Mercedes GP W02

[dren]

Last year the super diffuser was an internet rumor, it didn't come from Brawn or the team. The upgrades mentioned are coming from Brawn for the W02, so I would expect there to be quite a few noticeable changes.

[FrukostScones]

In the new Autosport stands written that they will come with new sidepods, new exausts, new front wing and new brake ducts. Time is running out and Autosport speculates about crash test problems with the new parts.

[NewtonMeter]

How much of a 'Major Upgrade' do they actually mean? I remember the situation last year, and they were hyping up this 'super diffuser' which was sure to put them at the sharp end of the field. The two updates Brawn mentioned are quite significant, especially as they (finally) move to a three element wing.

Correction, the fans were hyping up the diffuser.

[Florio]

Was it? I seemed to remember it come from Norbert! Ah well my mistake

[segedunum]

@cmckinleyF1 all their staff are working 7 days a week to build all new apart from chassis!!!!!!

Well, assuming Giblet isn't going to delete anything else(!), this does actually ring true to me about everything apart from the chassis because the chassis is homologated as well as being put through crash tests. If they change it in any meaningful way then they've got a bit of a headache if they have to retake the tests.

Anyone know by what date a chassis has to be homologated and crash tests taken by?

[csponton]

MERCEDES
http://spontoncristiano.wordpress.com

Of all the pursuers of Red Bull, the Mercedes is certainly one that has more to gain from this forced stop. With these two weeks of employment in several technicians, led by Ross Brawn, can remedy many defects of the car. Not to be underestimated is the arrival in organic as technical director Bob Bell. During the first releases the MGP W02 accused several problems: plumbing, motor, KERS, which controls the actuator moving back flab. But the main problem, as underlined by the technicians of the Mercedes, is overheating. In Barcelona every time the car into the pits after long stints medium were unscrewed the body panels to make a po'd'aria reach the inner parts. However, this is a fault very common especially in the early stages of developing a new car. Is resolved by opening any slot in the back until the temperature is stabilized. This means that there is a slight loss in performance (increase the internal resistance) but you gain much in terms of reliability. The engineers and pilots believe they have in their hands a good project even if the Pirelli tire wear problems have not yet been resolved.


MERCEDES
Valencia 1.14,537 Schumacher 15°
Jerez 1.20,352 Schumacher 2°
Barcellona 1.23,168 Rosberg 2°
TOTALE KM. 4.297

[gridwalker]

actuator moving back flab

Boy, does this ever bring up some hideous images

[ESPImperium]

Bob Bell is currently still on Gardening Leave as he needs to be away from Renault for a full 12 months plus the remainder of days since his departure date to join Mercedes, and since he was released from his Renault contract he still has the same clause seemingly. He was released in March 2010 so he will only be able to take charge of his role at Mercedes from 00:00am on April 1st 2011.

Will he be at the Test, probably, but will probably take a headset with out a microphone and do a recky arround the track to see for himself how things are, best corner for him to see how the MGP W02 performs would probably be Turn 7 where there are seemingly new kerbs being installed to stop cars cutting it.

He will probably not be in Mercedes colours and will probably be in his non work clothes and have a VIP Mercedes "press" pass.

[JohnsonsEvilTwin]

Anyone know by what date a chassis has to be homologated and crash tests taken by?

Im not 100% sure but i think Homoogation is scrapped for 2011.

ESPI
Bob Bell Left Renault in October 2010, 6 months is the maximum gardening leave period enforceable under European law(outside of specialist industry).

[The FOZ]

I very much doubt that they are using the W01 chassis, since it would be non-compliant with the new weight distribution requirements. Also, the car would show its old roll blade. And they would have to fit the KERS in somehow.

This test car is definitely a new chassis. Might not be the final racing version of the new chassis, but it's definitely more W02 than W01.

What we know for sure is we will see a new exhaust layout and a new front wing on the W02 come the next test. These updates were announced by Brawn. This will probably come with at least a slight modification of the diffuser and floor, since the exhaust will not blow on them in the same way.

As for the other parts of the car (airbox and sidepods mainly), we won't know before the 8th.

I may have confused you by misusing "chassis" in my previous post. I was referring to the survival cell (tub) only.

I'll restate:

They could be using the survival cell from the W01 (homologated in 2010) with updated bodywork, nose, suspension, and wings. I don't know of any rule prohibiting this.

The weight distribution isn't a problem using the W01 survival cell - the final weight of the car (obviously) is determined by the entire group of components - and if needed, teams can add ballast as needed, so long as the car doesn't go below 291kg (front) and 340 kg (rear). Further, the weight distro rules (and most technical regs, in fact) only apply to practice, races and qualifying. Preseason testing and in-season testing are not covered in many cases.

