The Mercedes F1 introduces the W13, a major evolution to the F1 preseason test in Bahrain. But is the “zero pod” approach with the rumored ultra-slim side pods feasible?
It’s a bit unrealistic to have no side pods at all, but there’s good reason to say that the Mercedes F19 will introduce a much smaller package of W13 side pods than Barcelona.
To imagine the possible directions for Mercedes F1, power unit customer Williams can give you a hint. The Williams FW44’s extreme side pod and engine cover design features one of the shortest side pod solutions on the grid.
The Williams system is also equipped with a pass-through duct. This collects airflow at the top of the side pod inlet, allowing air to flow out of the outer upper corners of the bodywork, helping to assemble the flow around that part of the side pod.
To achieve this narrow body effect, we introduced a Williams saddle cooler. Red Bull, AlphaTauri and McLaren are using a wider range of solutions to reduce the size of their side pods by installing large coolers on and around the power unit. This comes at a much higher weight cost than usual, but aerodynamic performance is a higher priority.
Mercedes F1 will announce the long-awaited upgrade when the second F1 preseason test begins on Thursday. However, the car’s cooling system may remain unchanged as the team is focused on creating a more aerodynamically efficient bodywork package as a whole, rather than moving to a saddle configuration. ..
The new package is also supported by the Mercedes F1’s approach to chassis design and the way radiators are placed inside the side pods. In Williams, triangular chassis shapes are supported by fuel cell, energy slot, and power unit connection points.
In recent years, Mercedes has taken an interesting design approach to this area of the car, engraving the chassis so that the radiator pushes in and shrinks the full width of the side pods. W13 also seems to share this DNA.
One aspect of the side pod design that everyone had to overcome this year was the presence of the Side Impact Spur (SIS). The rules governing those positions have changed compared to recent seasons, with the goal of getting the team to adopt a more traditional shape with side pods and inlets.
However, in 2017 Ferrari first improved the idea, placed the upper SIS low and forward, and used the bodywork as an aerodynamic fairing around it, so in 2021 all teams converged on this solution. The team hasn’t easily forgotten the benefits it offers, and has devised an interesting solution to accommodate designs that many rely heavily on their experience.
As part of this design scheme, the overall width of the side pods is largely determined by SIS, which cannot be ignored. For the Williams FW44 side pods, the top SIS creates a horizontal divider inside the entrance, which helps in the design of pass-through ducts.
The Mercedes W13, announced in Barcelona, did not have some other absolute extremes on the grid. The bodywork wrapped the outer edge of the SIS very tightly, creating a blister. Therefore, this may be just one way Mercedes F1 pursues to reach its aerodynamic goals.
Category: Category: F1 / Mercedes