Lewis Hamilton’s victory in the Formula 1 British Grand Prix showed that Mercedes finally seem to be properly back in the game.
Where George Russell’s triumph in Austria owed much to the race leaders, Hamilton’s win at Silverstone was based on pure pace – where it could be argued that the W15 was the fastest car.
Mercedes has made a lot of progress this year, unlocking significant gains from its car – which are the result of finally understanding what it takes to accelerate the current machine quickly.
As team boss Toto Wolff said: “It clicked. Suddenly everything that didn’t make sense made sense. And the direction of development is or the results of the directions of development in the past in the old days. We find out the performance, put it on the car and that is reflected in the lap time. And it hasn’t been like that for the last two years.”
But the biggest breakthrough for Mercedes wasn’t that it suddenly unleashed a new aerodynamic component that produced a ton more downforce.
Instead, according to Wolff, it was down to the team, led by technical director James Allison, being able to use their package to bring great balance to the car – which helped put it in a happy place for both Hamilton and Russell.
Wolff added: “There was a moment when, under James, the data suddenly made sense. How we did it, how we balanced the car and how we could get it into a better sweet spot – that was the main thing. It was no miracle front wing. We’ve struck more of a balance.”
This reference to balance is interesting as it can often be the result of progress under the skin with mechanical aspects such as suspension and springs.
And whether it’s just a coincidence or there’s more to it, the tweak to the W15’s nose cosmetic panel that first appeared at the Austrian Grand Prix may have offered a clue about a potential damper change that could have contributed to its progress.
Mercedes W15 technical detail
Photo by Giorgio Piola
The sink panel (pictured above) has a new bulge, which the team says is all related to cooling – and is a means of increasing the passage of cold air into the cockpit, albeit without the forward-facing intake that the team previously used. .
However, the idea that the new bulge is entirely related to cooling seems at odds with how air would move through that part of the car. Normally you would expect the controller cooling to be ducted to a specific area.
This eliminates some of the disordered flow conditions that would occur, which is especially problematic when you consider how many different components are placed in this area, some of which are suspended elements and move around.
Additionally, it seems pretty weird to make the bulge bigger to potentially offer more airflow, but at the same time the front vent is closed to outside air.
In addition, the team did not even present the vanity panel as altered in the car’s presentation document for the Austrian Grand Prix – somewhat ruling it out from an aerodynamic update.
Fast forward to the British Grand Prix and keeping that new chassis bulge in cold conditions that aren’t conducive to riders requiring additional cooling has prompted the idea that there’s more to the changes than meets the eye – and that the real answer lies in what has been changed under the panel.
Although not confirmed by the team, a detailed study of the components in this area points to a redesigned damper layout that requires more space. Such a change could be crucial in helping Mercedes add more stability to its aero platform and re-establish the balance it has sought for so long.
Mercedes certainly has precedent for adding a bump in this area of ​​the car when it has made suspension changes in the past.
Mercedes W06 hydraulic parts, front suspension
Photo by Giorgio Piola
2016 was a dual-purpose test as the team experimented with a new layout on the W06 for the following season, which included an “S” pipe layout and a revised lift damper.
It was during this time period that Mercedes was widely recognized as having the best control over suspension kinematics and its effect on the aerodynamic platform of the entire grid.
For example, Mercedes had one of the most advanced versions of the front-rear linked suspension (FRIC) systems before the concept was banned. This was the basis for its highly successful hydraulic suspension systems that followed.
The move to more traditional spring and damper arrangements in current cars has undoubtedly eroded some of the help that Mercedes and other teams provided before the regulation changes.
Now, the Belleville Spring arrangement, which is almost unilaterally agreed upon as the best route for shock absorber design, has a Mercedes uses this method as a means to help control the vertical displacement of the chassis.
It is this component that is a likely candidate for an upgrade or replacement that led to the use of a bulging cosmetic panel.
Mercedes W15 technical detail
Photo by Giorgio Piola
Also related to some of the aerodynamic changes the team has made recently would be a modified lifter and/or a change in the position of the component. The improvements here will go hand in hand in providing a more stable platform, something the team has struggled with during this regulatory era.
The W15 also now seems more sensitive to a range of conditions and downforce levels, while updates that have appeared on the car in the past have seemed to work well at one circuit but fall short of their mark elsewhere.