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Team: Bob Bell (TD), Norbert Haug (VP of Mercedes-Benz Motorsport), Nick Fry (CEO), Ross Brawn (TP), Geoff Willis (Technology Director), Also Costa (Engineering Director)
Drivers: Michael Schumacher (7), Nico Rosberg (8)
If you are referring to DRD. They were testing passive DRD (drag reduction device) before in the season. In short: the system channels the air from intake on top of engine cover through duct to lower "Y" section. At a given air speed the air flow is redirected via passive fluid switch a.) under the rear wing (in high speed areas where air speed > switch speed) in order to stall (by creating vortices) the wing. This reduces the downforce created by this section and increases the cars' top speed; OR b.) over the beam wing (in low speed areas where air speed < switch speed). For more info aboutdevelopment through the season search this thread from Spa onwards or read Mercedes drag reduction device @scarbsF1.scarbs wrote:Simplicity, their original hydraulic\cable operated system was straight forward until Schumacher's Canadian failure, the gearbox mounted actuator had to be revised to positively close the flap. Having a simple rear wing mounted actuator will have less parts, less to go wrong and less weight, albeit the small amount of remaining weight will be carried higher.elf341 wrote:The rear wing endplate actuator was another area that Mercedes went at alone against pit-lane concensus. What could be the reason for changing now?
They're testing exhausts for the 2013 car, so I guess central DRS actuator is a test bed for a potential 2013 mechanism.elf341 wrote:The rear wing endplate actuator was another area that Mercedes went at alone against pit-lane concensus. What could be the reason for changing now?
You missed the big vents in the mclaren car ?OppositeLock wrote:They have the ugliest looking Coanda exhaust on the grid. They need to solve their obvious cooling issues. They have the same engine as Mc Laren and Force India but they must have screwed up the packaging. Those ugly cooling vents can't be good for the effectiveness of the Coanda exhaust.
The McLaren cooling vents are behind the exhaust exit while Mercedes has cooling vents before the exhaust exit. It's not quite the same.Huntresa wrote:You missed the big vents in the mclaren car ?OppositeLock wrote:They have the ugliest looking Coanda exhaust on the grid. They need to solve their obvious cooling issues. They have the same engine as Mc Laren and Force India but they must have screwed up the packaging. Those ugly cooling vents can't be good for the effectiveness of the Coanda exhaust.
anybody have stint times comparison to times from the time Schumy made his final stop ?Got chatting to a mercedes guy based in brackley this morn on the train (i noticed his id that he had round his neck) who appreciated i was quite knowledgeable on formula 1 and when talking about the disaster that was the mercedes austin gp he revealed some interesting info about the weekend and what mercedes were upto. Apparently the new coanda exhausts are producing significantly more rear downforce on the car but are also significantly more fuel hungary meaning that whilst the benifits are clear to see in qualifying the penalty during the race is also very heavy to the extent that schumacher(with coanda) had to start the race with 23 KG more fuel than rosberg(non coanda) Other teams have also found the coandas thirsty but have had 6+ months to work on solutions to bring fuel consumption back to nearly conventional exhausts levels. Mercedes reckon schumachers car had at least 18-20KG more fuel in it than the cars around him which in terms of laptime was a penalty of 6-8 tenths per lap in the early stages which is why he was such a sitting duck in the early stages of the race, infact he told me that it was lap 10 before schumacher did a lap where he never had to leave the racing line which with the dust offline to added to his problems. Another interesting thing he told me was that their was no real requirement to stop michael for the 2nd time and that the hard tyres he had would have easily got him to the end but with both drivers having no hope of points they decided to do a back to back with both cars as rosberg had just put on a new set of mediums and was in clear air so they wanted to see if the coandas gained enough laptime back on schumachers car compared to rosberg even though he had harder tyres and more fuel on board...
It sounds plausible. I have several friends who bolted on aftermarket exhausts to their 4 bangers and experienced lag. They'll figure it out eventually. http://www.torquecars.com/tuning/sports-exhausts.phpsiskue2005 wrote:dont know if this is true or not, but here it isApparently the new coanda exhausts are producing significantly more rear downforce on the car but are also significantly more fuel hungary meaning that whilst the benifits are clear to see in qualifying the penalty during the race is also very heavy to the extent that schumacher(with coanda) had to start the race with 23 KG more fuel than rosberg(non coanda) Other teams have also found the coandas thirsty but have had 6+ months to work on solutions to bring fuel consumption back to nearly conventional exhausts levels.