This is edging towards being off topic, but 8 race distances is not a whole lot. Assuming we are in a situation with 20 races, meaning you have 4 PUs at your disposal, each PU has to last 5 race weekends. That is roughly speaking 3 race distances for such a race weekend, so 15 race distances.
So the Mercedes PU is neither in the clear yet. It's just over halfway the life expectancy.
That aside, it's interesting Mercedes moves towards less spaced pylons. It means they primarily use the pylons and nose tip to create a venturi tunnel in there. The S-duct further enhances it by sucking the airflow through it. This will drop pressure underneath the nosecone/chassis. A very elaborate use of the S-duct. As Bhall mentioned, most teams use it to keep airflow better attached underneath the chassis (I'd argue also on top of the chassis). Mercedes take it one step further by working the whole front harder to create downforce.
They must be working the Y250 vortex very hard in order to create a powerful enough barrier between the Y250 area and the chassis turning vanes, which allows the airflow inbetween the Y250 area and the nose pylons to flow nicely from outside the nose to underneath the chassis. It's very different from most other teams who use the pylons as turning vanes/airflow straighteners and emphasize the air flowing inbetween the pylons.
Sonic wrote:Scarb think this is not the new nose : "
"I don't think it's a new nose, as much of a new chin panel to feed the S duct outlet"
Very possible that he is right. The nose looks very much identical to the previous iteration. The pylons have been relocated and a panel has been opened; neither are part of the crash structure, so no new crash test required.
