Thank you @Ground Effect for answering my question.Ground Effect wrote: ↑21 Jan 2020, 15:49There you go, actually not that far back after all...
https://it.motorsport.com/f1/news/f1-me ... i/4651732/
Glycol transfers heat more efficiently than water and raises the boiling point. You could go with a 100% Ethylene glycol coolant systems, like they did on the early RR Merlin engines, but that had a greater risk of fire and was more prone to leaks. When they could improve the cooling sufficiently to introduce a 70% glycol/30% water mix it solved various problems associated with using glycol by itself (I think that's when they started pressurising the coolant as well). If you went to water only, you'd need bigger radiators.Just_a_fan wrote: ↑21 Jan 2020, 11:45Going to ask a silly question here: why add glycol to F1 engine coolant anyway? In road cars, the glycol protects against freezing damage but this isn't a problem for F1 cars. Does the glycol do other things besides freeze protection? I thought that other additives were used for corrosion protection etc.
A friend of my friend's friend told me rear bodywork will be so tight that the cooling system components (ERS radiator) will protrude strongly from under the cover.
Guess we don't have to wait too long to find out if this is true!
A good start is half the work. That seems to apply more than ever to the Formula 1 season 2020. Obviously, a team has to get off to a good start every year, but with the major changes in 2021 that is now even more important.
With a good basis, the designers and engineers can focus more on the car for the next season than when there are still a lot of teething problems to remedy. That, of course, also applies to Mercedes, which wants to hunt for a unique seventh consecutive world title among both drivers and manufacturers.
The first sounds from Brackley are positive. The results of the simulations are said to be better than technical director James Allison expected, GPUpdate.net has learned from sources within the team. Regarding the chassis, the W11 seems to be a strong evolution of the predecessor. The team does not want to run any unnecessary risks in the final year for major legislative changes and to completely disrupt the concept. After all, recent years have been unprecedentedly successful. It is expected that Mercedes will adopt the higher sidepod philosophy from Ferrari. This has aerodynamic benefits and ensures better cooling of the power unit.
The engine department in Brixworth has been working hard for months to reduce the motor deficit on Ferrari. In 2019, the Scuderia was unapproachable, especially on the straight. In addition to the normal development of the engine, Mercedes has also taken on the cooling system. This new variant must ensure better reliability for both the factory team and the customer teams. In addition, the power source must be able to run at higher power more often and longer if the cooling is in better order.
To get to the bottom of the block, motorcycle chief Andy Cowell has enlisted the help of a German engineer who specializes in new materials and chemistry. He has investigated the weaknesses of the Mercedes F1 W10 EQ Power + and suggested areas for improvement to close the gap with Ferrari. The results on the test bench look promising, so the competition can make the breast wet again.
I think we all news this was going to happen, but I don't know at what time they would usually do this anyway.zibby43 wrote: ↑24 Jan 2020, 11:10https://www.corriere.it/sport/formula-1 ... pale.shtml
Other snippets:
- Entirety of factory staff was switched over to '20 car at the halfway point of the '19 season
Looks like that might have just been from their cooling package, not the actual architectural design of the engine itself which was mentioned in previous posts above.
