Mercedes AMG F1 W07

[chuckdanny]

That's great! This nose (and his peripherals) is becoming a cathedral !

batwing, shark fins, s-duct, turning/twisting vanes, serrated twisted bargeboard, very narrow thinly hanging nose tip.
We'll soon have a token regulation for this!

So, tell me if i'm wrong, the inlet of the nose or noselet is driven by the outlet of the S-duct and obviously nose tip front wing standard section interaction in ground effect and the whole thing outlet is driven by the floor inlet, inlet of one thing being part of the outlet of the other via this new bargeboard.
The whole thing then capture more air with good total pressure from even above the nose tip that would be unused without all those bits and pieces.
The batwing vortices impart some outwash just ahead of the bow which reduce drag overall and reduce nose lift.
And because at the nose tip (where the yaw has most effect) the flow is twisted, the flow conditioning make all this more stable under yaw.

Anderson explain that the cutted bargeboards create downforce in there own right but it seems more indirect.
There is a crossover of some kind in the flow there so maybe we could expect some vortices.

[noel]

Piling on the S-duct and the barge board, could they be using the split roll hoop inlet to direct air towards the diffuser - somewhere around the exhausts? I assumed earlier the dogleg vane already does that.

[chuckdanny]

For scarbs its the s-duct inlet under the nose that has a beneficial effect on the transition between nose and chassis, i think its the opposite, the accelerated air above the s-duct outlet help by a suction effect drive the nose inlet.
Look how the duct inlet is shaped furthermore, it takes air from above the nose through it in a diagonal up down trajectory which is in accordance with the Y250.

[PlatinumZealot]

Chucky you have the right idea.

As for the wing pylons notice they are very thin. Probably solid steel titanium. Air should flow easily through that area regardless of how close the pylons are. Guys remember that air that goes under the nose does not have to come from between the pylons some of it can come from the sides.

[turbof1]

Chucky you have the right idea.

As for the wing pylons notice they are very thin. Probably solid steel titanium. Air should flow easily through that area regardless of how close the pylons are. Guys remember that air that goes under the nose does not have to come from between the pylons some of it can come from the sides.

Mercedes emphasizes actually airflow coming from the sides. However, the airflow's direction and volume is dependent on the airflow between the pylons. It is build as a venturi tunnel, speeding up airflow. The S-duct helps in that regard, keeping up the velocity and dropping pressure further. The stronger this flow is, the better it sucks in airflow from outside the pylons and the more it determines the path it takes.

[PhillipM]

I think people being dismissive of the nose for not being radical enough haven't considered it's a step change away from what everyone else is chasing with their noses of more and more air under the nose itself.
Not only do they potentially have the best s-duct on the grid, they also appear to be setting up the entire front end to enhance the floor sealing vortexes when combined with the turning vanes and new bargeboard treatment.
The other worry for teams on the grid is that's likely a high downforce but also fairly draggy solution, even though it's working the floor harder. So they evidently think they also have power to spare over other teams...

[Sonic]

It's sounds good to me.

[smhasan7]

https://twitter.com/Jamesallenonf1/stat ... 6829541382

[turbof1]

I think people being dismissive of the nose for not being radical enough haven't considered it's a step change away from what everyone else is chasing with their noses of more and more air under the nose itself.
Not only do they potentially have the best s-duct on the grid, they also appear to be setting up the entire front end to enhance the floor sealing vortexes when combined with the turning vanes and new bargeboard treatment.
The other worry for teams on the grid is that's likely a high downforce but also fairly draggy solution, even though it's working the floor harder. So they evidently think they also have power to spare over other teams...

It is also difficult to copy. The airflow structures here are very delicate.

[PhillipM]

Indeed, it's not as simple as a nose change to copy, the whole front half of the car is developed around it.

[Sonic]

Maybe Scarb is reading F1Technical : https://twitter.com/ScarbsF1/status/702833699277168641

[turbof1]

Maybe Scarb is reading F1Technical :
https://twitter.com/ScarbsF1/status/702833699277168641

It doesn't necessarily create a stronger Y250 vortex (it might, just saying), but the intent here is to bent the Y250 vortex inwards, towards the underchassis turning vanes. It comes at the cost of downforce producing surface on the wing.

[smhasan7]

Thnx guys. There's a telling statement from James Allen

[FrukostScones]

[dren]

Maybe Scarb is reading F1Technical :
https://twitter.com/ScarbsF1/status/702833699277168641

It doesn't necessarily create a stronger Y250 vortex (it might, just saying), but the intent here is to bent the Y250 vortex inwards, towards the underchassis turning vanes. It comes at the cost of downforce producing surface on the wing.

It doesn't bend as the air travels up the wing elements like the outwash ends do. It looks more like they are trying to separate the neutral section from the Y250 vortex section. It probably further separates this vortex from what is going on with the nose. There are several more vortex generators aft of the Y250. Is one feeding the other or are they all doing their own thing? I can see the batwing working with the Y250 as they both produce the same rotation.