Mercedes F1 W05 Pre-launch Speculation

[SectorOne]

well he said it's more to do with the car behavior underbraking brake materials could be part of it but, as the FRIC causes the front end of the car to "rise" relatively to his previous experiences that's what's kinda "confusing" him..

Probably a combination of both. From what i´ve read his initial pressure is fine but it´s the modulation as he´s coming of the brakes that as you say, confuses him.

I guess the good news is that he´s got a couple of tenths in his sleeve.

[OO7]

Btw.. Today I had a chance to sit with an insider from Mercedes who explained to me about the FRIC for next year's car. As well as Rake angles, and why Lewis has been struggling with "braking issues"

Very interesting, thank you MercAMGF1Fans
Was there any mention of PDRS? They did a lot of testing on it during practice sessions this year, so I assume one of the areas they were developing were maps for the system, perhaps how to tune it specifically for different circuits. Also apparently Aldo Costa mentions in Autosprint that the 2014 cars will have higher top speeds, which did surprise me. I wonder if this is due to PDRSs, reduced downforce as a product of the technical regulations or perhaps a combination of both?

[Owen.C93]

well he said it's more to do with the car behavior underbraking brake materials could be part of it but, as the FRIC causes the front end of the car to "rise" relatively to his previous experiences that's what's kinda "confusing" him..

Probably a combination of both. From what i´ve read his initial pressure is fine but it´s the modulation as he´s coming of the brakes that as you say, confuses him.

I guess the good news is that he´s got a couple of tenths in his sleeve.

That's a consequence of a different aero map. I doubt he'll suffer from brake problems in 2014 if that's the case.

[MercAMGF1Fans]

Btw.. Today I had a chance to sit with an insider from Mercedes who explained to me about the FRIC for next year's car. As well as Rake angles, and why Lewis has been struggling with "braking issues"

Very interesting, thank you MercAMGF1Fans
Was there any mention of PDRS? They did a lot of testing on it during practice sessions this year, so I assume one of the areas they were developing were maps for the system, perhaps how to tune it specifically for different circuits. Also apparently Aldo Costa mentions in Autosprint that the 2014 cars will have higher top speeds, which did surprise me. I wonder if this is due to PDRSs, reduced downforce as a product of the technical regulations or perhaps a combination of both?

Forgot to ask about that! lol.. will ask next time i talk to him

[SectorOne]

That's a consequence of a different aero map. I doubt he'll suffer from brake problems in 2014 if that's the case.

How is it a different aero map. To me the most logical explanation is mechanical rather then aero.
I think the Akebono´s are key here.

[Owen.C93]

That's a consequence of a different aero map. I doubt he'll suffer from brake problems in 2014 if that's the case.

How is it a different aero map. To me the most logical explanation is mechanical rather then aero.
I think the Akebono´s are key here.

Because it's what Hamilton said himself. The way the downforce varies as the car slows down makes it hard for him to apply the right pressure in certain parts of the braking phase. It's one of the hardest things to master on an Aero car.

[SectorOne]

I cannot believe it´s the downforce. Downforce is downforce,he´s driven cars with less and more downforce without any problems.
Any source?

[wesley123]

downforce changes on different ride heights or under yaw. Hamilton is probably used to that happening in a certain way, but the FRIC changes this behavior.

[Owen.C93]

I cannot believe it´s the downforce. Downforce is downforce,he´s driven cars with less and more downforce without any problems.
Any source?

It's not the downforce level, it's how the downforce varies as the car slows down. It's not a linear relationship and it's not even a smooth curve. I'll try and find the quote.

[MercAMGF1Fans]

downforce changes on different ride heights or under yaw. Hamilton is probably used to that happening in a certain way, but the FRIC changes this behavior.

That's a perfect sum up

[SectorOne]

downforce changes on different ride heights or under yaw.

As it does for every F1 car ever produced. (modern ones atleast)
I still struggle to see how pure aero load is the problem.

[wesley123]

Who said that was the problem?

The way the downforce varies as the car slows down makes it hard for him to apply the right pressure in certain parts of the braking phase.

[PhillipM]

Doubt it's the downforce, more likely just the way the chassis reponds when braking, FRIC-type systems that keep it level reduce the amount off feedback through the seat for drivers that rely upon it.

[cooken]

My understanding of the FRIC system is that it is aimed at maintaining consistent aero profile over the car and therefore more consistent downforce. In the braking phase would that mean less dive (equating to less rake) and therefore actually less downforce? Or does the more stable angle of attack maintain the airflow and thus downforce levels?

Perhaps it is more towards the end of the braking or the way Lewis initiates rotation of the car. If he has always relied on taking weight off the rear to get it turned, then the FRIC will change that aspect or feel to some degree. It will also change the feel under roll. Since both of these things (pitch and roll) are happening (or not happening due to FRIC) at the same time depending on how he approaches the corner, it is totally conceivable that it would shake his confidence under braking.

I have also heard a few times that there is some difference in stiffness of the brake calipers, which would certainly affect the pedal feel but that seems like something he would adjust to very quickly.

It is most definitely a combination of all of all of these things. To say which contributes more than another to me is an exercise in futility, unless you have access to telemetry and Lewis' brain.

[humble sabot]

...mentions in Autosprint that the 2014 cars will have higher top speeds, which did surprise me. I wonder if this is due to PDRSs, reduced downforce as a product of the technical regulations or perhaps a combination of both?

I think this could be simply a case of a desire to lower the drag of the overall package to make up for the fuel flow restrictions. Apparently we shouldn't be expecting a really big HP hit so it follows that same power with less drag = higher top speed. The downforce limits are always theoretical, and teams will always find tweaks to get a wee bit more, but in their efforts to do so they can't afford the drag penalty of the 900HP days and expect to both stay on pace and not run out of fuel. I think this is where Mercedes may have the edge, in this go around. I suspect the reason Merc showed such pace last year was due to slightly lower cd. It's conjecture on my part, but i think if you look at the W04 from that angle and then the rest of the field i think you'll agree. So in that sense, i expect that they won't be left behind on the straights next year but as much as people suggest the contrary, i think it will be an engine year, because the power unit is more complex, the optimum usage of it is going to be decisive in deciding who's competitive. Similar to the tyre wars years in that sense. And i think the advantage there is pretty up in the air.

Mr Evans talking about a 30% higher efficiency target at one point: http://www.youtube.com/watch?feature=pl ... qiiuFv7HcY my math was a lot more conservative.