AR3-GP wrote: ↑16 Aug 2024, 06:10
In theory, this is not permitted.
Mercedes would not be allowed to engineer compliance into the front wing for the specific purpose of acting as a mass damper. It would be an interesting concept, if it was permitted.
I think it'd be very difficult and time consuming for both the FIA/FOM/Rivals to pinpoint the exact tuning aspect of the aerodynamic elements that, from testable parameters, satisfies regulations, but cleverly, if not cheekily, engages a grey area of the regulations that allow the exploitation of said aerodynamic elements to function with a wave/particle duality that serves both aerodynamic purposes as well as mechanical. It may be that Mercedes stumbled upon it by accident. The W15 clearly has a gap separation between the first two wing elements that allows the greatest amount of wobble between them compared to all other teams. This wobble is made possible by the "looseness" of the endplate joinery, as evident in the posted video. The first wing element is also shallowest and flimsiest compared to the following wing elements.
Here is a quote from Andrew Shovlin describing such a solution.
“It's just to do with how you run the car. You might need mechanical tools to help you change how you run the car, but you can achieve the same by affecting the aero characteristics through the speed range and through the corner.”
Mercedes' open-minded approach in identifying effective development directions continues to be critical.
“We don't understand every aspect of what might be different with our car to theirs, but all we need are development directions that are going to improve it. We'll keep going at that problem until we get to where we want to be,” Shovlin concluded.
He is being coy in using "aero characteristics" not in terms of the aerodynamics but the mechanical characteristics of the aerodynamic elements. (I know the motion of a mass damper when I see one!)
https://www.si.com/fannation/racing/f1b ... j5hfne1fff