The advantage to delaying the homologation of a survival cell is that it allows the team the maximum amount of time to make changes to the survival cell design based on any new concepts they saw other teams running. The case of the F-duct was a good example - many teams lagged or were unable to incorporate the ducting to their cars because they couldn't alter the survival cell design once it was homologated. In that case, I'd certainly send a few bogus tubs for crash testing that I know would fail, as a rumor of difficulties in crash tests would nicely cover up my actual intentions...

Looking strictly at the tub, I've seen nothing that suggest the car being run so far this isn't a W01 tub with different bodywork and wings, and we wouldn't likely know this unless someone from the team actually admitted it.

I'll alter my prediction a bit, though. Whichever tub they're running, whichever roll structure they're running, there's nothing stopping them from adding dummy bodywork to conceal the true geometry - which might be the reason for the very rough looking air intake/roll hoop area. I'll venture that they've got a 2011-legal blade roll structure hiding under some bondo.

[The FOZ]

Anyone know by what date a chassis has to be homologated and crash tests taken by?

Im not 100% sure but i think Homoogation is scrapped for 2011.

That would explain why searching the 2011 regs only gives hits under the Engine section...

...But doesn't make any sense. Homologation is intended to cut costs and improve safety by preventing teams from continually changing the design of critical structures and having to go through the crash test hooplah each time.

Maybe they're just using another word instead of homologate?

[imightbewrong]

Anyone know by what date a chassis has to be homologated and crash tests taken by?

Im not 100% sure but i think Homoogation is scrapped for 2011.

From another thread:

http://www.fia.com/resources/documents/ ... mework.pdf

Just to quote the relevant bit to save you downloading/reading the whole thing:

In this respect the new regulations will mandate:

...

• Annual homologation of chassis and main suspension elements

[The FOZ]

Annual homologation of chassis and main suspension elements

That was the framework for a proposal - a draft plan, really. Wasn't ratified as-is. Look at some of the other points in there...standardized suspension components? Definitely didn't get ratified!

[marcush.]

I very much doubt that they are using the W01 chassis, since it would be non-compliant with the new weight distribution requirements. Also, the car would show its old roll blade. And they would have to fit the KERS in somehow.

This test car is definitely a new chassis. Might not be the final racing version of the new chassis, but it's definitely more W02 than W01.

What we know for sure is we will see a new exhaust layout and a new front wing on the W02 come the next test. These updates were announced by Brawn. This will probably come with at least a slight modification of the diffuser and floor, since the exhaust will not blow on them in the same way.

As for the other parts of the car (airbox and sidepods mainly), we won't know before the 8th.

I may have confused you by misusing "chassis" in my previous post. I was referring to the survival cell (tub) only.

I'll restate:

They could be using the survival cell from the W01 (homologated in 2010) with updated bodywork, nose, suspension, and wings. I don't know of any rule prohibiting this.

The weight distribution isn't a problem using the W01 survival cell - the final weight of the car (obviously) is determined by the entire group of components - and if needed, teams can add ballast as needed, so long as the car doesn't go below 291kg (front) and 340 kg (rear). Further, the weight distro rules (and most technical regs, in fact) only apply to practice, races and qualifying. Preseason testing and in-season testing are not covered in many cases.

The advantage to delaying the homologation of a survival cell is that it allows the team the maximum amount of time to make changes to the survival cell design based on any new concepts they saw other teams running. The case of the F-duct was a good example - many teams lagged or were unable to incorporate the ducting to their cars because they couldn't alter the survival cell design once it was homologated. In that case, I'd certainly send a few bogus tubs for crash testing that I know would fail, as a rumor of difficulties in crash tests would nicely cover up my actual intentions...

Looking strictly at the tub, I've seen nothing that suggest the car being run so far this isn't a W01 tub with different bodywork and wings, and we wouldn't likely know this unless someone from the team actually admitted it.

I'll alter my prediction a bit, though. Whichever tub they're running, whichever roll structure they're running, there's nothing stopping them from adding dummy bodywork to conceal the true geometry - which might be the reason for the very rough looking air intake/roll hoop area. I'll venture that they've got a 2011-legal blade roll structure hiding under some bondo.

the tub is definitely sharing some cues of the W01 in the cockpit sides and the top of the forward tub.On the other side the steering rack is now placed more forward...so it is something new they are using.The Rollover structure is bonded on top of the tub usually so it should be possible to have two versions of it.

[imightbewrong]

Annual homologation of chassis and main suspension elements

That was the framework for a proposal - a draft plan, really. Wasn't ratified as-is. Look at some of the other points in there...standardized suspension components? Definitely didn't get ratified!

My bad, should have checked it further.