Lewis Hamilton’s victory at the British Formula 1 Grand Prix proves that Mercedes is finally back in the race.
Because while George Russell’s victory in Austria was largely due to the race leaders crashing, Hamilton’s victory at Silverstone was one based on pure speed. You could argue that the W15 was the fastest car there.
Mercedes has made great strides this year, making significant improvements to its car. These improvements are the result of the company finally understanding what it takes to make a current ground-effect machine fast.
As team boss Toto Wolff said: “It clicked. Suddenly everything that wasn’t logical made sense. And the development direction is the result of the development directions of the past. We find performance, we put it on the car and it translates into lap times. And that wasn’t the case in the last two years.”
But the biggest breakthrough for Mercedes was not the sudden introduction of a new aerodynamic part that provided much more downforce.
Rather, Wolff said, it was down to the way the team under technical director James Allison has managed to utilise its package to create a great balance in the car, which has helped put the team in a happy position for both Hamilton and Russell.
Wolff added: “There was a moment when, under James’ guidance, the data suddenly made sense. The way we did it, the way we balanced the car and how we got it into a better sweet spot – that was the most important thing. It wasn’t a miracle front wing. It was more the balance we achieved.”
This reference to balance is interesting because it is often the result of advances beneath the surface in mechanical aspects such as suspension and springs.
And whether it’s pure coincidence or something more, a tweak to a control panel on the nose of the W15, first seen at the Austrian Grand Prix, may have hinted at a possible change to the damper, which could have contributed to the progress.
Mercedes W15 technical details
Photo by: Giorgio Piola
The vanity panel (pictured above) features a new bulge, which the team claims is entirely about cooling – and is a way to increase the passage of cool air into the cockpit, albeit without the forward-facing intake the team previously used.
The idea that the new bulge is entirely related to cooling, however, seems to contradict the way air would move through that part of the car. Normally, you would expect cooling to be directed away from the driver to a specific region.
This eliminates some of the messy flow conditions that would otherwise occur. This is especially problematic when we consider how many different components are in that area, some of which are suspension elements and are moving around.
Furthermore, it seems rather odd that the bulge has been enlarged to possibly create more airflow, while a front vent is sealed off from the outside air.
In addition, the team did not indicate in the presentation document for the Austrian Grand Prix that it had modified the vanity panel. That somewhat rules out an aerodynamic update.
Fast forward to the British GP. The retention of this new chassis bulge, in cold conditions that are not conducive to the drivers’ need for extra cooling, has fuelled the idea that there is more to the change than meets the eye – and that the real answer lies in what has been changed beneath the panel.
The team doesn’t confirm it, but a detailed study of the components in this area points to a revised damper layout that requires more space. Such a change could be crucial in helping Mercedes add more stability to its aerodynamic platform and, once again, achieve that balance it has long sought.
Mercedes certainly has a precedent when it comes to adding a bulge to this area of the car, having made suspension changes in the past.
Mercedes W06 hydraulic parts, front suspension
Photo by: Giorgio Piola
In 2016 this was a dual purpose test, as the team experimented with a new setup on the W06 for the following season, which included both an ‘S’ channel setup and a revised heave damper.
At the time, it was widely acknowledged that Mercedes had the best understanding of suspension kinematics and its impact on the aerodynamic platform of the entire grid.
For example, Mercedes had one of the most advanced versions of the front-to-rear interconnected (FRIC) suspension systems before the concept was banned. This was the basis for the very successful hydraulic suspension systems that followed.
The move to a more traditional spring and damper setup on the current cars has undoubtedly negated some of the support that Mercedes and other teams provided before the regulation changes.
There is now a Belleville Spring arrangement, which is almost unanimously agreed to be the best way to design the heave damper. Mercedes is no different in this regard: they too use the method to control the vertical displacement of the chassis.
This component is the most likely to be upgraded or replaced, which has led to the use of the convex washbasin panel.
Mercedes W15 technical details
Photo by: Giorgio Piola
A tweaked heave element and/or a change in component position would also tie in with some of the aerodynamic changes the team has made recently. Tweaks here go hand in hand to provide a more stable platform, something the team has struggled with during this era of regulations.
The W15 also now appears to respond better under different conditions and with different downforce levels, while previous updates to the car seemed to work well at one circuit but failed to meet expectations at other tracks.