Open top menu

Welcome

I'm Matthew Somerfield, a freelance journalist focused on the technical elements of Formula One. It has been a pleasure to provide content via this site for the last 5 years, which has led me to several paid freelancing jobs along the way. I'm currently plying my trade with Motorsport.com and working alongside the legend that is Giorgio Piola.

This has seen the content here diminish as a result and I'd like that to change. In order to accomplish this I need your financial support, as I need to break free of the shackles of doing this part time. If you like the content I've been producing and want more of it I'd ask that if you can spare some change each month it'd go a long way towards transforming this site into the technical behemoth I know it can be.

As such I've set up a 'tip jar' over on Patreon and will continue to set goals and rewards based on our success - www.patreon.com/SomersF1

19 Sep 2014


As we know most of the performance accrued by Mercedes against their rivals this season comes from their powerunit.  However the amount of work done of the aero side should not be underestimated either with some very decent concepts in play.  It seems more than perhaps most, Mercedes have focused their efforts on using the waste energy created by the exhaust plume as a further performance advantage.  Over the past few seasons the use of exhaust blowing has primarily been aimed at sealing the edges of the diffuser, reducing the impact of tyre squirt and allowing the teams to run with aggressive rake angles.  The placement of the exhaust along the cars centreline looked to reduce its impact but the teams can't unlearn what they know, in this case that the exhaust plume can offer a source of immense energy.  The use of a turbocharger whilst connected to an MGU-H also quells the ferocity of energy dispatched by the exhaust, but nonetheless it's still something that can be used to levy an advantage.

Furthermore the loss of the beam wing for 2014 means that the teams have had to think a little laterally in terms of achieving aero structures that bind together to increase downforce.  The aim of the game being that the diffuser and rear wing work together to increase downforce for less drag.

Mercedes have already made several changes to their Y100 Winglet / Monkey Seat throughout 2014 (Barcelona, Monaco, Spa) alluding to development in the area and also how they treat specific track characteristics inline with their rear wing design.

The team have once again made a small change to their design for Singapore changing the guide blade that sits astride the upper extension of their ladder winglet.
As we can see from the older configuration (inset) the upper blade has been replaced by twin blades, this alteration may seem small but the way in which it manipulates the airflow will of course have an impact on performance.  The inclusion of the secondary blade is likely done to delay the point at which the exhaust plume (and surrounding airflow it guides) interacts with the upper section of the top flap, meaning the team can run more angle of attack without flow separating, increasing downforce and reducing drag.

Tagged

0 comments

Total Pageviews