Zynerji wrote: ↑23 Feb 2024, 19:01I expect the adjustable part would be replaced after FP3 with a "solid" part that weighs less. Like a 3d printed bushing.CaribouBread wrote: ↑23 Feb 2024, 18:55
The changeable front susp. is a fun thing but I have a niggling thought, shouldn't they have a solid idea what to go with even before they turn a lap - both on kinematics and aero effects? This surely isn't going to be change from race to race. I don't like that they're still looking for a direction on the front susp. - doesn't inspire confidence in my opinion.
Posts talking about gained tenths, track position, season over... have been deleted or will be shortly. The posters got (get) the text back, you are welcome to post them in the team thread or, perhaps better, the race threads.
As usual every year at this time:
a) Welcome to all the newbies!
b) No lap times, no track or championship position, no winning and losing in the car threads. Only hardware here, winning and losing goes in the team and race threads. Thanks.
https://www.motorsport.com/f1/news/merc ... /10579682/Zynerji wrote: ↑24 Feb 2024, 14:51I obviously do not know the specifics of the inner structure, but the torsional stiffness of the chassis is measured from the front bulkhead. I imagine this load path would (mostly) be similar at any point of the arc plane around the central axis. So I don't think it's all about the overweight structure.ing. wrote: ↑23 Feb 2024, 20:16It’s not just the attachment point or the cover. The back-up structure needs to be designed to take loads from both pick-up points so extra weight there if they want to maintain the adjustability. Even if they choose one position, not sure monocoque can be changed without crash test.
My incorrect assumption was that the mounting bracket had an X/Y adjustment with additional hardware that they were using to find the sweet spot, then on-site manufacturing a low weight fixed unit for actual competition.
In the simplest terms, this is no different than what they did with the pre-2022 rear wing endplate mounts.
IIRC Mercedes underperforming in qualifying was tyre-related. They were rarely able to put the get the tyres in the optimal window for 1-lap. On the flip side, that very issue was beneficial over a race stint/distance as it meant very gentle tyre deg.
Yes. As a general rule, tire prep is without a doubt the most significant performance factor/differentiator in qualifying, which is why DAS was such a clever invention.
Indeed, it was very normal to see single-seaters, especially the junior formulae, having multiple pick-up points—mostly at the rear, on the gearbox—as you mentioned.bigpat wrote: ↑26 Feb 2024, 02:18The adjustable suspension pickup points are definitely nothing new, being featured on all manner of racing cars for decades.
The pickup point on the W15 chassis would be consistent with the area of the bulkhead where the torsion bars react through. Back in the day, the rear leg would anchor at the dash bulkhead, but with the drivers feet now behind the axle centreline, its all different.
The fact that the current tunnel cars are much more height and pitch sensitive than previous generation cars has brought back the need for adjustability. In this cost cap era, having a more modular, adjustable design to the car is a smarter option. The Ferrari seems to be built this way too.
The difference in positions on the W15 front end is quite large, traditionally an adjustment of 10 -15mm was considered significant...
The Dallara F3 cars from the 90's had internal front suspension pick up 'pockets' that could be turned upside down, or spaced out with ferrules to alter geometry.
Adjustable pick ups are much more prevalent at the rear on the gearbox casings, to fine tune anti squat geometries. A recent video by Driver 61 shows a 1997 Jordan F1 gearbox with the multiple pick up points
https://www.auto-motor-und-sport.de/for ... ive-trick/The engineers had already suspected before the last day of testing that the changed kinematics would have a negative impact on driving behavior. Nevertheless, the experiment was carried out to collect additional data. Although the pilots complained, the technicians viewed the result as positive. At least we now know that we can trust the simulations. The correlation with the route is correct.
I was surprised by this statement.organic wrote: ↑27 Feb 2024, 11:33AMuS (via Tobi Grüner) : Mercedes can move the top wishbone in two different positions with the new W15. But the more extreme anti-dive configuration will probably not be used anymore as the car felt worse for the drivers on the last day of testing.
https://www.auto-motor-und-sport.de/for ... ive-trick/The engineers had already suspected before the last day of testing that the changed kinematics would have a negative impact on driving behavior. Nevertheless, the experiment was carried out to collect additional data. Although the pilots complained, the technicians viewed the result as positive. At least we now know that we can trust the simulations. The correlation with the route is correct.