See the rearward arm of the lower wishbone being angled backwards instead of being at a right angle to the crash structure and parallel to the driveshaft like the upper wishbone.
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Team: Toto Wolff (Executive Director), James Allison (Technical Director), Andy Cowell (Executive Director of Mercedes AMG Powertrains), Aldo Costa (Technical advisor), Mike Elliot (Technology Director), Mark Ellis (PD), Geoffrey Willis (Director of Digital Engineering Transformation), Ron Meadows (SD), Andrew Shovlin (Trackside Engineering Director), Simon Cole (CTE), Matthew Deane (CM), Loic Serra (HVD), John Owen (CD), Ashley Way (DCD), Rob Thomas (COO), Loic Serra (Performance Director), Jarrod Murphy (HA), Eric Blandin (CA)
Drivers: Lewis Hamilton (44), Valtteri Bottas (77), Stoffel Vandoorne (reserve), Esteban Gutierrez (reserve)
Team name: Mercedes AMG F1 Petronas
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Also with the mushroom suspension, it was so (at least acknowledged as the likely reason) that the mushroom suspension would be as far backward. But I do think Mercedes looked at that, and started thinking about different ways to use that kinematically (and maybe not so far back/extreme as McLaren, whose suspension seemed limited and a bit fragile from it); might well be that it has been an idea someone played around with in their heads until they could apply it for this years car.
This shows it very well. It give an impresssion like the control arm is on backwards!MtthsMlw wrote: ↑26 Jul 2020, 17:06Yet another post on that rear suspension..
See the rearward arm of the lower wishbone being angled backwards instead of being at a right angle to the crash structure and parallel to the driveshaft like the upper wishbone.
https://pbs.twimg.com/media/Ed28olCXsAA ... =4096x4096
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A great teacher doesn't mean a great student...
Fwd: racingpoint@gmail.comBlackout wrote: ↑26 Jul 2020, 18:11Didnt Mclaren o that in 2014, before the 'mushroom' suspension?
https://www.racecar-engineering.com/wp- ... pmaccg.jpg
There was a merc podcast where they mentioned peak power was somewhere between 10,500 and 11,000 rpm so I don’t think the fuel flow limit maxing out at 10,500 dictates where peak power can be, or maybe better said, where they may want it to be given the peak operation considerations of other PU systems.Flanker27 wrote: ↑29 Jul 2020, 11:54Interesting article about Mercedes engine 2020
https://www.formulapassion.it/manifesto ... 8.html/amp
Really strange the focus on higher rpm considering that at 10.500 the fuel flow is limited... probably some tricks, but well, it is MB (not Ferrari) so no need for FIA to do an investigation... it is always all legal like tyre test, wheels, suspension ducts, DAS, etc
Standing waves?OO7 wrote: ↑18 Jul 2020, 23:12During one of the practice sessions and also on Lewis' qualifying lap, I noticed a few of occasions where the car while at the exit phase of a corner (increasing throttle application), would vibrate and sound as if it had run over a typical serrated kerb.
It can be see and heard in the following video at 0:22, 0:35 and 1:00. I would if it has anything to do with tyre pressures?:
https://www.youtube.com/watch?v=rh6vBU-YNK0
A few years ago at Spa, I think 2017, the Merc was breaking traction under acceleration out of the “bus stop”. My memory is that it was oscillating in roll mainly due to underdamped deflections of the tyres.OO7 wrote: ↑18 Jul 2020, 23:12During one of the practice sessions and also on Lewis' qualifying lap, I noticed a few of occasions where the car while at the exit phase of a corner (increasing throttle application), would vibrate and sound as if it had run over a typical serrated kerb.
It can be see and heard in the following video at 0:22, 0:35 and 1:00. I would if it has anything to do with tyre pressures?:
https://www.youtube.com/watch?v=rh6vBU-YNK0
